 Welcome to our panel on international cycling cities. So I'll be presenting first. Sorry. My name is Caroline Johnson for the Institute for transportation and development policy. And I'm going to talk to you about our campaign on cycling cities. It's an international campaign. And it's to also bring 25 million more people near safe cycle lanes by 2025. So one of the things that I really love about this campaign and one of the things we were kind of playing around in terms of a title and alternative title for this panel as well is that the cities that we're working with primarily on our campaign are majority throughout the global south. So in Latin America and Africa and Asia, and we were kind of, you know, one of the things I like about it is thinking about international cities. Beyond Copenhagen and Amsterdam right there that those are often some of the only ones that are sort of touted as success stories, not that they're not doing amazing things. But there's also really amazing things happening all around the world. And one of the things that our campaign is doing is kind of broadening the pie of different voices for international cycling cities and really showing off some of the amazing and creative work that cities are doing all around the world. I'm also here to talk a little bit about our work in LA but you like Hoffman from the LACBC who's a partner with us is also going to be talking about our work in LA. LA is the only city in the US that's part of this campaign and as many of you have spent time in LA or if you're from LA, you might also argue that it's also a global south city right. But it shares some of the challenges around governance and sprawl and inequality that a lot of the other cities face throughout Latin America, Africa and Asia and also you have incredible diversity in LA that one in three residents are born outside in LA County or born outside the United States and a lot of them are coming in representing global south cities. Sue. But I really want to kind of just connect this to the theme of this the conference and ask you all here in the room I'm really excited to have this be a conversation with both our panelists as well as like you all in the room. I really encourage you to think about, you know, I don't have the answer to this because I always think about it too what is the value of being able to have a conversation and learn more about different cities that are experiencing really different challenges and making those connections and learning from each other and what do we get from having this that be a really diverse set of examples and really diverse set of cities. Also, please to you, many of you who are here in the audience. I'm from the US representing the work that we do internationally but if you're from another city, please feel free I would love to hear from you as well. As we do the Q&A, you know, I'm sure you make all these observations in your daily life. You know, what what value do you get from kind of having that comparative view between these two different cities and what does that look like when it shows up in terms of by culture and bike infrastructure as well. So, there's a lot of really cool work that my colleagues are doing around the world but one that I thought would be really fun to share with you all here today. Because I think it's really replicable and also it's been pretty successful is some of the work that my colleagues in India have been doing under our cycling cities campaign to encourage city leaders and citizens to embrace walking and cycling. So, I'm sorry I'm winded I'm like six month pregnant so it's like. So, there, so this is a focus a little bit more on the city leaders rather than the citizens because I think that, especially when you're thinking about kind of replicating this maybe in the US or in your city, that that's a really targeted group that you can focus on. So, basically they asked leaders and citizens from all across the country to for 30 for the month of January to see how much they could walk cycle or run. So, they use Strava so participants signed up through the link and Strava collected all the data and also kind of created leaderboards and some competition. So, you know, maybe if you're in Chennai. And you can see that Chennai is on the leaderboard today, and you know you want to kind of incentivize you to to beat Pune or another city. And so, my colleagues there were able to track a lot of different data and collect it and kind of create these incentives and also target some of the like the information in terms of who was sort of leading by really specific groups so it could be like ministers or citizens or in specific cities or all these different categories. So the project is really successful in terms of participation over 22,000 people participated and they got over 300 city leaders participating in and across 75 cities in India. And in a month. This is just for the city leaders. They had over 56,000 kilometers and over 4000 miles hours, sorry, of walking biking and running. And so one of the things that was really valuable this is also that city leaders cannot be competitive and this was a really great opportunity for them to really kind of channel some of that energy. And I guess the challenges that cyclists and pedestrians and feel firsthand and what does it really feel like to be experiencing your city like this and I'm walking through these dangerous intersections and cycling through these dangerous streets. And these are just some of the testimonials from city leaders that they really. I think they shared a lot of the joy that everyone else here probably in the room feels from walking or cycling on a daily basis. And the health benefits