February 13, 2023 — Transportation Advisory Board Regular Meeting

Transcript

Captions from City of Boulder YouTube recording.

[0:02] Thanks welcome everyone to the City of Boulder Transportation Advisory Board Meeting for the month of February. 2,023 Veronica is there a technical host. You want to g0 0ver the meeting rules. Yes. Let me know if you can see my screen. Yep. Okay, perfect. Hello, everyone. We're pleased to have you join us today to strike a balance between meaningful transparent engagement and online security. The following rules will be apply for this meeting. This meeting has been called to conduct the business of the city of boulder activities. At this rob delay, or otherwise interfere with the meetings are prohibited. The time for speaking is limited t0 3 min. No personal speak except when recognized by the person presiding, and they'll present You'll speak for longer than the time allotted. Each person will register to speak at the meeting, using their person's real name. Any person ability to be using a name other than those that they are commonly known by will not be permitted to speak.

[1:02] Please raise your hand functions to be able to be recognized for public comment. If you're on your 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 shoulden for these rules by meeting anyone who violates a new rules. The Q. A function is enabled, it will be used by it for individuals to community with myself it should only be used for technical and online platform related questions. If I don't. If if an attendee attempts to use the chat for any other reason. I, aside from seeking assistance from myself for technical help, the city reserves the right to disable the individuals access to the Q. A. Only the hose and individuals that is a designated by myself will be able to share their screens during the meeting. Thank you.

[2:02] Thanks, Veronica. Number 2 0n our agenda, for today is the approval of minutes for December of last year. Does anyone have any edits that they would like to propose. not seeing any anyone like to move, to approve the nuts. attorney motions. I'll second all this in favor. for Yes, it's thanks. Next up is public comments. Any members of the public that would like to address the Board about a transportation matter. We'll have up t0 3 min to do so. If you'd like to address the board, please use the raise hands, tool within the Zoom Platform. and we'll go ahead and call on you

[3:00] all right. It looks like Mike Mills was the first to raise his hand. I will ask you to unmute Mike, and I will set the timer once you confirm that you are able to unmute. Okay. perfect, you may speak now. Hi, i'm just calling because I recently got to see the the new bike lane that's been put in or folder, and it seems to have a a few issues that I thought could be in the future. We could do better by coming up with some kind of standardization for me primarily at the northbound bike lane. Didn't feel so so welcoming and safe because it's in a in a door zone where cars are parked, and I know we're working in limited space with a limited budget. But I think there's we're giving

[4:00] free parking spaces there to cars, and it seems like a bike lane could be designed better in the future, I believe, because but there is a little bit of protection because it's elevated from the road. But then, cars. we'll drive over the bike lane to Park. and another problem with it being elevated that way seems to be that I think it's not getting cloud when when there's snow. So there are issues with that. So I just wanted to encourage. I know you guys are working hard in the in the city staff is tax, but was hoping we could come up with better best practices for installing new bike lanes in the future. Thanks. thanks, Mike Claudia Hansen. Them I will ask you t0 0n a mute. Please confirm that you are able to Lisa.

[5:06] Hi, thank you, Veronica. Can you hear me? Yes, perfect. My name is. and my family that is my spouse, and I and our 2 elementary school aged kids walk, bike and bus for as many of our trips around older as possible. I'm here tonight to share some observations about the recent work on North Broadway, between Violet and the Hill. I was concerned about bike accommodations when plans for this corridor were finalized in 2,019, and having now had 6 weeks to try out the new design. I i'm sorry to report. It's actually worse than I expected it to be. The new North Broadway Bike Lane is a narrow strip of pavement on top of a mountable curve, and so much like a driveway curve cut. That curb is designed to let cards come and go freely in this case to access parallel parking along the east or norththern side of Broadway.

[6:04] When this bike lane works as designed, it has bikes traveling in a door zone several inches above the adjacent traffic lane. So if a driver opens a door or pulls out of a parking spot unexpectedly, you not only have to swerve into traffic, but you have to negotiate a drop off. and they, Sand or I still got her along the way. and that's really the best case scenario here. What's actually happening out there is even worse than that, because we regularly have cars that are perked so far from the curb that they effectively block the entire bike lane because of the curve in the drop off. You actually have to ride in the car lane. If anyone is parked like this. and the fact that there's no snow removal happening on that mount. It occurred because how do you do that right? How do you plow snow on a narrow strip of pavement that doubles this parking. There's snow there, and snow also seems to push the parked cars even further away from the actual curb. So the result is that that by clean has been completely impossible for weeks. After a recent snowstorms

[7:06] I've used the new bike lane enough to document this. I have a lot of photos that i'd be happy to share with you all. But for daily travel I absolutely avoid, it, and it's a non-starter for my kids. We do have a back way on Thirteenth Street, but that is about to be closed for library construction, and after that it's my guess we're going to be riding on the sidewalk on Broadway. I honestly find that embarrassing that we're building bike infrastructure like this in boulder Colorado in year 2,023. I think this was a total lost opportunity to shake travel patterns for an entire generation. and on top of that we did it next to a neighborhood holiday that we constantly hold up as a model of walkability and sustainability here in boulder. So I really like to hear from city staff. If there's any way we can fix this at best, I don't think it's going to be used by most cyclists, and at worst it's going to get people. Those are our neighbors. These are my neighbors, injured or killed.

[8:02] Thanks for listening. Thanks so much, Claudia Steven Hayel. I will ask you t0 0n mute and confirm that you're able to speak. Is Steven? Okay, I just double Claudia, said. The North Broadway. There needs to be a parking on street parking lot or a bike lane. I did a month long bike toward the Netherlands, and there was some bike lanes that was raised bike lane next to a sort of one t0 0ntario Road, but no Victoria Road had a bike lane with parking crossing it. So I think it's a choice that right and come down to City Council saying, we're going to either prioritize

[9:00] vision, 0 bike, travel or prioritize car Parking the one other shout out, I just for a Translation Department. I noticed that you downtown roads where they actually plowed to the center turn lane. which is great, Got the snow away from the park cars. I think they did a parole. maybe walnut in the area. and on that in a few years. That makes it. They got actually the snow out of the bike lanes on Seventeenth Street. between Canyon and Arapaho. They use the by plane as snow storage, and I think today finally it melted from the storm 3 weeks ago. It's one of those where I put in the inquired boulder ticket and got a response. Same Yeah, the snow cloud drivers are just following the regulations and the sorry by claims unusable for 3 weeks. This is 17 head into the high school, but

[10:04] the ones the rose that we actually did do the polling away from the curve back to the center. Great! Let's do more of that. Thank you all right, Alex. It looks like that is the end of the participants with their hands up. All right. Sorry we just had 2 more people raise your hands. I apologize, Lynn Siegel, I will ask you t0 0n mute. If you could confirm first understand that you will not be receiving emails from me anymore. I know I send you a lot. I copy between all the boards I follow, which are planning and rabbit. and the it's very multidisciplinary. But Sarah Huntley has censured me. Basically She is editing all of my emails before they g0 0ut to anyone. So I just wanted to let you know that because I can't email you and even complain about that, I don't agree to it, but

[11:13] it is not something I am in control of. So I wanted to let you know that the I really appreciated Claudia's remarks, and the one before her that there the kind of issues that are coming up our parking, you know, like always parking versus bikers. And yet we're digging ourselves a bigger whole with 20 s, and Pearl and I don't know if you have an ex officio from tab onto planning board. But you need to. If you don't, I get mixed up a lot because I Mark Mcintyre, you know, and I like I thought, where's Mark Mcintyre and I. But of course he's on planning board. He was on tab. But

[12:08] that. for example, what's going on? There is a very dense development of 45 units, and they're talking for hours, you know about parking and parking in the neighborhood, and whatever they are, 300 square feet per unit. This is like a many New York City skyscraper, I mean, if Boulder wants to be skyscrapers. then then that's what they can be, and then you can have no cars, and you can. You can have a life like that. But guess what people use cars and like North Roll, there's the perfect example. It should. In my opinion it should never been developed like that like gun barrel, you know a flagpole annexation essentially where there's all this development. And now there's there's problems in the corridor up there

[13:02] for bikers. And is this any surprise? You know that they can only make it so wide? These things are expensive. This developer would not say what parking cost is, it turns out, parking is not included in the rent of 1,700 t0 2600, which is 80 t0 120% of ami. and it's it's not included, and the best, and I can't find out. So I go to Cajun. The best I can find out is that it would be $897 a month for parking. So until you or somebody demands this on them before they get really far in their concept plans, and think they're going to have a design. And you know those costs all g0 0n to us back on us. Yet from all those bodies is a lot, and it's the same things happening at Papillios. It started out at 63. Now it's got 165 units.

