Transportation Commission - April 17, 2025

Good evening. This is Chair Miller and I
would like to formally call the meeting
to order. Welcome to city staff,
transportation commissioners, and the
public to the April 17th transportation
commission meeting. Meetings are being
held in person, televised on coxcable
channel 11, and streamed online at
scottsdaleaz.gov
for the public to listen and view the
meeting in progress. I'd like to ask for
a roll call to begin this evening's
meeting.
Chair Miller here. Thank you. Vice Chair
Will Coxin here. Thank you. Commissioner
Marman here. Thank you. Commissioner
Pankeritz
here. Thank you. Commissioner Kofile is
absent. Commissioner Commissioner
Cardella here. Thank you. Commissioner
Davis. Thank you. Thank you. Spoken
comment is being accepted for agendaized
and non-aggendaized items. The request
to speak forms must be submitted no
later than 90 minutes before the start
of this meeting. Do we have any spoken
comments? Commissioner Miller. We do
not. Thank you.
Written comments are being accepted for
agendaized and non-aggendaized items and
should be submitted electronically at
least 90 minutes before the start of
this meeting. These comments are also
emailed to the transportation commission
and posted online. Do we have any
written comments? Commissioner Miller,
we did have one. It was accidentally
sent to the planning commission inbox,
but I forwarded it to each of you today
and I updated the packet online with
that attachment. Thank you. and I gave
you a printed copy. And this is on a
non-aggendaized item right now, correct?
That's correct. Okay. And staff will
reply.
Yes, we will pass that on to the the
rest of staff so that they can reply to
the resident. Thank you. Thank you so
much. Um, before we start the meeting,
I'd like to just take a moment to thank
former transportation director Mark
Melnenko for his hard work and
dedication to improvement to the city of
Scottsdale. He worked closely with the
commission to improve traffic flow and
streamline processes with the goal of
keeping Scottsdale special and he has
assembled an outstanding staff. I'd like
to especially thank him for his
expertise as the commission worked with
the community over the many special
meetings to develop the transportation
action plan which I was a part I know
how hard that all was on him and the
staff and I look forward to working with
the new division leadership as we move
forward on the transportation safety
plan. It's important that we ensure our
streets, paths, and trail are safe for
everyone, residents, students, visitors,
and workers on our streets. And with
that, I will turn to the full agenda.
And with first up is approval of meeting
minutes. Do I have an approval motion to
approve the meeting minutes?
Discussion. Um, Wilson. Chair Miller, I
vote I I mo move that we approve the
meeting minutes from the March 20th,
2025
uh commission meeting. Thank you. Do we
have a second? Second.
Thank you. Um is there any discussion?
I I did have one change that I think is
a typo. Um on page two number two Prop
479 arterial life cycle program in the
second paragraph about second sentence
uh says in 2019 the city of Aendale s
dedicated local funding match for
ALCB commissioner Miller which paragraph
oh second paragraph second sentence yes
that is a great question
Um, it should say Scottdale. So, we will
update that and amend the minutes.
Thank you. With that, would you like to
um
uh move to approve with the changes?
Chair Miller. I move to approve with the
changes. Thank you, Vice Chair.
Second. Second by Commissioner Davis.
Will you Take the vote, please. Susan.
Yes. Chair Miller. Um, approved. Thank
you. Vice Chair Will Coxson, approved.
Thank you. Commissioner Marman, approve.
Thank you. Commissioner Pankerowitz,
yes. Thank you. Commissioner Cardella,
yes. Thank you. And Commissioner Davis,
yes. Thank you. Minutes are approved as
amended.
Thanks. Um, and with that we move to our
second item, the strategic
transportation safety plan, data
analysis and high-risk locations. Mr.
Doy, would
you like to start the
presentation? I would. Um, so I'm here
to do a brief introduction of our
consultants who are coming up to give a
long and robust conversation about what
they've been looking at, how they've
been uh analyzing and digging into our
city and what kind of conclusions
they're starting to derive from it. So
this is our fourth item on the safety
the strategic transportation safety plan
for the
um sorry uh it's not the name other
other slide other presentation this is
the this is the second item
Yeah. So item three for the data
analysis and high-risk locations and
then following this we'll have item four
for the counter measures and strategies
moving forward. So they will come up and
and
have lots of um conversations to present
on the data crash analysis identify the
intersection segments corridors um with
uh exhibits showing possible safety
issues and then and then start
discussing the high network. Next slide
please.
So our two presenters will be from TY
Lin and from NAU who have been
conducting our analysis. So I will pass
it over to Ryan and he will start it off
and then we'll go over to Dr. Russo who
will go further into the analysis on the
data. So thank you guys for being here.
Thank you Nathan. Uh Ryan Wnak. I'm a
senior transportation planner with TY
Lynn. I just wanted to do a brief
introduction. As part of our team, NAU
and Dr. Russo and his team have taken a
lot of data and I think the overview
that he's about to provide you will give
you an appreciation of all the data
that's coming together. Uh the work is
not completed. This is very much a
check-in at this point at a high level
to sort of get some feedback and be able
to make sure that we're spending the
rest of our time and analysis to bring
to you a more refined draft uh at the at
the later time. So with that, just kind
of keep an open mind that this is meant
to be a facilitated conversation with
lots of feedback. So please take all the
time that you need in order to provide
us the direction that we need in order
to meet your expectations. Thank you.
Thank you, Ryan, and thank you,
commissioners. So, uh, my part of the
presentation, what I'm going to go over
here is is really a high level, uh,
summary of the crash data that we've
analyzed and some of the trends that
we're starting to see. Um so first of
all the the crash data that we're using
in this analysis is from the most recent
five years 2019 through 2023 um which is
pretty standard practice in traffic
safety analyses. Uh our data is coming
our crash data is coming from two
sources uh one from AOT and one from
city of Scottsdale one data set from
each. The ADOT data set contains vehicle
only crashes. Uh the city of Scottsdale
data set contains only pedestrian and
bicycle crash data. And just a little
background on why we're combining these
two data sets. There was initially some
concern that perhaps not all uh bike and
pedestrian crashes were making it into
the AOT data set because of maybe a
checkbox for uh monetary damage type of
thing. So, just to be sure, we're uh we
removed all pet and bike crash data from
the AOT set and supplemented that uh
with the pet and bike data directly from
City of Scottsdale. Um and so you can
see the the numbers here. We've got in
terms of the vehicle only crashes, just
over 18,000 total crashes. Uh of those
376 or just over 2% were KSI. Um, and
just a quick overview on the on KSI, uh,
when we talk about crash severity, uh,
we're looking at the CAB co scale. So,
KA, BCO, five discrete categories. K is
fatal injury, A is incapacitating injury
or serious injury. Uh, B is evident
injury, C is possible injury, and O is
property damage only or no injury. And
so when you see KSI, which you'll see a
lot throughout this presentation, that's
referring to the K and A level crashes.
Uh so fatal and serious injury. And
that's generally Oh, if I go sorry. Um
that's generally what what agencies are
most focused on preventing those KSI or
those serious crashes. And so with the
uh pedestrian and bicycle crash data set
from the city of Scottsdale, we have uh
you just over 700 uh total pet and bike
crashes. Of those, 15.4% were KSI. Um so
quite a bit higher percentage than
vehicle only as as we'd probably expect
because these are vulnerable road users.
Um and so the total data set you can see
at the bottom just under 19,000 crashes
uh just under 500 ksi crashes and that's
over the five years.
So another uh piece of the puzzle here
some some other kind of critical data
sets we're collecting uh to kind of
integrate with the crash data. Uh first
of all roadway information. So we're
looking at things like the functional
class of the roadway. Traffic volume is
a critical parameter when we think about
uh calculating crash rates. Um speed
limit is another critical one along with
number of lanes. And then we've got some
other items like crossings and the
non-motorized network, uh intersection
control, you know, signalize versus stop
versus roundabout. Um built environment
data. So we're looking at things like
transit stop, school locations, parks,
uh land use, and others. And then we're
looking at um some potentially some
transit ridership data and demographic
data. And then with speed data, you see
on the bottom left. So certainly uh
speed limit is is a critical piece of
data we'll look at on roadway segments.
Um but speed limit doesn't necessarily
translate to the speed people are
actually driving. Um so we're
potentially looking at at augmenting
that with some other sources of actually
measured speed data so we can see how
fast people are actually traveling on
some of these
roadways. So one note uh before I move
on to get into the kind of the summary.
Um, so we're working with police
reported crash data here and there are
some kind of inherent limitations when
we're using this type of data. Um, so
some of some of the fields in the data
set are going to be more complete and
accurate than others. Um, the fields
that kind of rely on uh either witness
information or the officer uh kind of
estimating something. Speed is a good
example. So there's a field in the crash
data called estimated speed that is just
entered by the officer based on their
judgment. Um uh of course some you know
some fields will be accurate. Anything
observed directly by the officer um you
know crash day of week, time of day that
that kind of thing generally is more
accurate. And one other note is is that
with crash data, generally when you have
a fatal or serious injury crash, the the
crash data tends to be more complete and
accurate because they're taking the time
to to make sure that that it is complete
when when that type of crash occurs. So,
just wanted to give you an overview on
on, you know, an inherent limitation
with police reported crash data, but
this is basically the data we have to
work with when we're looking at crashes.
So um a highlevel summary here of
crashes by severity level. So you can
see the fatal uh suspected serious
injury. Those are the K&A level crashes
I mentioned before KSI and then
suspected minor is B. Possible injury is
C. No injury is O. And so if you look
across the years, it's uh fairly
consistent that we're seeing, you know,
between 2 and 3% of all crashes are KSI.
Um if we compare that uh at least the
fatal crashes, the percent of fatal
crashes to uh the whole MAG region,
Scottsdale um is actually doing slightly
better than than uh you know the region
as a whole.
So if we look at crashes by collision
type, so this is a a field in the crash
data. Um and you can see that the rear
end is is by far the most common type of
crash. Um and that that's fairly
consistent across any crash data set. Uh
angle is next. Sideswipe uh is is the
next most common. And sideswipe is when
basically a vehicle hits the side of
another one. Kind of think about like
changing lanes and you you kind of hit
the side of another vehicle. Um left
turn related is next. Then single
vehicle. And then we get down to
pedestrian at 386 and head-on and bikes
are kind of the other two. I'll note the
others are, you know, other other types
of crashes that we're seeing a very
small sample of.
So, um, but it's it's kind of important
to think about, you know, the percent of
KSI crashes that are occurring within
each crash type when we think about this
this trend. Um, and so here you can see
the percent of KSI collisions in orange
uh by crash type. And a few things stick
out here. Obviously, pedestrians um
we're seeing the highest percentage of
KSI crashes, not unexpected. uh bikes
being the next also
unexpected. And then uh aside from that,
the others with kind of the highest KSI
percentage would be head-on uh single
vehicle and um
angle. And then you can see U-turn. So
one thing to note is that it's important
to think about the sample of these.
These are percentages that we're seeing,
right? So if you see U-turn right there,
4.76%. But if I go to the sorry the last
slide, you can see there were only 40 of
those types of crashes in in the in the
data set. So that's one thing that
that's important to consider, right? Not
only percentage of crashes, but the
actual frequency which would that
they're occurring. Okay. So so yeah,
these some of these crash types stick
out as as particularly problematic with
the high uh higher percentage of KSI.
Um, and if we if we take a closer look
specifically at pedestrian and bicyclist
crashes, um, by the crash type that they
were coded as, um, kind of the takeaway
here is that both for really for KSI and
for for the other severity levels, we're
seeing almost threearters of those are
the angle head-on or left turn. You can
see that's those three right here in
KSI, and that's those three right here
in uh, total crashes.
Right. And this is kind of another way
to visualize that same information for
pedestrian and bicyclist crashes. Um
most of them are coded as angle there.
Um then other single vehicle left turn.