and just the energy that feels good to, you know, get on a bike and all that stuff but also that it's kind of helping and supporting them to think about their roles and their jobs and the work that they do in a little bit of a different way. So we kind of wanted to start channeling that in towards the tool long term change. And so we've had of those participating city leaders. And you know, so we had 300 different city leaders so some of them are from similar cities. So we've had about 20 sign on to do to make commitments long term and make those commitments around improve infrastructure and policy adoption as well as campaigns and kind of cultural events as well. Just in case you thought your team of like two people could do this. It takes a lot of people and a lot of human resources to make this happen and I just wanted to acknowledge their amazing work and just how much kind of goes into this and in order to make it successful. And then I want to talk a little tiny bit about our work on Los Angeles but really leave it up to Eli to go into more detail about that but we just put together a three pager for cycling cities in Los Angeles that talks a little bit about some short term political changes for 2022 that all stakeholders in the city from city leaders to also just regular citizens can take in order to improve cycling infrastructure in the city. You know it's a long haul it's really complicated and challenging process. But these are some small tangible steps to move it forward and also kind of addressing some of the challenges and issues around human capacity and the need. So there's a big need, I think on the city level also for more people on the ground to be able to tackle some of the scope and scale of LA and to do it intentionally and thoughtfully that that takes people and it takes energy. So you can download it there. I've also there's some information in the back, if you guys are interested just pamphlets and stuff. So we'll come back to this again but really I just love to be a conversation and to hear from all of you and just learn what you get from, you know, it's probably been a while from some of us to travel and all these things. So, what do we get from making these connections and making these connections from really different cities and from learning from different, different examples. So with that, I would like to pass it off to Lorena. She's going to talk to us about her work in Bogota. Hello, hello. Hello everyone. My English is not so good. I'm so sorry for that. But I'll start with video. Sustainable mobility. I want to tell you a little bit about why I'm doing this. I'd like to tell you a little bit about why I ride a bicycle. I grew up with my family at professional cycling races and we filled our cars with bicycles whenever we went out to travel. And I went to college and that was the only mode of transportation that would really let me get to where I was going on time. I had heart problems for years and surgery that made me let go of my skating training. That allowed me to meet people, travel, meet my city. And I wanted everyone, especially women, to use the bicycle. In Bogota and in Colombia, just like me, many Colombians had a very intimate experience with bicycles our entire life. We grew up knowing that our cyclists were the best in the world. But also watching our grandparents, our parents, our families, our friends, all riding bicycles, going out on a bike. We had a lot of fun. We had a lot of fun. We had a lot of fun. We had a lot of fun. We had a lot of fun. We had a lot of fun. Also watching our grandparents, our parents, our families, our friends, all riding bicycles, going out on the ciclovillas, going shopping, taking the kids to school, going to work, to university, out to the movies. You know, people in rural areas bringing their harvests to market whenever we order food to be delivered at home, it's always on a bicycle. And for every memorable moment in our lives, there's always a bicycle there to help tell the story. In Colombia, there's a large grassroots movement for bicycling. And in Bogotá in particular, there's a large activist movement that has been growing since quite a long time. Since the seventies, Bogotá, which is a city that was developed around cars, has had some very interesting achievements and milestones around promoting and using bicycles. The two wheels are part of our culture, both in sports and recreational and in mobility. This important activist vice-activism that vice-activist is part of has been able to articulate with the government of the city. For us at BC Activa has helped express what the government needs to do for our city. Community initiatives become public policy and take root, and we have had quite a few achievements, but for this at the moment, I'd like to focus on two of them. For years, 128 kilometers or 79 miles, in the capital of my country, for almost five decades, the main streets of the city are tonalized and become a great space for bicycles. The cycle via, which started 48 years ago and has 128 kilometers or 79 miles in the network, in the capital of my country, started five decades ago. The main arteries of the city are closed off to cars and become a huge space for bicycles. Three and four lane roads are free of motor vehicles and become a space for recreation, community, learning, and mobility. Imagine, for a moment, Columbus Avenue in San Francisco, free of any type of motor, and full of people on bicycles, shoes, stroking, walking with their family and friends. Just imagine, for a moment, Columbus Avenue right here in San Francisco, free of motor vehicles and full of people on bicycles, skating, jogging, or just out walking with their