[14:01] This is maybe we want to go. Yeah, thanks, Lynn. Last person would be Rosie. maybe in. Could you confirm? You are able to speak. Hi, there! Can you hear me. Yes, perfect. Hi, yeah. I just wanted to echo and say that I agree with what Claudia and Mike Mills and others have said about the safety of that bike lane. I just got a new e bike in the summer. I'm very excited. I'm learning all the bike paths. one by one, going trying to go north on Broadway, and that area is pretty scary. I I saw people talking about it when it first got built, and then I was up there for an event in a car actually in the winter, and almost drove into the right turn lane with my car like it's so poorly marked. I think i'd for sure be riding on the sidewalk up there

[15:00] unless this is fixed. Thanks very much. All right, Alex. I think that was the last participant with their hand raised up. Thank you. Thanks, Veronica. And, thanks to the public who came out, Mike, Claudia, Steve and Lynn Rosie, I know a lot of the Board members share your concerns about North Broadway. and we've just. We've added it t0 0ur agenda tonight as a as a matter from the board, and so I I know we and Staff are gonna have stuff to say about it. A little bit later in the evening, If you want to stick around and and join us later. Our next agenda topic. Item 4 is the Millennium Property Connections plan that's 1345 20, and i'm not sure. Hi. Nice to see you, everyone, i'm Shannon Mueller with the City of Boulder Planning Department. Not

[16:00] I. Just try to share my screen here. Okay. Okay. So this item tonight that the Board will be reviewing and providing recommendations on 2 key issues for a proposed redevelopment at 1345 20 Eighth Street. This property is just under 16 acres, and is located west of 20, eighth south of Arapaho, and close to the University of Colorado. Main campus, across Wholesome Boulder Creek runs through the southern portion of the site and the sites located in the Moulder Valley regional center. I'll give a very quick overview of the project before handing it off to the applicant, just touching on a quick summary the review process that we're in and the 2 key issues for the Board to discuss tonight. So here you can see the existing side in the top image, and the proposed site plan down below the site currently contains the Millennium Harvest House Hotel, which has been approved for demolition, and the site is proposed to be redeveloped as 3 4 story buildings that would house 303

[17:11] apartments scared towards the city's university student population. The proposal would include improvements to the existing folder creek multi-use path into the open space surrounding the creek It would include development of Olson, drive as a new right-of-way connection along the north end of the property. and would include 2 new multi-use path connections running north South through the site. The proposal also includes a transportation demand Management plan to promote alternate modes of transportation. There's information in the staff number on the transportation system surrounding the site. Generally the sites well connected with access to existing on-site and nearby connections, including bypass and transit. in terms of the review process that the proposals in

[18:00] the proposal went through a concept Plan review back in 2021, and at that time the city council referred it to Tab for general feedback on the alternative transportation approach as part of the site review process. So the project is now in site, review process, and so tonight the applicant has submitted a request for feedback on 2 items from the board. Eventually the proposal will go to planning board for a decision on the redevelopment. The first key issue for the Board tonight is the Cdrc Transportation Connections plan. This proposal includes a request to amend the plan, so it would provide 2 rather than 3 0f the plan multi-use path connections running north south through the site. Step down that the proposal is generally consistent with the B Crc. Connections plan, and supports the proposed amendment that would still provide the planned multi-use pass in close proximity as well as many other pedestrian connections throughout the site

[19:02] so this request to amend the transportation connections. Plan does require a recommendation by Tab, and eventually a decision by the Planning Board. And the second item for tonight is that the City council has requested that Tab provide feedback on the proposed alternative transportation approach. The applicant has prepared a draft Tdm. Plan that was attached to the packet. and it's going through the site review process, and the applicant has requested the feedback on this item. Let's see, so that concludes the staff presentation, and the applicant, I believe, also has the presentations. I'd like to turn it over to them so they can get into a more detail with you. Hi, there! Good evening. My name is Danica Powell, and we're pulling up our presentation tonight.

[20:01] my second time with a site review project in front of Tab, and we appreciate the opportunity to bring these big projects that often entail large transportation and multimodal improvements to this board. So we do look forward to your feedback, and this is a newer process for me. So we hope to give you a brief presentation, and then answer any questions that you may have. I am joined by several folks on our consultant team tonight. We have representatives from landmark properties. I believe I think I saw Ellen Rogers and I know Andrew cost us will be joining us, and possibly Rob Turk from the development team from shares Atkins Rock. More, the architect and designer, Amy Mccann, is here, and she'll be presenting as well from Jva, our civil engineer. We have Cody Gratney, and from Ls. Our transportation engineer. We have Chris Mcgran, Ahan. So at this point we have been in entitlements for several years. We've gone through the concept review process and

[21:08] and that point we were referred to Tab to bring forward 2 0f these 2 main questions to you tonight. and we have been working through our site review with the city of boulder. And so we are currently on our fourth submittal in our site review. So this is a great time to come to you as we're really honing in on the design and finalizing our site, review process. and s0 0n this slide we have the 2 requests that Shannon mentioned that we would like feedback from you tonight. One is the combination of 2 multi-use pro pads from the project. There's 3 that are shown on the site, and Amy will go through those in technical detail. We're proposing to remove one of the 3 North South connections and consolidate them int0 2, which we we and staff feel is better aligned with the future development on the side as well as the existing and future improvements in the area.

[22:04] and we also would like feedback on our transportation demand management plan. as it relates t0 0ur proposed alternative transportation strategies for the project. And now i'll pass it off to Amy to go through the site and the technical information. Thanks. So the site is located with close proximity to see you. Boulder's main campus, and it's also centrally located within the city. So there's easy access to C. Use East Campus, the 20 Ninth Street, Mall University Hill, downtown and the Boulder Creek path. It's really optimally located for student housing. The site is settled between 20 Eighth Street and Fulsome, with a neighborhood retail north of the site. The safely shopping center at a Rappaho. The Boulder Creek path traverses the site.

[23:05] and it's multi-use path and there's a multi-use path that runs north south along 20, eighth. You can also make note in this existing aerial of the cottages to the south of the creek. This animated slide looks at the sites connections. So the current connections include the creek path. A multi-use path along 20 Eighth Street and a connection through the safeway retail up to a Rappaho. The connection shown in the Bvr. Ce. Which was adopted in 2,002 respond to the existing condition of the Millennium Hotel and the intent it establishes the strong North South connection to access the creek path. The proposed project consolidates the multi-use path to directly align with the existing connection through the safeway retail and down to the creek path.

[24:08] The multi-use Creek path is pulled away from the creek to provide more fluid and safe intersection at the existing bridge. The proposed design offers, connections and access to multimodal and alternative transportations for both local and regional connections. There's frequent bus routes along fulsome and 20 eighth, and then also adjacent bus stops nearby. There's bike facilities on site that provide both short term and long term bike facilities. We have short term bike parking. That's located near the building entries, and we also have long term bike shelters that are located within some of the courtyards, and then also additional bike parking interior to the building.

[25:00] and you can see the various resident entries located adjacent to the pedestrian walkways and the multi-use paths. and i'll hand it back to danica to dig more into the Tdm. Yeah, great and s0 0ur tdm and I think you have a full copy of it in your packet. So These are the highlights. So we have proposed a $75 per year. Alternative transportation fund for residents that do not bring a vehicle. So, in addition to charging for parking, we'll also be paying. If people don't bring a car, the fund can be used to pay for bike or car share membership. T. And C. Membership or or vouchers, uber lyft or other alternative transportation. as they become available in the area. The pro the project has unbundled residential parking, managed through separate leases and fees and lease language regarding parking so restrictions. If you don't by a parking spot. The least will say you're not allowed to bring a car. We're also trying to mitigate impacts to the neighborhood.

[26:06] He go passes for employees and any residents who don't already receive an eco-pass as a student. So you students do get eco-passes with their tuition. so we would be providing those both to employees of the student housing as well as employees of the cottages. that our business is south of the creek, which includes Simba. a small day care. and and the Eldora racing team. and we are meeting and and are we exceeding our required minimum, short and long term bike parking on site by quite a bit, and we're providing those at many locations throughout the site. We're also providing a bike share program for residents with trailer and basket options and approximately 10 bikes and then marketing material evaluation tools to increase the awareness and effectiveness, as well as lots of educational opportunities and surveys, and such to encourage people and students to think about different ways to get around town versus a single occupant vehicle.

[27:10] So that's the end of our short presentation. We are welcome. Any questions. Thank you. Shan and Danica and Amy. Does anyone on on Tab have any clarifying questions? I have a question which may be, maybe for Staff city staff. I I i'm just curious about the the new road on the north side of the development. and I understood that part of it would be built the part of it wouldn't, because it goes over the property line. I just wonder if you could clarify that? What that? What that means to have part of it built like, what will it be with the redevelopment of this?

[28:00] Yeah, I can try to answer that. And if I, if anyone on the applicant he wants to share as well. But yeah, generally the the plan connection there it does. It would straddle the property line so it's part of this development review process. We can require the redevelopment of this property to build their half of it with this redevelopment, and if the shopping center to the north eventually redevelops that would be built out with that as well. I don't know if Cody, if you sure hi everyone i'm cudi granny from Jba, we're the civil engineer on the project. And so, Rebecca, I think what what your question is is, how does it function as only having half of the road built? Perhaps. Yeah. So what we did is we are planning on the final section of the road to be 2 lanes of traffic plus on street parking, and what we're doing in the interim is, we're actually using that on street parking as our second lane, so it will be 20 feet wide to provide access for both directions of traffic.