And that's one thing you know I
mentioned uh that officers are making a
judgment when they code this stuff on
scene. And so that's another thing to
think about when because you see this
other category, right? But we know these
are pedestrian involved crashes.
Uh and then if we break it down further
by location, you can see uh more
detailed information on where the crash
was coded to have occurred. Um and those
top three locations there um kind of
indicate that that's an intersection
related uh pet bike crash right within
Mark Crosswalk. uh within intersection
um another within
intersection right so these are the
different categories there so we are
seeing you know a good chunk of these
types of crashes occurring near
intersections that is what we're seeing
in this
data okay so another thing to think
about or another field we can look at is
lighting conditions at the time of the
crash so you can see on the right um the
different categories of light condition
um that we see in the crash data. So
daylight obviously is the the highest
percentage there. That's the light blue
you're seeing. So in in this slide we're
seeing light conditions for KSI crashes
here and then for the rest of the
crashes on the right. Um, so most
crashes in both cases occur during
daylight, but we do see a slightly
higher percentage of KSI crashes uh
occurring in non-daylight conditions,
right? And so that could be dark. Um,
dark is dark lighted is the most common
category here, which means it was dark.
It was at night, but there were street
lights in the area. um dark not lighted
is a smaller percentage but in general
we're seeing a higher percentage of KSI
crashes occurring in dark
conditions right and this is um there's
kind of a lot going on here but another
way to look at the trends for lighting
condition um so if we look at the
different crash types what you're seeing
here is basically the purple bars
represent daylight crashes the orange
bars represent non-daylight crashes so
dark condition crashes
And then the top parts of the chart here
show the percentage of KSI occurring
within each crash type. And so really
the one thing that sticks out here is
you can see that pedestrian crashes for
you know KSI pedestrian crashes are
really over represented in dark uh
conditions which is very consistent with
national trends we see. You know
pedestrian crashes occurring at night is
is an issue everywhere.
um crashes by hour of day. Um no
surprise here. You know, the highest
frequencies of crashes are occurring um
in those kind of PM peak hours when we
have the most vehicles on the
roadway, right? Uh alcohol involvement
is another uh another item in the crash
data. And so this uh this chart is
showing uh total crashes by alcohol
involvement uh over the years. And you
can see at the bottom that the average
for total crashes is just under 6% of
them are
alcoholrelated. And if we break that
down and look at specifically KSI
crashes uh by alcohol involvement um
that percentage goes up to 13.3. So we
see alcohol kind of over represented in
those severe type of
crashes. Uh so another another item in
the crash data we can look at is vehicle
type. Um and this one's a little
trickier uh because in every crash there
can be multiple units. There can be you
know basically an unlimited number of
units if you think about it. So there
can be a single vehicle crash where
there's one unit, a two vehicle crash
where there's two units, but if you've
got a big pile up, you know, there can
be several units recorded for that
crash. So here we're just doing a quick
kind of overview summary of the first
two units um that we see in the crash
data. And um if you look at this chart,
the orange is the percent of KSI. And
really the thing that that sticks out is
we see motorcyclists over
represented as being involved in KSI
crashes. Again, not uh too surprising.
They are sometimes considered also a
vulnerable road user. Um one thing I
will note is that you see, you know, a
lot of other unknown and well let let me
back up for for one second. When we look
at this crash data, if you look at the
body style, vehicle type, there are over
a hundred different types of body styles
listed. Some of them very obscure. Um,
and so in this chart, we've basically
combined everything that's a sedan, an
SUV, a minivan, a pickup truck, all of
that is kind of included in that
passenger vehicle category. Um, we can
break it down further. Um, but there's a
lot of in e that's either marked as
unknown in the crash data or just some
other obscure vehicle types. So, just
one thing to note that's one of those
kind of inherent limitations I I
mentioned earlier. Um, if we look at
unit two, we see essentially the same uh
trend with motorcyclists being over
represented um in the KSI category.
All right. So, that's a quick overview
of the crash data and and I mentioned
we're collecting a bunch of roadway and
built environment related data as well.
Um, so we're we're combining all of that
in in
GIS so we can ultimately um arrive at
our high injury network or or basically
our ability to to isolate hotspots for
segments and intersections
um considering not only crash data but
speed limit, number of lanes, all those
other uh things I mentioned. So, I'm
going to go through u a bunch of maps
here essentially and just show you some
of the types of data that that we're
combining. Um, so first is just roadway
type. So, we're really generally looking
at functional class here. So, we'll kind
of um clean up this data, but generally
we're looking at locals, collectors, and
arterials being our three main types of
roadways. Um so in the end we can
summarize by our highest risk arterials
collectors and even get into locals if
if if we want to. Um this is showing a
map of uh speed limits by roadway
segment. Um like I mentioned
before the speed limit doesn't
necessarily represent the the average
speed people are driving. So, we may uh
supplement the speed limit data with
some observed uh crash data from
replica. And I can get into more detail
on that if you're interested, but that's
something we're looking
at. Um and now if we kind of map out the
crashes, uh you know, overlaid on our
roadway network. Um on the left side
here, you'll see just the total crashes
laid out. Every dot represents a crash.
There are tons of dots on top of each
other there, as you might expect. And if
we if we look at a heat map of where
we're seeing the highest concentration
of crashes, um probably not
surprisingly, we've got, you know, the
biggest hot spot down in South
Scottsdale. Um some hot spots kind of in
in mid Scottsdale and and less
concentration of crashes as we get
further
north.
Um sorry.
Oh, I don't know if I missed one
here. There we go. Um, so this is
showing uh specifically pedestrian and
bicycle crashes also with the heat map.
Um, again kind of similar trend as as
expected. We see the highest
concentrations down in um South
Scottsdale Oldtown area and that's also
um represented on the heat map here on
the right.
Sorry. Um, and if we break that down
specifically to look at KSI crashes. So
in this map, four represents uh the
serious injury or A-level crash and five
with the bigger red dot represents a
fatal crash. Um, these are, you know, we
do see these happening throughout the
city with, like I mentioned before, the
highest concentration down in South
Scottsdale. And if you look at kind of
the blowups here, we do see a lot of
them happening um at uh
intersections. So this is just a real
kind of preliminary summary showing
crashes by roadway segment. Um so it you
know towards the end of our task here we
want to develop a high injury network
which essentially allows us to identify
you know the top number of segments
where we're seeing the most safety
issues in terms of uh crashes usually
KSI crashes. So this is kind just kind
of showing an example of a preliminary
summary of what that might look like,
right? We can identify those segments
where we're seeing uh the most
crashes. And then so this is showing
what I mentioned before is that when an
officer is taking a police report for a
crash um they there's a field for
estimated speed of the vehicle and
there's also a field in the crash data
that is speed over speed limit. So they
have estimated speed from the officer
speed limit of the roadway. The
difference between those two is the
speed over the limit. We don't really
know how accurate this data is. like I
mentioned because it's it's an estimate.
Um, but this is just showing a map of
those different values. We do see, you
know, 50 plus miles per hour over the
speed
limit. Maybe that does happen now and
then, but again, we're not super
confident in this data. And that's why
we might look to supplement um speed
data. Like I mentioned,
um alcohol involvement, we can, you
know, we map these out. And so the the
smaller blue dots are all the the
crashes that don't involve alcohol. Red
involve alcohol. There's a bunch of dots
on top of each other here, but what we
see is there's that's really an issue
that's occurring throughout Scottsdale.
We're seeing alcohol-related
crashes. Uh so transit is another thing
that that we're uh looking at. So, we
we've mapped out um bus stops here, and
we're initially looking at uh crashes
occurring within 75 ft of a bus stop. Um
the individual crashes are not mapped
out here, but you can see the heat map
of where we see the highest
concentrations of bus stops with crashes
um within 75 ft of them. And that's a
buffer that could be changed, but that
was the initial um buffer we used for
this summary.
Um, so we're seeing in this section of
southern Scottsdale and a few hot spots
up here kind of in in mid Scottsdale as
well. So crashes near parks. This is a
data set, the park data set that was
provided by Scottsdale. So we just uh
did a quick summary on uh crashes
occurring adjacent to parks. Um, this is
looking at total crashes, but we might
be interested in looking specifically at
pet and bike uh crashes near parks. If
there's a specific crossing where lots
of them are are are crossing to get to a
park, for example, that might be um
something of
interest. Oh my gosh. Sorry.
Okay. So, um the last kind of part of
this this high level summary is is we
did a quick summary of the top five
highest crash frequency segments uh and
intersections. Uh we looking at both
total crashes and KSI crashes. And the
what we wanted to do is take a look and
see if there are trends uh in the crash
types at these highest crash locations
um just to see what that looks like. And
so starting with intersections, um these
are the five highest that we saw in our
initial summary here. Um and these are
looking at crashes of all severities.
And then if we break that down and look
specifically at the highest five uh
intersections for KSI crashes, um that's
what you're seeing here. And there is
one in in kind of more towards the north
that did pop up when we looked at at uh
KSI crashes. And so the the summary we
did here, you know, a lot of values in
this table, but you can see we're just
looking at a summary of crash type for
all intersection crashes. the top five
total intersection crashes. And really
probably what's what's most critical
here is looking at the the top five
highest KSI intersections. Um, and with
respect to crash type, a few different
things uh stick out here. If we look at
our our top KSI intersections, we can
see that angle crashes are over
represented. Um, left turn crashes are
over represented at 25% here. um head-on
crashes are are very over represented
and then pedestrian and bike crashes
down here as well. So those are kind of
you know with respect to intersections
the the most severe crash types we're
seeing. We did a similar thing for
segments looking at the highest crash
segments. And I should note as as Ryan
mentioned this is a work in progress.
We're still cleaning up the segments. Um
it's it's a bit tedious to make sure
they're all uniform um and to really
define the segments properly, but this
is a quick, you know, an initial
preliminary highle summary. Um so these
are the top five segments we're seeing
in terms of total crashes, most in
southern Scottsdale, one up in kind of
midcale. And then if we look at KSI uh
crashes on segments, these are the top
five that we're seeing.
And if we look at the crash types,
similar to the the intersection analysis
I just uh showed, some of the crash
types for KSI segment crashes that are
over represented are single vehicle
um left turn related crashes and again
uh the pet and bike crashes down here
we're seeing as as over represented on
our highest KSI crash segments.
And I think that's the end of my
preliminary summary here and I'm happy
to get into um discussion and and
questions.
Thank you so much, Commissioner Penguin.
Yes, I know that you showed a part a
park a map of vulnerable road user
crashes at intersections. When you say
at
intersections, is there a buffer that
you consider and what is it? Yes. Uh
good question.
So, let me find that
slide. So, well, we can kind of look at
it on this slide. Yes. Uh 150 ft is the
buffer that we used. Um and we that's
something we had discussed with with
Scottsdale staff and um that's a com
that's a very common buffer to use.
Yeah. Um I guess because I saw you uh
McDow and Hayden Road there. I live near
the intersection and there is two
businesses. So one is Lowe's, the other
one is
Walgreens and you for example for
Walgreens and I'm going to get on my
soap box so apologies.
You have a front door, you have a
crosswalk, you have a traffic signal,
but then there is a retaining wall in
the middle. So, you constantly see
people entering the business. You know,
if it's 110 degrees and it's August, you
don't want to take those additional
steps to then go around the wall to then
go um it's a very indirect path to take.
And that is something that I would be
curious to um explore in some of these
high pedestrian uh collision locations
because uh most people take the shortest
route and those are multi-lane roads.