family or friends. So, every Sunday throughout the year, throughout the city of Bogota, the main streets are closed off to automobiles and this dynamic has become a part of the heritage of the local people. On the other hand, Bogota also has a large network of bicycle lanes, more than 560 kilometers or 348 miles. But as there are initiatives from the bicycle activists in the city, they've also been codified in law and in district administration. There are local and district bicycle boards, programs for going to school on bicycles, for bike to work, bike to university, safe routes for cyclists to get over hills, to share the roads with national police and military, among others. And none of these programs were born out of the government itself from the mayors or other government administrations. They were born out of the cyclists themselves. For decades, they've been asking, demanding, better cultural dynamic, better programs for modes of transportation to figure out how to get where they need to go, better infrastructure to reduce transit time. In Colombia, we have demonstrated that bicycle activism can be turned into public policy and public policy can become bicycle activism. Of course, political interests and creating public policy following administrative controls, corporations and other entities, for example, the Council of Bogota. These all help the city to become more and more bike friendly. But above all, it's an initiative of the people of Bogota that has made bicycling a priority. I've joined the 5% of trips that for years have been taken in the city, peddling, and now it's approximately 8% of all trips. Women are still a minority, 24.2%, while men are 75.8% of these trips and bicycle. I also took part and supported the creation of the second bicycle board in the city. Now there are 18 Councils in the city and 80 people around the city. Before, the city had around 20 social organizations that we worked to incentivize the use of bicycles, and now there are around 130 that are characterized. The city had about 20 non-profit organizations that worked to incentivize bicycling, and there are now about 130. Today we continue to be the only means of community communication made by cyclists in the city, and we want to continue telling these stories that make Bogota one of the world capitals of cycling. Bicycling is a big part of the future that is why IndieSectiva considers that bikes are an essential tool for our emancipation. We know we create culture and happiness. Thank you so much. Testing, testing. Looks like we're looking for one of our panelists. I'm supposed to go last, because LA, first of all, how many people in the house are from LA? I just want to see. Represent. Okay, cool. There's a good, good number of people. The joke of this, and I'm sort of vamping as we find our next panelist, is that LA is not really known for cycling culture or infrastructure, but we're coming, and we're inspired by all these other organizations from across the globe. We are the only member of the Cycling Cities ITDPs program to encourage 25 million people to get closer to 25 miles worth of bicycle infrastructure in their space. We see ourselves as Latin America North, and we are truly a diverse and emerging culture of cyclists. But I don't know if I should be going now, or looks like they're still figuring it out. Should I go? Or I'm on. Okay, cool. Let's get into it. Thanks. And if our other panelists comes, that would be great. So, okay, so hello, my name is Eli Kira Kaufman. I'm the executive director of the LA County Bicycle Coalition. We've been around for about 20 years advocating for safer, healthier, more equitable streets for everyone in LA, which seems like a non sequitur or an oxymoron and like military intelligence for Angelenos. But, but we are all kidding aside, people who really believe that the bicycle is a vehicle for progress. We're going to transform our region into a more livable place and a place that is more inclusive of all kinds of folks. So we could go to the next. Oh, I got to do my own slide. Sorry. LA should be a world-class cycling city. I love that title that was in the last presentation, the Bicycle Capital of the World. We could not claim that in our current state. The fact is we should be a Mecca or we should be a bicycling hub at least because we enjoy this beautiful temperate climate year round. That's basically Mediterranean. The vast majority of people in LA live in what we call the flats where there's very little elevation gain, which means they don't have to climb hills to get from point A to B. And so for those two reasons alone, LA should be a much more bike friendly place than it is. Another reason why we should be a world-class cycling city is that e-bikes are becoming more attainable. The price point is coming down. And for people who need to shrink the sprawl and get from point A to B, again, the e-bike in a way is an opportunity to help more folks get on bicycles more often. And actually LA has invested pretty heavily in infrastructure over the past couple of decades. There's all kinds of new metro, public transit's coming in. But it really still sucks to walk and bike around LA, even though metro and transit is coming online. But for those three reasons alone, LA should be a much more friendly place to be on a bike and be on foot. Next slide, please. All right, so this is just like a quick, these numbers seem bad for the Bay Area because it's a smaller place and they're bad for LA as well. But it just gives you a sense as to how much fatalities and catastrophic casualties are still happening in LA and it's increasing year to year. It's a huge problem for drivers, for pedestrians and cyclists