December 12, 2022 — Transportation Advisory Board Regular Meeting

Transcript

Captions from City of Boulder YouTube recording.

[0:00] It is starting to record thanks, and everyone in the waiting room. Yes, correct. So call to order the Tab Board meeting for December twelfth 2,022, and start with some ground rules by our technical host about Veronica and I pause for just a moment. I just got a text message from Ryan saying he's in the lobby. I don't know if he means the virtual waiting room or the actual physical lobby. is he in now. Yeah. yes. okay, perfect. All right. I share screens. Is everyone able to see the perfect? All right. We are pleased to have you guys all join us today. I'm gonna start with a few technical roles. This meeting has been called upon to conduct the business of the City of boulder activities that disrupt delay, or otherwise interfere with. The meetings are prohibited. The time for speaking is limited to 3 min. No person shall speak except one recognized by myself.

[1:21] no person she'll speak for longer than the time allotted each person she'll register to speak at the meeting, using their real name. Any person believed to be using a name other than the one they are commonly known by, will not be permitted to speak. Please use the raise hand function to be able to re, to to be recognized for public comments. If you are on the phone you will need to press Star 9 to raise your hand and star 6 to unmute. No video will be permitted except for city officials, employees, and invited speakers and presenters. All others will participate by voice Only the person presiding at the meeting shall enforce these rules. by mute anyone who violates any rules.

[2:02] The question and answer function is enabled. It is used for individuals to communicate with myself. It should be used for technical or on my platform questions only if an attempt, if an attendee attempts to use the chat for any other reason the city reserves the right to disabled, and the visuals access to the chat. Only the host and individuals destinated by the host will be permitted to share their screen during the meeting. Thank you. So put that thanks, for. Our next item is the approval of the minutes from our November meeting. Do any Board members have any suggested edits to that? There are not all entertainment motion to approve them, as is.

[3:10] I move to approve. I'll second that all those in favor passes unanimously with 5. But next up our third agenda item is public comments. If you would like to speak to the Board about a transportation matter. please use the raise hand tool within zoom and you'll have up to 3 min to speak if you're here tonight to speak about the vision 0 innovation program. We're going to have a public hearing about that momentarily. So please hold those comments intelligent item, for which is the the Vsip conversation so interested in public comment. feel free to raise your hand now. Okay, it looks like we have Tim Kirk. he has contact us, contacted the city prior to this meeting. asking if he could have 5 min.

[4:10] I I have you on mute yourself, and identify the 2 other participants who will be giving up their time for you to be able to speak for 5 min. The zip, or just a a general comment. I believe it was a general comment. Okay. so, Tim, I'm gonna ask you to on Mute Tim. It looks like you're on muted if you can speak. Are you talking to me. Tim Crook. Yes, 10. Hi.

[5:01] Okay. I think I'm going to be able to be very brief, because I got a very nice phone call from staff this morning stating that there's been some reconsideration about the chicane on the east end of Quince, and they're going to take it down. and i'm sorry to interrupt him. You identify the 2 other people that are giving up their timeframe. If you are gonna do the full 5 min. If not, i'll just set it to 3 min. Can you still hear me? I'm not. I'm not. I don't use zoom very often. so should I just start over now? you can if you just want the 3 min. Okay, yeah. Okay. Thank you so very much for having thought more deeply about the chicane on the east end of once. The information I got was that

[6:02] it's going to be taken down. and they're going to try pinch points to be to determine where they will be at. And also what was stated to me was that speed humps are not are still up for consideration at some point in time. So thank you very much. I think that talking about the dangers of what happens after a snowstorm and all of that, and pictures that we're sent your way. We're very helpful, and I very much appreciate your consideration. And there is a bunch of other people that live on the street that I would think would agree with me, and you know I just plan to make some general comments about the ball, or in that Well. first off. I think. Finally it dawned on somebody that this street does not have sidewalks. Maybe it wasn't such a good idea

[7:03] to use a chicane on the street that doesn't have sidewalks. The second thing about Quint is that we do not have street lights. There are no street lights from nineteenth to fifteenth. So at night, especially when the ballers have started to become discolored like they are now. They're very hard to see. I live at 1, 7, 5, 5 quince, by the way. So I came down the street the other night. and there wasn't a moon, and you know it was really hard to see what the where the delineations were so. I just want to point that out for a future reference. The other thing that I would say is that in the morning, when the sun is rising in the east. and in the evening, when the sun is sitting in the west. you are blind going down this street. So and i'm not

[8:00] exaggerating. You know I lived here for 30 years. I I feel like I have a pretty good sense of what it's like to drive down this street. So. That's kind of huge. When you have a lot of science and a lot of Don't go here, don't go there narrow down to this point you'll do another driver. Just food for thought for y'all. And I do have a question about the speed limit and boulder and residential areas? Has it been lowered to 20 everywhere Only 2024 s Stuff! I just want to say one thing in the 2.7 miles from to my house. The speed limit changes 7 times. so that can be pretty confusing to people. That's a really quick 3 min there. I guess i'm done thanks a lot for taking the chicane down. Very dangerous. But it is not going to be there.

[9:04] Thanks for joining us tonight, Tim. Any other members of the public that wish to speak during public comment. Please raise your hand now. not see it in any, so we'll move on to our public hearing for tonight. which is about the Vision 0 innovation program. This will be another opportunity for members of the public to speak if interested. But first we're going to listen to a a staff presentation. The members of the Board will have an opportunity to ask clarifying questions, and it will open it up for a public comment before the Tab deliberation. I think this one's devin. Welcome, David. Thank you, Alex. Okay. Good evening. Everyone. My name is Devin Joslin. I'm. The principal traffic engineer for the City of Boulder and I served as project manager for the Vision 0 innovation program

[10:09] and the subsequent evaluation that i'll be presenting to you tonight. Following this presentation, we are asking for Tab to consider a motion to support the proposed recommendations that are presented within this presentation, and that you've also seen within the memo that was shared in a event in advance of this meeting. i'm gonna cover 5 main things today. I'll give a brief refresher on the vision 0 innovation how it came to be, and what the purpose of it was envisioned. although over some of the evaluation methodology that we use to evaluate the projects and highlight some of the key findings. I'll summarize the community engagement that we heard what we heard from folks really on in the process, as well as this latest round of engagement specifically focused on getting feedback

[11:02] on the proposed project recommendations. I'll cover the proposed project recommendations as well as next steps for continuing this program. So if you recall the vision 0 innovation program, came to be from a one time funding allocation from city council to the transportation and mobility department. and the thought was that, the city could try out some new innovative quick build projects with the goal of increasing comfort and reducing risk for pedestrians and bicyclists as well as slowing vehicle speeds. The main purpose of the program was to understand the effectiveness of these low-cost solutions. and kind of in 3 ways by collecting community feedback before and after traffic data, and then analyzing the results and outcomes of that to ultimately build a toolbox. From the lessons learned.

[12:00] I want to point out here that the program was envisioned to focus on horizontal speed deflection treatments, including things like chicane curve extensions, hard and center lines. median islands, pinch points and traffic circles. This was done since temporary vertical treatments, like speed humps or speed cushions are not compatible with snow removal during winter storms. and when I refer to quick build improvements. we're talking material types like traffic paints plastic. The linear delineators concrete wheel stops, and the rubberized curb such as was used to form the hardened center line at Baseline and Mohawk. as well as other regulatory and warning signs to convey information to motorists traveling through the projects. and this slide contains a timeline of the music program from its start on to the next steps proposed in spring of 2,023. You can see that along the way. there was pretty extensive community involvement as well as tab updates.

[13:11] I want to point out that the projects that were evaluated were installed either in kind of late 2020 in the fall or the fall summer fall of 2021. So the projects have been out, you know, over a year or a year and a half in some cases prior to them being evaluated in terms of the installed projects. we're very pleased to report that the Vision 0 innovation program delivered projects at 20 spot locations and along 5 residential street corridors in approximately 14 months. The projects consisted of one of 3 main types: curve extensions, crossing treatments or traffic calling through those horizontal deflection

[14:03] that I mentioned earlier. I want to point out that the cost of all projects was approximately $250,000, and that was inclusive of community engagement materials, design, construction, ongoing maintenance, and monitoring evaluation of the project sites we installed art in conjunction with 8 projects, including examples such as 26 and spruce, Nineteenth and Yarmouth. and along Grove Street. The average cost per project range from about 1,000 to $1,500. If you compare this to more per in capital projects those often cost in the tens to hundreds of thousands of dollars or more. This slide give some pictures of representative projects you'll see on the left an example of a curve extension.

[15:00] This particular one is the one that was installed at Grove and Seventeenth Street. and this picture was taken prior to the art being installed in the middle. You'll see a an example of a crossing treatment this is the Tenth Street and University Avenue Median Refuge Island that we installed. and in conjunction with this project we also install a signed and marked crosswalk over on the right hand side. You'll see 2 examples of traffic. Coming On the top is the Aurora Avenue and 30 Fifth Street Traffic circle that was formed with concrete wheel stops and included a curve extensions, using the traffic paint and plastic delineator posts. at the bottom. It's a bit hard to see but you'll see an example of a pinch point along Points Avenue. and you'll note the yield to oncoming traffic meaning. We had traffic alternating through it, taking terms in a one lane configuration

[16:06] as the evaluation methodology who used quantitative and qualitative data to evaluate each project's effectiveness at meeting 3 key goals, reducing vehicle speeds improving safety and comfort for straight users and the ease of maintenance. The evaluation study took all that data and developed recommendations on, whether to keep, modify, or remove projects. modify in this case means make minor adjustments to things like delineator spacing. or signs and markings to convey additional information to road users about how to travel through the projects, or to better to find where parking is restricted within or near projects it doesn't necessarily mean to remove the project and install something different in its place, although, as you heard from Mr. Crook, that is the plan. and what's proposed to be done on Quince Avenue.

[17:05] much more detail about this evaluation. Methodology was contained in the Craft Report, which was included as an attachment. so i'm happy to answer any questions you might have about that. Following this presentation. some of the key findings indicate that quick build treatments on in general have several benefits, including their ease of installation, greatly reduced costs, ability to modify designs flexibly and creatively. Ability to reduce top end speeds and ease of removal, if not found effective. Some other things to consider with quick build treatments. And what we got a bit of feedback on was things like their appearance the reduced life cycle and the maintenance concerns. in this slide i'll highlight some of the initial engagement and feedback that we got. I mentioned that throughout the programs history we relied on feedback to inform the program and do things like identify potential projects, informed design considerations.

[18:15] Ss: user experiences. The first round of feedback we got nearly 320 responses to our online feedback form. and you'll see over on the right that we we also worked very closely with the neighborhoods and the Nsmp liaisons to develop project designs. the corridors initially that received the highest number of form stack comments where the Quince Corridor, Aurora corridor Glenwood from Folsom to 20 eighth and Glenwood from 29 to 30, as well as the Mohawk Corridor and I would say in general, the what we heard initially remain fairly consistent with what we heard. relative to the proposed recommendations, and the second round of engagement.

[19:09] and in fact, I would say, by and large the number of comments on each of the corridors, remain fairly consistent as well. Quince Avenue and Glen would drive and merged as kind of the 2 top feedback getters relative to the proposed recommendations. so what did we hear as far as our proposed recommendations. And how did we get the word out about them? we told the community about our recommendations through a press release social media posts, a daily camera interview and an inside boulder news segment. and we also placed yard signs in the field near the project sites themselves, and there's an example of one of those yard signs here on this sign in in total, that yielded us about 76 form stack responses 22

[20:03] just kind of had general opposition to the program as a whole. 2 are showing general support for the program. 9 had general comments that were more on the kind of inquire, boulder or customer service request type, level 8 expressed desire for permanent Nsmp projects, and 8 Expressed a need for maintenance or other activities to be performed on their street. in this slide by now, you've probably read some of the comments that we got on Quince just an example of a comment against the project and an example for the project on Quince. This next slide just summarizes those comments specific to The visa proposed recommendations along the corridors. and you can see here that Quince was the top corridor that received the most feed it feedback. 19 people disagreeing with the recommendations, and 7 agreeing

[21:06] among those that say they live on. Quince 7 said to remove the projects. and for said to keep the projects among those that did not indicate. They lived on Quince 11 said to remove the projects, and 3 said to keep the projects. the rest is pretty self explanatory here. I'll just point out that on Glenwood. All but one or 2 of the comments were related to the projects that were installed to the west of 20 Eighth Street. we really didn't get that much feedback about the projects installed to the east of 20 Eighth Street in terms of the proposed recommendations. This slide highlights the recommendations for the Nsmp. related visa projects. and you can see that, we are proposing that a few of the projects be removed.

[22:01] I'll point out that for the Aurora Avenue and Evans drive location that project is plan to be replaced with a permanent curve extension. and we will wait to remove the V Zip curve extension until we're ready to install the permanent one. and that permanent one, if you recall being installed in conjunction with the Cmpi Pedestrian Crossings project Glenn would drive to the east of 20 Eighth Street. The recommendation is to remove the curve extension that was put in at 29, as well as the pinch points between 20, ninth and thirtieth. and that was primarily due to their ineffectiveness at reducing speeds as well as feedback, indicating a desire to restore the on street parking spaces that were taken away on Mohawk Drive. The recommendation is to remove the treatments on the entire segment between Aurora and baseline.

[23:00] and again, that was due to but before after speed, data indicating that speeds did not were not reduced, as well as some feedback from cyclists, indicating that it was now less comfortable to bicycle on Mo Mo Mohawk. compared to the before condition on Payload parkway. The recommendation is to remove the median that was put in and we do not have plans to install anything else in its place. and you'll note at the bottom the change in the recommendation to the chicane. we are now proposing a a recommendation to modify it. which means we will remove the chicane and explore putting in a pinch point somewhere near where the chicane was located in terms of the recommendations related to treatments that we said were pedestrian crossing enhancement projects. you can see by and large These are recommended to be capped with the one exception being the spiral and chaparral curve extensions and Median Island.

[24:10] The modification there will consist of adjusting delineators to provide a wider path for snow clouds. We found that many of the posts were damaged during snowy conditions in terms of next steps. we're planning to after tonight's meeting and and feedback from cab and the public. We want to finalize the evaluation report and the project recommendations. Then in the spring we'll look to implement the changes at the the recommendations. and then in 2,023 n Bi. We really just want to consider the lessons learned from visa about where, when and why, we would install similar projects at sites across the city. So with that we are requesting the Tab support, the proposed recommendations resulting from the visa evaluation study.

[25:03] and we have some suggested motion language for you to consider in in doing so. should you desire to do that? That concludes my presentation. Thank you very much. Thanks, Devin. Do any Board members have any questions? Tila. Thanks, Alex. Thanks. Devin. I I really liked the the draft report. It had a lot of information. I was wondering about and I think as a template for sort of evaluating self evaluating what we do in the future. It's pretty great. I, just for purposes of our tab motion. want to clarify what has changed, if anything, in the from the memo to tonight. So it sounds like the modifications on. so she can. I'm super unclear what you're planning to modify, which one on quince and are there any other differences between what we saw in the memo versus what you're recommending tonight.