So, you know. Mhm. Um my other question
is you map crashes at 75 ft of any bus
stops. Did you look at the or
Have you looked at the time of day to
see if the bus
was running? I I know that sometimes
people um chasing the
bus causes a lot of collisions and um I
I guess I would be curious to see if
that time
matches, you know, the time of the crash
matches either a bus schedule or uh the
overall time that the bus runs. Yeah. Uh
we did not do that, but that's a great
suggestion and we could easily summarize
by time of day. Yeah. And also in when
you prioritize projects and I know
that's the next presentation within
those locations uh by the number of bus
boardings at these bus stops. So high
crash high bus boarding uh might be a
good way to approach uh prioritizing
um solutions for these
locations. Um then I have two more
questions. Mhm. You said you did the top
five uh intersections and top five
segments. Why top five and not like a
top 10? Is there like a big jump in the
collision numbers? So, no, this there
there was no specific reason. We just
wanted to get an idea of the crash types
that might be over represented. When we
get to our actual high injury network,
we'll definitely be looking beyond the
top five. we'll be looking at a top
percentage of of intersection segments
and so on. So this this was strictly for
kind of demonstration
uh purposes. So yes, we definitely will
expand that list. Okay. Yeah. And then
my last question is you had a slide of
segments
um where the single vehicle crash was
over represented.
Mhm.
Is intoxication a factor in those single
vehicle crashes?
Yeah. Um I Yeah, we don't have that
summary here, but we can definitely
summarize by alcohol versus no alcohol
for any of these crash types. Yeah.
Okay. And then again when we maybe look
at solutions, it might be a good idea to
look at the single vehicle, the time of
day and then um collaborate with the
police department on targeted
enforcement if we do see a pattern in
the time of day and uh day of the week
for those single vehicle crashes and
intoxication. Yep. Thank you. And are we
getting notes? I just want to make sure
I'm remembering. Okay. Sorry. Yeah, we
have minutes. Okay, good. Thank you. And
Chair Miller, uh, Commissioner Penguins,
I want to go back to your what are your
first comments about land use and and
the structure of that that retaining
wall. Um, I think that's a really good
point I wanted to just highlight. I
don't think
we've necessarily thought to put in land
use or a component of that. And so I
think that's something we can look to
incorporate at least in the uh when
addressing vulnerable roadway users of
of how we could possibly at least a
general comment about how we could work
with the land use department and our
ordinance on how to um mitigate
um land use practices and and dangerous
uh crossing activities or or ways to
encourage um better mobility for
pedestrians and bicyclists through land
use. conversations. Thank you. I think
Ryan wants to expand on that. I have an
idea about that and I wanted to run it
by you in terms of an opportunity to get
some feedback. Um when I hear that and
I've had these thoughts myself um around
retaining walls and the entry points
that are controlled for pedestrians to
access the site and if that does sort of
become a uh a barrier to having a most
direct path to the intersection where we
have the safer crossing. If the land
uses could note where and if the
instance where pedestrians are
controlled to access to the site, we pin
that on
the spatially and then we have this sort
of demarcation within spatial data so we
can run that analysis. Does that sound
like it would fit the type of analysis
that you're looking for?
Yes. It's not even a type of analysis.
This is just moving forward when new
development comes in. If there is an
opportunity that we know there will be a
future traffic signal or even a stop
sign or uh where we already have an
existing signal that there is a
stipulation placed that the most direct
path pedestrian path uh from the traffic
signal to the front door of the business
would be taken. And quite honestly, I
I've I worked with crash data myself and
you can easily see it on a map because
you will see the crashes far away from
those intersections. You drop in on
street view or you go to that
intersection and you'll see a retaining
wall there. So, excellent chair chair
Miller and Commissioner Penguins. I
think that's a great point. you know,
transportation planning and traffic
engineering, we meet very regularly
reviewing all new development cases. And
so, putting this note or this strategy,
this goal into our plan to keep us
mindful of looking at that stuff and and
and Ryan from Tin, if you guys could
help us uh explore how we're falling
short currently, then when new
developments come through, we can take a
active approach at at making sure we
mitigate that for new uh developments.
Thank you. And I just want to add to
what you're saying because I live near
that intersection too and I actually do
walk to those places and the walls are
designed basically with the assumption
that nobody walks to those places
because it forces you to walk in through
the driveways.
So thank
you comments commissioners commissioner
Davis.
Um so we have um traffic volume data I
believe for for all of our streets. Is
it possible to see um you know to almost
get like
a I don't want to use the term per per
capita but if there are if there are
streets that might have a higher
percentage of crashes compared to the
average number of trips per day or the
traffic volume. Yeah. Yes. Absolutely.
That's something we'll plan to
calculate. Crash rate is is Yeah.
crashes per I'm sure there was a term
for that. Yeah. Yeah. Yeah. Yeah. I mean
I I understand obviously we focus our
our efforts on the areas that have the
highest number of crashes which clearly
areas the highest volume but it would be
interesting to see if there's um some
standouts and yeah Commissioner Davis
we've the city has been collecting that
data for the
last 15 20 years. So we have that going
back a while. you can share it if we
haven't shared it already and make sure
that gets incorporated into we do have
uh so annual average daily traffic a
generally the measure we use to to
calculate crash rate and that that's
certainly something we will do and
second question so I this is I could
take a long time to to dig through all
this and uh this is you know a lot of
ways to slice the data how does this um
how does this trend with with similar
you know fiveyear data sets that we've
had in the past and and and Do we look
at that to see
if for instance you know the top five
top five intersections have have moved
over the years or not?
We have the data and we can look at it.
I just recently looked at a particular
intersection and it's its trend lines
for the past 15 years and it does vary
from time to time over those five years.
So, so it was we've had cases where one
was
the for its crash rate it was 86th of
our we have that data for 202 of our
intersections. Um so it was 86th on that
list I think somewhere around 86th and
then it jumped down to 45 and then
jumped back up to 86 again. So sorry it
went 45 to 86 to 45 again. So, um, we do
have the ability to to review and see
which ones generally the the ones on our
list that are they pretty much
predominantly stay at the top of the
list. So, there's some variations and
fluctuations, but we see some patterns
and some consistencies on certain
intersections and they the repeat
offenders as it were of accidents. Yeah.
And I I the only reason I bring that up
is um, you know, I think I saw um,
Hayden and uh, Thomas on the list. I
know that we um did a large scale
project. I can't remember how many years
ago it was, but there was a redesign of
the intersection um I think with a MAG
grant because it was such a high
incidence rate. Um understand this looks
at five-year data. So perhaps we are
capturing a period of time where we had
you know prior rework, but I would be
interested to see how effective um our
investment was and um in trying to ease
that crash rate. So thank you. Yeah. And
one other note on that is just um you
know crashes they're somewhat rare and
random. There is going to be variability
every year but there's kind of this
regression to the mean when we look over
five years where we see the top
locations kind of rise to the top when
we combine that fiveyear data.
Thank you
vice chair.
Thank you chair Miller and thank you Dr.
Russo. Um great information. Um and uh
uh really really interesting stuff. Uh
I'm kind of curious on this slide. Um
and again a lot of the questions come
from my experience with ADOT numbers
statewide and I know there was a huge
difference during the pandemic years uh
where uh crash total crashes went down
but KSI crashes went up and
um you don't really see that here which
is which is kind of interesting. I mean,
it 2020 was a an outlier sort of, but it
seems like it kind of drove back to
um the normal rate pretty quickly. Uh
which took a number of years with a with
Arizona wide data.
I guess that really wasn't a question.
Um yeah, I was going to try and find
Yeah. So here you can kind of if we look
at total frequency, we do see that drop
in uh 2020.
Yeah, people were drinking at
home. Uh my uh I had a couple of
questions. Again, they're they're
they're mostly around the uh around the
edges of the data. um on the 150 foot
intersection um um
boundary we found at ADOT when we looked
at uh roundabouts um you that 150 foot
would kind of exclude any roundabout uh
just based on the size of those
intersections
um we don't have that many and I imagine
they're probably operating pretty well
but it'd be nice to have just make sure
that the data you're looking at takes uh
takes that into consideration.
Great point. Um, and then, um, the two
other questions really have to do with
systemic, uh, and I know we haven't
gotten into that yet, but, um, if you
look at the, uh, any of the KSI data,
thankfully, Scottsdale doesn't have a
lot
of, you know, doesn't have a lot of
fatal or serious injury crashes at any
one intersection or at any one segment.
That's great, but it makes the data
pretty unstable from year to year. you
can have a bad year and suddenly an
intersection you never saw or never
thought of is at the top of the list. So
my question is more about the work to
come and that is what kind of systemic
approaches or recommendations will you
be looking at or will you be looking at
those or are we still looking at spot
improvements you know place basically
going to the top intersections and top
segments and trying to put in
improvements there and see if that
helped while the kind of the same
intersection a block over has no
treatments. Um do you follow what I'm
asking? Yeah. Yeah, and I think Ryan
will get into that a bit of that, but I
think, you know, one thing we can do is
when we develop these lists of top
locations, not just, you know, let's go
put something there, but what are the
trends we're seeing that at those
locations that can be applied to other
similar locations that maybe haven't by
chance experienced those crashes yet,
right? That's kind of the way I I think
about it. All right. And then um
you the same kind of thing goes goes
with signal operations. Uh all of the
top five intersections are signals
arterial arterial arterial intersections
with signals. Uh it'd be interesting to
know if there are any or see if there
are any recommendations uh to come out
of it for general signal timing
principles um within the city of
Scottsdale because we are different than
a lot of the other cities around us with
our lagging lagging lefts and a lot of
them are offset lefts so or different
timings. And then the final question I
have and you may not have been able to
see this in the the macro level data but
we found that there is quite a bit of
variability in how crash reports are
reported. Um you pointed to the problem
that Scottsdale identified with their
pedestrian and bike bicycle data uh and
that drew a wrench into our statewide
analysis. Um, but have you found any um
or throughout this program, I guess
throughout the evaluation, I guess I
would be curious to know if there are
any any trends you're seeing in how
Scottsdale Police Department is
reporting is training its officers on
how to report crashes and if any of
those can affect the data that you're
looking at and using to make decisions.
Yeah, that's a great point. Um, I
haven't thought specifically about that,
but we could take a look
at, you know, fields that are missing or
incomplete or marked as unknown and
maybe compare that to the statewide data
and see if there's any trend there
specifically for Scottsdale. Um, right.
Yeah, that's a good that's a good
approach. I think that's that would
help. Okay. Thank you,
Commissioner.
Thank you. Um, good presentation. If you
just bear with me because my notes
aren't as organized as I would have
hoped to be, but if we can go back to
your crash data summary sheet,
um, the the initial slide. Yeah, that
this Yeah. Why wasn't the city's crash
data used from
their 2020 collision and crash report?
So, could you repeat the question? I'm
sorry. The city does by
annual traffic studies and crash
report and you use the a
DOT information instead. I was wondering
why that was. Yeah. So, the the city of
Scottsdale the police reports are
submitted to AOT. AOT compiles these um
in a in a uniform way. Um so it's
generally good clean cleaned up data to
work with. Um we we would have probably
preferred to use all AOT crash data if
we were confident all the bike and ped
crashes were were included. Um but
that's that's essentially why so AOT
the that same 2020 report
um has where you took the pedestrian
crashes. Is that where you took the
information from?
So those the pedestrian and crash data
was provided by Scottsdale in a tabular
format. So they gave us annual annual
pet and bike crash data in basically an
Excel file, right? It's tabular data
because the Scottsdale total crash
numbers for the five years match pretty
closely my own cows, but the pedestrian
and
bicycle seem to indicate more. Maybe you
can revisit that and just check
Certainly, we can double check. Yeah,
thank you. Um, there's also a typo on
that. There's
18,998 crashes.
If we go down to um Okay, I'm sorry if I
typo there. Yeah, if we get down, I'm
going to skip a slide or two or three.
the total crashes by collision
type. Does that reflect the statewide
percentages applied to the Scottsdale
number?
So that these are just summaries of the
actual data that that we're
summarizing. So all of the ADOT
data plus the Scottsdale data you see
with the the pet and bike here, right?
So the these are just actual summaries
of the numbers that are in the data.
Okay, thank you. Now, if we go back Oh,
I apologize for this. Seem to be
slightly disorganized to the um range
data collection beyond crash data slide,
please.