alike. You can see the numbers, even in spite of the pandemic when there was less traffic on our streets, people were driving faster. And so the collisions that were happening in LA were catastrophic. So people weren't walking away or limping away, they were getting just wiped out. And so we saw an uptick in those types of catastrophic events in Los Angeles. This is something that People for Bikes has talked about for a few years, but we really believe in this, that we will not have peace on our streets or more livable communities until everyone in Los Angeles has an equitable piece of the street. We're not into share-os. If you're in my last presentation, share-os are weak. We know that they don't really protect lives. We need to have more infrastructure that's more built, that's more permanent, that's more lasting, that's more sustainable. For those folks who can be vehicular riders, go with the wind. We love you as well, but we want to make sure that our mothers, our children, our differently-abled folks are also able to get on the lane and be protected by real infrastructure. Our aim at LACBC is to improve the quality of life for everyone in LA by advocating for this safe, equitable, and joyous region to bicycle. I like to say that because we're not really talking about just bicyclists. We're talking about drivers, we're talking about pedestrians, we're talking about transit users. In LA, the scenario is we live in a car town. We have the Peterson Car Museum for Christ's Sakes, which is like this museum that's devoted to the car as this vehicle of progress. There's a love affair. The fast food drive-through was invented in LA, so we're cognizant that we live in a certain context in Los Angeles, which is very car-centric. That said, we also recognize that the car is not the long-term solution, whether it's gas-powered or electric, and that in order for us to actually move the needle to a more equitable and safer place for everyone, is that we're going to have to start getting more people on foot and on bike in that beautiful Mediterranean climate again, where most people can get to A to B on a relatively flat surface without a lot of elevation gain. So what are the roadblocks in LA? NIMBY activism. Both extremes of the gentrification argument. In LA, we deal with both extremes. So for the people in the more affluent communities, we get this sort of pushback that bike lanes bring in the riff-raff, the undesirables, people on bicycles are sweaty or whatever their problem is. All kidding aside, we hear this. We hear this in neighborhood council meetings. We hear this sort of feedback, and it's disheartening because it's so short-sighted, and it doesn't really think about the larger picture of public health and public wellness and public connectivity to the other extreme of the argument, which is that bicycle infrastructure gentrifies, and that gentrification displaces people. And so at LACBC, and I think this is probably the case in the Bay Area and across the state and in the country, we have to have these conversations on both ends of the spectrum. The challenge in LA is that on either end of that spectrum, the NIMBY voices, those minority voices are loud and they are entitled in certain ways, and so that's been a big challenge for us in Los Angeles. There's a lack of funding. Most of the funding that we attract for infrastructure and culture for bicycling in LA is in the form of grants, and it takes years to secure that money. Then those monies have all these deliverables. Those deliverables are onerous. Reporting is onerous, and the money flows slowly and sort of ineffectively. So for anyone who's a fundraiser in the house, there's got to be a better way of funding our projects to make sure that they're more sustainable and lasting. But that's an issue that we definitely have to deal with in LA as well. Uninspired design concepts, just riding on telegraph and in different places throughout the Bay Area, there's a better experience here, I'm just going to say it. And a lot of our people don't have that lived experience of being on a truly protected bike lane feeling like they're being supported by the infrastructure in Los Angeles. Which you don't experience in your lived experience, you can't advocate for as easily, right? You can't sort of like go home to your mom and say, this is something that changed my life and my ability to get around my community. Because you're sort of, at least in my case in Los Angeles, we have to sort of, well, you know, have you been to Oakland? Have you been to Portland? Have you been to Bogota? Have you been to these places? By the way, seeing all those Cal bike people in Bogota, that's pretty excellent. What a great trip you guys got a chance to do. But there's a bigger systemic issue in LA, okay? And that is that the Mobility Plan 2035 that was voted on by our council members back in 2015, very little bit has actually been implemented. 