[29:11] so that that's accommodating the final build out. And then, when that future condition happens to the north, then that would be expanded, and the south half of the road that's being built today would be converted t0 0n street parking. Okay, thanks. Yeah, that makes sense. I. My follow up question, then, is, what like, if this my concern is whether this road, as when it's eventually built out? I mean, do we know that that that design will also be safe for for bikes if it's. I mean if it's going to be like a fairly congested road with parking on both sides, I that's kind of actually a greater concern to me than the pathways being changed is is like how that road functions ultimately

[30:03] can. Can you further clarify? I'm. Just curious like. where where your concern lies. Oh, I mainly. And again, maybe this is a question, for for Staff is just the building out this. This is a new, a new road for cars to cut, you know, through this area, and i'm wondering if, as it's planned, is it going to be a good road for people to bike on? Or is it going to be relatively high stress? Given the conditions that are expected on that road, since it doesn't have it won't have dedicated bike infrastructure. I understand it'll have like a sidewal, a white sidewalk. But if it one of any dedicated bike infrastructure i'm concerned we're building another road that won't actually be safe for people to ride bikes, even though it connects to all of these white pads. Yeah, i'm gonna I'll let Shannon, our transportation team. Take that one. Yeah. My understanding is that the also drive is planned to be on local.

[31:01] So it's not intended to be like a heavy traffic. He goes road and yeah with the streets. So it's it's intended to fulfill the plan connection that's shown on to the creating those those through block connections to kind of break down these large super blocks and create more smaller roads to increase. You know opportunities for folks to take a smaller. You know road rather than to be out on anyone all the time. Yeah. And I I mean I the the Grid connectivity makes sense. I'm just concerned that it will end up because it's next to a bunch of residential and shopping and university. It has a lot of I mean. It's a you know, fabulous location for for new housing. But I my concern is that it's just going to end up being quite a busy road, and we're building a new road that won't Be safe for bikes, and we'll have to go back and make it safer later. So I you know I I don't know.

[32:07] Okay. Shannon. It's really hard to hear you, too. I don't know if it's just me. But your voice or your audio was in and out this road, I think, is, it's a pretty limited road, because it's only a right in right out. It's really a service drive, honestly for safeway. and it's just taking that. I'm sure you've been back there. It's a pretty terrible existing condition right now. So we're, you know it's creating a small road connection where to really provide it's honestly probably more service delivery than anything, and that's what it will be for the multi-use path that runs along Boulder Creek will be really the the east-west connection for bikes through that area. So the the access is very limited, I guess, is my point. I don't see there being a ton of traffic. You can't really left. Turn into it to get across to Fulsome. So it's not really a cut through road

[33:04] you can turn in, but you can only go right on 20, eighth, and if you are on 20 eighth you can't go left int0 0lson. It's a right. It's a limited right in right out on 20 eighth. So it's it's gonna be pretty. I I imagine a a very localized use of the road. Okay, yeah. Got it. So I just wanted to kind of add on that to the fact that the existing bike passed when it crosses the the parking lot. There's an entry to the parking lot. We're safeway. Flower, child. Not all all of those businesses are, I think, that as it is, it's I mean it's kind of if he but due to the fact that we're increasing bike traffic and pedestrian traffic. Perhaps there's an opportunity there as you are thinking this

[34:01] through to increase safety in that intersection. Do you guys visualize what i'm talking about. It's right before the actual intersection. It's where the entrance to the There's a lot of traffic coming in and out car traffic. and and it's crossing the bike path. Yeah, that's all of our property. Yeah, but maybe it's something that you guys can work together with the city as the increase of bikes, you know bikes, or is hopefully, hopefully, there'll be a a a huge increase in bike riding, and so I don't know well, and I think our hope is, and I just wanna I think we're trying to get feedback on the multi-use path. So I think that middle path is where the bikes will go as they go through the site and connect the existing multi-use path as well, probably to avoid those curb cuts that you're talking about.

[35:05] So there not be a multi-use path on the west side of 20 Eighth Street, along the site. There's one on 20 Eighth Street, one in the middle of the site and one on these west end of the site. Yes, there's 3. Okay. So the existing one will remain. Yes, okay. Okay, great. Thank you. Amanda, can you go back to that graphic showing the 3? And then we're just proposing to consolidate it int0 2, so the you can see there's actually 4 right might help. It's a it's confusing. So this is what's there today. These 4 proposed in the connections plan.

[36:03] and as you and so we're proposing to combine those 2 mine int0 0ne in the middle, to go through our building, and we've really activated the building to create this multimodal corridor through the site. I think the reason I think those 2 were on either side is because the old millennium building it would have gone around the old millennium buildings and our new buildings are in a different location. So we're trying. So we're aligning it with the existing conditions and our current building layout. Thanks for the clarification. Yeah, You can see on the dotted line the 2 that we're just proposing to. I guess, combine them and eliminate one. If that is probably the request. Alex. I had something, but that was Becky done. Becky, did you finish like you might have been still talking. Oh, thank you, I I think I mean I I My questions were answered. My.

[37:00] I think my feedback is probably I mean outside the path change. I'm fine with it's really that i'm concerned about. I'm just i'm about this future road turning into another, for like 2 lands for cars, 2 lanes for parking. getting busy. Now, it's not nice for biking, you know, like that, we kind of are baking that in. And when it's 2 lanes with this project. Yeah, not a big deal. But when it becomes bigger with the North side than I. You know. So I I don't think that's necessarily, though it's something that this project needs to address. I think it's more a concern of mine for how the how the street is built out in the future? Thanks rang. How is this? Questions and feedback? Are we just doing questions on this round? We can. We can start doing both. Okay? Okay. So i'll give up your I'll do questions and then you back. I. I am really excited about this

[38:01] this project. I think this is just. Others have said this, but it's a really important network location for our microwave for the the North, the North South Court, or this is one of the few Those stress North South corridors we have as far as connecting Elmer's 2 mile t0 26, the winding through the the I'm running really well. and so i'm I like i'm i'm excited about the idea of just kind of a more streamlined. Yeah, just just like, yeah, just a more streamlined path there. But and then I think wow, so there. This will add a 303 units, with 942 bedrooms. a permanent permanent housing.

[39:00] and with with the transportation management plan. So I I forgot who said this, but I would expect to suddenly see a lot more bikes in this area, and certainly a lot more pedestrians and people that aren't just coming in to the hotel with the the rental car. And so i'm just thinking about when I when I come through the complex from from the north. go through the this little core. So it's. I think it's north of the property line, but it's through the the things the Flower Child Restaurant. There's a little path. and I I sort of feel like it feels like maybe I know it's okay to do this when i'm, but it's just me. But you know it's kind of going red by. There's there's people sitting outdoors, and it's I don't know if that's a private or public right away. I'm sorry I missed that, but i'd be curious to hear the whoever's best to just comment on the thinking on that connection. That will. if you, If you take that new Consolidated path north. You're right in this little restaurant session. Then you go through a the the parking lot north, and then up to Mcgukins.

[40:01] Does that. I guess i'm not sure i'm sure my question is. But have you given that thought the sort of I guess the volume of bikes going through that? And you you feel good about current design. or I guess, current current dialogue with with the I guess, the neighbors to the the North there. So I I think. Let me repeat what I think Your question is is, how does the alignment work as it leaves our site and goes north through the safeway and flower child parking lot. Yeah, I You know that's out of our scope. So what we're trying to do is focus on our property and create a real multimodal path with the 12 feet 10 feet of concrete, 2 feet on either side clearance. and connecting it to Boulder Creek path, which we did again, not for not what we're here for feedback tonight, but we've actually moved that path off Boulder Creek to separate bikes and peds similar to what you see at the like, like near the library in the civic center. So we think on our site we're improving the multimodal infrastructure, so it's very clear what it is, and it's separated from

[41:18] the pedestrian infrastructure. However, north of our site. That's outside of our scope and ability to make changes, so I think, when they redevelop, they would be expected to follow a similar. you know. Thank you. And if could I ask, maybe Staff, at the very least, can that path when you, when you go north. Is that public right away, or is that private? And I'm. I'm. Sorry if I miss this in the materials like, do we? Should we assume that that that path that we're building a system into will is protected for the public use. Yeah, I'd have to look through the documents on that site to double check for you. I don't have that

[42:04] information right in front of them. Okay. it's it's the answer is, No, I guess that i'm not sure where to go from there. But I just yeah, this is such a such an important or south quarter with our current system. and I would expect a lot more traffic going through there. If all this comes to version like is being designed. Yeah. Exciting, then My, I guess I had something on the Tdm. Unless I should stop there, Natalie, did you wanna go ahead? Oh, no, no, Go ahead, Ryan. I just wanted to remind folks that Council referred this to Tab to really focus on the question of the multi-use paths. And so just try to keep in and the Tdm to try to keep your comments to that. Okay, am I off? Am I? Okay? Then? Tdm: S0 0kay. So I guess maybe just to conclude, I I know we're just doing advisory here. I think that's what we're doing. So my info would be to to please can work with this. I guess the city to to, to kind of think through

[43:09] what larger volumes of bicycle and pedestrian traffic might do, pushing up to between the flower trial and the safe way which may or may not be public right away and and hit straight to see that get that gets shut down. But I know right now. If i'm going through there, I mean, I have to like. yeah again, like part of me is like, oh, maybe I should get off the bike, and there's like this big plastic flower you have to go around, and there's people with with, you know, their eating table, so I just would want to really it as to be careful with what we're we're pushing there with, you know, at least with with the engagement of the people that on the property. Okay, on Tdm: I I guess I have 2 questions. So I see the there's a list of measures for Tdm. One is like $75 a year so I guess my first question is, can we double or triple it is that a. Is that a starting point? I would just

[44:01] think that the more we can offer on the on, that the the the with the language of our on the fee was but a $75 fee. Sorry not fee, but reward. Sorry I need to What was the light of a chair here. Okay, $75 per year. Alternative transportation fund for residents that do not bring it the the vehicle? Can we double that? We triple that? What's how hard is that to make that look really sweet and juicy for for the for the residents. So maybe you have to think about that. But i'd love to see that it'd be as enticing as possible. Actually, let me just stop. There. Is there any? I don't know any any reaction to that I am looking in the Tdm. And I don't know it. Chris. Is it $75 for everyone Who doesn't? Have? A car is that correct?