Oh, right here. Yes, thank you.
Um I think we I would suggest we add a a
segment portion to that. they
have or study segments a little bit more
and I'm saying that
because in some in a lot of our center
line lanes we have um physical medians
directing traffic and there's some which
we do not and there's some of these
center line medians that stack lios and
left-hand turns rightand turns lios and
it's all
paint and I think we need to look at
that is how we can clean that up a
little bit, make it a little safer so
it's a little more defined because
they're really tight. And the example
that comes to mind is um Shay between
Hayden and Scott
Storo. There's there's there's a lot of
that. Also on the on the road
information
um curves and grades is that is that
important to look at? Uh it it could be
um I I
don't I guess I'm not totally familiar
with Scottsdale. I don't see there being
a steep grade issue, but certainly
horizontal curves um can be safety
issues. So that is something we can
definitely look into to see if we can
find that data to pull in. Okay. Um
that's a good suggestion. Thank you. Um
I was kind of surprised that most
crashes occur in the occur in the
daylight hours and late afternoon. I did
I I didn't find that intuitive but that
was very interesting and your whole
presentation though there's just a lot
of data there. Now you have a couple of
slides you refer to unit one and unit
two and I don't Yeah. What what is what
is that? Yeah. So that's so in in the
crash data you know in any crash there's
a minimum of one unit. If it's a single
vehicle runoff the road crash, right,
that vehicle is the one unit. But in any
multi-vehicle crash, there are multiple
units and they're labeled unit one, two,
three, four, and so on. Um, I don't know
for sure if there's any pattern the way
that the police officer codes it like
unit one is at fault versus unit two
that I don't know of any pattern like
that. Um, and what we did here was just
summarize unit one and two just to get a
sense of the types of vehicles we're
seeing because the the vehicle type data
is in the unit level data. You can't
summarize it from the incident level
crash data if that makes sense. Okay,
thank you. Um, just about there.
Um, what about seasonal? We have a
substantial seasonal population. Does
that figure it in anywhere? Uh, that's a
great suggestion. Um, we have we we have
the date, day of week, and month that
the crash occurred. So, we can easily uh
summarize by season or month um or both.
Okay. And my last comment is
um we you have a table with our worst
intersections. Maybe since we're the
priorities have been to build the
roundabouts, maybe compare crash
data in roundabouts to signalize
intersections for information. Yes.
Yeah. Great suggestion. We we are
planning to do that. So once we have our
intersections cleaned up by generally
signal, stop sign, roundabout are going
to be our three control types primarily.
Sometimes there's a yield, sometimes
uncontrolled on a local road, but we
will definitely look at that uh trends
between those those three types of
control. Thank you. Thank you for
bearing with me as I'm jumping around.
Yeah, thank you.
I have just two questions and again,
thank you for this. Uh the amount of
data is overwhelming.
Um, do you have information as far as uh
the residency
of the people involved in the in the
data? Are they visitors? Are they
Scottsdale residents? Are they passing
through from Phoenix? So, uh, kind of
yes and no. Uh, there is a field in the
person level data. I believe I I would
want to go back and double check, but
that the state of where their license
was issued, but we don't have their home
address or anything like that. This is
crash data has all personal identifiable
information removed. Um, so it pro
especially if they're a pedestrian or
bike, we definitely wouldn't know that
for sure. And given the heat map on the
accidents in in Oldtown, any anecdotal
uh information as far as how many of
them may be ride share accidents?
Not not off the top of my head. I have
to think about how we could maybe
identify that.
Um I know there's a lot of golf cart
type of taxis there. And there is a golf
cart field in the body style of the
crash data. So that's something we could
look into. I don't think there's a way
to identify whether they were driving
for Uber or something at the time of the
crash. Um, one other thing when you talk
about particularly the top intersections
then do you have information as far as
which direction the cars their vehicles
were headed? We would have that. Yeah.
So there's a a sequence of events for
each unit and an initial direction. So
we can kind of piece that um together.
Yeah. Great.
One more question. Yeah, I'm sorry. Um,
I just noticed this. Um, I was wrong
about arterial arterial intersections.
Uh, number five there is a collector I
think collector collector intersection
that seems like an outlier um in and of
itself. I think it is signalized, but
um just stood out as far as something
that's yeah, not like the others. But
again, the numbers in general just kind
of go to the point of how unstable these
numbers are. That's That's right. And
it's possible, you know, a pet or bike
crash occurred at that Yeah. at that
collector, you know. Yeah. Thank you.
Well, thank you very much. And I think
that leads us into the next
presentation.
All right. Thank you, commissioners. All
right. So we have presentation
Okay, on to the next item uh for uh this
multi-item uh approach. Um crash data is
always going to have uh you know holes
in it. It's it's never going to be as
quite as complete as we would want for
certainty and there's always going to be
certainty issues with regards to this
work. But nevertheless, we have the data
that we have and we have to move forward
with it with the most confidence
variables that we have and confidence is
one of these features that um counter
measures uh will bring up and so but
onto the this idea about data. How can
we take the the data that we have from
crash data and also think about the
experiences and things that the data
does not collect that qualitative data
that uh near miss uh experience that
sound the the hostility the the feeling
of being stressed because the
environment isn't conducive to the the
vulnerable road user. So, one way that
we go about that is we pulled together
our technical assistants uh throughout
the the a lot of these folks will be
part of our technical advisory working
group and we took them out on a
four-stop
uh walk audit. They all were throughout
the city from north to south, different
locations, different
contexts, different amounts of traffic
volume, different traffic speeds, and
even one in the dark but yet lighted
conditions of Oldtown. Uh and so alto
together we collected 51 impressions uh
and we'll be um pulling all that
together uh along with not only
technical advisories but also hoping to
get out to the communities to get this
type of experience in the community
members hands so that we can get more
surrogate data to help improve those
impressions. The high level takeaways
from the walk audit impressions. There
was a lot of record recordings about
people's thoughts or impressions about
the crosswalks. Uh their feelings at the
intersections, their uh feelings about
the street segments, uh whether or not
the curb ramps and features that were
found at the intersections or the
crosswalks were accessible or ADA
compliant. uh and then some observations
about uh driving behavior or people
behaviors uh that they see out there
and fair amount of other categories,
right? Uh just a high level takeaway of
sort of a a word cloud if you will of uh
those observations that were marked
down. Lots of pedestrian uh lots of
pathway considerations and crosswalks.
just kind of gives you a glance at sort
of the themes that were emerging from
people's observations.
So now shifting back into the the hard
data that you just overheard and how we
utilize all these sources of data to
assess what can we do to improve uh
those crashes where they're occurring,
where they're the most egregious, where
they're causing the greatest amount of
injury, how we can be predictive about
things, um not just reactive or assess
risk at a systemic level and things of
that nature.
So one uh approach is to be thinking
very uh statistically about how we go
about uh estimating the improvements
that a crash modification factor or
countermeasure will have based on crash
modification data. Um so this this
factor is a way to statistically
estimate the expected outcome or results
from more engineering interventions
within the built environment. um it's
not as if one countermeasure lives on
its own. They always sort of have
interplay with overlapping um factors.
So they can be very com very hard and
cumbersome to go through this uh time
and time again um as designs go on. But
we think that you know with a little bit
of assistance with a little bit of uh
streamlining we can look at sort of the
policies that are being used by the city
to sort of use uh a high level inform
information to massage uh the approach
massage maybe or um the policies as they
rank as they get scored. How do you uh
how do we make sure that we check into
the countermeasures that might be most
applicable based on the crash patterns
that we see the risk patterns that we
see. So we'll talk about some
examples. So with these considerations,
there will always be site level or spot
improvements that could be made or there
could be systemic level approaches that
are that are kind of looked at. Uh I'll
have a couple examples of both. We're
going to be meeting uh with the
technical advisory working group going
over those considerations
um and then also think about how these
habits or these norms carry forward to
create a safety program here in the city
that lives on and in a robust fashion.
So part of it is about the data
collection and the countermeasures that
are considered today in this plan. Other
parts are programmatic. How do they live
on and how do they continue to uh
improve things moving forward?
Um just a couple takeaways uh in terms
of how this safe streets for all program
is being implemented in today's uh
administration. What we see is that the
shift has gone to al still prioritizing
certain communities based on areas of
persistent poverty. So poverty is uh one
of those considerations that will make
interventions more competitive to be
applied to these areas moving forward
and we expect that that would continue.
Um so with that um future deliverables
there will be a more comprehensive crash
analysis memo that you will see uh
moving
forward.
And so real quick what is site level
approach? It's you know taking a look at
the screening the full network
understanding crash patterns coming up
with some countermeasures based on the
types of crash crashes that we see. Uh
there can be benefit cost analyses that
go into this. This is just the expected
uh economic benefit to making sure that
taxpayers dollars are being respected
and so you get bang for your buck. uh
prioritization uh based on a lot of
factors can the high injury network will
play into that. Um and then just
effectiveness of monitoring how these
site level approaches play out over the
long run. Um there's also the system
level approach. So these are design
standards, educational campaigns,
enforcement initiatives, trainings on
how the police records, things of that
nature. So these are things that uh
carry a wider geographic uh presence. So
I mentioned areas of persistent poverty
was found in the recent notice of
funding uh that came out for the SS4A
program. Here's the few tracks in South
Scottsdale that would fall into those
provisions of areas of persistent
poverty.
And and there's a quick snippet as in
terms of things that you can think about
for the next couple cycles of the safe
streets for all program. Uh becoming you
know uh as you have an applicable plan
that prioritizes and uh provides
strategy that will be qualifying you for
implementation grant funding moving
forward. Data driven countermeasures.
We're going to go over a few examples.
Um the rationale for this exercise
basically is to help empower this
advisory body to give you us some
reflection some some direction uh as to
how we think about uh crash modif or
these countermeasures and uh the scope
of work that we move forward with will
depend on some of your feedback that you
provide us today.
So one example is you saw that there is
a factor of you know more serious
injuries during
the dark conditions. Um there's also a
fair amount of more of that occurring in
the oldtown or urbanized older portions
of the city. So are these lighted
conditions properly lighted? These are
things that we can sort of investigate.
Uh but you see just kind of the the data
in terms of overall crashes being the
black bars, the injuries uh relative to
total crashes being the blue bars and
then uh fatalities being
orange. We can split this further, you
know, drill down into more detail. Do
you want to know about the age of these
individuals? Do you want to know if
alcohol was a factor? uh more analys we
can split this data in more ways than we
can
count. So given those dark conditions
how they map out there's a pattern that
sort of exists uh in South Scottsdale
along Hayden it also seems to border the
area of uh persistent poverty. So this
is some of those things that start to
draw your attention. Okay, there's
there's uh at need um demographic here.
There's a pattern of crashes. Uh these
sort
of occur in a geographic uh location to
where you could string together a group
of projects or do sort of um a system
level analysis at least over a bit of a
corridor and now you can get like a
corridor uh you know assessment
happening. Um what you're what we' be
looking for is you know the the lighting
um quality, the lighting spacing, what
are the lumens, what's the temperature?
Uh is does that create um positive
contrast or negative contrast? Do people
seem that they're crossing in places
where they have more of a silhouette on
to oncoming traffic or do they really
are they really lit up on the right side
of their body for that oncoming traffic?
So all these are sort of questions that
we can kind of look at. Um you know is
is there a speed is contributing to this
problem that can come out out of that
synthetic data that we can look at that
still protects people's privacy. We
don't know who it is that's speeding but
we have some general observations of uh
the population's behaviors on this
corridor.
Um and then just make sure that you know
as the CIP or the capital improvement
plans projects that make their way
through the city is lighting uh a
priority uh during the that analysis.
You know these are kinds of questions
that can sort of nudge policy in in a
systemic way. Any questions on that? Any
observations that you see? Anything that
any other questions that we should be
pondering when we think about this
potential countermeasure or this
particular challenge?