3% of it actually. So that's seven years, 3%. That's a little bit more than 90 miles of over 3,000 miles of infrastructure that was meant to support cyclists, pedestrians, buses, and actually cars. So we have this sort of gridlock in our political system that doesn't allow things to move forward. And what's really important to understand about LA is that it's so sprawling and big is that there's 15 council districts. Each one of those council districts is a fiefdom onto itself with 200 to 300,000 residents, sizes of small, mid-sized cities in most of America. And each one of those council districts has the power to veto any major systemic change in terms of infrastructure. So imagine getting 15 different kings and queens to sit around a round table and actually agree on anything. And it's like hard and possible. These words don't even get close to how difficult it is. It's maddening. It's maddening is probably what it is. Also our DOT, even though there's, and Salita Reynolds came from up here actually originally, coming down to LA had big ideas for LA, but once when she went into that political machine, she also lacks the power to really implement any of its own plans as well without the express consent in support of those council members. So that's a really tough barrier. I already talked about this. The Mobility Plan 2035, look at this beautiful array of different sort of bike lanes. It almost transforms LA. It's not freeways. It looks like freeways, but those are not freeways. That is active transportation infrastructure that was meant to be done by 2035. At this rate, it'll be 2035 before we see any of that happening. LA continues to ignore its own plan because the mayor and DOT have to win the support of each of those council members as I mentioned. But we are working and I think it's such an inspiration point to look at what's happening in Bogota that one of the soundbites that I really resonated with was this idea that none of these big ideas that are happening there came from the government. They came from you all. They came from us, people on the street, people who are parents, people who need to understand the benefits and the power of being on a bicycle. And so if you can do it there, we feel like we can maybe do it in LA. And so here's some of the things that are happening. We're with a bunch of folks doing a, first of all, we got to get the right people in power, right? We can do all this advocacy. We can build bikes. We can sort of do programming, bicycle education and LEUSD. We can get amazing board members to donate time and resources and treasure to help support the fight. But if we have the wrong people, and I mean that in office, all of that is basically for not. And so we're looking at a way of creating a platform, a voter education program for the mayoral race, which is coming up. We have partners here with Climate Resolve, MoveLA, Siklavia, LA walks. John Yease here today, he's presenting upstairs. Definitely say hi to him. He's part of the multimodal action transportation movement that's growing in LA. But the idea is to create a questionnaire that actually puts the candidates on the spot to reveal their true ideas about how to implement, not only the plan, but how to future forward our transportation system in LA. The questionnaire will be focused on with 10 different groups that are supporting and we're also building a, we're going to do a candidate form with LA Taco, which is a really cool magazine that spreads the word around everything that matters in LA that will get hopefully all these mayoral candidates to fill out the questionnaire and show up for the form. Now here's the challenge. If you go in LA to any of the mayor candidates websites, one thing you're not going to see as much about action transportation, about bicycling, about pedestrianism. That's the one thing you're not going to see a lot about. Not that there are not other important issues in LA, right? Like, like the under housed and the fact that there's a lack of access to dignified work and good health care and education. But it's really the third rail topic in Los Angeles that just requires so much political courage that the vast majority of candidates and certainly once they're elected officials, they stay the hell away from it. Which is why a place like LTBC and our partners have to make sure that they stay honest. They return to the hard questions around how connectivity and mobility are essential to creating a just and equitable community, right? It's just something they don't want to touch, but we're going to make them look at it. The other thing we're doing, and I mentioned this at the top, is we're trying to find unusual partners. So we applied for grant with the LEDWP Community Emissions Diversion Program. That is essentially a half million dollar project to mode shift small delivery, small locally owned businesses to move away from daily driver cars to e-bikes. These are these fat tire Hemway bikes that kind of like the rad power, but like the less fancy ones. But essentially it's like a bike truck. We're working with some partners here in the room, Jimmy Lazzama over here and his team to retrofit those bikes so that they can become carriers of all kinds of different types of business, whether it's like a service or like a florist or a baker or whatever, but we're trying to retrofit these bikes with racking systems so that they can actually deliver. People can get out of their cars and start delivering and moving via bicycle. We're really excited about the problem. We've got 11 courageous businesses in CD 15, which is one of the 15 council districts I was mentioning before. And we're just starting the process of signing these businesses up and here's how it works because I want to share a little bit about this. The number one reason why we hear in LA why people don't want to get on e-bikes is because they cost too much and they do. And they did. Certainly they cost a lot more than the average Angelino can approach. But this program basically highly subsidizes it so that for the first six months these small businesses don't have to pay a dime. They can just have like a library. They rent these bikes. They have six months to just basically use them, figure out how to incorporate them into the mechanisms of their business. And then at the end of that six month period, they have the choice to either purchase the bikes at a deep discount or return them. No questions asked. And then we recycle