[26:11] There's one difference. The memo indicated to keep the chicane. And tonight, after further consideration of the public comment and review of the the snow ice conditions along Quince, we are recommending that the chicane be removed. and in its place a pinch point be installed. and the pinch point would be similar to those that are already installed on quince between fifteenth and seventeenth right. So I did note that the memo in describing what if she came with, or the the draft report in describing what she came was in a pinch point was said. There's some, sometimes some repetition, and sometimes they're called. The chicane is called a pinch point.

[27:00] So you are essentially moving the chicane that is currently on Quince west of Nineteenth street somewhere else. And so, instead of being an s shape thing, the drivers go around it's looking like you're planning to do a different pinch point where things are narrowing down. Is that fair to say I would say so. So. The the primary concern of the chicane was that it was pushing drivers to the edge of the roadway. And what happens with the pinch point, is it? It puts people in the middle of the roadway in a one configuration. Okay. Okay. but we're expecting still 2 treatments on Quince. It's just that the chicane is going to turn into a different kind of treatment somewhere nearby. Awareness Correct the the determination of the Pinch Point location is to be determined.

[28:01] but everything else on Quince is proposed to be kept. I will know that the curve extension that was installed at Nineteenth Street in Quince. That is plan to also be made permanent in conjunction with the upcoming Nineteenth Street multimodal project next year it'll still be part of the 22 project. I I was really confused at 1 point about the numbers and the money, and I guess I have a bigger question, which is as you noted, this is this was kind of an opportunistic one. Time funding opportunity. we were, and on tap pretty excited to see it, in general, very encouraged by how how nimble and experimental staff was so really want to commend you on all of that. but this report is, you know, a lot of attention. A lot of I think. Good analysis. And thinking about what happened, do we anticipate that the Zip program has a future.

[29:10] Do we think it's going to be the new Nsmp. Do we think at some point we will be asking city council to bless us doing more of it? Or was this really a lot of effort spent on something that's going to be a one time thing That is a very good question, and I I don't think we have a solid answer that we can provide you, I do think, is something that we'll be talking about as we explore opportunities to potentially reinvent and refresh and reimagine the Nsmp. This might be one alternative that is considered as part of that. and I do think they have a certain place, I think in general, we found that the pedestrian crossing treatment enhancements were fairly non-controversial, and I think we're pretty well appreciated. so I think it could be that we look to leverage them

[30:04] to enhance pedestrian crossings, but not so much as a traffic, calling tool along the speed as a speed mitigation tool. because there's traffic coming in there's an unfortunate conflation of those ideas as well. so I just wanted to be clear what it is we're trying to AIM at, and I think the draft port is very good at saying we were trying to reduce speed. I did know, that the Nsmp projects tended to be more successful in reducing average vehicle speeds. I thought that some of the treatments like I. I just love the data and analysis, but that, some of the treatments showing that average speeds for the visa projects weren't seriously impacted. But there was a really big delta on the highest speeds in particular. Quince had the biggest one, I think. vehicles going between 25 and or above 25 miles an hour. So 30. But

[31:00] That really tells me this was an effective thing to tame some of the worst behavior out there and gives us. A good basis like this. Report is a really good basis for arguing, for continuing a program of this type. And so I just wanted to commend the amount of work that went into it to be able to give us sort of the data driven decision making capacity that we've been looking for that being said you said at 1 point that the visa program was a $250,000 expenditure. we are talking about roughly 20 treatments right across town. and this looks to me like it means the average cost per thing is 12 and a half $1,000, not 1,000 to 1,500. Can you explain what? The where? I'm. There I apologize for that confusion. There were many ways to

[32:02] decide what constitutes the project. And how do you commit that? what I was trying to say there was. There were projects installed at 20 spot locations, so 20 intersections, whatever you need locations, not part of a corridor type project. And then there were the 5 total Mp. Corridors that had multiple projects installed on them as a means of speed, mitigation, and traffic. But those Nsa Mp. Projects are sometimes 3 or 4 different spots Correct? Correct? Yes. So so from Quint, for example, there was the curve extension chicane. another curve extension and 2 pinch points. So Quince, essentially at 5 projects installed on one corridor. Okay, that's good to know. I did know. One of the takeaways on the draft report was that, vertical diversions seem to be more effective than horizontal ones. These horizontal, these these are horizontal generally, and that's why they're cheaper and

[33:09] require less stuff. And so I was just trying to figure out sort of the cost of an Nsmp project, which was only vertical. It was only speed, humps and speed cushions. and those were kind of capped at $10,000 each, because that's what well speed hum cost. So I was just trying to kind of try to compare apples to apples, because as as we knew the demand for Nsmp. Projects for speed mitigation far out script our ability to to provide them. and the V. Zips. I think we're a really good attempt to try to meet that halfway, and I think it did meet it kind of halfway. So i'm pretty impressed with what we could achieve. I was just trying to make sure that what we were showing as as as the cost differentials between those was accurate. is that something I would look for more clarity on in the final report, I suppose.

[34:03] Yeah. and then to answer a question that came up in the chat for Ryan. so traffic mitigation is usually a but cat stop is a Have a kitten here. Sorry a way to reduce traffic volumes and congestion and p period sort of headaches from traffic, and then speed. Mitigation, of course, is to reduce the high speed or worries Some speeds of of motor vehicles and treatments are different, for those in strategies different for those in the city it historically has has treated them differently. So that was just a little background, for for when I, when I had mentioned earlier, there was 2 different things. debian. Earlier on in your talk you had talked about the vertical speed mitigation measures versus the horizontal ones, and you had, said I, by road it down the vertical speed management is not compatible with snow removal, and I just wanted to back up on that a little bit.

[35:08] because of course, we do have speed humps on places that are cloud Edgewood just just west of fulsome pine at Eleventh Street. That section gets plowed, I believe. 50 Fifth Street gets plowed. The the road just south of Baseline going toward the Rec center it gets cloud, and then we have 4 or 5 new speed humps there. So it might make it a little more difficult, and I talked about the whole tortoises and the roads. Certain vertical speed, management, and and sort of traffic guiding elements are incompatible with no plan but it general the speed humps and the speed questions that we're seeing are not. I just wanted to clarify. Is that your understanding? It it is, but i'll clarify that what I meant there when my statement within the presentation was

[36:03] essentially temporary vertical devices. So a speed cushion or speed hump that is made of a rubberized curved material that would get bolted down to the. And you can imagine that those bolts could potentially come loose. Yeah, that's what I meant there. Gotcha. But otherwise you are correct. That other, you know, permanent asphalt, sweet humps and speed cushions are compatible as well. Okay, great. I I I will leave it there. Thank you very much for your like analysis. I really like the direct report. Thank you. Thanks, Tila. Are there any other questions before we open up to the public hearing, and then our comments. Becky. thanks. dad. I really appreciate how, through this report was as well. She had a couple of questions. one

[37:02] I know a lot of. There are a lot of you know aspects around this related to maintenance, and and how that how design if I had that, and I was wondering if those were often features of these being temporary projects. And so they're more likely, like snow clause, more likely to hit it and and damage it because they're you know, these flexible features. and if they were made permanent into a more permanent kind of concrete or something that that wouldn't be an issue. Or was it predominantly more about the the design or the street context? yeah, that's a good question, I would say maintenance was judged in one of 3 ways: the first being just the amount of times that crews went out to replace posts that were found to be missing, for for whatever reason I mean, most likely someone hitting them and knocking them down.

[38:00] I do think we had a few instances of folks purposely trying to take out posts because they were frustrating projects. the second way was just from feedback from the crews, who clear snow and ice from the roadways. And you know, hey, it's really tight for me to get through here, or I'm having to pick up my blade in this area that kind of feedback about the corridors. And then the third way was through conversations with the fire department and their ability to get the fire trucks in and out of these project areas easily. All the projects were designed with the ability to do that in mind. which in some cases resulted in there being a little bit wire openings, and maybe would have been preferred. but I would say that that was kind of the compromise of the program. And to your earlier point I would say that. if these were made permanent maintenance of them, most likely would not be an issue.

[39:02] Okay. Okay, thanks. Yeah. And I guess I was thinking also adding to that like to what extent there are consistent issues with just like it, with meetings to to reduce speeds and then running into conflict with either maintenance or emergency services. And if that is there, an area of these are their area? Does that need to be worked on in the future because it's a consistent barrier? Or is it more of a something that we have ways to address and have have dealt with. And so it's not. It's not a barrier to, you know. Eventually. you know, implementing these kinds of projects. more often. Yeah, I think we have a great partner in the fire department. Dave Lowry, the Fire chief Fire Marshal is, very willing to have conversations with us, and advise on design, and he's often open to trying things like this, and and allowing us to be innovative. so we're thankful for that partnership.

[40:01] And then, I think, on the snow and ice removal side, we're continuing to look at ways to get equipment that would allow us to get into tighter spaces. Okay. thanks. One of the another question I had was and a couple of the projects that are being removed. Oh, particularly on on Mohawk, and I guess awesome Powell Parkway. I understand that they just didn't show sufficient improvement to merit staying. Do you know why they were ineffective? I don't think we specifically know why. My assumption is that it was because the lanes were just not narrowed enough, and again, because of the need to accommodate files, the opening was about 13 feet wide. and I think it just didn't constrict vehicles enough to where they felt they needed to slow down.

[41:03] and and it wouldn't be. Would it be too difficult? Or are there like reasons why we wouldn't arrow it further like, modify it to narrow it further versus taking it out. I think it has to do with the the snow and ice removal, and we were wanting to to not compromise on our ability to do that, I would say on Mohawk. The additional feedback we got. That was a tipping point was the feedback from the cycling community that because there were things both in the middle of the roadway and on the edge of the roadway. It made it difficult for vehicles when looking to pass a cyclist to have the ability to give them room when doing so, and cyclists often felt either rushed from behind or kind of pinched as they were being passed. Okay. thanks. So it sounds like there were enough sort of combined issues that it would take a lot to overcome them

[42:00] right. And I, I think in the case of Glen would to the east of 20 Eighth Street. Those pinch points really didn't stick out a whole lot more than a a car parked on the street. I think they stuck out maybe a foot or 2 more than a parked car. and because of the parking density on that segment of Glenwood People were pretty used to having kind of that narrowing already, and it it didn't really add or enhance that much in the case of of the pinch points that were installed there. Okay. yeah, that makes sense. what's a good? So here's my last question, which was, or I I guess it's more of a comment than a question. it's about about Glenwood and I I mean it makes sense what you just said about it, and what was written in the report about Why, it's slated for removal. but I guess my one concern comment is that i'm concerned that if we in the report we're stating we're like one of the reasons we're removing. This is because people were concerned about parking is that

[43:07] that might set up for that like helps a set of precedent where concern about losing a few parking spaces is sort of seen, as you know, on par, or more important than the safety benefit the project would have provided. And I understand there are other reasons this one's being taken away, but I guess my suggestion would be that we don't include that as a rationale, because because there's definitely going to be projects. We're gonna we'll take away parking in favor of safety. And people are going to complain about it, and I just want to make sure that, like safety is is just always seen as paramount. in those situations. Yeah, thank you for that. That's a very good comment. but otherwise I I understand the the rational, that particular decision. So thank you. Thank you. Any other questions.

[44:02] Alex. I have a few. Okay, right? Then. Thanks. I have just a few questions. that I mainly i'm asking thinking about work we have ahead with can and the. And so the process of going through a transition where we're we're installing, or we're we're taking down projects. So I I guess i'm first kind of hungry to know more about the objective reasoning like reasons we have for moving, and i'm sure picking up on Becky's comment about parking that that got my attention when you said parking earlier too I i'm reading through. I think it's page 23. It's sort of like a list of I kind of like some reasons that like things didn't work, you know their concerns, but i'm i'm wondering if if there's like. Do you see a taxonomy, or some objective or general generalizable

[45:04] set of reasons? That we that we should know is is tab that, or the public that, like the these are the kinds of reasons we would remove treatments like these that are meant to, whether calm traffic or or mitigate speed. a, and not to put you on the spot. It's the answer as well. Not Not not exactly, but i'm just curious if there's something i'm missing here, or to you know about You know the the reasons, the the legitimate reasons from the city's perspective. in an objective sense. I would say, and I I hope it was clear in the report that really the first level screening or filter that was used to evaluate the projects was their effectiveness at reducing speeds. If that was kind of the main reason we were putting them out along the corridor. and that was measured in a few ways. Looking at both kind of the 85 percentile speed reduction, as well as as Kilo mentioned. The ability to reduce sort of those top end speeds, those that are 5 or 10 or or even more, over the posted speed limit.

[46:13] So that was really the first filter, and I would say there were some instances like on Mohawk where they really didn't get through that first screen filter because of before and after data on that particular corridor. indicated essentially no no change in speeds. The other thing I would say we we paid careful attention to as hopefully came through, and the comments from Mr. Crook was sort of the feedback from the residents, and those who are often walking or biking along the corridor, and their perceived level of comfort as they were doing so. and if it was found the a project. you know, really put folks in a situation where they were less comfortable than when before the project was installed that was also carefully considered in the recommendations.

[47:10] And then the final element was the the maintenance component, and to what extent we were needing to go out to sites to replace the posts and do maintenance on them. as well as the feedback, about how easy it was to to take care of the snow and ice removal and and get in there if there was an emergency. The the the speed, production and maintenance to me makes a lot of sense as as as objective things you can. You can look at the the people's, concerns one. i'm makes me wonder I think there was 76 more form stack responses. did I my census that that wouldn't count other comments we you've we've received over the last. I don't know years, so we we've had previous tab meetings where residents have come in, and they've spoken in favor. I I don't know if they're including these form sac responses. but can you come in general like this? What extent do the 76 form stack responses represent the

[48:09] yeah overall feedback we've got? We've gotten from residents on that I guess sort of like the pro or the con site on on visa, or any. If if you don't know that's fine, too. I just i'm just curious how much of it is that form stack versus you know there's a wider set we've heard. sure, and and I see, Natalie, you've got your hand raised as well. If you want to. Okay, I would say, Ryan, you are correct. That this was an instance where there were some corridors where there was much more feedback than others. the form stack rep response rate that I mentioned. That was in the first case, the first round of engagement. Following the installation of projects, we got about 320 responses from across the community. and then the most recent engagement push

[49:02] in which we were asking folks to comment specifically on the proposed recommendations, and whether they agreed or disagreed. That's what yield the 76 responses across the city? your question. I mean it. It was, you know, there, but there were certainly interactions outside of the form stacks over the course of these projects being installed. Staff was responding to feedback and meeting with residents and conducting observations on site. and I and I was just going to add that you know we we really did. As Devin said, we took public comment or feedback from the community who use the treatments, whether they're walking and biking along the corridors, you know, before the treatments, and then during the treatments, because that was, you know, a critical part of kind of the process for us to determine whether or not they should be modified, or you know, or removed.

[50:07] and and I think you know there might be an opportunity for us to just go back and clarify as we finalize the report that parking the you know the lack of parking, I guess, was really just a comment from the that we heard as part of the feedback. but it wasn't, you know, as Devin said when we were thinking about the criteria, it was really those 3 main things and parking wasn't a heavy, you know, driver, for us to make a decision about removing it if it was ineffective. And also, people, you know, felt like they could. They couldn't Park. Well, then, you know, they locked out because it was ineffective, and we were going to remove it anyway. so I just wanted to add that clarity. Thanks. Okay, I I guess it shouldn't take too much more time. I'm. I'm. I just. I've this. I back to what something Becky said about. Maybe it was maybe multiple people said this, but just about yeah Feeling a little

[51:08] anxious about this established you, and applying a precedent that you know these things can go out if if, if if motorists coming through, decide they don't like them, and they can make, you know, make enough noise and and and I know i'm not. Nobody sent out that exact sort of thing but I I I I heard the word controversial Devin, and I forgot how, in what context, I was thinking, you know you could. You could think of controversy here in different ways. You could think it controversially in terms of we. We Community members believe that the safety treatments are not effective. but we know a staff through objective measurement that they are effective. That's one form of a controversy, and that's one in which I think the city in this example. is the authority. I think another kind of a controversy could be People just don't They just don't want the traffic calling. They just want to motor through. again a controversy. I don't.