[45:01] They it's $75. This is this is Chris Mcgran, a hand with Lsc. We thanks, Danny. We, the Tdm plan assumes that if a a resident does not bring a car to the site and purchase the parking space. They would be eligible for this fund. So they so anybody who doesn't bring a vehicle would be eligible for the funds, so theoretically that some of the residents will be paying for parking, and some of the residents could be eligible for this fund. Let me ask you this way, then what? What's the 75 come from? That's just the price of the that. What? Yeah. What is that number? From? Well, we just proposed that we've been proposing this on several travel demand management plans lately in the downtown core area, where we think we need a little bit more than just providing bus passes. And so this alternative transportation Subsidy Fund seems to be a nice addition, because it kinda helps the people who, you know don't necessarily want to take the bus or can't take the bus. But don't have a call. Yeah, I got the concept. My question is, where does the number 75 come from is that based on any sort of empirical understanding of what will change behavior? Or is it just like

[46:05] I I believe we, for I I was involved with a couple of other projects in the last few years in Boulder, and I think we had proposed 50 0r $75. That was approved. So we figured we would re. you know, propose that same amount. Okay. So there's not. This is it's not really based on a number that we we we feel like we can empirically sale. Probably change people's data. No, I don't mean I don't mean to be got you. But i'm just. I'm just trying to understand what? Yeah, what the never comes from it. It sounds like, good. Yeah. okay. It was something we proposed on I, one of the prior projects in the last year or 2, and it was a similar type of a project I think it might have been. It might even have been the hub. What, in fact, would make a difference. 300 residents, 900 bedrooms I mean this. There's a lot on the table here as far as like. Could we could we take? Could we make this not be full of cars, and and instead be very bike, and the transit oriented? So

[47:09] if there's any scope to just sort of like, I guess. Think that through a little bit like what is the latest science analysis? Maybe this some serving you could do and say, hey, what would it take you to not have to have a car here? Maybe it's 150? I realized that would raise another question. He's gonna pay for it s0 0n. But I would expect to see a Tdm. A modern Tdm. Designed to be empirically based and some understanding of behavior change. What you're asked to look at, but we also are asking for a big parking reduction. So there won't. There will be sick. I think it's almost 50 60 parking reduction on site, so that in itself will reduce the volume of cars. So we're. We're then complementing it with trying, you know, charging for parking, and then providing option many options for the people that don't have a car there. So we're assuming that there won't be a lot of as many cars

[48:08] as you would see in a normal housing project, because it's a student housing project next to campus. Great thanks, and am I? So am I asking the right question. This is this I'm. Answering a question that's been asked. I think this is for the second one right. I'll turn the transportation approach. or in my out of scope. No, you're you're we're asking for you back on the Tdm: Yes. parking, and on the theme of being a generous to the bicyclists. I'm just I forgot what the language was. It was a little. It was a little general about. Where did it go here? Bike parking. providing, bike parking, basically meeting or exceeding requirement in a short, long term bike parking requirements on site. I would just encourage you to think about having. You know there's gonna be a lot more, you bikes, probably, than there was even a couple of years ago in a development like this, and a lot more large format cargo bikes.

[49:08] but only if people wh0 0wn them feel like they're gonna be able to put them somewhere where they're safe, and it's convenient. They can store them so. but we would hope that this the storage would, you know, be secure. and you know, I guess. And then and or I guess it's sort of this is getting way, and the fine tuning. But if that's if if people decide not to do that, it can they bring it back in the building somehow. Is that not too hard like, you know, heavier like maybe a £50 at least the bike. So I know that's like really detailed level, but just just the thinking when we talk about like design and parking design, imagining like people leaving the car, not hanging on, giving carpet instead, having it like a pretty happy and a pretty largey back. You might be lots of those

[50:03] those in there. They're valuable. Thanks a lot. Really, this is really exciting. Thank you. Thanks, Ryan. I guess i'll go next to answer the first question about the connections. I I think this is very supportable with the multi-path on 20 Eighth Street remaining. We have plans to look at and upgrade fulsome bike lanes, and then 2 additional connections in between. There, that's that's a lot of connections in a pretty small space, and the this modification to the the creek path also looks good as far as Tdm. Goes. I saw that it's at least 75 bucks a month for vehicle parking spaces. I think that's something that's that's great to see in a in a location like this. and there's also the desire to include some bike share. Do you anticipate that being a private fleet special to this development? Or do you think you'll likely utilize whatever the city has, as far as a shared micro mobility provider like be cycle.

[51:09] I don't know if we know the answer to that. I think our preference would be be cycle, because that's is a you know, a system of bicycles. And so and I i'm not. I'm not sure if we've talked to them yet. But we. I believe, our proposals, in addition to any B cycle locations, providing like an internal fleet that can be checked out from the property management. Ellen or anyone from landmark. Did you have any additional comments on that? No, I think that's right. Okay. Thanks. Yeah. This is a really exciting opportunity to have a 1,000 college students located in your campus and in the center of a bunch of of retail and and other destinations. I think it's

[52:00] in a case like this alternative transportation will be driving here. The the default will likely likely be walking and and biking, and transit, especially with all of the the eco-passes and and recycle access that students are given. So I think this as a great opportunity to to improve housing and and mobility for for students any other questions or feedback from Tab. Yeah, I just have one more comment, and I frankly it's really more just hopefully, not too far outside scope, but kind of general commentary for for Council, which is for City council, which is that you know it feels it. It's kind of frustrating to be trying to tweak tdm plans when we require developments to have so much parking. To begin with, you know it's kind of these things are working in opposition to each other. So if we didn't require so much parking. That would be one of the best things we could do to encourage alternative modes of transportation. So I hope that in the future. You know we're moving in that direction instead of kind of trying to do this

[53:06] odd, balancing, active acting, asking people to build parking, which incentivize is driving, and then asking them to do things to disincentivize driving, even though it is it doesn't really make a lot of sense to me. So that's my feedback for council, but otherwise I yeah. I appreciate the work on this, and i'm excited for this project. I guess my only last bit of feedback, which kind of goes back to what I was saying before has to do with the fact that. Sorry that yeah, we are gonna see an increase number. I mean, that's the goal right of cyclists and pedestrians, and we just have to think ahead, and I know that this is outside of the scope. I'm, perfectly fine with the with the paths that you guys are suggesting, by the way. But but yeah, keep that in mind because we want everybody to be safe, ultimately right. And we want to encourage people to to be out there. And I think ultimately, if people don't feel safe, they won't. Be using

[54:06] all these wonderful facilities. and that goes for the bikes as well. What Ryan was saying is super important. I'm not gonna leave my bike if I don't feel it's gonna be safe outside. So thank you. Thanks, Jenny. And thanks for the team Presenting this, I hope we were able to provide you some of the the answers you are looking for and have some direction. So when you go to council. Yeah, thank you. We really appreciate your feedback, and I think you know some of the stuff while it's outside of this project is useful feedback for other projects and other planning projects that we may be involved in as Well, so we really appreciate that and look forward to next time. Thank you so much for your time. Thanks to next up is agenda. Item 5 0r welcome Chris Hagglin to provide a briefing on the curbside management program.

[55:04] Yes, like. Oh. yeah, I was. I was just gonna add that Valerie was gonna do a little intro for this item. Thanks, Chris Valerie Watson. transportation planning manager. We are here tonight to provide an update on our progress in developing a comprehensive set of curbside management policies and practices for the City of Boulder, and since we last updated you in July the team has completed the flexible loading zone pilots and assembled the components of what will make up the final deliverable for this effort. The curbside management implementation guidebook. This guidebook will serve as internal policy, and it will outline for city staff the procedures for making proactive and reactive changes to the curve. So tonight we're looking for Tabs feedback on the components of the guidebook which our team will present in detail shortly. Ultimately, when we return to tab the summer, we will be asking you to advise the city manager to use the guidebook to manage curbside uses in the public right of way, and this is because procedurally under the boulder revised code, the authority to designate traffic operations and parking.

[56:13] including curbside uses, is granted to the city manager, and then delegated to the city traffic engineer in our department. So tonight we're just checking in on our progress and developing the guidebook and seeking your feedback at this stage. And we're really excited to share this body of work. The team has done a fantastic job of synthesizing a ton of input from internal stakeholders. external partners in the community and landed on a policy framework that prioritizes people and balances the competing needs of curbside space in a range of contexts. And this is all in service of our transportation, master plan, vision, 0, and climate goals. So with that i'll hand it back over to Chris Hagglin and Carly from the project Team Consultant Baron Pierce. All right. thank you, Valerie. And Good evening, Tab Chris Agland, principal planner on the planning transportation planning team.