it back into the program. So we're lowering the barrier to entry so that no one can say, why can't afford that? Why am I going to like, you know, it's already too much of a head thing for me to get on a bike and ride my stuff around. And then they ask me to pay for it. So we're saying, okay, fine, we'll take the money completely out of the picture and then see how it goes. And so we're really, we're bullish on this. We hope that this is going to create a mode shift that that's going to start in CD 15 and grow throughout the rest of the council districts. And we had a program that's happening right now that's talking about it. Kevin Shin is discussing that. So unfortunately, if you come talk to me, if you want to learn more about this e-bike program with LEDWP. And then if you were up with us earlier and I'm sorry, how am I doing on time? Do I need to go faster? I got to go faster. Okay, a little faster. Sunset for All is a project that we talked about in the two success stories, one that's telegraph here in your local hometown. By the way, my mom would be pissed. Thank you to Bike East Bay. Thank you for Cal Bike for hosting this event for gathering us, convening us. It's been such a long time since I've been with most of you. And I just, I want to just pause and just acknowledge at how grateful I am that we are able to be together and actually talk about this other week here. Sorry. Thank you. Thank you, Kevin. And in that spirit, Sunset for All is a similar kind of a project completely community led all volunteer group of people decided. It's 3.2 mile gap in the mountainous part of sunset between Douglas and basically, which is near Dodger Stadium and basically Vermont where there's no ancillary sort of like calm side streets that we need to actually create a bi-directional protected bike lane in this area. There has been over a thousand deaths on this stretch of road over the past 10 years. It's on the high injury network. It's in vision zero. It's on the mobility plan 2035 I mentioned earlier. And yet what we have there are Sheroes currently. So we gathered community members through our neighborhood bicycle ambassador program three years ago and we started to talk about what it would take to transform this car thoroughfare into a destination or a new main street for Angelinos. It's a, as I mentioned, it's a community led vision. This is actually artwork that was done by an artist who's local to the corridor. It's going to create bike lanes, improved crosswalks, pocket parks, all kinds of amenities for every type of modality so that no matter whether you're on foot, on bike, using transit or in a car, you can get to where you need to go safely and with ease. That's the idea behind it. And we're pitching it not as a bike lane, right? Because we get it thrown in our face when we start talking about bike infrastructure. We're creating this as a cultural trail somewhat like what Indianapolis did with their cultural trail. We're talking about this as reimagining sunset as a destination. That happens to have a bike lane because that's how you get to the destination. Here's a quick map to show the connectivity that will basically essentially lead to Dodger Stadium from Vermont, that little spur that drops down from B to A. That's actually Santa Monica Boulevard. If you've been to LA, you'll recognize this. This way we connect Sunset for All to the Vermont Metro Station, thereby connecting over 100,000 local residents to public transit to Metro. So connectivity is a big part of it. Again, it fulfills the LA Mobility Plan transportation. And you can't see it, but that's part of the plan. It's a zero-high-injury network, 6% of streets with 65% of severe pedestrian and injury deaths. That's part of this whole corridor. The way we did this is we actually did a crowdfunding campaign. So again, totally volunteers with the support of LACBC. We serve as their physical sponsor. But the basic idea is that we said, you know, this person who's outside, right outside the window right there, Avi Tal was hit by a car on Sunset, decided I'm sick and tired of putting my life at risk when I get on my bicycle to commute to work. She actually works at Metro. And we're going to organize this and we're going to not wait for DOT or the council members to sort of understand what needs to happen. We're going to start crowdfunding and let people vote with their pocketbooks to help us do the initial engineering. Totally radical. We don't have any control over the right-of-way. We're not an engineering firm. We don't know how to, like, put in a bike lane. We don't have any rights to that except for that we are residents and we live there. And so the idea is to do this crowdfunding campaign, we raised over $30,000 in a little less than six weeks. We were able to go to a semi-retired gentleman, Rock Miller, who's wandering around here today as well, who is a street engineer to do the initial engineering plans. In LA, when we talk to council members, just a little aside, they'll say to us, well, we need to do a lot of public engagement in order for you to, so we know that the will of the people is behind this project. But we can't really do the public engagement until we have at least initial engineering plans for people to respond to. So it's a perfect, vicious cycle that says if you don't have the public engagement, then you can't have the money to do the engineering. But if you don't have the engineering, what kind of public engagement can you really do to show people what's possible? So we're like, we're going to break that system. We're going to fundraise our own money. We're going to hire our own engineers. We're going to do it nicely. We're not trying to do their