[52:04] I think this worth a lot of our, you know. Frank frankly. Attention! So i'm just thinking about this in terms of can, and this massive set of projects that we have to go forward, and how we how we think about this. you know reasons for for taking things down my senses. I I don't know if I missed this in the report, but like a pretty big reason for taking for this is just for resources like we don't. I mean, we just have limited ability. just you know there's only so much we can do, and we have to focus. And I think that's a really good reason to to say, Look, we're just gonna stand down on some of this work. so sorry i'm going off into comments now, but I think I i'll leave it at that. Thanks, thanks, Devin for and Natalie for entertaining my questions. i'll! I'll leave it a different app for good. Good job. Thanks, Ryan. trying to do everything. Well, I guess to me Well, thank you, Devin, and I mean the all the data and everything. So it it's really helpful, and and and a great job. But I just what I was noticing is how these projects are highlighting some deficits from.

[53:10] especially from our our comment from the public where this person was highlighting the fact that they don't have sidewalks, and they don't have lighting. I mean, I think those are kind of tied in together, and the more we explore These projects, I think more of these issues are going to come up so I mean I'm very new at this. So I I have a question especially about the lighting. I mean. W. Would these things be able to be kind of hand in hand with the projects, as you guys move into different areas in the future? Or is it something that's taken care of by another department. Or how does that work? That's a good question. I I think lighting in general is considered as an element of our capital projects

[54:03] in the case of the the Quince Avenue corridor. that was not really considered as part of the installation of the visa projects that particular part of our folder. As you know, it's very Roland character, and and really none of those streets have street lighting along along them. so that was not an element considered to be part of the installation as part of the vision 0 innovation program. But it is a key consideration as we install our capital projects. Yeah, and i'll just add so the city of Boulder actually is going to be acquiring an excel street light system. in the coming couple of years. That process will be beginning, and as part of that, you know, and i'm sure Mike isn't here with us. But like Sweeney is managing that project on transportation side. and as part of that we will be kind of assessing, taking a look at the system as a whole to see, you know.

[55:08] or do we have the light, the right amount of light distribution across the city? you know that's a very talk about controversial, I guess. Topic in the community around lining. So when we get to that, you know, point in that project will certainly be in front of tab and council as we go down that road to acquire that system. Right? Thank you so much. Thanks, Jenny. With that we'll open up the public hearing. Any members of the public wishing to speak to Tab on this topic. Please use the raise hands. tool within zoom, and we'll call on you for up to 3 min of of public comment. I think. yeah, i'll come back for Thank you.

[56:03] All right. Michelle Bishop. I'm gonna ask you to on mute if you can let me know if you're able to speak. Can you hear me? Yes, perfect? Thank you. My name is Michelle Bishop, and I'm. one of the Board members of the Gask of Neighborhood Association and First, I want to thank the City Transportation Department for the decades worth of support that we've had here in this neighborhood. with the types of things that we've requested to enhance pedestrian and cycling safety in this neighborhood, including the the counter flow lane on grove that we ask for and and was accomplished, and the 3 extra crossings painted on the intersection of seventeenth and grove, one of which is the bulbouts that we're talking about today. So we've had long history of cooperation.

[57:05] we. There's still things to be done not only speeding, but on all of the streets, including Seventeenth Street, but aggressive driving combined with speeding. But we have. We have 3 intersections that we're part of this project seventeenth and and Grove eighteenth and Grove, and one that you left off. Devon is twentieth and Grove. There's a big bulb out there. Also they were painted with the paint project. Regrettably they were paved over 6 months later. And hopefully, we're gonna get the Seventeenth Street intersection repainted pretty soon. So And I think I haven't heard anything specific other than people commenting that it certainly slows a lot of the traffic down, and it keeps people stopping at places that they work. ordinarily stopping at stop signs to get around the B about so overall.

[58:05] I think we're doing Well, I do have a question about the the that you have devin which crosswalk was the count that you have on this sign at Seventeenth. which Yeah, sorry, Michelle. I'm. I'm trying to pull that information up now. I'm finished as if I can get that answers all just curious. Thank you very much. All right. Tim Kirk, i'm gonna allow you to speak. Let me know if you can unmute yourself. How's that perfect? Alright, I already talked. Did everybody hear what I said at the beginning, when I didn't know what I was doing. There. Is that okay? All right. So i'm just gonna say one thing about the lights.

[59:03] I haven't brought that up about the lights, because there are lights on this street. I, for one, don't want light shining in my living room window. The fact that there are lights on this street when you come down this street. It's difficult to see the bollards, especially when they are Warren. They're dark and discolored over. I don't know how that happens. People are hitting them, or they so the fact that there aren't light it's on the street. makes it more difficult to see the ballers at night. I'm not proposing that you illuminate this street. I like it the way it is. It feels very rural, and the other thing the word was used about walking down this feet. The word, or what was uncomfortable That is not a word that I would use when i'm walking east on quince

[60:00] and i'm in the chicane, and it's just snowed in a car with by me within like a foot. If I fall it's it's gonna be a really bad thing. That's not uncomfortable. That's dangerous so uncomfortable. It would be a kind of a nice way to say it. We're we're not uncomfortable. We feel like what was done. Here was put pedestrians at risk quote unquote. So that's a lot different than being uncomfortable. and then i'm i'm uncomfortable for a lot of different things that I won't go into. But you know I know it. You. It's been a a difficult thing with Quince and you know, I appreciate that everybody's come out, and I appreciate that we're going to take the chicane down. And

[61:00] again I understand why you can't put up temporary speed humps because they're bolted down. But I think if you did a straw full of what people really want on this street to slow traffic down. It would be speed humps and speed humps. You can. You can plot the street if they are permanent. Speed up so. Thanks a lot. I'm going to sign off now. Bye, bye. right! And then our last person is here. All right. I can. You hear me? I I just wanted to add my voice to Michelle's comments we appreciate the 2 speed tracker studies conducted by the police, showing that only one motorist out of 2,800 was shown to be going 10 to 19 miles over the posted speed limit.

[62:11] and 95% were going at or below the speed limit of 20 miles per hour in the cost growth neighborhood on Grove Street. It still means there were a lot of vehicles over a 100 traveling above the speed limit in the course of the week that it was analyzed, which is really, still too fast for the Gosgrove neighborhood. and the the curb extensions at Eighteenth and Grove and Seventeenth and Grove, and the third one that Michelle mentioned Twentieth and Grove do help in regulating traffic, but they they don't slow down traffic that's moving straight in in my view. And you know, regardless of what the speed tracker data shows the

[63:01] we we notice people driving too fast on Grove Street still, and it's not just me. But when i'm out there talking to one of my neighbors. they will raise their eyebrow at at at cars going too fast, or say something. so it it's still a problem. And and really it only takes one vehicle to do a lot of irrevocable damage. The only other thing I would say in favor has to do with the 30 Fifth and Aurora traffic circle which does seem to slow drivers down. I do walk, my son's dog in that neighborhood. there there is a law of unintended consequences, though, and that is that since the traffic circle has been put in place it seems that drivers don't see the need to stop for pedestrians. They just kind of sail into the crosswalk.

[64:00] so it just as a suggestion it may be useful to put in cross works, or reminders that You' still supposed to yield to pedestrians. I'll I'll stop there. But thank you very much for the work that you do Devin and and others, and really appreciate it. Thanks, Peter. I don't see any other hands, so no one else is interested in speaking. I'll go ahead, and it's our hand now. Oh, Devon. we'll go ahead and close the public hearing and then open it up for tap deliberation definitely. Have something. Thank you, Alex. I don't know if she's still on the line. But Michelle had asked what the count was that we had referenced on the yard sign that was placed at Seventeenth Street and Row.

[65:00] and I I found that information. Michelle, essentially what we did was before and after pedestrian crossing count at Seventeenth and Grove. and it indicated that before the curve extension was installed there were a 166 pedestrians crossing in a day, and after we the day we counted, there were 272 pedestrians crossing that day thanks to hop in for another little small piece of ha of of housekeeping, because Tim Crook asked what this deal is with the speed limit change so assuming he's still on and listening. yes, 20 miles an hour is the default speed limit, for everywhere in boulder, unless otherwise signed, posted. So on, Quince, it's not 20 thanks for that clarification.

[66:01] Anyone from Tab. I have any thoughts on the recommendation that Staff has provided for us, and is asking formal feedback on. Yes, i'll jump in. Just say the the report was really informative. I think it's for relatively small things. This is a an amazing amount of of data to see how things are going. really supportive of the the crossing treatments. I think that'll really help us towards some of those mode shift goals that we have in our Tmp. The traffic call me. I think we showed it was in places effective. I'm not sure if with vision 0. I don't, i'm not sure. Saving a whole lot of lives or preventing spirit entries there. so do not be more favor of focusing our vision. 0 efforts on on the materials, of course. but I think the you've listened to the the community multiple times before these things were installed. You've demonstrated a lot of flexibility and modifying these, and I think the the recommendations that you've brought forward have been really reactive to the community and and thoughtful. Some, i'm prepared to support it.

[67:19] Anyone else from Tab want to speak. Tila. Thanks, Alex. yeah. Well, that I am also prepared to support the staff recommendation. and was, as I mentioned earlier, like, impressed at the amount effort that went into this just to the analysis and sort of the it. It was like doing the Nsmp. Sort of justification of of treatments in reverse, saying, here's what we learned. and to the extent I I thought it was a really smart move to when the Nsmp. Kind of got canned to say, Well, okay, we already have sort of these requests for intervention, for speed mitigation. We already have demonstrated neighborhood support for some kind of change here.

[68:13] we're not able to serve these particular streets and neighborhoods. with the treatments that they asked for. But this is maybe a a backup, you know, or a way to try and meet them halfway. I thought that was just such a smart thing to do to be able to prioritize. And now to have this report and say, Well, here's here's what the data is. I think it's going to be super helpful. And so I would encourage Natalie and Devin, and you know other staff to the extent that we can make a pitch to city council or in the city manager's office for bolstering and financially and in the budget. These kinds of efforts in the future. I think all of Tab is on board and on record was saying, Our most serious problems are the R 2 nil somewhere. The speeding is

[69:00] the the biggest contributing factor to discouraging vulnerable road users or injuring them. but to the extent that this is a really great way to say we have other tools in the toolbox to be responsive to community requests and perceptions. that can be backed up with data about unsafe driving conditions. This is a great tool to point to I remain cautious about over empowerment of the noisiest communities. so I would definitely like to see some kind of Oh, gosh, economic social status. So you know, some sort of like like filter for the likelihood of people being empowered, and engaged enough with their local community to ask for help versus communities and neighborhoods that might be more or equally impacted by negative

[70:03] driving behaviors and traffic Violence indicators that are not as empowered and not as able to to step up. And so the the racial equity tools. and the economic equity tools that we can bring to bear on a future effort like this, I would definitely like to see, have more prominent place. That being, said I, as I said, i'm very impressed with the data, and being able to point to the effectiveness of these things. And and just you know, when I was reading the report and wondering, i'm like, I wonder if we have pedestrian counts there. It was 2 pages later. So really want to commend the amount of work and effort that went into analyzing, and not just sort of having a gut feeling about whether this stuff worked, but really to have something to point to, and i'm hoping it will be a tool to help us be more effective. Not just in responding to community, but actually being able to demonstrate the that we can make changes that make a difference to people's lives. Let's just make sure that we're applying it in a more equitable fashion than just people having the wherewithal to start a petition under the old an smp.

[71:08] So that being said, even with the modification on Quince, I would. I would like to support the staff proposal here. Yeah, i'll just add I also so support the proposal. and only reiterate the my request that that little piece on parking be removed on page 29, but otherwise I support What's been presented here today? Thanks a lot trying to go ahead. I support as well that's all I want to say. I mean, I think you guys have covered absolutely everything. So also Devin, I support this the recommendation I I really have enjoyed. Continue to enjoy the program. like to have some such a such a nice job of of being innovative and making this work and listen to feedback. I appreciate the care and the analysis that's gone into your presentation.

[72:13] And I ride my bike every day with small kids on a lot of these streets. and I I think they're just fantastic, and I here's some of the comments about people with concerns, and I makes me wonder if they're on a bike or car. and and if you know, some of the opposition here is simply opposition to the the premise that we should be calling streets so like ours down. So. just for 3 quick comments. just perhaps for the for the record, and echoing some things folks have said. I definitely like the way that you clarified that we have some objective reasons for remove the like. We actually have, you know, objective reasons for doing some of these removals or or modifications, and the the and then the clarification that those reasons do not include parking similar beck, he's comment. so yeah, please, If that that could be reflected in the in the memo in the minutes that would be great. and then also, Kind of picking up what you said on on the comments we've heard. We, you know, projects like these. We

[73:17] comments we hear from the public are just They're structurally biased towards car users, for the simple reason that most people are driving cars, and they also structurally under count. The the residents of the city that are using the the particular corridor as part of a wider network. and because they would just naturally draw more attention to folks who wouldn't hear them so. One thing I would love I would have in the future. I'd love to see in in in comments and else comments is just a way to see the the the use, the the mode being used by the commenter. I know that's prop complicated because people are, you know, may use more than one mode. But, gosh! That would be interesting if we to see we see the number of counts that are in opposition.

[74:06] and then in support. If you sort of break those down, and if you see well, the the opposition tends to be the a car driver, and the others tend to be outside of a car. that's that. That. I think that that's interesting. and then, I guess, related to like the the a staff view on the importance of the corridor to the wider network and the Tmp. I mean, that's that's that's what this is all about. in in in many ways. So so, anyway, i'm just just just thought for the future. and then my! The final comment is, just big picture. I I think this is, wasn't really explicit in the presentation. But I I staff doing such a great job here with with limited resources, and I think this is just another one to add to the list of exhibits, for reasons that we need to figure out how to get more resources, to fund all of the transportation projects. We need I don't know if that's about measure, if that's what that is. But I hope that we can continue to work together to

[75:07] to, to, not to to avoid, just just conceding that we are working with limited resources and do our job. I guess i'm talking to Tab, to tab in bringing this to Council as a political values based a decision that we have to make about how you you know To how much do we want to resource these important transportation projects. So i'll leave you to that. Thank you. Dev and team for great work. Thanks, Ryan. I think everyone's spoken so at this point, unless there's anything else i'll entertain in a motion and devin if you want to pull that language up, that'd be helpful.

[76:08] Anyone want to take a stab at it. If not, i'll move. The tab recommends finalizing the proposed V Zip project. Recommendations for staff to implement changes at project sites as necessary in spring 2,023. I second the motion. Thanks, Tila any further comments. seeing that let's put all those in favor. See 5 hands fast as you unanimously Thanks, Devin. I'm not sure if you've got this next one. But our fifth agenda item is an update and tab briefing on the vision. 0 action plan.