[57:07] We are here tonight to provide an update on our curbside management efforts. Give a little background on the project. To begin with, so in curbside management staff is working on developing a set of policies and practices to manage the allocation of curbside uses with the curb essentially being that that side of the road or sidewalk that is nearest to the curb. We need to manage the curve because of the curve is a key transition point between travel modes. It connects you to your bus, your lift, ride your bike, your vehicle. It's a large public resource with a growing list of competing demands and implementing the best curbside management practices can contribute to meeting several different city goals.

[58:01] For example. curbside management can be used to contribute to improving safety by by providing safe dedicated transportation network Companies like Uber and Lyft, pick up and drop off zones. It can help with reducing travel, delay, and related emissions caused by double parking and those impacts on traffic. It can be used to increase multimodal access through, for example, providing on street micro mobility parking. We are also working on developing a number of different standard operating procedures to streamline the city's government process. For how we proactively and reactively manage the curve. And finally, we're contributing to economic vitality by meeting the demands of commerce and how it's really changed over the last few years, especially with Covid, for example, having the the 15 min

[59:01] free parking. So people can run in and and get things that they have purchased. This is part of the overall amps work, Amps being access management and parking strategies. Amps is a whole set of different work, efforts that work together, and then are also meshed in with the larger plans, such as the Boulder Valley Comprehensive Plan, or the transportation management plan. And with that i'd like to turn it over to Carly, who will be starting with going over some of our existing conditions and engagement results great thanks, Chris. So we performed a comprehensive existing conditions. Analysis which consisted of both quantitative and qualitative data. So we worked with the vendor cord in order to inventory all of the curb uses that exist today in the 3 managed districts. So we looked at what is that curve use? We also looked at utilization for parking during peak times to understand the blocks that have significant on street parking. How well utilized are they?

[60:04] We also supplemented that quantitative day with qualitative observations to pick up on trends that Chris mentioned like double parking or illegally parked vehicles. Then we did a thorough review of the boulder revised code in order to understand what our current policies and regulations around the curve today, which provided a a good snapshot in time for us to make recommendations to update certain ordinances, or add ordinances where there aren't any related to the curve. and then we looked at, and we talked to a number of different city departments to understand. How do they respond to requests, to make changes to the curb from businesses or property owners. What is that process? Currently? What works well and what what needs improvement? So the the snapshot from the core data shows how the curve is used today. So you can see the light blue is on street parking a significant amount. Majority of the curb use in the 3 managed districts is dedicated to parking. After that activated uses, such as parklets or bytecraft

[61:03] is next, and then, of course, bus stops and loading make up a a smaller portion of the the curve. So we supplemented this data by hearing from the community. How do you experience the curve? How would you like to use the curve, but Aren't able to do to, maybe a lack of education, or because of the regulations. So we reached a broad cross section of the community through online and in person engagement. So we attended the farmers market. We tabled at Boulder Junction, at Pearl Street, Mall, and went to the where the community was to understand. How do they currently use the curve, and how would they like to use the curve? And we used an online survey to to reach people who weren't able to attend those events, and of course, information on the website, as well as a Spanish Facebook post, to to reach the monoling of Spanish community. We also had a stakeholder group called Access Allies, that has been a guide throughout the process to to understand kind of the goals of curbside management, as it relates to goals from the Tmp. And Sustainability goals, and then had had focused conversations with groups like transportation network companies, delivery vehicles to understand from their perspective how the curb has its challenges, how they use the curb and other communities. So to get those peer examples and to kind of fill in the gaps of of the quantitative data

[62:19] that we collected. So this is just one snapshot. From what we heard an outreach. This is a response to the online survey, combined with the in-person feedback on what kind of curb uses would you like to see? More of? You can see that the top. Few uses all relate to activation higher turnover of spaces. So number one is more bike and scooter parking, tied to micro mobility goals for the city, and then the second one is short term curbside pick up. So this is in line, and and was a big catalyst for our pilot of the flexible loading zones that we'll talk a little bit shortly. and then safer crossings as well. So a lot about making the curb use better for people.

[63:04] So with that that set a a really important foundation for us to make these recommendations. So setting the stage is the curb menu. What what is on the curve today, and what are we recommending for consideration for curb uses in the future? So in the white on the left you can see all of of the existing curve pieces that you're familiar with. And then we have 3 new proposed uses. S0 0ne is a flexible loading zone that i'll talk in more detail in our pilot project slide. The next one is a public seeding parklet. So this is a little bit different than the private dining parklet that you're used to this one is not associated with with a restaurant or any business, but it provides an opportunity for vegetation, for permeable surface and a a place to sit. and then the last one is car share parking, which exists in off street locations, and then this effort is making consideration and recommendation to consider car share on street just to increase its visibility.

[64:00] So after we we gonna develop the current menu, we created a typology. So we categorize every block in the city of Boulder int0 0ne of 5 different categories. This is based off of street classification and land use. So, combining these 2 factors, we came up with different types, which then provided a framework for how the curve should be prioritized in these different types. We also categorized allies in 2 different types. So I won't walk through each one. But just to give an example. Commercial centers exist on the higher density streets where we want to see a higher turnover of the curve we see higher demand for uses of the curve by people such as Uber lift, pick up and drop off this public seating parklets versus on the other side of the spectrum. Neighborhood avenues are streets with single family homes, lower density, residential, where vehicle storage is is going to be prioritized. So walk through on the next slide. This is the manifestation of that typology. So when we mapped out the street class and the land use, you can see how how it came out in the map.

[65:05] and this provide an important framework to understand how the different curb uses are. The different types interact with each other, and we'll want to understand pressures that exist on one block what that means for the neighboring blocks. So, not looking at each block and isolation, but each man is district or each neighborhood as a whole. So when we combine the typology with the curve menu, we came up with this prioritization framework, so we categorize each of the curve types into access for people, access for commerce, activation, place making and vehicle storage, and then based off of the types we prioritized and created a hierarchy for these different categories of the curve. So in the example I used before in commercial center priorities, access for people, uses like bicycle parking passenger loading zones versus in the neighborhood avenue we see a higher priority for vehicle storage.

[66:01] and so we wanted to provide a guide a framework so not a prescriptive. Each block should look a certain way, but rather this is a a a example of ratios of different curve uses on different blocks, as well as how long should each curve use be? What is, what curb uses should be prioritized at the prioritize, at the ends of blocks versus the center of blocks, and this also showed how the different curve types will interact with each other. So this is one example of a typical area where we see commercial centers adjacent to residential areas. This is one snapshot. So we really wanted to understand when we prioritized activation for people as well as access for commerce on these commercial center blocks. What are the implications to the neighboring neighborhood avenues? So you can see some examples on on the activated alley as well as this commercial center. We have a lot of spaces dedicated to parklets, to goods loading at the ends of blocks. The ratios are are more towards activation, and access for people rather than the blue palette of vehicle storage.

[67:09] So we're not providing, you know, specific goals. As to the rati0 0f each of the curb uses, as you saw in that pie chart in the existing conditions, but rather want to to understand how we're going to see different changes in different curb uses over time as we implement this guidebook. So we want to see in line with community feedback in line with the goals from the transmission master plan, as well as that the sustainability goes for the city, a greater use of curbs for access for people. We also want to see more spaces for commerce. As we see technology. travel preferences creating an increase of of delivery of take out overlift Tncs: we want these high turnover spaces that really provide a productive use of the curve activation place, making a place for people to to stay and create this sense of place, especially in our managed districts. And then we're seeing a a decrease in vehicle storage. The trade offs of of increasing access for people, commerce and place making is prioritizing garages and off street parking for vehicle storage and manage t0 6 utilization. Ever it showed that there's parking availability in these off street spaces so really wanting to use the curb as as an opportunity to build a sense of place

[68:25] so more on the flexible loading zone that I mentioned, so based off of the feedback from the the public that we heard, as well as in our focus groups. And then a peer review. We did. Flexible loading zones appeared as the top priority to test out a new curve. Use to see how it performed at with the potential for a longer term implementation. So we tested out flexible loading zones that you might have seen in University hail as well as downtown. Here's an example of the signage, so it allows 10 min for any curve. Use this This could be uber, lift, pickup, drop off, rob, hug, pick up, drop off private vehicle, pick up, drop off so short term use for you to go running and and pick up your take out dinner. So a lot of these travel preferences and just interaction with businesses that we saw an increase during Covid and and a sustained increase, even after kind of in the 2021 2022 years. So the goal was to increase safety, to increase efficiency and productivity of the curve

[69:24] and better match supply with the demand that we're seeing for the curve. So we're able to work with Uber and lift and on the back end provide ge offenses. So when you request to ride, you're directed specifically to these spaces, and the drivers on the other end are also directed to these designated flexible learning zones. So we're currently in the process of evaluating the pilots. We have a few takeaway, so we'll get t0 0n the next side. But we're looking at both quantitative and qualitative data to understand how we're seeing changes and trends in the in the performance measures that are important to us and the goals of the curbside management plan, and seeing if the flexible loaning zone pilot is moving us towards these goals.

[70:06] S0 0n the next side, just some preliminary findings. So far this has been a really successful pilot. So we've seen that potentially expanding that 10 min time to a little bit longer would better align with the needs of these users of the curb. But we are seeing that there's a really great kind of complement between demand for the curve by Tmc's and demand for the curve by delivery vehicles, such as the ups pictured here in that they complement each other, and we're able to have a better productive use of the curve rather than having a commercial loading space separate from a password into a loading space. Combining them is is a great way to to share those demands. So these are a lot of different recommendations for the curve. What are going to be the triggers that cause us to make these changes. So there's 4 main catalysts, development capital projects, proactive changes and reactive changes. So i'll walk through each of these separately.