job. I'm actually a nicer guy than I sound today. And we're going to bring this thing on a platter, a silver platter, to the council member and say, we've got the vote of the people. They paid with their pocketbooks to sort of support this. So we have done the public engagement. Here's the initial engineering that just gives something for us to respond to. So let's start doing more in-depth public engagement. You've got the political cover. You haven't spent a dime to get this thing started. So what's the reason why we can't get this going? What's stopping us now? And that's the theory that we're trying to work with Sunset for All. This is a quick example of some of the work that Rockmiller and the GTS engineering has done in the past. The third street Long Beach I just found out this morning was the first protected bike lane in Southern California that had the car parking along the third street in Long Beach. But this is just to say that Rock is a world-class engineer. Our public engagement, part of what we learned during the pandemic, I should slow down, sorry, part of what we learned in the pandemic is that businesses are afraid of infrastructure. They're afraid of change. And in LA, especially what they think business equates is parking spaces. And so we wanted to prove, before we asked these businesses to sign on to our work, we wanted to prove that bikes do mean business. And so every time for a number of Saturdays and Thursdays, we start to say, hey, bicyclists, pedestrians, transit users, go frequent this location, wear your helmet in the store, in your walking shoes, talk about how you got there and why the way you got there mattered as much as the fact that you did get there. And spend your money and make sure they know that you're a cyclist or a pedestrian. And so that started a whole movement to socialize and get people to support Sunset for All along the corridor because they'd say, hey, maybe bikes and people on foot do mean business. We created a business brochure which we're very proud of. We're going to have copies of these tomorrow. So if you really want them, they're beautiful. I'll hand them out to you. But they're basically the business case for creating this corridor along these 3.2 miles. It shows a little bit of the infrastructure that people can imagine what it might look like. And the print is too small, but mostly I'm just showing this because it's pretty and we're proud of it. A final couple of things. So this is the last, that's Cynthia Rose. I got to go. So this is Cynthia Rose. We basically, LACVC's view of this is we want to create a playbook that is replicable. So what we want to do is we want to take all the lessons learned from Sunset for All and these amazing advocates who've crowdfunded and not taken no for an answer and develop a basic playbook of ingredients and in order to things so that other neighborhood leaders can develop and democratize the design, implementation, and stewardship of their local neighborhood streets. And so the idea is how do we replicate this? And that's what we're working on right now by showing up at places like these. We also have these flappies I want to just point out. These are going on the windows of businesses along Sunset for All so that people can use that QR code and learn more about what the transformation might look like. These are like the Zagats, you know, how they talk about this is a Zagat Reagan restaurant. Well, this is a public like multimodal active transportation flappy like Zagats. So it's a way for people to show their support. Again, we're not going to have peace on the streets or more livable communities in Los Angeles until everyone has an equitable piece of the street, of every modality. And if you are interested in learning more about our work, you can go there or you can just replace info with Eli at la-bike.org. I'm here to learn from you. I'm here to share ideas with you. If you have other infrastructure projects in your area that you want to, like, telegraph that you want us to learn about, like, let's share information. Let's do some peer-to-peer learning. And also we have some ideas about the major funding that's coming from the feds and also from ATP grants that are coming up in June. So come talk to us about those, those, those monies. The point is we need as many of those dollars to go towards active transportation, whether it's Sunset for All or LACBC or Bike East Bay or Cal Bike, we need to get those dollars. We all win when one of us wins. Thank you. Okay. Hello, everybody. I'm hoping that you can hear me. I'm going to breeze through these slides pretty quickly because I know we're running late across all fronts. I want to talk a little bit about our work at the Finnish Cycling Assembly here in Finland. I was hoping to be there with you, but family emergency required me to stay here in the city in Helsinki. Helsinki has a vision and the vision is to be the most functional city in the world and to be carbon neutral by 2035. Now, what does the most functional city mean? Really, it means in terms of transportation that cycling, walking, transit, and even cars all have their place in the ecosystem and they know where that place is. They're looking to get as part of the carbon neutral effort by 2035 to achieve a 20% cycling mode share by that time. And that means about 10% today. And interestingly enough, and I think it's worth celebrating that of that 10% mode share, women comprise 61% and then 39% of cyclists in Helsinki. Just a few examples of the kinds of things that they're trying to do across the street on the left slide, you can see a big delivery van and they're trying to reduce the number of those that come into the city each