[77:39] Devin, You're muted. but we you're we're just waiting for you to Powerpoint. I am so sorry I could not figure out what was going on, but I had to end my screen share there. I'm: so sorry

[78:01] I will get on with the next one. Just a moment. No problem. There we go. Okay, Hopefully, everyone can see that, although that is the end. Thank you for the understanding, the technical difficulties there. good evening. My name is Devin Johnson, I'm. The principal traffic engineer for the City of Boulder. And here tonight to also present an update on the Bolden Boulder Vision 0 action plan update. I'll point out that I'm. Joined by our consultant team Project manager, Charlie Alexander, who will be available to assist me with questions and answers following the presentation

[79:08] again, just to refresh her on vision 0 background and the project purpose. These stats are by no means foreign to us at this point. We know that there is still work to do that between 2,018 and 2,020 there were 9 people killed on boulders, roadways one was riding the bike. 2 or walking and 6 were in a car. They were also 150 people that were seriously injured. 25 of them were walking. 55 were on a bike, and 70 were in a car. The prior version of the action plan was intended to cover the years, 2019 through 2,021, and we've now throughout this year been embarking on a project to create a new 5 year vision 0 action plan that will cover 2023 through 2,027

[80:04] and we're incorporating additional community engagement, some new analysis methods and really looking at ways to build on and enhance and improve the prior action plan. I want to highlight briefly on this slide some of the success that we had in 2,019 through 2,021. we don't want to discredit the work that we've been doing and continue to do You'll note here that we've deployed leading pedestrian intervals left turn changes and signing and marking changes at 46 intersections. We've also, as we discussed earlier, implemented the 20 mile per hour, residential speed limit. And we've continued to build out the low stress, walk and bite network as we're able. and you'll see in the top right corner there a very large dollar value. again. This is just grants 1, 2820, 19 through 2021, and those amount to 4.8 million dollars.

[81:07] We've also expanded red light cameras to 3 new locations and issued an average of 13,000 photo radar bands, citations per year. I also want to share with you a recent effort that speaks to follow through on the previous vision 0 action plan around data, accessibility and transparency as of last Monday we have officially launched a crash data dashboard. The launch was promoted through a press release and social media posts. Now the link to the dashboard is available on the city's website. and we appreciate the feedback that we've already gotten from some tab and community members on the dashboard. I want to let you know that we are actively working with our colleagues in the police department and the innovation and technology department to make some refinements. I'm very proud of the team that brought this dashboard to life and hope that the community finds it a valuable resource.

[82:04] I want to talk briefly. Just reflect back on the first phase of community engagement that we conducted for the Vision 0 Action plan update we're really striving to have both inclusive and comprehensive engagement. to really tie in some of those racial equity plan goals, and we throughout the first phase held a virtual public meeting. We had a be heard boulder, survey, and web app that were available in both English and Spanish language. we met with community cycles, the center for people with disabilities as well as the community connectors and residents. We also were very fortunate to have the opportunity to participate in a spanish-language Resource fair at San Lesaro Park properties. and we've been coordinating with city staff and the innovation and technology department on the development and use of a citywide equity. Index

[83:00] this index is currently in draft form, and it's a 5 level index that combines measures of racial and ethnic diversity and economic status with a category of 5 representing an area in need of greatest focus for equitable practices. the index combines a combination of factors. that are still in draft form. But we're again. We're leveraging this and looking at using that index as a means of aiding our project prioritization process. And I want to point out on this slide as well. there's sort of a heat map of the be heard boulder, comments, and feedback that we received. and you can see that, for the most part it does correspond fairly closely to the can network and our arterial streets. So some of the things that we heard through that first phase of community engagement. where we received really over 700 responses to our surveys and and webmap

[84:04] we asked respondents if they had either been or knew someone who had been seriously injured or killed in a traffic crash, and you can see the number there that over a third of respondents have been in that situation the top traffic safety concerns that were identified among respondents for distracted driver, distracted driving drivers not yielding to pedestrians or bicyclists speeding. and drivers and bicycles not sharing the road. i'll point out that with respect to he speeding. I believe You're going to hear from Carl Castio later in the meeting tonight. but Karl has organized, and i'll be attending a breakfast tomorrow morning with Council members and State legislatures. To really make the case that we need expanded local control and greater flexibility for use of photo enforcement within the city.

[85:01] we found that, 66% of respondents stated that traffic safety affects the mode of transportation that they choose. And again, as was shown on that heat map on the prior slide. A lot of the top comments came from our arterial corridors. I want to point out that as part of this action plan update. We're using a technique that's referred to as systemic safety analysis. And this approach really incorporates national best practices and shifts us from a reactive to proactive crash reduction strategies. This allows us to focus more broadly on safety improvements that will be installed at locations across the transportation system versus just that spot. Locations in response to crash patterns that have already developed systemic safety. Analysis also incorporates corridor level approaches to street design and project selection compared to a focus on improving one intersection at a time.

[86:06] It's also a tool and process that allows us to proactively install countermeasures with the AIM of preventing crashes from happening at locations prior to them occurring it. It really puts us in a more offensive versus defensive position to respond to and try to predictively prevent crashes along the system. And you'll see that this systemic safety analysis was really looking at a lot of contextual factors along the roadway system to identify which factors along the roadway system present the most risk and most likelihood of crashes occurring. That's essentially what this slide is trying to convey You can see across the top as well as down the sides. This is kind of the matrix of this factors that the project team analyzed and considered.

[87:02] and you'll see on this slide the areas where there's kind of a reds and oranges and yellows are the factors that were found to have the highest correlation to the occurrence of crashes. So using, although all that data and analyzing through that matrix we boil the 61 contextual factors down to the top 6, and those are listed here on this slide. it's things like the zoning the traffic volume the type of traffic control at the intersection. the speeds along the roadway as well as whether a multi-use path is present. These next few slides convey what we're calling the high-risk network. which is the areas along the transportation system, where we have 5 or 6 of those risk factors on the prior slide overlapping

[88:04] and you can see largely that it does correspond quite closely to the core arterial network. We have 9 of our 18 high-risk network corridors that I either overlap fully or partially with core arterial network segments. The other thing that we were considering, and comparing our high risk network to was how it compares to what Dr. Cog has identified as the high risk, network and critical. In this case we have 15 of our high risk network corridors that overlap with the doctor called High Injury Network. and 8 of our high-risk network corridors overlap fully or partially with the Dr. Cob critical corridors. and I believe that that is important. and it's important consideration that our analysis flag the same corridors as others. because I do think it puts us in an admin he just spot when we propose projects along these corridors, there was already well established

[89:12] data to confirm and sort of justify the need for safety improvements. So in that regard we're hopeful that projects would be more likely to score favorably when considered for for grant funding essentially what the high risk network corridor has led to is a 18 segments, 18 corridors that the project team is analyzing. and those are shown here in this table. this table also summarizes a little more clearly whether the corridors were analyzing overlap with the can Dr. Cog high injury network, or that on critical corridors. so this is really where we're focusing our work. and Charlie can speak more in depth to what they've been doing. But essentially along these corridors. They've been doing

[90:08] really looking more thoroughly at the the past 5 years of crash data. and looking at the be her older feedback as well. and taking all that data and then using some highway safety. Manual analysis, methodologies to identify both systemic and site-specific counter measures that are recommended along these corridors. this map on the right with the dots on it. Those indicate the intersections that were selected for more in-depth analysis, using those highway safety manual methodologies that I refer to. and these include things like the use of safety performance functions to determine the level of services Safety for these intersections, based on both the frequency and severity of crashes occurring at an intersection.

[91:03] and the analysis is also performing what's referred to as direct diagnostics. and that is done to identify crash types that are occurring more frequently than expected at the analyze intersections compared to other intersections of a similar character. and you can see that most of these intersections are along cam corridors and the analyses we're we're performing will serve to inform countermeasures that can be layered on to the can work. This slide gives a sample of the outputs of the analysis that I mentioned earlier. for each of those 34 intersections that we're analyzing this table is being produced, or in which you get some basic information about the intersecting streets the type the number number of lanes, the type of traffic control.

[92:01] and then you'll see here this chart, which is referred to as a safety performance function. and these boxes here that show the to the level of services safety. And when you see level of service safety, for that indicates that there is a high potential for crash reduction at the intersection the diagnostic patterns indicates those crash types that are overrepresented. In this case you can see that bicycle crashes are occurring at a higher than expected frequency at or Apple Avenue and 30 some of the pulmonary counter measures that we're incorporating into the action plan. are listed here on this slide. They were also described in the memo. and it's really things aimed at enhancing and reducing conflicts. i'm sorry, not enhancing conflicts, but reducing conflicts for vulnerable roadway users through things like prohibiting right turn on red, installing protected bike lanes and intersections, making improvements to shared use path, crossings.

[93:15] improvements to right, turn, slip lanes looking at arterial speed, management strategies, upgraded crossings, leading pedestrian intervals. really all these things have been found to be proven counter measures that will have the effects that we're hoping to achieve in terms of proposed next steps. the project team is working currently on making those final analyses of the corridors and completing. benefit cost ratio spreadsheet for the proposed projects. We then plan to to layer on the Equity Index, and use that to develop an implementation strategy coming up in about a few months in the late January February timeframe we're looking at conducting our next phase of community engagement, and that will essentially share

[94:11] our proposal for the projects that have been identified, and how we've prioritized them we plan to come back to Tab in March 2023, and present the draft action plan to city council in April 2,023. That concludes my presentation, and Charlie and I are available to answer your questions at this time. Thank you. Thank you Devon for another thorough presentation, and really appreciate the data dashboard that something I know that members of Tab have been interested in, and will be a a thorough, a transparent way of of showing everything that's going on with the community. I also really like the we're looking not just at our classifying roads by our materials, but looking at our materials and finding the subset of the subset. That is particularly

[95:07] dangerous. And I think that'll be a a fabulous way for us to make really data-driven decisions, and it's it's good to hear that that overlaps with some of the regional analysis that's going on which will hopefully set us up for for grants. that's all. I had. Anyone else from Tab. Have some feedback for Devin and Charlie Tony. yeah, I just wanted to add as a resource. something called asphalt or there's been a lot of research where communities have seen a reduction of 80% of pedestrian fatalities just by adding art. and this could create all sorts of visual solutions where you could make intersections obviously safer. But even the reduction of the road, despite a visual adding that visual. So it's like a really interesting thing, and it seems like a cost effective.

[96:06] easier way. Obviously for our community it would be seasonal, but when in place, I think it would be interesting to have us an additional resource to the ones that you've already suggested. But Thank you for all. Thank you. Yeah. Thanks. yeah. I really I appreciate it. reading about this, I think you know. as I was learning about everything going on this year. I sort of. I think, looking for something like exactly what this report is going to be, which is a little more of an accounting of like so quantifying. How much needs to be done to get to to where we want to go. So we have that ability to sort of measure progress over time. So I think this

[97:02] this doesn't ever really fulfill that in a way that I hadn't seen. I Haven't seen that really fully done in other plans, and and reports that I've that I've come across anyway, so far. Yes, so i'm. I'm really excited for this work. And we'll echo also really appreciate all the work on the the dashboard with the crash data. that's great great resource to now have available on public facing. So thank you. To everyone who worked on that, and for on a cover, keeping me in the loop. I really appreciate it. yeah. So i'm really excited to see the next version of this and I and I I remember exactly what what was in the memo, but it's basically describing some point how we want to be realistic about what is actually feasible. As far as you know, our ability to work through these different projects and and tackle tackle all this this work over time and that makes a lot of sense. but I also encourage this sort of

[98:04] to any extent. We can help Council understand a sort of full accounting for, you know, if we want to reach business 0 like, how much does is it going to take? And I know we can't know the exact dollar number or number of hours, or you know number of amount of work that it will take. But I think, with all of the analysis being done here, we'll be able to give them a better idea of like what's going to require. So then, when we're talking about funding and resources and whatnot, we can give them that Well. you know this is what we know we can do now with what we have, and this is what it would take to get to where we are saying we want to go. So. I just got to support that both that very realistic accounting, but also kind of full accounting of what it would take. you know if we had, if we had more resources. And then my last oh, my last last item is just a comment or a question. the list of counter measures.

[99:01] Where do those those come from? The Highway Safety Manual, or where where do the specific counter measures, or they just come from? A variety of resources, or just wondering how you decide on those where you get those. I could start it. And then, Charlie, if you want to add on. I I would say Charlie and his team have really been looking at a lot of resources nationally. One of them is the crash modification factors Clearing House. That's the national listing of counter measures with data and studies that convey their effectiveness. so I would say that that's one resource. And then. Charlie, if you want to add on as well the the work that your team's been doing. Sure, yeah, it it's a good question. So, as Devin mentioned, you know, for for each of those 18 corridors on the high risk network we're doing a basically a very detailed review of the crashes to understand what the problems are on those corridors, both historically as well as serve locations that have similar similar characteristics.

[100:04] So in a lot of cases we are pulling from different I i'll, i'll say toolkits of counter measures that are published. F. Hwa. Has one called Proven Safety Counter measures. That's pretty well recognized in the industry. the Highway Safety Manual has different counter measures in them or in it, and then different different agencies, jurisdictions, etc. I have sort of put their own tool gets out there, and many of them sort of overlap with a lot of the same things. Devin described the the crash modification factory clearing house, which which helps tell us for some, but not all of those counter measures. You know what what research exists about their efficacy, so that we can understand that benefit a little bit more and and you know, help prioritize better. but that's generally, you know, to describe the process of of how we're identifying the counter measures. That's that's how we're doing it. Okay, Great. Thanks. Yeah, I I think it makes a lot of sense to be referencing a variety of resources. I am certainly not familiar with all of them. But

[101:05] knowing that different things are created at different times, and the guidelines have changed over years, and I think that's great. yeah, Great to be using kind of different resources that are out there. So that's all I have. Thanks. Thanks, Becky. It sounds like Ryan right on some Internet. Issues, and he's trying to rejoin. So, Tila, if you have anything. you Thanks, Alex. Yes, I don't have much substantive, but I would. I would like to just reflect on being somewhat long in the tooth on tab at the moment. I was around when this first iteration of the Vision 0 Action plan happened. It was part of the Tmp. Update. You know, we as a city tend to aspire to update this these master plans. Every 5 years I recognize Covid and switching hats multiple times on directors as

[102:02] complicated that plan. And so I was pretty gratified that for for for me what seems the most critical thing that came out of the last Tmp. Was our first real announcement that 0 is our goal. I love to see that sentence in the memo, and to say we can't update everything all at once. But this particular thing, the Vision 0 Action plan is ripe for updating. We now have a couple of years of perspective and learning from other communities and different resources to draw from. To say here is what we think we should try for, and we're actually filling in a lot of the gaps that I think reflected poorly on our previous vision. 0 action plan. I don't want to this merch any of the staff effort that went into the earlier plan. but in particular, you know, there were 50 items

[103:06] that had no clear prioritization, no real clear. They were very, very vague sort of timelines about when they might be attainable. was like near short long and so just to see a rethinking by staff about what is really possible what should be prioritized? I think this reflects a lot of the impetus on focusing on the high injury and high speed and uncomfortable arterials that we we see like really contributing mostly to to our injuries and deaths. In this town we know lightning doesn't strike the same place twice in most places, but in in most cases. But but they sort of rhyme. You know the the crashes that we're seeing the injuries that we're seeing. They don't feel like just stabs in the dark, and i'm just so gratified at the staff effort to say.