Vice Chair Wilson. Yeah, thank you,
Chair Miller. Um the the one thing I we
haven't really talked about and I I know
the data is available. It's a question
of whether you can get it which is um
um speed data basically from individual
vehicles and I'm not sure what the name
of the uh ways or the um some of the
bulk data uh collectors
um especially when we talk about you
know pedestrian risk at night
um especially in an urban area it seems
like the speed um is actually more of a
factor than the lighting. Uh the
lighting is
always sketchy, but it's usually there
and it's more of a factor of the speed
since your capacity is essentially
limitless.
Um anyway, I do we have access to any
any speed data for our evaluation of
this? Yeah, so we are we do subscribe to
company that does big data collection
called replica. And so that's where the
synthetic data sort of comes from in
terms of monitoring the the GPS sort of
signals and aggregates them and keeps
you know uh everybody's privacy uh
protected. So that is one source. Would
you have
um suggestions for alternatives or does
would that fit your you know I know MAG
has it uh collects data as well on the
on the freeways. Um I assume they also
collected on the service streets. U they
might be a good place to check with.
Okay. Thank you.
Let let me respond to that. That's a
good question. Vice Chair will coxin.
We are working with
MAG with the four location that we
piloted along Frankl right that give us
the data that you mentioned about the
vehicles giving us the speed data and
also the level of service data and
that's only a long Frankly ride but we
working with MA to actually expand the
pilot area. Our goal is to get about 200
locations in the city so that way we can
have more data like that.
Thank you. Thank you for the additional
information.
Any other insights? Should we move on to
the other example?
No. Proceed. All right. Um, another
systemic anal uh level analysis can rise
up this idea of how does the population
or the households that have zero vehicle
access interplay with the amount of
vulnerable road user crashes that we
see. And by doing a bariate uh data
analysis, we can sort of understand
where both the high percentage of
households who have no vehicle access
with high incidence of uh crash severity
uh being the KSI crashes. And so sort of
looking at both point data that uh is
captured within or that can absorb or
relate to the the demographic data. Uh
all these points kind of sort of light
up and the darker the the colors the the
higher the need. And so um it sort of
starts to uh developing a pattern uh
that we can uh dive further into to uh
make sure that again we're meeting a
population's uh needs in a in a
sensitive manner.
Um the potential countermeasures that
you would might see in a in an instance
like this is to take a closer look at
where the transit stops are located, how
they're designed, their you know access
to crosswalks, um education campaigns,
enforcement initiatives to ensure that
people are crossing in the right areas
or you know what is that me how does
that median look? Is it that median just
inviting people to uh break out of the
the crosswalk? Uh how can we make that
crosswalk uh feel more inviting, more
enticing and and have direct access uh
for people? Um so I think some great
questions were brought up in the last
presentation. you know, making sure that
we could even limit this down to the to
the times that uh transit is running uh
might help create a little bit more
fidelity around this question of what
we're really trying to answer. So, I
love that suggestion. We can definitely
incorporate that into this to to uh
narrow in these crash dots even further.
Um but uh yeah, when you look at this
map, when you think about these
potential countermeasures, is there
anything else that stands out or
questions that come to mind?
Commissioner Penguins.
Yeah. So, um it looks like on South
Scottsdale, we already have a
conglomeration of high poverty, low
lighting conditions per your other
slide. And
then those options for counter marishers
in terms of education or enforcement
initiatives don't really do justice to
anyone if we all were to give up our
vehicles for a week and do our errands
by walking. We would see how easily we
would cut corners to get what we want to
get or we would chase a bus so that we
don't sit in the heat for like 30
minutes waiting for the next one. So,
I'm not a big fan of enforcement for for
these things. And if we want to do
enforcements, I think we should all just
take a week without our vehicles and see
how we do. Uh nor um am I a fan of
education campaigns. I think that we
need to address the infrastructure issue
and even if we know we have high bus
boardings or you know low car ownership
in certain places that we maybe start
getting those connections with Valley
Metro and talking to bus drivers about
looking around before taking off because
I know a lot of collisions happen from
people just desperate to reach that bus
and I like I said if we all were to use
the let go of our cars for a week or so,
uh we would be doing the same thing. So,
um that's that's just my feedback. I
think that where we get an accumulation
of these
um kind of high-risk factors that rather
than just
um putting all the onus on the
pedestrian or the bicyclist, we really
need to look at ourselves first and what
our infrastructure looks like.
appreciate that. Uh I'll note that uh
your your response uh identifies a
campaign that helps people think about
the the experiences of the bike and
pedestrian uh or the transit user too.
Um, so I I I understand the the critique
of most campaigns to put too much onus
on bike ped vulnerable road users to be
the responsible actor and an imbalance
of risk profile being that they don't
have behaviors that threaten the
motorists. Um but this campaign of a
week without driving is kind of flips
that concept on its head almost and asks
drivers to put themselves in the shoes
of the vulnerable road user. So at the
same time yes some campaigns can be too
ownorous on the vulnerable road user but
there are some examples uh that flip
flip that paradigm. So yeah and I mean
even educating drivers
uh we are so used as drivers to not
paying attention to pedestrians uh
taking right turns without really
looking if someone's crossing or even uh
you know zooming past a bus that's
stopped that we don't know if a person's
trying to make a connection and it's
going to jump out of that bus and and
go. So there there are things that
drivers can do too to to pay attention
to these things and it's not just all on
yeah the pedestrians. Another good way
to look at it is if we look at these
areas of concentration, will we feel
comfortable sending our kids biking or
sending our kids crossing that
intersection and then uh we feel
comfortable just educating them on it
and like having a police officer enforce
on them to do the right thing or will we
feel comfortable if it looked different
and safer?
Um can I just add something? um add more
information about your comment of low
lighting in the south area. Um we are
working on a project that about to add
1,250 LED fixtures
um along the arterial corridors and the
south Scottsdale area is one of the area
that we focus on. Hopefully this
project's going to be done the end of
this year. That's wonderful. Thank you.
Any other questions? I I have a question
for you. When you look at areas of lower
vehicle access, how do you account for
STRs?
Um short-term rentals. So, for example,
the quarter square mile that I live in,
there are 50 single family houses that
are short-term rentals. I can see four
houses from my kitchen window that have
no cars, but it's not an issue whether
they have the vehicle access or not.
I can't say for certain how the
um American Community Survey would
capture households without vehicle
access if there's not a permanent
resident at that household. Um, but I
could look into how that's da that data
is collected and controlled for. Well,
and you might
um look at Scottsdale has a really
wonderful short-term rental map because
they do require licenses. So, you could
potentially overlay that on the
information that you have and and look
at it that way. Okay.
Any other thoughts about
this? Thank you.
Um, again about uh
lighting, taking a little zoom out
across all of South Scottsdale. Um,
proper lighting, sight visibility
triangles, all these uh patterns sort of
emerge with uh the KSI uh for bike ped
concerns specifically. So the last time
we talked about low lighting conditions,
that was all crashes. This is drilling
again more to bike ped um only uh type
of crashes. You see the fatalities sort
of start to spread out a bit. There's
not uh a pattern of one corridor. Um so
coming uh out coming away with just a
corridor project. Uh looking at this
smattering of de of uh data might be
harder to associate. You do start to see
a line of crashes along Scottsdale Road.
Um again crash rates and crash volumes
um can play into that a lot. Uh but um
nonetheless these are some options for
countermeasures that are worthy of
investigating based on this kind of
layout or this problem of uh seeing the
the dark with lighted conditions sort of
being over represented in the data. uh
based on the list of countermeasures
that you see in front of you, is there
anything that jumps out at you? Anything
that you have questions about or would
like us to drill in further on or maybe
prioritize based on your
experience. Maybe you have questions of
lack of familiarity. I'm happy to help
uh clarify anything on the slide.
Commissioner Pengu.
So, proper lighting um does that involve
like the proper spacing
of lighting?
So, with a lot of the pattern being near
intersections, um we noticed
that the lighting conditions in most
cities throughout the valley have
lighting directly overhead of of the
crosswalk. And that's not necessarily
best practice. You want the lighting
offset a little bit from the crosswalk
so that it's lighting the side of the
pedestrian for seeing for oncoming
traffic to avoid any silhouetting. And
so when I say less proper lighting, it's
techniques like that of being a little
bit more precise about placement of
overhead lights uh where pedestrian
activity is its, you know, highest
risk. Okay.
And um for uh angle and left turn
crashes is um
the I can't think of the name. I'm
sorry. The enforcement cameras could
that be a counter measure? Yes. So I
have red light understood that yeah that
there was um even more advanced cameras
and and sort of AI detection in terms of
near miss uh sort of analyses and things
of that nature that could be applied
using camera technologies or
um camera enforcement in terms of
illegal turn turning motions or uh
things of that nature or red light
running. Uh those are all uh potential
uh
Thank you. Thanks
for note that. Thank you. Great comment.
Uh, a real quick note about uh crash
narratives. Just wanted to note that
really a lot of the narratives that we
saw came directly from the city of
Scottsdale records on bike ped uh
crashes. the narratives. We would like
to see if we can find access to more
narratives, but the narratives really
can help uh us understand the cause. As
Dr. Russo alluded to, like unit one or
unit two uh being at fault, we really uh
don't can't drive that perfectly from
the data. Sometimes the data leaves uh
things uh unclear. So, a narrative can
really help tell a story. And with given
today's computing powers and ability to
understand language and large through
large language model analysis uh we can
throw narratives into AI and get uh some
pretty good assessments out of not just
you know types of words that are hit but
you know very much themes uh emerging
out of out of the narratives. Um so uh
really interesting things that we can do
with uh accessible technology today. So
getting more narratives and and
trainings to see those narratives um
would help us. We do see that, you know,
a lot of the KSI or a greater rate of
the KSI crashes come with a narrative.
And that's really where we would try to
uh emphasize that narratives tell the
the most important story to save lives
and and
uh try to reduce the most serious
injuries. Any thoughts when it comes to
uh your experience or um recommendations
for for this finding? Commissioner
Martin,
thank you. Could you go up one
slide? We're saying that
of of all the 16,000 we only have we can
describe the
physical collision, but we narrowed it.
We really don't have any idea what was
behind it. Well, there there is some
data and I can ask Dr. Russo to come up
to sort of explain uh his more in-depth
knowledge of of the crash records, but
specifically the narratives. This uh
small slice of the pie is speaking
specifically to the narratives that we
have access to. Yeah. So the the crash
report that the officer fills out,
there's a narrative and a diagram. So
they actually sketch out a diagram of
what happened during the crash and they
write out a narrative just describing
what happened. that is not avail that
narrative and diagram part is not
available in most crash data unless you
have the full crash report. Um but the
data that Scottsdale shared with us at
least the most recent years of the ped
bike data did include that narrative
text just in in one in a cell in that
crash data. And so I think that that's
what Ryan went and pulled that text. Um
but it was not available for the the
majority of our data. How do we improve
that? What do we do?
If if you agree wi with our assessment
that this is an important uh field to
improve upon, we can dig deeper uh to
see what uh might be available and or uh
speak with the police record keepers as
to making that data more available to
us. Thank you,
Vice Chair Wiloxen.
Um yes, thank you, Chair Miller. Um and
um thank you, Commissioner uh Murman. Um
I know that the crash reports um if they
are sent to ADOT should be available
um general crash reports. Um but I also
know that uh we do not
um input the narrative of any report. Um
so you'd have to actually get the data
or get the reports and then look at all
the data. I mean all the narratives um
individually which would be obviously
very time consuming
um and the it's it's a monumental task
when we have done that um just
because every officer is going to have a
different description of how they write
out the same type of crash. Uh but one
thing I I I don't know that we saw in
the overall crash data that might help
um uh Commissioner Marman's question is
the uh the concept of violations. A
violation data is CRA is tracked by
vehicle or by unit. Um, and that might
be something that would shed some more
light on how these crashes are unfolding
and not necessarily who's at fault, but
what what is happening in the uh in the
u the crash sequence, including the uh
harmful events. The first I think
through first four harmful events in a
crash are available on the statewide
database. So there should be a little
more information
available that much we have in general.