[71:00] S0 0n the development side we're making recommendations that in to kind of integrate into the development application process, that the developer make recommendations as to how demand for the curb will change with their new development or with the redevelopment, and this proposal will include the curbside changes in association with their project. So this process will be integrated into design and construction standards, municipal code, and or the transportation demand management plan as well. The second tiles for change is a capital project. So a major corridor project that is already studying feasibility of changing that corridor. It's already looking at moving curb and gutter. There's large investment both in the the study, the plan, the design and the implementation and construction of changes that corridor. So there are a lot of cost efficiencies of including curbside management as a part of the scope for corridor studies proactive changes. So, by observing these 4 different performance measures, we can understand what curve uses rise to the top where there's a need to evaluate making changes to the curve. So the first is a high number of crashes that are caused, or potentially caused by curb behaviors. So, looking at curbs where there's more than 3 crashes over 3 years, those will rise to the top. Similarly, looking at community member complaints.

[72:25] citations, or if there's an over under under utilization of the curb. These are all signs to us that there's a mismatch of supply demand and the need to assess making changes to curve designations in certain places. and then, lastly, reactive changes. So this is something that's taking place today where businesses put in request to the city to make a change to the curb space outside of their business. Currently a city process. Isn't necessarily consistent in responding to these requests, and the process isn't transparent. So we created flow charts for each curb use to provide guidance for city staff, to have a transparent and standardized process that's quantitative, but also incorporates an element of subjectivity. So you can see the example here is for an accessible parking space of a business; for to request that they would follow this flow chart in order to kind of inform their response to that business.

[73:18] So implementation of of all of this. So we have cut sheets that provide design guidance for each of the curb uses. So this is an example for flexible loading zones. It includes things like the design considerations. How long should that curb space be? Does there need to be concrete buffer or reflective devices, such as with a an outdoor dining parklet, we really want to understand the costs. What are the budget implications both for implementation, so that the cost of constructing and making changes to the curb, but also cost of operation and maintenance and staff time that that would be involved in up process, and then each curb use is potentially priced and enforced, s0 0n, to include all those considerations, and one really easy to use fact sheet.

[74:03] And then how will we prioritize implementation across the city so proactively? We're going to first? Look at those commercial corridors, as I mentioned in the typology where there's commercial land uses and on collectors and higher volume, higher speed streets and then city wide. We're going to look specifically at a few different curve uses. Those are flexible loading zones, passenger loading zones, and good loading zones. And then, as I just mentioned, in the proactive catalyst for change those blocks that rise to the top with the performance measures of crashes, complaints, compliance, and utilization. and then reactively as a city staff has been currently continuing to respond to those requests from businesses and property owners for changes adjacent to their property. and then concurrent with capital projects that will be kind of as those capital projects arise, and then same with development as as development proposals continue to be processed. and then, lastly, an evaluation plan. So this is important to guide the city, and what data to collect, what's the methodology for collecting that data in a consistent way, and how they? How can you continue to monitor their success of this plan, so similar to the evaluation of pilot projects as changes to the curves are made, or will be important, to monitor and evaluate, to ensure that they're a reducing number of crashes. That and utilization is is aligned with goals, and that's we're seeing an increase of activation, and

[75:25] the goals of this effort are kind of manifested in recommendations from this plan. communication to the public will be important as changes to the curve are made, being clear and making sure that material and that signage information is really intuitive to users. And this there's been important takeaways and our observations and our community outreach to really make sure that that changes are communicated clearly, and that uses the curve our intuitive. And then, lastly, making sure that this plan isn't static, the curve is changing very quickly, and especially as it relates to technology. So we've documented the kind of best practice of the curve today as well as ways to ensure that that this can be a living and dynamic document, as in a technology and use of the curve continues to evolve and looking t0 0ur pure communities, to incorporate best practices.

[76:21] Thank you, Carly, just coming back for the next step. So after following this meeting, we're looking at going to all of our commissions. But the downtown, the University Hill and Bj. Add commissions in March will be communicating input received from those commissions and tab in a City council information packing on April twentieth. We'll go back based on that input and and make refinements t0 0ur plan, which you know. Ultimately the deliverable is the curbside management implementation guidebook that will be a document to help guide staff work in the future. We will return to Tab on June twelfth. This is where we will be asking Tab

[77:09] to recommend to the city manager to adopt the implementation guidebook to guide staff work on curbside management. We'll communicate the results of that to city council. Perhaps in a June fifteenth packet. So that's rather quick turnaround. But we're gonna see what we can do with that. And then the rest of this year, you know we'll be looking at making any of the changes t0 0rdinances that are necessary, based on the changes we're we're making it with this implementation guidebook. So City Council will have opportunities to weigh in into those ordinance modifications or changes, or new ordinances related to implementing our curbside management practices.

[78:05] And then tonight what we're doing is looking for feedback from tab on the things that are presented and provided to you in your mem0 0n the typical areas, the priority of curbside uses and locations and the procedures we've drafted for cre making proactive and reactive changes to the curbside uses. And with that we conclude our presentation Thanks, Chris Carly. That was very thorough. I'm not sure I have any questions. Anyone from Tab have any feedback or clarifying questions. Good question. And the Broadway how does this interact with that on street price? Parking, pricing sort of mechanisms like? How do they have any sort of? They work together like? Yeah, Just curious what the interaction is. Yes, certainly so. Samantha Bromberg, who is with community vitality, is also a member of our project management team. She is one that has been bringing performance based pricing through city council. So we are

[79:14] completely meshed in our in our our work on both the performance based pricing and the curbside management, you know. I'll give one example of of a way which you do this. You know the opportunities to change curbside uses from the dominant vehicle parking sto, vehicle storage t0 0ther uses is really dependent on how we manage to supply and demand of parking. We know that there is. There are spaces in our structured parking. So as part of that performance space breaking. pricing project, we are changing the pricing levels. Right s0 0n street parking is more expensive. Structured parking is cheaper, hoping to, you know, convert some of that on street parking into structured parking that gives us the opportunity

[80:09] to make changes on t0 0n street curves by by using pricing to to change that demand and and better utilize our structured parking. So that that's just one example. Yeah, thanks. That's great. It's really exciting to hear those things kind of come together. I just wanna commend you guys, for this amazing work and thank you for a resource. It's gonna be so useful. Moving forward. It's incredible. Great welcome. Alex. I I have to. But Taylor, do you do you have? Sorry I don't want to put you in the spot. But you You have talked yet today, and you're on the You've been on some of the close of the curves up. Do you want it to go before me.

[81:01] Okay. Thank you currently. Chris great presentation. It's I'm: I'm: glad to see you getting so much to still down here. I know there' been a lot of different stakeholders, everything to say, and I it's a it's a an effective presentation, and I like Charlie that some of the slicing. And I thing you did with the the different components and modules. I think it's an effective way to to show you're doing. I have 2 points of feedback that are maybe more of the constructive variety. the one, the first one is maybe just sort of a messaging, but I would hope and expect to see a present. Well just suggest the future presentations of this. You can start up towards the top and and discuss system goals that this advances. So i'm thinking about T. And P. Goals like mode shifts and Vmt. Reduction. I know carly you you. You have a chart that I shouldn't say it's just partly, but you presented it

[82:01] some of the the things you heard people say They want that one of the curves to do. I I guess something. There's a a more important question for executives and elected body of the city, which is what what are our system? Goals for transportation? How does this work, or or as a guidebook. How how will the work that the users of this guidebook do advance mode, shift, and Dmt. Reduction in being a a vision? 0. You don't need to explain now, but I I think this would be struck even stronger if in the the front matter for for whatever materials this ends up at that. You discuss that and sort of considerations for users of the to guide materials how they can. how they can infect those calls. I have one more 20 feedback. But i'm happy to pause. If anybody wants to say anything, you don't have to. Okay, the device. Thank you. Yeah, that's great. Thank you, and then my my second one, and this is more, both substantive and and technical. And we may the the the horse may have left tomorrow, or whatever metaphor on this. But I just now now looking at it, the the presentation and thinking

[83:13] So we we we we have a kind of a premise that, or there is a premise that there will be more delivery vehicles and more shared vehicles. and I and I think I would agree there's a there's a probably a trend towards that, and, in fact, we could even see more shared vehicles. it being consistent with more people living, Carlite. If those are more small transit vehicles, some scenarios. But I think that if i'm reading it right, there seems to be kind of an assumption that those vehicles are motor vehicles. and I you know. But but you you could have delivery vehicles, their micro mobility, you know you bikes 2 0r 3 villas or what not. and I I just I wonder if there's a way to pilot at some point, or put language in here to say there's an interest in exploring

[84:00] some kind of a feebate system, or a, or a standard in which you say fine right now. These are probably on motor vehicles serving this this cause or this this purpose. but we'd like to see 10% of them become ultra light vehicles. So you bikes, for example, and through the the funding the curb through the other users the perhaps provide incentives. So I I probably said something like this in the in one of our working group beings a while ago, but I just wanted to elevate it as as it might answer one of your questions, anyway. That's it. Thanks a lot for the the great work. Alright, Thank you, Brian. Now one thing i'll just add real quick. You know one of the things in our stakeholder meetings, you know, with ups, for example, they certainly have a desire to shift towards electric vehicles and even smaller electric vehicles. So you know, one of the things we've been looking at is would there be a need for short term electric charging, you know, for those types of of electric vehicles. So we are. We are.