[104:11] What can we do better? How can we rethink it, how can we prioritize, and how can we be realistic about it? and to Becky's point like, what would it take like? How can we paint the picture to to city council like, what would it take to actually achieve vision? 0? A lot of a sentiment? But I think the sheet is probably better than anybody here. what would it take? Would be kind of a time machine and going back in time and re programming how we design our cities, and what we accept as a, you know, a suitable level of traffic, traffic, congestion, traffic speeds motor vehicle dominance of the road so short of reinventing every single arterial road, and strode in this town. I think this is a really terrific effort

[105:01] at at making a good case for spending money where money will be well spent. and for prioritizing staff efforts on real things that are gonna reduce vision 0. So i'm really gratified. I'm generally kind of worried about us, using consultants and overusing consultants. I think this is a super wise use of consultant time and effort, and and and sort of pointing staff to what they're good at, and what they know, and supplementing it with outside experts. So i'm just so pleased with what I've seen so far, so congratulations. Natalie Devin. Charlie Staff like this is such a different flavor of thing than when we had the last Tmp update on the vision 0 action plan. and it really looks like an action plan. I'll set you up. Ryan. Welcome back. Do you have anything you'd like to have? Thanks. Yeah, just to pile, I guess, with the with the compliments Devin and Charlie, I think this is really nice. And

[106:07] I I think what makes this really great is on slide 8. You have these top 6 risk factors, and it doesn't it Doesn't: Exactly. Read as okay. Here's the 6 strategies, but it sort of implies the the the strategic or the priority work that follows. And this is this is a really powerful statement. it's the kind of a statement that it that i'd love to see more of our projects, because it allows us to have a conversation at a very high level with everybody from city council to the public about the things in in plain English, or like play language. that that are important, and that that have a huge amount of things underneath them, but just our simple, simple things.

[107:01] That will create it to change, or that. Oh. we need need need investment for the change we need. at some point i'd love to, I guess. Get to the this, the single sentence or the paragraph under each one of these for you know greater consumption. I think with council. but i'm just kind of discussing a little bit that I think this is really great. I've been a lot. I I often am. I'm asking for for strategic ideas like what's what's one of the reasons we're doing things, and you have here. I think it's a really great job. so I just I don't think anything else to say. That's right. And thanks Devin and Charlie. It's been really informative, and looking forward to open this action. Thank you. With that. With that we'll move on to

[108:00] a briefing on Thirtieth Street and the 20 Eighth and Colorado intersection improvements. All right. Can everyone hear me? Yep. awesome. Michael, You want to do a quick mic check to sure. Can anybody hear me? Okay. Yeah. Sounds good. Thanks. All right. thanks for sharing the screen. Melanie. Good evening. Members of the Transportation Advisory Board. I'm Daniel Sheeter, Senior transportation planner at the City of Boulder, and I'm. Joined tonight by Michael Coslow Transportation Senior Project Manager next Slide, please. Tonight, Michael and I will be sharing an update on the Department's efforts to make improvements to 2 core arterial network, or can Corridors, Colorado Avenue and Thirtieth Street. The 2 projects 20, Eighth and Colorado protected Intersection and Thirtieth Street. Multimodal improvements between Colorado and Arapaho.

[109:03] We're informed by the Thirtieth and Colorado Corridor study and are expected to break ground in summer, 2,023 senior transportation planner. Nathan Pope last presented an update on these projects back in June. The twentieth 22 not a lot has changed respective to their final designs. But there has been a lot of activity on adjacent projects along the corridor, along both corridors. We'll start with a very brief background on the quarter study, and then quickly walk through the implementation status of delivering the recommendations from the study along the length of both corridors over the next 5 to 7 years. Next slide, please. Approved by council in 2,019, the Thirtieth and Colorado quarter study examined, existing and anticipated transportation conditions and needs and develop designs to improve travel for all modes. Both the Thirtieth Street and Colorado Avenue corridors were identified by the city and Cu for detailed study due to their connectors between key activity centers.

[110:02] The corridors contain 6 of the city's, top 10 crash locations. At that time a comprehensive community engagement process included Miniac many activities to elicit public input at key decision points. As the study was developed in the past year, Tab, followed by Council prioritized a connected network of projects on boulder's. Arterial streets. Both Thirtieth Street and Colorado Avenue were identified as part of the core arterial network. The goals for the can are aligned with the goals identified by the thirtieth and Colorado corridor. Study the focus of all projects along both corridors and throughout the can is to close gaps in the transportation network by providing safe. comfortable, and convenient connections for people wherever they need to go, and no matter how they get around. We'll begin with the implementation status of Colorado Avenue, moving from east to west. There are currently 6 completed and active projects along this corridor

[111:03] that are being corded, coordinated to realize the vision from the corridor study. Next slide, please. First up is a new pedestrian crossing east of 30 Third Street to connect Cu's east campus to housing on the south side of Colorado. This project is funded for final design and construction in 2,023, and you can follow along with the context map like hopefully, it's not too small, but kind of see where these these are cited along the corridor. Next is the Thirtieth and Colorado protected intersection and underpass project. I'm. Sure everyone has experienced the construction of this project, but it'll be well worth the weight. The project extends extends a few 100 feet in either direction on Colorado, and includes 2 grades separated under passes. Transit stop improvements. and boulder's first full protected intersection. This was the original rendering. And

[112:00] here you can see the construction progress from the same perspective. The underpasses have been constructed, and even some of the protected corner islands are beginning to take shape. If you look closely. This project is anticipated to be complete and early, 2,023 so pretty close right around the corner. Since. The next next topic is a deeper dive. Into the 20 Eighth and Colorado protected intersection Project I'll skip to the west side of 20 eighth. with these aerial images of the recently completed Colorado and region. Intersection improvements project an eastbound protected bike lane and multi-use path. On the south side of Colorado, were constructed, extending all the way to the southwest corner of the 20 Eighth and Colorado intersection. Finally, the West Colorado multimodal improvements project proposes comprehensive upgrades to the last block of Colorado between region and Folsom, to connect all of the projects to see, use main campus and Folsom Street as discussed at last Month's Tab meeting. The city is seeking tip funds as part of call for for final design

[113:00] and construction. But wait there's more before we move on to Thirtieth Street. I want to share details on a major transit improvement that is being coordinated across all of the Colorado Avenue projects as recommended by the quarter study. The city is planning to implement approximately one and a half lane miles of new business access transit or bat lanes. At the conclusion of the 20 Eighth and Colorado protected intersection project in late 2,023 or early 2,024. The lanes will primarily serve over 10,000 riders per day, on C's stampede route which operates frequent service between main campus and East campus route-serving Williams village will use segments of the bat lanes. As well This great facility will also make key connections to the North south, bound route at newly constructed, or soon to be constructed, stops at thirtieth in Colorado. striping and signage to denote these curbside bat lanes will likely look very similar to Denver's Implementation of bus only lanes on South Broadway as shown in the picture

[114:04] moving on to thirtieth. There's so much happening between baseline and diagonal that we broke in the corridor in the 6 segments to make it easier to describe the various projects moving from south to north. Next slide, please. Moving from south to North segment. One entails improvements to the thirtieth and baseline intersection. These upgrades are successfully tip-funded for final design and construction, and will be delivered by phase. 2 of the Baseline Road Transportation Safety Project segment. 2 runs from the intersection with Baseline Road to the soon to be completed Improvements at the Colorado and thirtieth intersection segment 2 is seeking tip funds for final design and construction, as part of call for segment 3 is the currently under construction. Thirtieth and Colorado protected intersection under past project continuing to move more north. Next is segment 4 the Thirtieth Street multi-modal improvements project between Colorado and Arapaho or

[115:02] Michael will present a detailed update on this project in a few minutes segment. 5 as improvements to the Thirtieth and Arapaho intersection. Our final design will kick off soon. Tip call for funds are not being sought to construct initial improvements at the intersection. Last, but certainly not least is segment 6 which entails multimodal improvements between a Rappaho and diagonal. This project was successfully to funded for preliminary design. beginning in late 2,023. Let's next look at project Updates for the 20, Eighth and Colorado protected intersection since the last tab update in June 2,022 This project picks up right where the Thirtieth and Colorado protected intersection stops the improvements to the thirties and Colorado intersection, where they stop and extends improvements all the way through the 20 Eighth Street intersection to the approach to Regent Drive. Here's that corridor context map again with the project area highlighted.

[116:03] The project was initially scope to extend improvements along Colorado from Regent Drive east through the intersection at 20 Eighth Street. In May of this year the project received additional grant funding through C. Dots revitalizing Main Streets funding programs to complete the gap on Colorado between 28 and the western edge of the Thirtieth Street protected intersection which you could see on the and the aerial image from a couple of slides ago. The overall project budget is approximately 2.6 million dollars with around 20% coming from the city. Let's briefly look at the intersection as it is today. We have see you main campus and Folsom Field to the west. The 20 Eighth Street commercial district to the north. See you East Campus and the thirtieth in Colorado, protected intersection and underpass to the East and 20 Eighth street continues as us, 36 to the south. It's a complex intersection, with the addition of the 20 Eighth Street Frontage Road. as well as University Heights avenue.

[117:01] which is kind of that road coming in at the top left of the image. adding additional conflict points at several places next slide, please. As previously mentioned. The the improvements extend west to region and east to the approach to Thirtieth Street. The project proposes to construct raised protected bike lanes and protected intersection elements that lanes and floating bus stops. as well as the repurposing of the southbound right. Turn Bypass Lane to better organize this complex intersection and improve safety and reliability for all zooming in on the intersection design as presented to you all in June, the twentieth 22. There have only been a few minor design updates that were largely informed by tabs. Input I will talk through each of these updates, even though they are not shown on the illustrative plan. View on your screen, which is still that June 2,022 plan set. but the refinements are relatively minor. So we just kind of maintained this for for this presentation.

[118:03] First, the striping at the protected corners outlined in red here have been refined to better delineate bicycle lanes and waiting areas from pedestrian paths of travel. Markings have also been added to manage conflicts between bicycles and pedestrians next slide, please. Next or 2 transit-related changes the existing westbound stop at the northwest corner has been removed to improve transit speed and reliability. and the existing pair of stops east of the intersection will be reconstructed, as shown in these plans also the eastbound bat length or bus business access Transit Lane. That striping will begin at the bus stop so that vehicles can merge into the single general-purpose travel Lane. after making the southbound left from 20 Eighth Street. This merge area is denoted by the red circle. Finally the striping of the bat lanes outlined in red

[119:02] will not match the plans presented in the in June 2,022 instead of continuous red pain. There will be intermittent red backed bus only stencils, as well as a solid red lane line running the length of the facility similar to the South Broadway example shown a few slides ago. So what's next? Pending right away? Acquisition construction is slated to begin in summer, 2,023 with an anticipated completion in late 2,023. So now turn it over to Michael for a detailed update on multimodal improvements to Thirtieth Street. Thanks so much thanks, Daniel. A at members of Tab and everyone else who still wake and hanging. Mike Koslo. Here, i'm. Senior engineering project manager, who works with Daniel, and transportation to mobility. and here to talk about the Thirtieth Street multimodal improvements projects so the project limits. are from just north of the underpass project to Colorado Avenue to just south of Avenue.

[120:01] and in addition to the city funding projects, receive grant funding through 3 separate C dot grants. and next slide, please. So for project contact similar to 20, Eighth and Colorado. This project is, it's directly adjacent to the underpass. This is going directly north from Thirtieth and Colorado. and Within this project the project is going to increase ice connections on our can network to see use East campus to the right there to Roller Creek Path and to Scott Carpenter Park. All within this project. and as Daniel mentioned, the staff started to recognize that 30 is Street is going to get really busy in 2,023. And so, as we're getting other 30 Street projects coming online, this project will also become known as 30 Street Segment, for in the future. So what do we have today? On thirtieth there are travel lanes at a approximately 9 and a half to 10 and a half feet, as you could see in in the cross-section. in addition to that, there's, the 5 foot on street by planes that are directly adjacent to the travel Lanes general purpose lanes.

[121:14] and 4 to 8 foot wide sidewalks. So on the proposed improvements. Thirtieth street what we what we would select. It was option 3, and that was to. We'll go ahead and move the bike lanes up above the curve to provide that low stress experience for bike riders. we're also going to widen the sidewalks, so they're consistently 8 feet wide. and the transit enhancements essentially will be, so that there is not distract. Bike Lane right at the bus stops. The the bikes will go behind the transit stops. So in addition to that. So we are in including raised crossings across driveways where we can in at at Marine Street to the north another component of this project right now the project is assigned at 35 miles per hour. If there is a speed limit, reduction study associated with this project.

[122:08] and in addition to the transportation component, I want to briefly mentioned, there is also a ditch, a component of putting in raw water from the west Side to East Side. So basically if you see a trench going across Thirtieth Street, I'm: during construction that's just associated with the the ditch to extend the Mccarty ditch from Scott Carpenter Park on the west to the future East campus to see you. So to the south of Polar Creek. Wow! Let me let me just start by saying we haven't had any substantial changes since June. So the projects considered to be at 90. Now we've we've gotten the 90% plans met in November. And right now, what we're doing is applying for that city flood plane permit, and that's a major milestone for the project once we while that's going on. So we're kind of hit and pause in the design. We're working on the flood plane permit, and we're working on the right away. Negotiations face similar to 20, Eighth and Colorado.

[123:06] and during right away negotiations we'll approach 5 entities, including Colorado University, to seek easem and license agreements. for grading construction on C property and also the license agreement. talks about the mitigation of existing cu parking spaces that unfortunately are are a consequence of the project. And so while we're also doing that the one of the other things that we're doing is coordinating a bid for the public art component of the project, which is kind of fun, and we'll make it a little bit nicer so going to the north of Boulder Creek. I guess we've got so that's and you all have seen the slide to the same as J. And so I can keep moving here on the on the so we go to the next one to the north the Boulder Creek. so since then we've refined some design details. including the 2 retaining walls that are proposed on the project, and 2 rain gardens that were previously approved.

[124:02] And then You can see the southbound by plane gets into Scott Carpenter Park. So another detail that we're working on is the lighting of the that path. So it gets away from the corridor of the street and street trees. It's hard to imagine tonight that someone might be warm in July or August, but that that could be the case. So so right now. that's kind of where where we're at with the proposed design, and then looking into the project's budget. This also hasn't changed since June. It's anticipated that approximately 3 quarters of the budget, for the project would be through the 3, C. Dot grants, and a quarter would be through city funding similar to 20, Eighth and Colorado. We're looking at construction, starting next summer again, pending the city flood planning, permit, and through access to the 5 parts to the right way, and because the project has some landscaping, or you anticipate it, will extend into summer or spring 2,024 to get those components of the project install.

[125:05] So what are kind of the next steps here for the these projects? in in summary. So once we are done with the projects, and I can probably go one more slide. the I. These will compete complete significant segments of the 2 vital corridors on the core arterial network the projects will provide nearly a centerline mile of continuously protected bike lanes. protected intersections. A mile and a half of Bat lanes, business access transit lanes. The projects will also serve to connect University of Colorado, Main campus, East Campus, Scott, Carpenter Park, the Boulder Creek path. 3 B cycle like share stations and over 6,000 residents. and tonight we were hoping to see if you have any questions regarding the status or the process and schedule. With these 2 projects. So we're that standard presentation, and we're here to answer any questions. Thanks, Michael and Daniel. do you have a question?