Yeah. Thank you,
Commissioner Marman.
Thank you. I guess this is a general
question. Um, insurance companies have
tons of accident
reports. Is there any way to get those
that are washed
of personal data?
I do not know of our resources to
acquire insurance records.
Um it's not it's yeah it's not a
practice that I'm uh vastly familiar
with. Okay. Thank you.
Okay. Um, with that it concludes and I
was just trying to step through in a way
that'll allow your questions to arise at
a timely manner during the the
presentation. So, but if you have
anything else that's high level
questions or comments that you would
like us to take note of, be great to to
have your
final question. Commissioner
Frankitz. Um, so I know that the city of
Scottsdale puts together a crash
report and I know that takes a lot of
staff time.
I am wondering if as part of one of the
recommendation of these plans, we can
focus a little bit more uh on those
reports for serious and fatal crashes
and a better compilation of that data.
But it does I know everything takes
staff and time. So it would require a
person to probably look at serious and
fatal collisions which Sometimes those
reports take a while to come through and
do a more accurate uh deep dive on on
them and since so many of them are uh
vulnerable road users it might be it
might be helpful but I I know it does
have a component of time and staffing.
So I understand that.
Thank you for that comment and it
reminds me that we are working on ways
of scripting some of this to be
automated as much as possible. um the
the standard process of matching records
together. if city of Scottsdale's fields
are going to stay th those fields and we
know that those fields relate to fields
that are automated through ADOT's
records that we can sort of help merge
those uh more uh saving the Scottsdale
staff time and uh especially as we
understand you know what types of risks
profiles are you know emerging uh then
we can maybe um keep some of that
analysis more focus focused on those
trends.
Excuse me, Chair Miller. There's one
more slide for Nathan to um speak on
there. Thank you before we finish. Thank
you. Yes. My uh my teaser trailer of the
next meeting that I hope you guys will
be willing to attend, which is
continuing our ongoing conversations of
the safety action plan, of the initial
goals and policies discussion. I know
that that is said to be item two that
has moved from March to May now. So
it'll be the next item that we have
coming up in the May meeting to discuss
wrapping this up into our strategies
goals. This could be a really good one
about us focusing on some kind of
reporting out of serious and fatal
injuries. So laying out where our goals
are coming up to and then then going on
down the list to
uh the remainder of the ones as we go
on.
laying out all of our goals and
strategies, sorry, goals and policies in
the next discussion coming up.
Wonderful. Thank you so much. Thank you
for the presentations and for uh
listening to our feedback and explaining
things to me uh in particular.
So, and with that, we'll move on to the
next agenda item, the operating budget
and capital improvement plan.
Thank you, Chair Miller and
Transportation Commission. Uh we have
this as an ongoing um item that we
haven't had in quite a while. So, it's
good that we we're coming and bringing
this back up.
Um, we just had several discussions with
the newly formed budget review
commission that talked about our capital
budget and our operating budget. And so
when we finish those, this is a good
time to bring it to this commission
about our operating and capital budgets
and what is in the proposed budget going
to council coming up in early May. So,
I'll start with the capital improvement
program and discuss what our projects
are, what the new projects are, what our
existing projects are, and any changes
that we had to current projects. So, the
steps that staff go into to look at all
of our projects and work on how we put
those into the CIP, the step one is to
rebudget ongoing projects with no cost
or timing changes. to just roll them
over or transfer them over into the new
budget. And I'll go through the list of
those projects that had no changes but
are still in there, still moving forward
and still getting completed. Step two is
to update the database and prioritize
projects that will require cost changes
or um uh timing changes to those
projects. They usually rank uh on the
higher end because they've already been
um approved projects and they just need
a cost change. and specifically if
there's a timing change or a scoping
change then they would definitely rise
much higher on the our prioritization
list and then development of project
scopes and cost estimates for unbud
unbudgeted projects. So those new
projects we need to develop those cost
estimates. After we finish all of that,
it goes through all the budget
committees and the the internal review
committees and through January and March
we it has been reviewed by city manager
executive team as well as the newly
formed budget review commission. So
they've they've been looking at this and
then we're going towards now the budget
review and adoption by city council
going in June and sorry April to June
will be that process with them. So going
into the projects that have been have
been rolled out into the proposed
budget. We have our rollovers our
existing pro uh transportation projects.
I'll start with the bridge over Thompson
Peak Parkway over the Riotta Wash. This
is a new bridge uh constructing the east
to southbound no sorry west and
northbound lanes um that will that will
add a new bridge next to the existing
bridge that was constructed in 2000 to
fully construct out that roadway. This
has been a long-standing project and it
was a bond project in 2019. We've just
started design on it and that will roll
over as well. 68th Street sidewalks that
is rolling over. We are currently in
design moving towards finishing up
design by the end of the year and going
into construction start next year. That
will roll over and continue with the
funding that it currently has. Those are
two locally funded projects. Now moving
over to our first federal project, the
Goldwater pedestrian and bicycle
underpass at Scottsdale Road. This is a
new grade separated crossing that is
once again federally funded similar to
our chaper underpass that was just
completed. This will be continuing on in
our CIP budget if approved by city
council. Then we have two phases of the
Indian men wash path renovations. The
Indian Ben wash path is 30 to 40 years
old. It's at 8 ft of width throughout
many of the areas. We're looking to
widen that and
uh bring in new new concrete as well as
widen it to our 10 to 12 foot standards
as it is now. Um that is $5 million in
locally funded that's transferring over
that's in in six different locations
throughout the Indian wash path areas
between McCormack branch down to Osborne
Road uh Puma Road Dynamite Boulevard to
Los Pedrris that is a roadway widening
and ALCP project um between uh just
right over the Rahide Wash um will widen
from two lanes to four lanes and
continuing at $25 million.
Beum Road, Happy Valley to Joeax. That
is a project continuing as well. Another
not widening but uh building it to its
ultimate configuration. So curb gutter
medians as well as uh storm water
improvements through that section. So we
just finished Happy Valley to Pinnacle
Peak to Happy Valley. This is just
continuing up the road and ultimately we
have the remaining puma projects all the
way up to stage coach continuing on
through our budget. The PM10 dirt road
paving uh five roads up in North
Scottsdale are converting from dirt
roads to asphalt roads. That is a
federal project and that is moving to
construction uh by the end of this
month. We should hopefully finish our
solicitation and get that out to bid. So
that will continue on into the next
budget cycle as well. Scottsdale Road uh
Dixelleta to Carefree that is another
ALCP project moving forward as well. And
then Scottsdale Road Joeax to Dixleta
currently under construction continuing
on. It'll be a multi-year construction
project and continuing on in the budget
as
well. U Scottsdale drinkwater
intersection. This is a locally funded
project just starting up into a
alternatives assessment uh $6 million to
see how we can improve that intersection
as well as the Earl to Scottsdale and
Drink Water. So this is the southern
intersection that is named Scottsdale
and Drink Water and looking to improve
uh movement through there. The
southbound the west southbound movement
is a stop sign right now. We're looking
to the the traffic volumes on there is
too high to continue in that kind of
uh design and we need to to build it out
more. The Sha Boulevard intersections is
nearing completion of construction.
It'll roll over a little bit into the
next fiscal year, but we'll continue it
on and then close out that project as it
goes forward. This the traffic signal
pole inspection and replacements that is
um as said looking citywide replacements
of the aging infrastructure, continuing
that funding and moving on to replace
and and improve those poles where
needed. The traffic the in the
intelligent transportation system
infrastructure and network improvements
is a federal project that's moving
forward. We're getting somebody we're
getting those we're procuring those uh
pieces of infrastructure and going to
install those pretty soon. So that will
continue forward as well as the other
the next three are also federal projects
that are improving our signal network,
the flashing yellow arrow pilot program
to do several new flashing yellow arrows
along Scottsdale Road and then the
Scottsdale Road signal detection system
upgrade. So I guess this is a perfect
time that we haven't done this yet to
introduce John. John Hong is now been
promoted to our traffic engineering
manager. You've heard him talk several
times today. He is a leading force on
these three things as well as various
other things happening. He's been with
us for two years now running our TMC.
Now he's going to be running all of our
traffic engineering. He's been
phenomenal and and will continue to be
so. So these are some of his
uh prized projects, if I could call them
prized projects, but good infrastructure
improvements throughout our our
community and and all federally funded.
So those will be coming in and
continuing with our in our budget
process. Then we have the shared use
path sign program. We have installed the
ones up the Indian bed wash and we will
continue that through the canal paths
and up even further up the independent
wash. So continuing with that funding
and that uh effort to put new wayfinding
signs along the shared use path in the
in Wash Second Street from Drinkwater
Boulevard to Goldwater Boulevard. This
is another bond project for pedestrian
improvements um on Second Street, a
pretty vital town uh corridor. We're
just now getting it under way with uh
designs for both the intersections of
Drink Water and Second Street and
Goldwater and Second Street as well as
the corridor in between it for
pedestrian improvements and that will be
continuing in funding. I'm almost done
with the existing projects and then move
over to the fun part of the new projects
and the conversation with that. So, uh,
buffered bike lane installation. This is
a city-wide effort to whenever we are
doing a re paving project and we have
the asphalt space to put a buffered bike
lane in, we will use this funding to
incorporate a buffered bike lane. Um,
buffered bike lanes improve safety for
bicyclists and we definitely encourage
using them wherever possible and
wherever they can fit. Uh, central
Arizona project canal path from
Scottsdale to North Site. a new multise
path, a fedally funded project to put a
pretty needed um pedestrian and bike
connection along the north side of
Franklidd Wright, just south of the
Waste Management open area. And uh as
anybody who's driven or been to Waste
Management, driven down Franklin right
or been to Waste Management, the volumes
of pedestrian traffic over there is very
high. So putting that connection will be
very helpful for both that event as well
as that regional connection of a bike
and pedestrian facility. Hopefully
continuing on into Phoenix as we
coordinate with
them. Uh the Oldtown Main Streetscape
and pedestrian improvement project. This
is a new one for us, an old one for
community services. Um, and we will look
to, as it says, put pedestrian
improvements and streetscapes throughout
the uh from Main Street uh from
Scottsdale over to Valley Ho. And so
they have they're bringing us on board
to try and see what we would think about
pedestrian improvements along the main
street. I think a a good idea to
incorporate us and we'll help them
along. Pedestrian crossing improvements.
This is another one of our citywide
efforts that where where needed and
where feasible, we'll we'll put
pedestrian crossings, the varying levels
of pedestrian crossings all the way from
a a pedestrian a um sorry, a uh um a
median break or a pedestrian refuge to
all the way up to the hawks. So using
that funding to to put in those
necessary improvements were needed. Puma
Road, Joeax to Dynamite, another one of
the LCP projects, as well as Puma from
Los Pages to Stage Coach. All of the the
remaining two that that finish up that
corridor and the low level of funding on
the Dynam on Joeax, the Dynamite is
because that's a DCR with two state land
parcels um on each side of it,
sandwiching it in that we will finish up
that design and then hand it over to the
developers when they come in so they can
widen that road for us. And then Puma,
Las Press, the stage coach will get the
normal AOCP treatment, widening, curb,
gutter, medians, storm water
improvements, um, and, and a leveling of
the roadway, trolley vehicle purchases.
We are looking to procure new
purches as the life of our our current
buses run out. We want to keep that
replacement going and establish a
consistent flow of that that funding is
still there and available for us to use
when we need it. And then illuminated
street signs various places you'll see
the blue illuminated street signs that
show Scottsdale and the name that will
be expanded along all of Scottsdale Road
as well as the couplets to give a pretty
consistent feel for that corridor and
the Oldtown area with the illuminated
street signs. Those are all continuing
on in the up the draft
budget. Now going to the projects
recommended for budget adjustments and
new projects. So the first one is the
scope change to the Alma School project.