[85:06] you know, that is, in in our frame of mind and and working with, you know, in the future, you know companies to help make that happen. And then also, you know, if you look at, you know, the potential to future, monetize the curb and to charge vehicles to use it. That could also serve as a incentive for those types of delivery companies to use other types of t0 0f vehicles as well. So just want to add those 2 points. Thank you. Tila. Thanks, Alex. I just wanted to clarify on, based on Becky's question. You know, how does this deal with other paid parking uses? I think, Becky, you might have been also referring to neighborhood. What are what are we? What are we calling those now? The Npp is now a different acronym.

[86:01] but in those those residential areas and the Mps I can't think of another thing that's not touching. But those are 2 different kinds of paid parking approaches, and this isn't really talking about. That is that fair, Chris. Well, ramp certainly is a existing program right now that that is managed by community vitality. But we are looking at how we integrate all this. You know. Just one example of a residential treatment that may come out of this type of project would be, you know, if you think about some of our older neighborhoods, where people lack a garage or a driveway, but may have an electric vehicle.

[87:03] How could we provide like residential charging curbside in neighborhoods like that, you know. So that's just an example of of some of the you know different ways, but certainly helping. So so you're saying there's nothing really in this effort that would necessarily put preclude, say, a flexible loading zone. you know, on a on a block in a neighborhood that gets deliveries like we we might be able to apply these broader places, and where we're just piloting them. Yes, yes, so there are residential streets in our typologies, but you know, for the most part, you know where demand is the highest and where there is the greatest need to manage demand, are in those, you know, denser commercial areas. Anything else. Awesome. Thanks, Kristen Carly.

[88:00] All right. Thank you for the feedback. We'll we'll be back to you in June, after meeting with our commissions. Awesome with that we'll move on to agenda. Item 6 matters: first from staff. Thank you. S0 0ur first item under matters. We have a lengthy agenda under this evening. But councilmember spear, I believe, is kicking us off with an update from Dr. See? Thank you, and i'm going to share my screen and hope it works as well as it did when I tested it earlier.

[89:02] Right? Can everybody see that? Okay. Looks good? Thank you. And thank you so much for giving me some time tonight to share these updates from Dr. Cog before I get started. I just want to thank Jean Samson for putting these slides together, and to Jean and Natalie and all of you on Tab for getting me up to speed on regional transportation issues over the past year. I really appreciate it. as you all know, but i'll state for any members of the public on the meeting. Dr. Kong is the Denver Regional Council of Governments. It's a regional organization who's directors, our Council members and County Commissioners from across the Denver Metro area. The Board of Directors Works, with Dr. Cog Staff to establish guidelines, set policy and allocate funding for transportation and personal mobility, regional growth and development and aging and disability resources. So you all may remember that in 21 Senate Bill, 21 t0 60, establish some greenhouse gas reduction targets for state and regional transportation plans.

[90:10] What this meant for the Denver metro region is that we were required to develop a plan to reduce reduce surface transportation greenhouse gas emissions through our Dr. Cog transportation planning process. So last year Dr. Cog spent a lot of time working on changes t0 0ur region's Transportation Plan. The 2,050 metro vision Regional transportation plan. I'll just call it the 2050 Rtp. The chain does not only included updates to the 2,050 Rtp. They also committed our region to further action through a mitigation action plan. and the Dr. Cardboard adopted the 2,050 Rtp. And the Mitigation Action Plan. Back in September of this last year the changes that occurred in the 2,050 Rtp. Led to some pretty major chefs in how we planned transportation across the region

[91:05] we're planning to meet almost 90% of our greenhouse gas reduction targets by changing how we spend transportation dollars. So, rather than spending billions of dollars on highway expansions, we'll be investing instead in building the multimodal infrastructure that we need for more transit biking and walking, which I I expect many of you are very excited to hear. So in the coming decades we'll start seeing changes like removing several highway widening projects. expediting some of our bus rapid transit corridors, like our Colorad0 119 best rapid transit, project adding 900 milliondollars for multimodal projects and adding investments in pedestrian and bicycle safety transit complete streets and s0 0n. So these changes, along with some changed assumptions about how many people in our region are going to tell a work. Now that we're more used to working remotely.

[92:03] We're quite enough to get us t0 0ur goals, so we'll accomplish the remaining 11 0f our reductions through voluntary. For now changes t0 0ur land, use and parking management strategies. Let me first show you what some of these strategies are, and then i'll see a little bit more about what voluntary for now means. So Dr. Coach identified several mitigation strategies that are going to make a big difference in our region's. Greenhouse gas emissions, increasing residential density, increasing job density. more mixed use, transit oriented development, reducing or eliminating minimum parking requirements and adopting local, complete, straight standards. You can see the anticipated annual reductions other under each icon in the slide Here. as many of you know the latest intergovernmental panel on climate change report lists, increasing density as critical for helping

[93:00] mitigate the climate crisis. You can read more in the latest report about how increasing housing and job density is a key transition that will help the planet avoid more than 1.5 degrees of global warming. So Dr. Cog is going to be providing technical assistance to communities that are ready to work on these mitigation strategies in the coming years. As usual, boulder is out ahead on climate, and our new East Boulder Subcommittee plan actually meets a lot of these requirements already, and i'll say more about that in just a minute. but I want to get back to what I meant by voluntary, for now the region has some check in points on how we're doing on our greenhouse gas emissions, reduction goals. The first one is going to come up in 4 years. If we're not on target additional mitigation, strategies will likely come into effect which will begin to tie transportation funding to this mitigation action plan. So what that means is that to be competitive for transportation funding, we would have to show. We're making progress on these changes.

[94:01] and, as you likely know, in this current funding, we've had over funding cycle. We've had over 47 million dollars come in through Dr. Cog for transportation projects. So it really does matter for our city that we stay competitive for this funding transportation Staff and I are all pretty doubtful that the 2,050 Rtp. And the Mitigation Action Plan are going to be sufficient to get us t0 0ur goals by that first checkpoint, and 4 years since we adopted it. So these more stringent regulations on funding are likely to kick in at that point. But, like I said, the good news is that we're already coming out ahead. You may remember that our East Border subcommunity plan. Address this issue directly. We're anticipating a reduction in greenhouse gas emissions due to increasing number of people who make trips closer to home and work. and by creating a well connected walkable and bike friendly transportation system paired with 15 min neighborhoods, we can not only improve mobility and quality of life, we can meaningfully move the needle on our broader climate goals.

[95:08] Our East Folder Subcommittee plan addresses 3 0f the 8 Mitigation Action Plan strategies that Dr. Cob created. So keeping up with the Sb. 21260 greenhouse gas emissions. Reductions really just means doing more of what we're already doing. That's the end of this little update on the 2,050 Rtp. And the Mid the Mitigation Action Plan. Does anybody have any questions about that part nickel? I Can I ask? Thank you for doing this? I. This is really interesting. I guess I have a I have some thoughts on it sort of like implications, but i'm wondering from your side like. who needs to hear this the most, and do what with it like, what or how can tab tab, at least be helpful? And whatever needs to happen next?

[96:01] Yeah, I think I think knowing for transportation folks for planning folks, and then, just for elected officials to be aware that this is likely to come. I think that's that's an important component there. I do think you know we're already moving in good directions to to be ready for when some of these things do kick into effect, and and maybe we're wrong. Maybe they won't kick into effect, and we'll get there on our own. But I I think it's really just some awareness and thinking about. You know. How are how are the decisions we're making, fitting into this? How are they going to help us be competitive for what's coming in a few years when these changes likely go into effect, and and I think our transportation staff really, you know, this is front and center, I think, in in their minds as well, so just just monitoring that there. But in my mind it's everybody who's related to thinking about our housing, planning and transportation systems. It's it's good to be aware of this.

[97:12] Any other questions about this one. There's a whole long document about it. So you're curious about more and really want to dive into the details. You can go read those. Okay, then i'll move on to the update. That, maybe is not quite as uplifting, but that seems important for for folks to know about. So, as you all know, we had quite a few. Our TV services cuts during the pandemic, and they've been trying to get back as fast as they can. But workforce challenges and budget shortages have really impacted the restoration of services. So we had an update at Dr. Cog a couple of months ago, and our Td. Is expecting significantly reduced services through 2,027. Right now there's a lot of uncertainty around when some of the services will come back.

[98:04] We've been trying to push on them a little bit to get more of that information, but we are just not not able to get more details on that right now. So what they're working toward is getting us back t0 80% of Pre Covid service levels for the routes that are serving boulder. One example of the service cut since that Boulder Junction the transit center was closed, and 5 routes suspended, and only the Ff. 2 and 82 are expected to return in the next 5 years. Right now there are some plans to figure out a path forward Given that there's some uncertainty about when those services are going to be restored, and there these are just a few of the things that are being created to try to understand this a little bit more. A sub regional Service Council. because set up to advise our TV on service changes, and our city staff will be participating in that. There's going to be a partnership program implementing pilot programs and cost share programs like the hop that's funded by Cu. And Boulder and Rtd.