[126:01] I do thanks, Michael and Dan, and a good slide driving Melanie. I have a question for both of you. The basic question is, Where do the bicyclists go? So my first question was looking at Slide. Well, the bat lanes on Colorado from Folsom to discovery i'm looking at the but the photograph and i'm looking at the schematic, and I don't understand we have just enabled cyclists all the way down to 28. But then, what do they do in this segment here, because it looks like bus only. And then there's parking to the right, and it's kind of cramped vehicle access. So where are bikes on that segment we can, would you? I can respond to that when Tila first

[127:00] on this project, and actually the cross-section is is with the exception of the the bat lanes, you know, fairly similar, I think, between both projects. So the the bike lane here is raised above curb level, so kind of sidewalk level. It was looking like the multi-use path on the south. I think a similar. at least on the south side of Colorado I think that that wider. sidewalk, slash, multi-use path, and then adjacent, raised, protected bike lane. Continue their kind of where Melanie's cursor is. I can't see melanie's cursor hold on let me switch views here. Oh, yeah. Nope. yes. Yeah. So okay. So that's feeling like we'll do is no Well, they're they're at the same grade, but the the bike lane is is designated. you know it's stamped, or a red concrete with a buffer like adjacent to university.

[128:02] Yeah, with a little bit, I think a little bit wider, buff or slightly wider buffer here. between the 2. Yeah, and that. And then the difference here also is that the bike lane is is as only going in one direction, so it's only eastbound and eastbound cycling next to a to a shared path, or you know, I would expect, probably primarily pedestrians in that multi-use path. So we'll have these high quality bike lanes in both directions. but that's kind of the the it'll be raised at sidewalk level, though. the big benefits. I love your aspirations, but it's only going to be eastbound. But i'll tell you functionally, it's going to be both. I'm curious what the with on that. But okay, that that really helps clear it up. Thank you. and then my other question was about crossing Thirtieth Street along Scott Carpenter Park. I raised this kind of every time it's come

[129:01] before us. but we know that the underpass it's got conference apart. Going under 30 is 3 regularly floods. It's one of the first ones to flood in spring. Run off that we got kind of lucky this last spring. but in general it's not only one of the first ones. It's also one of the most problematic ones, because the workaround for cyclists and walkers using them, we'll do. This path is to David all the way over to Arapaho Avenue. Have we given up on giving them a mid block crossing. Now when that that underpasses unavailable. Yeah, I thank you for bringing that to you. Yes, in fact, I hate to say I would. I don't. I wouldn't need to see you use the word giving up. I would we've looked at we looked at the the the data there, or where there were, there crashes along that corridor. and in the five-year history there were no by crashes at that location recorded.

[130:01] No, I'm in the new place. I can't speak to that when it flooded in previous years. but I know that there have been improvements to the Channel in the past year That, I think, helped us a little bit this spring also our lack of rain. so I fully you know it. But what we've started to recognize was putting in any sort of mid block crossing during that 95 to 99 of the time when it's not needed. And there's a really much safer crossing underneath might encourage people to actually cross it right. And and that's the reason why we did do it, so I I wouldn't say it's that we gave up on it that we deliberately looked at it. Check to see if there's an actual safety issue. If there's been crashes there and then start to recognize hey? Maybe during the rest of the time it it might cause problems so like that. It's not that we haven't looked at it. We looked at it. We can share that data with you. But that's how we got to that conclusion that there No, it's. It's refreshing to actually get an answer to the question that i'd asked multiple times. I I disagree. It's 99% of the time but it it is a majority of the time.

[131:04] The underpass is the preferable crossing for for anybody using that area, and it's really only out of necessity that we do see cyclists and pedestrians sort of playing frog or there. but I will know for the record at times pedestrians and cyclists play frog at that location when they are unexpectedly but unable to use the underpass for that 40 feet. and do not wish to divert more than 250 feet from their intended path to a a safer at Gray Crossing, at a Rappo avenue. so I suppose. I will accept, for now your judgment. I'm glad you looked at it. I appreciate hearing that. but i'm going to keep noticing what's happening, and I think we'll just have to see how this pants out and what what user behavior is in the future. At this location we might be looking at a. An Rfd there at some point in the future.

[132:01] But thank you for closing the loop on that. That's all I have. Thanks, Tila. I was also wondering about the stretch here and the past. I know the city has encouraged people to park on some of the University property on the east side of the street. Here, when Scott Carpenter Parks parking fills up. and the recommendation is to them to cross the street by again walking all the way to the to the underpass or Arapaho. Is there an opportunity to fit some sort of marked crossing somewhere along here between the the creek, and to get people safely. The part I I I would, I would say that the the the quick answer is, it's not part of the project. It isn't something we can't look into. and it is similar fashion. We we took a look at the the crossing volumes that were recorded there, and I would be leaning on on the operation scene Veronica and and and do, and who put to that study, but in reality they went through and did an analysis to determine, using our pedestrian crossing guidelines. Should there be a crossing there in between

[133:09] the creek and or apple, and it determined there would that it wasn't needed again. We're glad to provide you that data that that's the you can to for this project that being said. there isn't anything that would preclude us from putting something in the future. at that location. Okay. that's that's helpful background. And hopefully, something that you consider. I think I I think this this street has all sorts of opportunity for changing how people travel along it walking biking. I think. Trans. It's incredibly under capital on this corridor, and so the current usage might not trigger the need for a crossing with based on our guidelines. But aspirational. I think this this corridor can achieve that. yeah, this has been great. It's exciting to see the the network come together, and I think you've done a fabulous job with these graphics to not only communicate the the vision for the final network, but really thoroughly explained. A pretty complex situation where you have a ton of

[134:09] linear projects, intersection projects, and how they they're going to come together in the timeline for that. So I imagine this will be really helpful, as more construction starts to to communicate that to the to the community. Who's going to be asking questions. and I I think this is some of the by far the most thoughtful transit infrastructure I've I've seen in my time on tab. This is we're really thinking about. Why certain bus stops, go where, and in addition to carving out space for them. So I think this will speed buses up, and the the benefits, all the stops and everything will be will be felt by by people writing the bus. The only other question I had was about the cycle stations. This is a pretty abstract question Have you thought about throughout these corridors places where we could have dedicated micro mobility parking, whether it's fixed stations for bike share or

[135:06] corral for scooters things like that. we. We didn't really explore that on this project to be fully completely transparent. There is a a parking spot for the cycle at Marine Street, right next to the de cycle shared there. When the project is completed you could see the the bike lane is going to cut through that existing box for the be cycle share, or excuse me for the line scooters, so the intention is to move that over so that it's along Thirtieth Street. but that that work is actually done by the Screw Company. So I don't. I don't want to speak to that. But, yes, we have provided room for them to do that within this project. So we are going to lose that spot. Other than that. We've been in contact with the Be cycle station folks in fully recognition that that's going to be a really nice micro mobility spot. I'm gonna call it a station there, right with the transit stuff, a V cycle station and a bike facility right there

[136:06] awesome. It'd be great whenever we have existing by equival or places where we know a lot of people are going to be boarding and alighting buses if we, we think how we can plan for the future of mobility there. Yeah, this has been awesome. Any other tab members with any feedback or questions. Becky. Thanks. yeah. A lot of really exciting work. And in all of these projects. I i'm sorry I missed the June meeting, so i'm hopefully, not repeating something I can out there. but I might be. I I just was wondering about a 20, eighth and and Colorado if if there is a reason why it seems like a really long pedestrian crossing distance, they have to cross quite a few lanes on call if they're going across Colorado, and i'm wondering what decision making was there. not having like an island, or something to shorten that

[137:02] distance at that intersection when all this other work was being done. Thanks, Becky, I can take a quick crack at that, and and Garrett's later could also chime in to, I think. Yeah, there is. There's a lot of lot of modes being accommodated in this intersection, and it's it's pretty complex with the with the 20 Eighth Street movements, Colorado and the front it road. As Well. and I think there's some challenging trade-offs kind of to make in that context. But I think the protected intersection itself is is shortening those crossing distance crossing distances to to some extent and helping with You know kind of providing those refugee islands at the corners. and I would note the the The removal of the southbound right Bypass Lane at the top left of that plan view. or let's see if nobody can kind of Thank you, Melanie. that is also.

[138:02] and really improving the condition for pedestrians kind of coming out from the multiuse path connecting to Boulder Creek. As well as the sidewalk continuing west and and destinations to the south there. So I think that was a big benefit to this design. But yeah, the the acknowledged that the the turn pockets, and and are contributing to the the width of the crossings here, especially across Colorado. Thank you. Any other feedback. Your questions from Tab Just this is great. I I don't have a lot. Yeah, I don't know the question. I think the down you and and Michael, or doing it great. This is really exciting to see this whole thing coming together. I and I like the way that you you've involved tab in the way that you've involved tab over the the the recent months on this projects. we can communicate about this, I think, with the with a lot of

[139:06] understanding. And it's really exciting. So let's do 5 more projects like this soon. and I just want to thank you guys for all your work. And like Alex said, I mean, I think this will answer the graphics, and the way you the visuals are so so well done that I think they'll answer a lot of community questions moving forward. So thank you. Thank you. Yeah, it's definitely a little bit of a first run of of kind of presenting in this way with you all here tonight, so I appreciate the feedback. Let's thank you. I just want to know. I got a message from Garrett. I can't find it. But to answer my question earlier about the width of of the sidewalks, he he responded in the chat somewhere. Maybe I don't know 8 feet and occasionally 10 feet.

[140:03] so it seems a bit slender to me, but I understand there's a lot of constraints on on the on the space here, and mostly what I was hoping for was something bigger than 6 feet. So thanks for that, Garrett. Thanks. Michael. This is fabulous, and Michael. It's nice to meet you with that. We'll move on to matters first matters from staff. I'll turn the Natalie for what you all have. Yes, thank you all right. We have one item tonight. let's see in Carl Costio. I believe it's with us. There he is, hey, Carl? so i'm gonna hand it off to Karl. He's here to give you the 2023 city legislative priorities

[141:01] Hi! good evening chair it's a weiner and members of the tab to be able to present before this evening. I'm going to share my screen share a powerpoint presentation that I've created in 1 s. Yes. Okay. Second, most of there can be one more second.

[142:04] Okay. Are you able to see the Powerpoint? And Here' be okay. right? Okay? Well, thank you. I so my name is Carl cast you. I'm the chief policy adviser. I work in the city manager's office. and I want to provide you a very brief presentation this evening. since you want to give an overview of the policy even the Council adopts every year, and they just recently adopted it, and the positions that are included the principles and the priorities are included specifically focused on transportation matters. And also what what kind of Bills we might expect in 2,023, that might be of interest to to this board us, to start off with the purpose of use of the policy statement. Many of you may already know this, but we we create this policy statement to give direction

[143:00] to basically city officials so that they can advocate for a variety of cover intergovernmental entities, and have a unified position. you know. Where does the city stand on this policy or that policy. and by doing so it allows us to be a lot more nimble and proactive, and and and be part of the process rather than having to wait before we go for council, which is especially at the state of nearly impossible, given the speed that things move. but I want to just go through the list of some of the organizations. So, person it is a the policy statement is for regional State and Federal when it's regional level. There are groups like Dr. Cog and Rtd. Then, of course, you're well, no way that have quite the impact on the city at the State level. We have our State legislators in the General Assembly, and of course we have the Governor and the various agencies. so c. Dot would be perhaps the most role in one to tab at the Federal level. Again, we have our Congressional Representatives or 2 Senators and and Congressman the Goose

[144:09] but of course, all the executive departments. So occasionally we do actually reach out to the White House. We're actually in the process of doing that right now for an issue, that for case, resilience. But, generally speaking, it's it's it's the various agencies, and, as Natalie knows, i'll be visiting with our Congressional members as part of the Northwest Mayors and Commissioners Coalition. I think it's a mid February. and finally we do actually reach out to us to say on a judicial level. we sign up to x party. we. We saw it on as the ex-party members to certain issues that while they could be seen as legal and they are, they go through an actual party member. If you're assigned as an ex party member that part a. That you're actually more of a engage, you more an advocacy, that that issue doesn't really seem to come up too much in in the transportation world. So

[145:09] in terms of how this is created. We first would look at the outcome of the previous years policy making decisions that we made. So after the end of the last State sustainable session, we started working on provisions. We go before Councils Intergovernmental Affairs Committee. They have 4 members that sit on that committee. we then seek input from Council. they give us some direction, and we make some changes. We and and we just most recently brought it to them for approval and security that approval on November seventeenth. So tomorrow morning we're going to be presenting the policy statement to our State legislator, so representative elect Joseph of Representative and Senator Feenberg will be there along with

[146:00] most not all of our Council members. and then we'll be talking specifically on the priorities about the priorities that the Council has identified. we also make revisions to the policy statement, and we're already scheduled to go before Council on January 20 sixth. That allows us to take into account issues that will have been introduced that we weren't able to intestate and to get some direction from council at that point. So, in terms of who's doing the advocacy for the city includes myself and I cruise Laurel with the city attorney's office. We also have 2 lobbyists that have a full time presence at the capital head of water strategies. and then we have 2 at the Federal level as well. so ultimately, though, it is our our city Council members, who oftentimes are our chief advocates. legislators will often expect to hear from the Mayor of May, or for 10 or accounts number especially when we're doing when we're testifying

[147:02] Occasionally it's others there a lot of times, you know. I I've had devin come testify on a distracted driving bill because he was very much the expert. so the the short story is that I mean who's in the best position to advocate for an issue. We may ask him to do so, but we will do so in a way that is coordinated. So we're not having a fragmented you know one Council member saying this and one step over that. My role at the at the city is to try to make sure that we're communicating with one voice off no way. We also, as I said, we rely on on department of experts and Devin. As an example, Transportation is is probably one of the departments that we we work with the most in terms of helping to with intergovernmental advocacy. They're involved. as I just mentioned, that that regional state and Federal levels, and it's it's just the nature of transportation that of course, it crosses boundaries, and we're lying on variety of agencies and and other.

[148:09] I've got them an entities to complete our regional priorities. we also rely. Well, let me put it this way. of course, as one city among many. It's hard to have too much of an impact. Now we we, of course, know that holder punches above its weight class. But in addition to that, we have to turn to coalitions to really make a lot of the difference. So sometimes you build those coalitions depending on what the bill is. Sometimes we turn to coalitions that are already in exist. And so for transportation to the 2 best examples, or Northwest Mayors and Commissioners Coalition and the Metro Mayor's Caucus and sometimes the color of this week as well. It can really be allies. And so we're trying to shape their agenda. What position they take. so that we can leverage our position and be more effective.

[149:06] tab bars block in the pocket. so we because we decided to. in addition to just that positions, we. We've identified some sort of policy principles that apply to all of our positions, and so they include important issues like equity and and and racial justice and collaboration and local control. So local controls in a port with the highway. this is gonna come out this year. All things being equal, we'd like to retain the ability for our city council and our boards and commissions to make the decisions and make the recommendations we we are. we're looking to yield that to other government, so it's an unfunded mandate. But as we all know, there are issues that can only be addressed or need to be addressed in a higher level, and environmental issues tend to be just those issues. so there are, while our principal is for tech local control.