It was Alma School and the intersection
of Joeax going up from Alma School a
little ways about I think 2,000 ft uh
north of Alma School to widen out Alma
School and get it to its its ultimate
configuration. We added the Joeax
portion of that project to go all the
way uh east on Joeax to 112th Street so
we could widen JoeX as well and keep the
the intersection so we could do a full
comprehensive improvement both going
east from that intersection and then
north from that intersection. We
anticipate needing more funding for
that. We kept the original funding
amount of 6.7 million in there.
Currently, we're going to do a concept
design and go back to council when we
have a a an estimate based on some level
of design to ask for additional funding
with that the next budget cycle. So,
that's the the effort and the the path
forward for that project. But, two
widenings and then a a intersection
alternatives analysis for Alma School
and Joeax. If anybody's ever driven it,
it's a little bit of a disjointed
intersection. um Joeax doesn't quite
line up from the west side to the east
side and uh it needs a little bit of a
design um an intervention and a analysis
to determine what is best and
appropriate for that that intersection.
Carefree Highway is getting a budget
increase. It is an ALCP project. It is
adding an additional level of funding.
We're at
a the the tail end of the design for
that project. We're going to have to
take a step back
um and federalize that moving forward
and then go through the federal process
and most likely look to see what that
will change to the budget going forward.
But originally in October when we
requested that, we knew we needed to to
get the $27 million to finish the
project. So that will go in kind of a a
uh evaluation process as we move forward
with federalizing that project. Double
Tree Ranch Road and Mountain View Bridge
repairs. This was just Double Tree Ranch
Road bridge and we got to 100% design on
it. Both these bridges
are the decks sit on wood planks and
we've had many times where we've had to
go out and repair the asphalt. um
several many potholes form with just the
way the structure is. So as we finished
the design on this, we determined that
not only could we do the double tree
road ranch road bridge with the funding
we had, but we could also do the
mountain view road bridge with the same
amount of funding and possibly have some
some savings as well. So finishing off
both those bridges and making some
necessary repairs that were needed. So
those are the scope changes and the
budget increase. And now we go into the
new projects that will be going into our
budget RCIP coming next fiscal year in
July. We have the Oldtown concrete
improvement. This is a $2 million
locally funded project to do sidewalk
improvements in various locations in the
Oldtown, a spot-by spot determination of
what sidewalk improvements are needed.
So, we'll start working in the Oldtown
area and
seeing what areas need some some tender
looking care. So, we'll look at that.
The Goldwater Camelback intersection uh
improvements. This is a federal project.
We got HIPP funding for this. Uh if it
gets approved and we go into July, we
will go through the I think new AOT
process for feasibility review and
determination of a new budget for this.
Hopefully, we'll be in line with what
ADOT is expecting um to be improved on
this intersection. We can move forward
with that federal funding.
Uh this will remain a signal and just be
a signal upgrade for that whole
intersection. Digital messaging sign
upgrade. This is a an effort to if you
see the various outdated digital
messaging signs throughout the city.
This is an effort to remove and upgrade
those DMS signs um to bring them back up
and and reactivate them so that we can
put signage out for hopefully safety
reasons, but also detours and and delays
moving forward. Then we have the 68th
Street, 64th Street Canal Path uh wall.
Uh there's several cracks in the wall.
Nothing immediately concerning as we did
the evaluation, but something that we
need to repair now before things get
worse in the future. So, we're trying to
be proactive at this and and repair that
retaining wall before we really need to
repair that retaining wall. So, minor
minor patchwork and repair on that
retaining wall to get that done. That'll
be funded as well. And then the
McCormack Parkway shared use path
conceptual design. This is another one
where we've just put in the design
funding for the project. We'll move
forward with looking, evaluating, seeing
what obstacles are in our way. Um,
getting a a clearer estimate and then
going back to council to give them the
full picture after we've done some
design work. This will go from
Scottsdale Road to Hayden and put a path
on the south side. U, we have just
worked through one of our existing
projects.
um
the the pedestrian crossing
improvements. We're going to be putting
a pedestrian refuge uh between the
multi- east path just um just to the
east of the lake and the the golf
course. So, pedestrian refuge so people
can cross right there. We see lots of of
um crossings not at the light but at um
various stages between the light and
that multis pass. We're going to put
that pedestrian refuge and then that's
going to bring even more volumes of
people going to the south side. And so
we're looking to widen that sidewalk to
just accommodate the flow of pedestrian
traffic that's currently happening. So
just reacting to where the people want
to go and and making it easier for them
to use. If we know that the multiase
path traffic is going to go to the a
sixoot sidewalk, we better widen that to
the 10- foot multi-use path that we that
is our standard and accommodated for
bikes and pedestrians alike. So, that is
the effort that will we'll move forward
with that. I can stop now if anybody
wants to talk about our our new and and
and scope change projects or I can
continue to our yearly accounts and and
what's continuing for that.
Commissioners, any questions?
Commissioner Marman,
thank you. Um, I guess a general general
question. I don't know what you include
in your 50% design, but um, my
experience always tells me that the more
we know about existing utilities, the
happier we are early. What What kind of
research do you do in that? That's what
I want to look at. I want to see at
least preliminarily what utilities we
have. We've had problems with grading. I
want to see what if we have grading
concerns on it. And then uh rightway
concerns. So what kind of rideway
adjustments will we be required to do?
So those are generally the big three. So
storm water, utilities, and rideway are
at least the the core three that I want
to be at least somewhat investigated
before we start coming out with an
estimate. then a preliminary design on
on what's what's truly needed, what what
itemized list of construction do we need
for that. So, well, if I can suggest
um for um projects that involve a lot of
digging like this Goldwater underpass
that there's um a technique called
vacuum excavation, which you can go down
and find out exactly where it is and how
big it is and it doesn't disturb it. I
think in certain cases that might be
worth looking into. Sounds good. We'll
take a look and see if we can do that.
That sounds good. Thank you. Thank you,
Mr. Pitz.
Um, I have a question. When it comes to
the construction of these projects, do
you combine them? I've seen a few going
on on, for example, Oldtown Scottsdale.
Um, depends. Yes, we're not opposed to
that. Um, and it's all what works and
when we go into the bidding process,
what
is what's the best way to go forward?
So, we work very closely with our
capital project management team or I
guess they're now a part of us through a
new reorg. So yeah, we work closely with
our CPM teams who are our project
managers and and look at what's the best
possibility when it comes to a good
example and and you mentioned the old
town, but a good example is the Puma
Dynamite to Las Pedras and then the Puma
um Las Press the stage coach. Two
separate projects right now. One of the
communities has come out and said that
they don't they do not they don't want
the the break in the construction to be
at Los Pedras and as we've done our
analysis on Dynamite to Los Pedras we've
been looking mostly at storm water uh
mitigation because the big rawhide wash
that's going through there. So it may be
an opportunity where we actually do
combine those projects or separate out
them further. But make changes to those
projects based on on
on if we think that is the best solution
for those for that one based on what we
finally see with Dynamite and Los Pages.
It may make sense to add that. Another
another wrinkle in that is the town of
Carefree has come to us because they
have an ALCB project going from stage
coach to Cave Creek and they got no bids
in for their design. So they asked us if
they could piggy back on us. We said
yes. MAG graciously came in and gave us
um design fund or preliminary design
funding. So we've been working on a PA
with us mag and carefree to to evaluate
loss pages to stage coach. There may be
an effort
that we the carefree the town of Care
freeze project to ours as well as our
southern project they'd be paying for
their project. Um but that may be the
right choice for that area. So that
whole example is just to say whatever is
the best way for us to get these
projects done. I don't necessarily think
too much scope creep is a good idea. But
if if we have a second street project
and a second street project or something
that's tying together like the the Joeax
and Alma scope project and it makes
sense to tie them together, put them
under one contractor and go get it done
all in one time. Um we'll certainly look
to do that.
I know a little long winded but
hopefully answers your question.
Commissioner Cardell, thank you. For the
existing projects where you have did
didn't have a cost adjustment. Yeah. How
set in stone are those costs? Are these
costs are already under contract and
this is for sure or this is still just
an estimate and as they go along it
could adjust based on you know and such.
They'd be just estimates for now and all
of these projects are at various stages
of design. So as we go further and
further down design, we get more and
more clarity about our estimates. Okay.
So these could certainly adjust quite a
bit. Yeah, some of them could certainly
adjust. Some of them are 95% design and
we're very confident based on an
engineering's estimate that that's what
we should be getting back as bids. And
certainly if our estimate, you know,
since since COVID, um the inflation on
construction has been through the roof,
uh we've had low bids on several
projects. Um the estimate has been lower
than what the bids came back as. And
then we have to have a determination and
a conversation of uh what does our
contingency look like? Is it reasonable
to go and and ask for more money from
council to go and get the project? And
there's been several cases where both
avenues of delaying a project or asking
to hold a project has been determined
and then also going and asking for more
money so that project can move forward
has has also gone forward. So,
um, some of the projects that are in the
very early stages of design, they could
easily next October, we could could see
that we've gone further down design and
and would need more money and we would
go through the process of asking for a
budget increase. That's a that's an
example of of carefree highway that
we've gotten
to 80 to 95% design and saw storm water
changes that required us to go and
adjust the budget to go get more money.
And that list of existing projects that
wasn't any sort of priority. That was
just a list. That was just a list. Yeah,
that's those are already funded. So so
certainly not a priority. And these
aren't prioritized either. These are
these have already gone through the
priority. Um this is a little bit at the
tailor end of our budget cycle. Next
October, I'll be happy to bring in our
prioritization list and we can look at
the full list of of projects that that
are looking to get funded and and the
priorities that we have. Thank
you, Commissioner Davis.
So, couple following questions from
Commissioner Cardella. Um notes that she
brought up. So even for the projects
that are already approved, the costs
that we're seeing are um it's it's the
it's the cost to complete. It's the it's
the total cost of the program including
any any design work and effort. That's
that's that's it's design post. It's
post design, design, city fees. It's
everything. It's a it's the complete
plus construction plus contingency. It's
the complete project. Got it. Okay. um
from a funding sources um
uh like things that are regional. Is
there a any kind of a city contribution
to that or like for the trolley purchase
is that 4.4 million all covered by the
regional dollars
that
um I don't know about the the the uh
trolleys in particular, but I know about
all the other ones. You picked the only
one that I I don't know. Uh, bad choice
on my part. There. Well, there should be
some contribution possibly. I do not
know about the trolleys. Let's say the
ALCP ones, it's a 7030 split between us
and MAG. The federal ones, it's the 955
that is standard. So, and but the
numbers that we're seeing are the total
cost total both our our contribution and
the regional contribution. Got it. Okay.
So, like the 33.6 million a significant
portion of that is being covered by the
the significant portion is the region.
So, so yeah, 70% of that is the region.
Okay. Um, question on the buffered bike
lane installation. So, I know that um,
your staff is really good about and you
mentioned it timing addition of bike
lanes during a repaving project where we
already have crews coming out to
restripe. Is that like 2.8 million like
the delta cost to like for the extra
like strip of pain or the graphics that
they're going to put on? I'm I guess I'm
I'm confused as to what what that would
cover versus just the normal funding to
pay repave and restripe a road. So that
would be that's that's focused on a
city-wide effort to to just add
additional. So that's not any particular
location. So that's so the 2.8 million
there is is a large sum for a citywide
effort to do that. So that would
probably serve
uh roughly 30 40 different projects. So
it' be a large amount of of mileage that
we could give for buffer bike. Okay. So
So you already are doing a repaving
project. You already are having
restriping done. And this is like the
extra cost, I guess, to cover the the
bike lane striping. Our maintenance
crews may not necessarily like putting
out the buffered bike lanes with the
slashes. So, this has an additional
funding where we we would incur the cost
and and allow them to go ahead and do
that. And then final question, um I
think you already answered that. You
said this is we're we're quite a ways
down the the process here. So, all of
these projects are above like our like
your waterline for your um department in
terms of the these are right now in the
in the budget in the tentative budget.