day. The DHL and Schenker from Germany are all now trying to do from parking their trucks on the perimeter of the city and then coming into the center using various modes of cargo bikes. Outside of Helsinki, there's a small town, well, smallish city in the north called Oulu. Now we like to call the things that they're doing Oulu snow how and they've really become the world's winter cycling capital. In the summertime they have a 28% mode share in their city and in winter it goes down to the 12% only. And there's a famous school now that's that there's been videos all over the internet and photographs all over Pinterest. There's a school called Metsukongas where 1200 students attend school and of the 1200, a thousand of them are riding their bicycles every single day. They're embarking on a new kind of or at least new for Finland, the kind of bike lane that is, that is, you know, grade separated, often space separated if they can. So Eli was talking about Sheros and he demonstrated a bit of a disdain for that as I can understand. And that made me think of my friend, Morton Cable who used to say about painted Sheros and even painted lanes on streets that paint was the lazy politicians way of saying we don't care. In Helsinki, they've really taken that to heart. The cost of building these depending on where you are in Finland has run anywhere from 650,000 euros per kilometer to up to 4 million in tighter places like Helsinki. And the right is a page out of the bicycle account manual that they that they produce every couple of years. And there was an article in this bike account about the fact that through the construction of the kind of bike lane that you see on the left here, they get an eight euro return on every euro spent. And that's, and that becomes a great story to tell to elected officials at the city and at the national level as well. So that breaks down just briefly that 393 of the million euro benefit come from health benefits and reduced health costs. And of course the state health infrastructure is is public and single payer and so they really do become a benefit a benefactor time saved because it's actually the quickest way to get around town comes down to 171 million euros a year and environmental benefits are pegged at 6 million cost of crashes and cost of maintenance of the these bonas or these bike paths themselves cuts into the return a little bit but they're still getting almost eight euros return on every euro invested. I spend my time between Minneapolis and between Helsinki and so I always put this slide up because on the left, if you just go to Google and you, and you, you know, select the bike lanes on both of these cities you can see just how much more density there is a bike infrastructure in Helsinki, the center of Helsinki is pretty much where it says Helsinki down at the bottom of the page there. But, and to be fair, as you get further away from the city many of these bike lanes are shared with pedestrians but they're wide enough for both the mode share that has now you know at right around 10% actually has dropped down to nine and has anticipated dropping down to nine in part because the the influx of people moving into Helsinki, and so they haven't kind of adapted the way of life that is a much more urban cycling friendly cycling urbanist way of life. But you can see that the mode share tracks right up against the millions of euros realized investment. I want to note that back in 1940 Helsinki had a 30% mode share. There's a great vibrant bike share system in Helsinki that has I think a model financial model for the world. 10% of the revenue from from the use comes from daily users, and that's about 2 million euros a year, and then 61,000 members a year provide the rest of almost 2 million euros into the city, the city pays 2 million to an operator, and then the operator can sponsor the system from any source that they want. And we end the dollars that are top secret when we don't know any of those. What I wanted to show is that this is this is a matrix that is in the every five year bike plan that the city creates as a comprehensive bike plan. And this really demonstrates like I don't have time to go into all of the elements on here but this really demonstrates that they're looking for so many ways to kind of dissect and intersect the various parts and pieces in the city that make a city bike friendly. The last slide here is part part of the core of our work is these three day Helsinki study travel courses. We would invite you anybody who is left in the audience after the wait to come and see us in May, August or October of each year, and we'll put on a great, a great meeting and a great learning exercise. We had a delegation from Hungary, about a month and a half ago. And it was really interesting they really kind of brought to light what we have been believing. And that is that if you want to be truly inspired about cycling cities, go to Amsterdam and go to Copenhagen, but come to Helsinki if you want to learn how fairly you can get your city to 10%, which seems to be a kind of barrier to overcome and they once once that 10% wall is kind of broken. It becomes easier to make it grow still further for the last photograph on the right I wanted to take you to Olu again. Infrastructure is covered with snow, you know for a good half of the year. They've devised a way of projecting these images onto the snow from the tops of streetlights and it's brilliant wherever you go in the city you can see the ways that they've delineated these paths. My email is on the bottom of the sheet here if you're interested in coming to Helsinki to give us a visit we would love to have you and get in touch. Thank you very much.