[150:04] we have certainly some positions that identify that we're willing to yield that authority and maybe have the state. Provide a a floor for what the standards are, and allow it the the to go beyond that for So what I did here is I took an excerpt from the the table of contents in the policy statement that relates the transportation. So you'll see you'll have positions 59 through 67, and briefly summarize that kind of highlighted them you know it has to do with the funding and for funding, advocating for the completion of the Northwest Rail for access, for vulnerable populations, for complete streets. maintaining or go into control how our sidewalks are used, and that this takes back to when Segways is actually more of a challenge. Now, of course, we have a lot of e bikes and and other vehicles that are an issue.

[151:08] position. 65 is one to look at, because that's what I'm going to speak about and protect where which is our ability to actually, that 65 is has to do with automatic vehicles. And we've we've wanted to make sure that that is deployed in a way that is our sustainability. Goals. 66 is what I want to point your attention to. I know you just have a chance to here from Devon on the Vision 0 Action plan. and as part of that we're we're advocating for changes at the State House that we help help us. address that those objectives and then finally we're always trying to help shape the governance and and the oversight provided over Rtd. To have to be as effective as they can be, and to make sure that we can. they can be a a partner with them.

[152:03] in terms of State policy priorities. These are priorities. What I priority is as opposed to a position. Positions are always there, and we could turn to them as needed when bills or or regulations are proposed, and we will then be able to know what the city's position is. We adopt 4 State priorities and 3 Federal at least. We did this year to focus on those issues where we think we can make the greatest change. The those that we want to spend our efforts proactively. you know, recognize, and we have limited political capital, and how much we can actually ask for our our our senators and Representatives to do. and in terms of transportation we couldn't include increasing travel, safety and Devin is actually going to be in our State legislative breakfast tomorrow morning, making the pitch that the city needs increase flexibility

[153:00] to use photo radar cameras to stop speeding. I know that you all know that there is limitations on where they can be used. And For many, many years we've been trying to defend the authority, to continue to use both red light camera and photo radar Many sort of libertarians, including a lot of Democrats, have have said that it's been abused all along. We think that Boulder is an example where it's been used most effectively. Most transparency. The most due process of revenue that we garner from this is is usually about the same that we use to pay for the program. So it can't be argued that it's a fundraising effort. so we think we're a we're in a good position to be advocating for this kind of change. we made this a priority after we heard of bicycle Colorado wanted to pass legislation. In fact, they had drafted a bill that was put forth before the Transportation Legislative Review Committee this summer.

[154:05] and it did give an increase flexibility for cities to use this technology on our materials. Unfortunately, it also created a lot of limitations, and they were. We were trying to get ahead of the gain and address the opposition that they were expecting to see. We thought it was some of those provisions that we're we're way too, limiting. And frankly, we're not ones that we would be going to agree to. So we we have since work with them to give them some changes that we think would make for a better bill. We're hoping that they will continue to be willing to introduce something to be a great sponsor. you know it's a statewide entity that, of course, by by by their own mission focus on vulnerable users and of course, that overnight to the interest pedestrians very often. so we will wait and see if they will champion this, and if so, we like to be a a close partner with them, and trying to get

[155:05] Howard a municipal way to support it as well. if they don't we'll see if we can take a role of making this happen with building our own coalition. So one way or another, we'd really like to see this go forward. So what? What? This is right here is an excerpt from the actual policy position. So there is policy statement a I'm: Sorry a policy priority which I just showed you. And then this is this is reporting to this specific policy position, Position Number 66, which highlights the need to expand our authority to use the technology. Of course, it includes other things such as What's happening in the use of electronic devices? less than hands free while driving that that comes forward as well again.

[156:05] and if so, we'd like to be part of the coalition to help make it pass. You probably know that it's it's been proposed, and it's been killed in recent years. It's been quite frustrating. There's different perspectives on on Why, that's happened. But we think that it could be a possibility to have that go forward this year. one of the tools that we're using. so of course, you have this policy statement, and it's it's a big book. What? And frankly, we can't possibly expect that to see legislators. Your policymakers is going to be reading through it. It's it's. It's it's fortunately to get your time to to show this. But, what we start to do is create these one pages which we're calling policy snapshots on issues that are particularly important to the city. and that's for complicated, and they oftentimes overlap multiple departments. So in this case it'd be police. The transportation can be public works as well. and so tomorrow morning i'll be handing out these for snapshots on different topics. One of them will be on vision 0. So this i'm happy to send an electronic copy to you as well, so that you can use it in any communications that you have it's not intended for internal use.

[157:18] it's presume that people that serve on tab on the City Council know this stuff already. It's primarily for an external audience. that would like to get the information succinctly shared with them. nonetheless. if if you find it useful, we can certainly share it with you. As well. so what do we expect in 2,023? Well, of course, we've talked about hopefully. Gets flexibility on speed, enforcement cameras a big one that you are probably hearing about is the Governor is interested in introducing at least one bill, if not a series of bills that would declare land used to be a matter of both local

[158:03] and state interest, to be a matter of state state and local interests. Why? Because the State, the Governor at least, and his his a variety of departments that work underneath them, including as as energy departments and transportation. and is and the CD all believe that The issues with limiting growth in and cities, and especially not having compact development, is preventing us from having the affordable housing. having the climate mitigation. and from having the transit oriented development. And you know, walking type of community that that is necessary. Now, that being said, you probably also know that this is traditionally been one of the most dearly guarded authorities of local governments, is to make these decisions on zoning, on land use development, and of course, on

[159:10] You know the tax policy, I guess, could be the other one, so it's it's going to be a really interesting conversation. On the one hand. I think the governor has a lot of is that the environmentalist supporting him on this? He's got a lot of the business community, of course, of our builders and real estate development. Our own Council. I know our Mayor is certainly interested in exploring what what these bills are going to look like. At the same time, most municipalities. It may be ours. We are going to oppose this just saying, you know they they they're going to say it's not that we don't want to promote affordable housing, and to we don't want it to be. We don't want the state to tell us how to do it. so I bring that to your attention. it's probably something that you've already thought about, and i'd be interested in hearing what your thoughts are on on that issue.

[160:02] Finally. They're ha! There are those at least one community, this that is asked to pass legislation that would close some that sort of loopholes, that vehicles to pass inspection. If I, understanding what, if without having muffers, which is which is amazing to me. or if if that's not exactly accurate, I think at the very least. the police are limited in the tools that they have available to stop vehicles that are basically making a lot of noise and that are creating a nuisance. This goes hand in hand with our desire to also have increase the authority for police, or just to say the State or the counties in the cities, the spot vehicles that are polluting so a lot of times when we have no buffer, and Jake breaks. Good chance that you might be, you might have by bypass some of your missions controls. As well bring it up, because I think it has some relevance to transportation. But.

[161:09] finally. you all know, of course, that the legislation was passed, and then regulations were implemented, or or were adopted by a c.to create a greenhouse gas mission budget for every region. And now, the question is, how do we get that implemented through? Dr. Cog. and so that is gonna be a big part of what we work on in 2023 as well. Oh, one more. so we have a lot of the money that's been made available to us through the infrastructure of all that past later. That I think it was late this summer early this fall. as well as the Inflation reduction Act. A lot of this is going to take some time to go through usdot

[162:00] and at the various agencies. and they have for the most part not even created the Grant programs that would allow us to pursue these these funding options. so we will be. In fact, we're actually hiring somebody. It's gonna help us to identify some of these current opportunities. We have Federal lobbies that can help us pursue applications and get the political support, and also to meet with the agencies to make sure that we can submit applications that have a good chance to succeed. So with that, I think that concludes, and i'm gonna stop sharing my screen. what we can expect in 2,023. so thank you for your time, and to answer any questions, or if you have any comments? Thanks, girl. Anyone from Tab Have any questions or comments? Sure.

[163:00] Thank you. Hi, Carl, it's good to see you again. no idea. If you remember me, I think the last time you and I spoke we were on a call about trying to change some of the statewide limitations on speed Enforcement cameras. So right delightful to hear that there's been progress, and that's like top priority tomorrow. great job Devin! I really hope it goes Well. I I don't have anything to add from from that conversation a couple of years ago. But just you know to to say I I appreciate that still on the radar and that bicycle Colorado was willing to carry the banner for that. you know. It was quite a a surprise, a pleasant surprise that the Idaho stop got implemented last year 2 years ago. Now. So i'm really hopeful that some you know more control for local authorities who want to implement more speed, reduction and automate induction cameras about a whole bunch of the odd handcuffs and and shackles that come with that Enforcement mechanism. I would really, encourage that to be a primary push. so pleased to see it. Thank you very much. That work.

[164:13] Hi, Carl, Thank you so much for like, Tila said, bringing this forward, and I just want to add and i'm gonna be presenting an update for the World day of remembrance event, and that this year I mean each year it comes with an ask for each community. When when a community hosts an event for the whole day of remembrance. We tie it with a specific. Ask our ask, and boulder was exactly for a on on on on behalf of the cameras of the oh, my gosh! And so, if you need any support. I would be more than happy to to to speak up as a you know i'm a crash survivor, and I've been working on this with other national organizations with a different hat. But so i'd be more than happy to help if

[165:04] yeah, no, I would love to speak with you about that. And I guess what what is the day of remembrance have to do with this for crash victims. So it was last November twentieth this year. It's a third third Sunday of November, and so we i'm gonna present later. But but it has to do, because, as a national organization, I joined forces with 3 others, and we had over 60 events nationwide, and each event was tied to a different ask in their community. Okay. So I would love to follow up with you. That's that's a a powerful story and and and position that we've been asked to take. And yeah, I love to follow up with you and and and see how we can take advantage of the what you bring to this conversation and and and your experience and your knowledge on it.

[166:00] So if it's okay with you, i'll probably ask that away offline to get your your number. Second. right? Hmm. Thank you. Awesome. Thanks. right. Carl. Thank you for making the time. you. You said you were going through the agenda, for what? You back to 2023. I think it all looks great back to the the way you both the the the substance of what you're advancing here, and how you're doing. It all seems really great. so thank you for moving this all forward. you had said. I think you said something about on number 2 that say, why land use and zoning regs and you just I. I like the way you put it out. The compact development is the support for a number of reasons, including climate action and getting transportation. Equity. Right? maybe you didn't use this exact words. But But then this is not easy. This is not easy work. And so I i'm glad to see the coalition. Your your that we're working with, and this is such an important area of work. If we can get

[167:04] enough of a caucus or a coalition of municipalities to get State legislation done to drive more compact infill development. That will allow the multimodal, you know, Viking walking grids that we need. So just just rooting for you there. And but I think the yeah, the coalition's become really important for that coalition of cities, coalitions of of the Ngos. And there's and because there's a 1 million reasons why this is important. And it's just so many good reasons for it. So does that. And then I wanted to just comment on. Oh, oh, to say that the Gh. Role! I look forward to hearing more about how we implement that and get it figured out and gets really exciting, and we're going to be working on it. my question and i'll just ask one is the the once the one thing that I don't see that I seen the priorities from previous years, but not moving ahead is on our TV main up priorities as policy positions.

[168:04] And it just it feels to me like there's this really kind of complicated. If if if there's a complicated issue that's not represent that that's important, which is not represented in the looking ahead to me is how we get transit from the here in Boulder we should be talking about quadrupling the number of that. You know our level of of transit service. But instead, we're, you know, having to fight to even get back to where we work a a few years ago, and there's a lot of really good reasons why, from a regional perspective funding shouldn't be going to boulder as as as much as it should. Other communities. So not to give you too hard of a question this late at night, but, like i'm just wondering if you have any great great ideas or things we should be talking about. the tab on how to? How do we get transit funded here so that we actually have a 15 min city where people can hop on buses spontaneously, and we don't have to wait an hour for a bus. So sorry. I know this is like a super hard question, but I guess i'm just sort of teaming it up as no, I mean it's it's it's it's a very valid question. Of course you all want to

[169:04] at least restored to trans service the way it was prior to the pandemic and go quite a bit from there. So we have a position on funding and that's that's always a huge one. on the one hand, we've made a lot of progress like I said, the in Federal infrastructure law the Inflation Reduction Act The Recovery Act money that the State has allocated, and the fees that they recently started to correct have all kind of moved the discussion of creating new transportation funding devices. tools off the radar. For now. there was, for example, discussion about creating a, you know, an or in management and transit district, which is a little different in Rta in terms of who we have to opt in or opt out and of course I think the what we have the county is just pass the tax measure as well. so bottom line

[170:03] it's it's always on our mind. I think there's not as much attention being given to it right now, because of all the successes that did come place the the to take place bottom line that we we still don't have there enough for the transit needs that we have. so I guess I just want to confirm to with you that it's it's it's top of mind, even if it's not top of, even if I don't see those opportunities coming up right now. It's something that I know. It's important to us, and we will always good looking out for that. Great thanks, please. This comes to you again, sir. A lot of stuff Cap can help with any of this, from you know, communicating this Council standpoint, which is part of our job. So thank you. Thanks, John. Anything else from Tab. Okay. Yeah. yeah. I I agree to what Ryan said. If there's any way we can help support I'd love to provide that

[171:00] and also that he his sentiment around the State taking a role on land use and zoning I I I think it's going to be hard to achieve our goals for vice claim and walking at and transit without that kind of reform, and it's so difficult for local legislators to make happen as we see over and over again. And so I think the State for writing the cover by taking that initiative is beneficial. It is just really beneficial to our transportation goals and reaching them faster. yeah, that's one of my my stance on that issue. I I one question which is around i'm curious. If I mean there's maybe one or 2 states that have past State level, complete streets, I mean. I I saw you. It had it mentioned in your document, encouraging. I'm. Wondering if you've heard at any point discussion of the State talking about like mandates where it's built into state the state operations that when you build a state road, you know it has facilities for all modes of travel, or when they repa the road. It has facilities for all modes of travel on state roads. I'm curious if you know much about that, if you've heard much about that, if that's something that's been considered

[172:14] related to the greenhouse gas legislation, but more of a right right right. I mean. There is a requirement by See that that You build a toll road. It has to be managed that it that includes an HIV. so there are. This is where you know the state comes down. It says now she will do it if you're going to do anything at all. Complete streets, I would say. That's probably more of a carrot approach with a dock. If Dr. Co. Is gonna support your tip funding application even more so now that it has to comply with the greenhouse gas emissions. I would imagine, the complete street would score better, not because it's ideological, but hopefully because it'll be analyzed and and and and determined to do so.

[173:06] Beyond that. I suppose that, too, could be one of many ideas that the Governor might propose. I think the the primary focus of the the the land use as a matter of state interest. It's primarily, at least, from a public perspective focusing on the affordable housing aspect. It's, if you talk to people about like the biggest issues in Colorado is, I think, the number 2 issue that they mentioned. so I think it's probably strategic, but to the extent that we know that they really care a lot about the environment and transportation. They could very well introduce those that speed towards you know that shall make your projects this way that way. I think I think you're going to be quite poll this year, and i'm actually just curious this. It looks from people who is fucking with this or be interested in. And and what I mean by that is, i'm trying to determine

[174:07] where Boulder is going to land up this I think, that we're probably going to have. I had to guess the 6, 3, a majority of council that might support this. But you know who knows? I mean. In other words, 6 of our 3 members might be willing to like prolong which vocal control, for the sake of having greater affordable house in transit, and and put into the house gas productions. With this, with this board generally kind of share the same sentiments in that of that really See? Open to entertainment that I'm just trying to get a sense where people are at. Not Not that you're you're gonna be aspirin, but you give us that authority so much as i'm you. You are folks who are in to know about whether policies like this makes sense, and so i'd be just curious whether you you all think and you don't. Maybe you could just raise your hand. You know you don't speak up if you, If you think you'd be okay.