This is this is in the current existing
budget and proposed to move forward into
the new budget. There's not really many
projects that drop off from the new
budget, but yeah, these are currently
funded and in the draft to be continued.
All the ones we're seeing though are
right now, even the new ones, yeah,
these are all in the in the draft budget
that should hopefully be approved in May
or late or early June. So, it would hit
the fiscal year of July and have us move
forward. Got it. Thank you. Thanks.
Excuse me, Chair Miller. to answer
Commissioner Davis's question about the
trolley vehicle purchase that is 8020
split. Thank you.
Thank you, Susan.
Thank you. If a
project may have a water and sewer
component, how is that folded in? The
water department will pay for that. So,
um, we
definitely speak to them on a regular
basis. If we're going in and doing a
roadway project, um, they certainly like
to do their storm water, sorry, not
storm water, their wastewater and water
improvements while we're messing around
with the asphalt. So, we like to time
those together, but that will come out
of their funding to to do any of their
improvements. If there's a conflict with
with what we're putting in, let's say,
um
the Scottsdale Road, Joe Max to
Dixeletta at Scottsdale and Dynamite,
there's a big covert going in underneath
the intersection and it's getting raised
a little bit, but there's a water line
right through there and so our co our
culvert would be in direct conflict with
the water line. we have to incur the
cost of of relocating that water line.
If it's not a direct conflict with what
we're doing, then they can absolutely
piggy back off of our project. As long
as they're paying for it, we're
perfectly satisfied with that. Thank
you. Thank you.
All right. So, continuing with continued
yearly funding. So these are our our
yearly accounts that get replenished
every year. Well, we ask for them to get
replenished every year. Um, so these are
the ones continuing forward. Street
street light replacement. So we have a a
$200,000 budget for next year to replace
uh existing street light poles. We have
the roadway capacity and safety
improvements. These are minor
modifications to roadways, not the major
ones that you just saw of $33 million,
but the minor roadway modifications that
we can do on a yearly basis to make
quick fixes. I guess I should say the
yearly funding accounts is for those um
resident requests, those quick fixes
that we can evaluate and get out there
and and get done as fast as possible.
The pavement overlay program has had a
significant bump in its budget about um
over twice its budget now to 41 million
um to go repave starting uh in July.
Then we have the pavement overlay for
alleys at $250,000. So that is your
repaving program to pave the new
roadways. We'll come in and hopefully
restripe it with some buffer bike lanes
as well as other standard amenities for
that. Then we have our signal uh traffic
signal construction. So install new
traffic and pedestrian signals. Um once
again more of those minor fixes rather
than a full signal installation at
$600,000. Then we have our bikeways
program. So continuing the bikeway
network, our neighborhood bikeways at
$370,000. And then the trail improvement
program. So uh doing continuing
restoration as well as creation of new
unpaved trails. mostly in our northern
area. So we have our bikeways network,
we have our unpaved trails network and
those are generally funded through these
yearly accounts that once again we
request to get replenished every
year. So if anyone has this would have
been probably a better break than than
where I did, but if anybody has any
questions on the yearly funding
accounts.
Commissioner Pengu,
that's a sad traffic signal construction
budget. And you said you don't do a full
signal because that would just cover
one, I think, one intersection. It
doesn't fund a full signal, a full a
full uh uh intersection anymore. So
inflation has has hit us all rough. And
uh that's that's now become minor
changes. So, a signal pull here or there
or traffic uh uh or pedestrian buttons
or any minor adjustments we can make to
the signals. But I think our estimates
on on full
intersection reconstructions or rehabs
is as significantly over that. So, those
are going to now start becoming capital
projects in and of themselves,
individual capital projects. Oh, I see.
And how about uh hawk signals or RFBs?
Are those covered as a CIP as well?
Yeah, those would be in in our um
in our pedestrian crossings
improvements. Um so we would cover
that and it would be dependent. So we've
definitely put individual hawks in as
individual CIP projects because they
reach a certain threshold that we would
certainly like to put them in as their
own project. But if we can cover the
expense with the pedestrian crossing
improvements, then we would do that
there as well. And then if we exhaust
the pedestrian crossings improvements um
and see further needs moving forward in
the future, we probably look to add
additional funding to this uh capital
project and continue on with the work. I
think we can justify the pedestrian
crossings we've done and say we've done
good work. We can certainly do more if
more funding is added. I understand.
Thank you. Thank you,
Commissioner Cardella. The $41 million
on repaving. So, you just said that was
double than what it had been previously.
Yeah, it was it was about 18 to $21
million depending on her funding. Is
that to increase the number of roads
being paved or that's to account for
increased costs? And if it's increasing
roads paved, is that just accelerating a
already planned schedule or is it
expanding? It's accelerating an already
existing schedule. So So we definitely
have endless miles to pave and so we'll
go out and pave more areas and get more
pavement done as as as we go forward. So
in terms of and is there a piece of that
that's just greater cost than last year
or it's strictly the expanding the or
accelerating the schedule? The goal for
that is to accelerate the schedule. Um
it wasn't it wasn't necessarily a
concern with inflation to the cost.
We've seen inflation across the board on
everything that we do, all construction
um in our roadways. But that was the
primary goal with that was to accelerate
the schedule, get more done and at a
faster rate, raise the pavement
condition index was the was the goal to
to see that rise higher. Okay. And so
how much is that accelerating? Are you
taking a five years, you know, doing two
years within one year or do you have an
estimate of that? We are working on
evaluating that now. So seeing how much
further those those dollars can stretch.
Okay. Thank you. Thanks.
No questions yet. All right. So moving
on to the operating budget for fiscal
year 2526.
So currently our revenues are for the
the forecasted is about $55 million.
Um for so the biggest thing I want to
take away from this is our two revenue
sources. Generally I know we have the 1%
sales tax that goes to ALCP but this is
operating. So, our two biggest funding
sources for us is the sales tax or the
0.2% sales tax and then the highway user
revenue uh the highway user tax fund.
So, those are two different buckets that
we get most of our funding from and
there's particular ways in which we're
required to use at least the HERF
funding. So, we section off where that
funding goes and and who's using it in
order to um adhere to the rules that we
all have to live by. So, currently our
personnel services is about $10 million
forecasted. That's including vacancy
savings as well as personnel programs.
Um, so just all of the current as well
as vacant positions that we have are
funded through that. Our contractual
services mostly servicing the trolleys
as well as our pavement programs um are
shown for the uh the the constru
contractual services. Then we have
commodities capital outlays and then
transfers out to CIP is the big one that
50% of our budget transfers out to
um to CIP. And if the revenues and
expenditures aren't matching, and I'm
assuming that question is going to come
up, we have a PGO or an unreserved fund
balance that is being generated over to
this. So, we have $15 million that's
going over from
from an un the unreserved fund balance
to pay for the expenditures.
Um so then going into how it gets
reallocated the two different buckets we
have we have the sales tax for the the
the 2% sales tax and our cost centers
that that generally are funded through
this is our transportation planning
services our transit operation services
our three trolley routes and the support
support our paratransit our trip
reduction efforts our path and trail
maintenance efforts our emergency
response through monsoons or or any of
our our emergency response, not police
or fire, but anything that we have to do
with the monsoon citizens, the alley
maintenance, um transportation admin,
and then median and ride-of-way
maintenance would be all falling into
our transportation sales tax. Then going
into the the highway user revenue fund,
this is going into strictly what's
happening on the streets. So grading and
drainage, street sweeping, asphalt and
maintenance, CIP advanced planning
program, traffic engineering,
intelligent traffic systems, street
signals, street light replacements, and
then signs and markings. All of these
are um operating cost centers that we
have that we dedicate to whenever we're
trying to maintain or plan out any of
these activities. they get funded
through each individual cost
center. Then going into the new fiscal
year 2526 budget packages. So currently
we have 12 budget packages for approval
um coming up this next fiscal year for
the sales tax. It's
a increase for transit to do bus shelter
painting. We also have a increase to
transportation planning budget for the
ADA transition plan for our portion of
the ADA transition plan which would be
within the rightway those curb cuts and
the the ADA ramps that are required. We
have a new position for a senior project
manager coming into the transportation
sales tax as well as 32%
um for one new position for an IT
analyst and one and 32% for management
an
analyst new this
year CPM our our project manager costs
are getting rolled into our operating
budget rather than the capital budget.
in order
to better facilitate communications. Um,
they're getting rolled into our our
budget. So, we're we're looking to
accommodate that that rollover. Then, a
transfer between our funds is going to
be the multi- path maintenance. It was
currently under the HURF. Now, it's
going over into our our 2% sales tax to
maintain the appropriate space for that.
So, it'll be a zero sum on that, but
it'll get rolled over. And then for our
highway user revenue fund, we're buying
two vehicles. One for the TMC staff and
then one for the grading and drainage or
I guess we're requesting to buy two
vehicles for the grading and drainage
um staffs that we have to maintain the
unpaved roads as well as the culverts up
north. Then we have the traffic signal
and street light pole painting, dented
pole replacement, and then a certified
lineman contract for street light poles.
uh very necessary thing that we don't
have in our current staff alignment to
uh to help with those situations. And
then two more FTEES for its signal texts
one and two so that uh John can get more
staff and and serve the community in the
ways that need to be served. So that is
our our budget requests. Um and uh I'll
stop now for any questions on those.
Commissioner Cardella, thank you. On the
sales tax, is that colle is that like
this year's collections? I know there's
some piece of the budget where it's
delayed. I don't know if that's shared
revenue or something like that where
it's always some sort of delay. Yeah,
that's that's
um a good question. It's forecasted, so
it's it's not collected yet. Well, we're
forecasting what will be collected, but
it's like um what will be collected next
year versus you know what I'm talking
about? State shared revenue or whatever
piece it was. comes years later. So,
it's kind of a reflection of what was
going on before. Okay. Um, and then this
slide before that. So, it looked I think
it was showing it was going to go down
like the estimate this year is less than
or the estimate next year is less than
what was collected this year.
This one or this one? The collection,
the revenue. Yep. There you go. So, last
year it was adopted at 34 million for
this year and next year it's 33 million.
So that's just a projection that it will
be lower collection next year versus
this year.
I guess um the these are numbers from
our our budget office. So um I don't
question the accountants, but yes, I
guess they're they're forecasting that
we are going to get less revenue than
than not. And I guess that would go with
the bed tax that
um we're no longer getting funding for.
Um Okay. Okay, thank you.
Any other questions?
No.
Okay. So then I get I have this as an
action item um to request recommend to
the city council to approve the
transportation and streets department's
proposed fiscal year 2526 operating and
capital improvement budgets.
Thank you. Thank you so much for the
presentation. Is there a motion to
approve
the recommended budget? I move that we
um approve the recommended budget.
Thank you. A second. Second. Second by
Commissioner Cardella. Um M. Conquer.
Will you take the role vote?
Yes. Uh could you remind me who second?
Who was the second? Commissioner
Cardella. Okay. Thank
you. I'm just catching up on my sheet.
Chair
Miller. How do you vote? Yes. Thank you.
Vice Chair Wiloxen approved. Thank
you. Commissioner Marman, approve. Thank
you. Commissioner Pinkitz, yes. Thank
you. Commissioner Cardella, yes. Thank
you. And Commissioner Davis, yes. Thank
you. Motion passes.
Thank you so much, staff. Thank you.
Congratulations, uh, Mr. Wong. We look
forward to working more closely with you
in the future. And with that, I will
take a motion to adjourn.
So moved.
Moved by Commissioner Davis. Do we have
a second? I'll second it. Second by Vice
Chair Wilox. Take a voice vote. All in
favor of adjourning this meeting say I.
I.
Opposed
abstensions. Meeting is adjourned.