[175:04] We talk about the limitations of what transit can do and transportation land use are involved. And right, and let's talk about walkable, compact development, and how that will help us to a lot of our goals. And so yeah, I think there would be that amongst this board, and and we could speak to how at at a local level, we see opportunities with that and and some of the limitations that have hamstring us over the years. Okay, we've also spoken for a number of years about a section of the city's charter that prevents T. From and serving itself in any land use decisions. I recognize we're not a quasi judicial authority like the planning board. But it appears that section of the charter has sort of been interpreted to sort of exclude tab from most involvement in land use and planning development decisions. instances that are like in that review at a more conceptual level.

[176:02] right? As much of that. Yeah. But we have but as as as a board tab through various iterations of his membership, has tried to so if adjust or or weaken, that sort of strict delineation between planning board, planning board and land is decision making versus tab input on on that kind of stuff. Another way of saying that is where some of us are pretty hungry. To put it on. Letter to council on a getting aggressive about land use legislation that we we we wouldn't be able in principle to write a letter. I'm. Still not asking you to do that, because I just curious where you're at. But yeah, so as the super as as bills get loaded, and if you're if your board does decide to make a recommendation council on it. I think that could be appropriate. Awesome? Yeah, I never know what Council is going to do, so I'd be happy to help you in on that.

[177:04] Thanks for your time, guys. I really appreciate it. Thanks, Carl, and Good. Look at that. right. and that's all we have tonight. Thanks. awesome. We'll move on to matters from the board first, with the will day of remember this update from Tony and possibly another one about fair view. Yeah. So i'll start with the whole day of remembrance, and I want to thank everybody from the city and the you know, transportation and mobility department, and everybody that brave the cold because it was absolutely freezing. Thank you, thank you, Becky. Everybody that was there. It meant a lot. it was. considering the circumstances. I I have learned a lot, and next year the event will be held during the daytime

[178:03] a 100, I think. The day got colder and colder and colder as as it went on. and it would have been a lot better attended and more successful if it was during the daytime. So next year it will be we we did have most of city council present. We had some, I think everybody spoke. and it was overall a great event. The mayor spoke. We had some press there, and I considered it a great success. But you know, more importantly, we were part of this great effort as nationwide and we had 63 events. Our goal was to get 50. Last year we had 35, so the the growth is is really significant, and like I was telling oh, he's gone well, like I was talking about before each event was paired with an ask for each community, and that's that's very, very important, because.

[179:07] for example, our our ask is to support the speed Enforcement cameras right, but that each community has a very different ask, and I think together it makes the event continue to give throughout the year. And it changes the perspective of. you know, just not only remembering, but also acting on behalf of people that were tragically lost to this horrible crisis. And so, as a result of that as well, we had the opportunity to meet with Secretary Pete Budaj, and we got to percent for specific asks moving forward, and it's just been, you know it. It. It has opened a lot of doors, and it has really shown at least me at a personal level. How? How there's such a M drive to really create change in our country, and it's very exciting. there's so many different sources of funding that were not available before this year, and that's also very, very exciting.

[180:18] I'd like to show you guys a picture. Can I share my screen or not. You guys want to see the picture of us at the event, and I don't know I it's kind of a mess here, but so there we are. So thank you. Everybody that came. no stop sharing. And oh, yeah, and thank you, Nicole. You're very nice for saying that. And yeah, and so that was a great success. And thank you so much again to everybody that had something to do with it to make it a success. Dk: who doesn't like to be thanked often. But I really do want to thank him because he he made a lot of things happen, and

[181:04] i'm sorry to be such a past decay for such a long time. But but yeah, so thank you. And and yeah, and now I have to move on to something that's not as nice. I noticed it land and gone but so my son attends Fairview High School, and in the last 2 weeks there have been 2 crashes outside of the school. and one of them was a hidden one, involving an an E bike and a 14 year old. there's not really been a lot of follow up as far as what's happened to the driver. I know that the police did get a hold of who he or she was, and they were in conversations with this person. But there was really nothing further. And then that second incident was outside of the school again it was with a vehicle, but I really don't know any more details beyond that. I know Tila Landon said he talked to you earlier today. I spoke to him, too, and I think there's a plan. I think that moving forward there are a lot of things that can be done, at least in respect to e bikes, and and an effort to kind of

[182:14] I I know that you don't like to use this word til, but educate the community on on the different challenges that you bike spring right as far as speed, and as far as what the expectations are of driving behavior, especially in multi-use paths, and so forth. But I mean I only mentioned that because the the the child, or the the team was on an e bike when he got hit. and it's unfortunate. But yeah, one of the things I wanted to suggest, and I mean, I don't. I don't even know if this is my place to say this, or if i'm just talking as a community member. But there's a lot of speeding going on on leading toward Green Briar, and maybe just adding a van or something that would deter people from from speeding would be

[183:08] like kind of a band-aid solution for now until something more can be done. But I don't know do you want to talk about it, Tila? Because I know you talked to Landon as well. Sure, thanks, Tony. Yeah, you know. This came up with the last tab meeting, and after some outreach from community members and I think Ryan had made a very good point last time. that while we definitely don't want to. we don't want to discourage the use of bicycles and e bikes particularly class one and 2 E bikes that are blessed for use in the city. have the potential to be a real gateway for kids who otherwise would be relying on single occupancy vehicles or carpooling, or whatever and so I was pretty clear with land in

[184:09] in particular, that the messaging that's come out from Bbsd so far has been sort of. Here are tips to stay safe on your bicycle on your e bike. you know. Stay visible and no know where you are, and a lot of blaming, blaming the vulnerable user or putting the onus to the vulnerable user in a place where the law and logic does not place the onus of responsibility. and that is a fine line. So what I was trying to do with talking to land, and was focused on the super 73, and i'm honestly i'm forgetting the name decay, and I have talked about it a little bit of the other. it's basically an electric motorbike. It is not an E bike. it's not even a you know Class 3 bike

[185:00] and so to draw a really strict delineation between the ones that are helpful up to 20 miles an hour versus the ones that can be as design written, you know in excess of 30 35, 40, 45 miles an hour. and that's what the super 73 are. I did see a photo of the E bike. Yeah, in the first collision that you described Trini in your description just now. What struck me was you said it involved a student on an E bike, and in fact, it involved another student driving an Suv. And I think that your omission of that is pretty indicative of just sort of how we talk about how we think about and the messaging around these things. It's it's automatic. It's not your fault. It's something that's ingrained. I didn't know that it was there was a student. I didn't know who it was the student on a bike and a student driving a car. And you you were just like it involved a student on a bike because you go back and listen to the to the video. I meant. I mentioned that it was a driver. I just didn't know who the driver was. later on. Yeah, but your initial description just said there was an incident at Fairview, and it evolved to not anyway.

[186:14] and and and the initial description sounds like the student on the e-bite came out between 2 parts vehicles, and so maybe not where a driver was expecting to see them, and possibly at a higher speed than you would expect a pedestrian to come from. But nevertheless, the legal onus is on a person who is driving a motor vehicle and not the electric motorbike. I think it's a kind of a weird class of of of vehicles. But that's kind of where that's the sort of the fine line I'm. Trying to march with with Bbsd. And messaging, and Landon, I think, is understanding that a message from the Pbsd Health Department. Where they had sent out a message to to the community. about safe. E bike riding practices was missing the mark in a couple of respects.

[187:02] and we're gonna think about it, and and he's willing to work with me on on messaging and noting that Bbsd, of course, encompasses a number of municipalities and cities, and not just city of Boulder, and that we have to make sure that there the messaging is appropriate across all of those cities. we're planning to be in January with more Decision-makers across different city agencies including boulder. We're not exclusive to boulder about how to talk to administrators of the schools to better message to the parents that there are preferred and non preferred and advantageous, and not at that changes e bikes or motorized things on 2 wheels to give your students. So it's probably not going to happen in time, for, like the gift giving you know, holiday rush, but at the moment. the super 73 is a price, you know, 25, $3,500 and so we're really talking about a small portion of

[188:03] the Bbsd families that are likely going to purchase such a thing in the next couple of months, and so our our goal at the moment is to start convening in January, and hopefully have a solidified, acceptable, positive message about e biking and cautionary message about these motorbikes. By the end of the school year. That's where we're at. I just want to clarify by no means what I victim blaming, I mean. I think the information I had, which was it was a driver. I had no idea it was another student and and I knew there was a it was a young person that was on the bike. So that's making that clear, please. I also suggested. I know that bicycle Colorado is working with C Dot on creating materials that will help, you know. Just bring awareness to, you know, safe practice. And, as I said, like a Dk and I just happened. We ran into each other at our Ei a couple of weeks ago, and he said he, the city staff is working with the city attorney's office to like. Just come up with some kind of policy statement. So you know, we'll hear more like bolder city of Boulder. Specific messaging soon. But

[189:16] there are a lot of people thinking about this from a lot of different corners, and it feels like, you know, sort of similar to when the came online. And we were trying to figure out what what was safe and what was not safe, and where where to sort of draw the lines about. what was okay and not we're kind of in a similar situation right now, but it does feel more urgent because these are not just vulnerable. Road users but predominantly. You know, children, people under 18. And yeah, they deserve attention. So thanks for that, though. I'm: i'm working with land, and I will loop you in for sure, as I know more awesome. Yeah, thanks for bringing this up, Tony. I remember when I was at Fairview, a pretty horrifying crash where someone biking down Green Briar got doored by a student getting out of their car, and

[190:02] it's always been front of mine for me there. dangerous that hill is for for people on bikes and the thanks for what you're doing on. I'm curious to move forward with an emphasis that you're working in a personal capacity not representing the city. But you are certainly titled to do that and spray you doing that? Thanks. Any other matters from Tab. seeing none. It looks like under future agenda topics. We've got a couple of big things coming up in January briefing on city, wide and department racial equity work, Natalie, is that a bit of training for us where we're learning how to better use the racial equity tool. Yeah, that's a good question, Alex. So we need to settle on when Tab would like to do their racial equity training. kind of the city is working on every boarding commission, doing an annual racial equity training

[191:08] and we have some options of when we can institute that whether that would be during a board meeting or during, maybe the special hold that we have on the off Monday of the month. or you know, some other time. So we kind of wanted to get your feedback on whether or not. basically if you had a preference so that we could start working on getting that scheduled in 2023 as far as timing for that training that that would be. We shouldn't do it during a busy meeting. If we're already gonna have a lot going on so, and perhaps we don't know that yet. To, so maybe it would make sense for all tab members to put a hold on our calendars for the fourth Monday. If we have some flexibility with our regularly scheduled meeting. We can take advantage of that, but otherwise have that as a backup.

[192:09] Yeah. And i'll say it was Unclear whether or not they were going to be ready to go in January, they might still be kind of taking feedback from all the boards. so it may be like sometime in the first quarter it might need. We might need that fourth Monday. but I you know we'll certainly stay in touch, and as I learn more. all just being communication with you. Alex. Okay, yeah, we can discuss that at our agenda setting meeting. And then, as far as the future agenda topic. Item: we are planning sometime in first quarter to also just bring an item forward from staff on the work that we're doing as a department with regards to racial equity. And then, you know, broadly for the organization Awesome. It looks like tentatively for January. We also have a doctor, Car, Dr. Cogboard update from Council member spear.

[193:06] And then, as always, if members of Tab have anything that they would like to see on the agenda feel free to reach out to me, and I can work with Natalie to to get that on upcoming meetings right? I thought I had nothing. But now i'm remembering, did we? Did. We talk at the agenda meeting about a an annual letter, and if we wanted to raise that, or I I can't remember what we said was we supposed to talk about that at this point I guess we had asked if there was an expectation that tab from council for boards and commissions, including tap to provide a letter, and now it the latest you heard was that there wasn't an expectation I see shaking her head right. I believe, this year there isn't a letter being requested from boards and commissions. the nature of Council's Retreat in doing i'm not sure if it's in January or February. But the nature of the retreat for Council this year is really to check in on

[194:09] their priorities that they set this year in 2,022 early 22, and so there, I don't think there's really that need for kind of like. you know, it often is new ideas from boards and commissions, and I think councils trying to stay focused on the priorities that they've set, and so I believe there isn't that request coming for a letter from the boards and commissions. You're reminding me of that. I just real quick, just just to complete the thought. you've reminded me we exactly had this conversation, and that's what I said. and we don't need anybody's invitation to ran a letter. So and then I think somebody is about okay, fine, Ryan. You can share that with Tab and see what folks want to do. So I mean, my, my, this is it. If we have a if we have a a year review, it's some thoughts on what's working, what's not that that could be a nice letter. If we have

[195:02] a message that all we want to share. that's what you know we're here for. So I don't know. I think I think, a an annual recap or a look at it for the year can be quite powerful, and that's our job Really, to give strategic advice in my my mind. So I don't. I I don't. I don't think we have to, but I think we should consider the being leaders on this and seeing if we wanna agree to tell counsel something so i'll i'll stand out Well, that reminds me, I mean, did the letter that you crafted a praising staff on their nimble list and and quick action on can that that got finalized and sent, did it? Yeah, that was yeah. That was like a few board meetings ago. And that board meetings.

[196:00] They've heard from us recently, and I think a little bit of like a we're in the right direction is maybe a a good place to leave it if they're not seeking input from from the boards. To say we are like, can is the way to go Keep on it. For these 7 reasons I I I really I really liked how that letter turned out. So. Thank you so much for that work on that. I could leave things as they are, and if we were to reach out, I think it would be so. I think we sort of looked at the year behind us and talked about what's coming up, and it would be supportive of other things in the work plan if it's like a e-bite rebate program Dcs updates things like that. I think we could provide staff with or counsel with our perspective of what staff is doing, and that wouldn't be, you know, trying to throw out a new idea. But also things like we're we're in a good spot. So i'm fine either way.

[197:03] Okay. I I realize there's one thing I forgot to mention. I just wanted to plug it community cycles, does it's annual holiday kids, bike giveaway. They're stretching it over 2 weekends this year. So there was one last weekend. There's one that's coming on the seventeenth. I forget if it's Saturday or Sunday. But people do have to register ahead of time, which is something a little new. Used to be. You just kind of showed up to like big cafeteria and and you Bike, but I think they're trying to allocate staff resources a little bit better. But for if you know people in the community, it's for kids under 12, I think ages 4 to 12, or something like that. and they can register and get a free bike this coming December seventeenth awesome. Any other matters future in the topics.

[198:04] All right. Well thank you for joining us tonight. Everyone and i'll wish everyone save holidays and Happy New Year after I get a motion to adjourn. I move to adjourn. Mr. Chairman. Thanks to you, i'll second that all those in favor. So 5, thanks, everyone. Thanks, Nicole. and yeah, i'll see you all next year for your holidays. Thanks, bye, bye.