[99:12] And the Dr. Cog said, Regional Forum is going to be working on starting a countywide strategic transportation plan to think about what we're moving toward. and the Forum is made up of the County Commissioner and county staff and city Council members and transportation staff from cities and in Boulder county basically those those Dr. Cogs of regional forum folks. So just a quick update passing on some of this information from Rtd. And some of the ways that we're starting to think about this as a region. What what are the implications? And how can we address some of these needs that that we still have in our community. and that's all. Anybody Have any questions about this one? Thanks, Nicole. Any our TV questions.

[100:06] Team. Hi: Thank you. And thank you. Council members here for that great update. I just want to share that we have heard from Rtd. Like this is hot off the press that they will be restoring the Ff. 2 to Denver, which is the express route to Denver and the Ffi. Would provide service along 36 between boulder and and Shoots campus, and so that's expected to happen in May. So I just wanted to to add a little bit of good news there that Rtd. Is really working to incrementally bring back service, and those were 2 0f our higher priority routes to be restored. Thank you. Great. Those are much better than the alternatives. If you're on certain places. Yeah, thank you. It's great to meet you.

[101:03] It calls at the end of your presentation. Thank you as always for joining us, and and certainly for presenting. Yeah, thanks so much, for let me share this with you. All right, Alex. Do you want me to just keep us moving? Okay, and Jean is here to provide a regional transportation update, so I will hand it back over to her. Great Thank you, and thank you, Council member sphere for that update. And I think this presentation is just gonna follow along on some of the regional planning information that was just shared by Council Member spear and get a little bit more focused on how that impacts and benefits bolder specifically in terms of projects that are moving forward. So let me first share my screen. Give me just a minute, please.

[102:08] Oops. Okay, Are you all seeing this in presentation mode? Great. Okay. So let me just start by saying that just kind of stepping back for a minute. Right? So the Boulder Valley comprehensive plan, and our transportation master Plan provide the policy framework by which city, staff and city Council representatives, as well as tab work in collaboration with our neighbors and our agency partners to plan, to pursue funding and to implement regional priority projects. And, As you all know, our current policy support greater mode choice for both the residents, students, visitors, and non resident employees, and encourage high quality. Multimodal travel options through transit bicycling and ride, sharing much of what's already been discussed this evening. And you'll see this reflected in the map on this slide, which illustrates a network of multimodal regional corridors identified in the 2,014 Northwest area mobility. Study

[103:10] this evening. I'm gonna highlight 3 0f these priority names corridors starting with the Rtd. With Rtd's Northwest Rail Project, followed by updates on the Easter Rapah0 0r Colorad0 7 Project and the diagonal Colorad0 119 multimodal Corridor Improvement Project. So let's start with the Northwest Rail Peak Service Study the Northwest Rail Peak Service study is intended to advance the proposed Commuter Rail Service from Denver Union Station to Boulder, and on to Longmont as a reminder. Many years ago, almost 20 years ago, back in 2,004 voters, approved the Northwest rail as part of Rtd's fast Tracks Transit expansion program. The first segment known as the Bee Line was actually constructed several years ago, and operates between Denver Union Station and Westminster. Today.

[104:00] however, since 2,004 Rtd. Has encountered considerable challenges completing northwest rail, mainly due to escalated project costs. so the study that they're undertaking now is to evaluate extending the commuter rail service approximately another 35 miles from the Westminster station to Boulder and longmont using the freight railroad tracks owned by the Burlington Northern Santa Fe, or Bsf. Through what's called an initial peak service approach. and this approach consists of 3 weekday morning trips from Longmont to Denver, and 3 weekday evening trips from Denver to Longmont. and while this study is focused on peak service, it will identify opportunities to implement full day service in the future. As ridership increases. the study calls are fairly straightforward, and they're intended to establish a common set of facts that will help Rtd. And local decision makers determine if advancing the Peak Period Commuter rail service is a viable investment.

[105:01] So, as you can see here, the study is identifying the requirements, the cost, the operational needs to upgrade the tracks and build 6 new rail stations in Westminster, Broomfield, Lewisville, Boulder, and Long line. and Rtd is looking at opportunities to implement Northwest rail by partnering with other stakeholders, such as the Front Range passenger rail district. So this was a State agency that was established last year with the task of developing and ultimately completing a passenger rail system between Pueblo and Fort Collins, so the idea being that the Northwest rail alignment may be a viable option for part of that passenger rail service. The 24 month study being led by Rtd. Will be accomplished within a series of what they call milestone decision points to encourage public participation throughout each milestone. The study team is meeting with local representatives like our staff, for input on things like station design plans. So we've been working with the Rtd team to look at the Boulder Junction area and how the rail system would integrate into existing and planned infrastructure.

[106:15] These initial recommendations are now being shared with the public. 2 in-person Meetings have already been held one in Boulder and one in Westminster in late January early February. and ultimately the study will conclude with a report summarizing the infrastructure costs, as well as the operations and maintenance requirements associated with providing peak service for what they're calling the preferred configuration. so that would include the recommended track alignment with freight sightings, high level station concepts, and commuter rail maintenance facility, plans which would be located in Longmont. And when we say freight sightings, what we're referring to is the fact that this commuter rail service would have to share tracks with freight rail that currently operates on the Burlington Northern Santa free right of way. So what would happen is that those freight trains would be required to to move over essentially to park on siding, which can be pretty long, while the passenger trains or commuter rail passes.

[107:16] So the city of boulder, along with our partners, such as boulder transportation connections and commuting solutions, have been promoting community engagement opportunities, and i'd encourage you all to do so as well by participating in the self guided online meeting there's a link here. It has the same information as the in-person open house in both English and Spanish, and it's open for about another week, closing on February 20 first. and perhaps before I move on to updates on the 2 0ther regional quarters, I could stop here and ask if you all have any questions about the Northwest Rail study.

[108:09] Okay. Hearing none. I am going to move on. Okay. Next, I'm going to share some updates on the Colorad0 7 0r East Arapahoe quarter. So, turning our attention t0 0ur next priority Nams quarter, Colorad0 7. What you'll see here is that over the last several years many planning and feasibility studies, including the Easter rapid transportation plan, have established the Colorad0 7 Corridors future multimodal vision for travel between Brighton and Boulder. This vision for the 29 mile quarter includes bus rapid transit improvements supported by multimodal roadway, bicycle and pedestrian infrastructure and transit supportive land development at plan station areas. As you can see from this map, it's a pretty long segment. It spans 3 counties and multiple local jurisdictions between boulder on the west, and Brighton on the east. So to advance implementation of this vision, the Colorad0 7 Coalition, which includes the city of Boulder in coordination with C. Dot

[109:12] has successfully secured nearly 50 million dollars to advance preliminary and environmental engineering design projects throughout the quarter. So you can see from this legend, these design projects are illustrated in the map with their associated tip funding. So you know, it also illustrates, as you can see here on the lower right hand side of the legend that tip dollars are being used to begin what's called Br. T start up service in 2026. We will begin operating all day regional bus service between Brighton and Boulder. So, in addition to capital design and implementation, tip dollars are also being used to provide a start up transit service which we're pretty excited about. And basically you know what I like about this. This map that was created by the C consulting team is that it underscores. How important these tip funding cycles are to implementing regional transit and bicycle connectivity in our region, all in the service of reducing greenhouse gas emissions and vehicle Miles traveled from commuters. I know we've spent a lot of time over this past year talking about tip cycles, but this is why it's important, because it really does move per projects

[110:25] into pr0 0r programs into projects so honing in on our end of the quarter, about a 1 million and a half of these funds are allocated for the East Arapaho Preliminary environmental and engineering project between 28 and 60 Third Streets. This is an important next step toward implementing the full vision for East Arapaho, which includes the following elements that you can see on this cross section. So we intend to maintain 2 general-purpose lanes in each direction repurpose the existing curbside. General purpose travel lanes to bus rapid transit and right turning vehicles, and pedestrian and bicycle improvements, including an off-street multi-use path and protected bike lengths.

[111:08] Seda is coordinating, closing with closely with the city of Boulder on this 12 month project, and is hired Hdr. As the lead consultant internal scoping and data collection has begun, and we expect to begin to look at design cross-sections in the coming weeks to understand how the Easter Rappho vision fits within the existing right of way. and where design, refinement, and or right away, acquisition may be needed. The project team is anticipating to kick off community engagement in April, and we expect to have 15% design complete by the end of 2,023. As I mentioned, project outcomes will include 15% design plans and cost estimates, including cross-sections. and following completion of the preliminary design, plans the city of boulder will take the lead in advancing the western segment of this project between 20 Eighth Street and Foothills Parkway t0 30% design drawings which we expect to begin in 2,024. So you can see the progression

[112:07] of phasing the design of these projects as we move from west to east. So that is my update on Colorad0 7. Again let me pause here and ask if there are any questions. I have. Question, Jane. Thanks for this this update I i'm curious, so that I understand the different portions or kind of different phases, and i'm curious how so as as as it moves as the road moves through different jurisdictions like, could the design be quite different between them because of those just different jurisdictions that are, you know, overseeing their section of the the road? Or is it like expected, for instance, that there will be consistent implementation of a off street by path.

[113:07] Yeah. yeah, Becky, that is such a great question. There is absolutely an expectation by C. Dot and the coalition that there be consistency between facilities. So there is like an overall sort of umbrella corridor team being managed by C Dot, both region one, and in in region 4 which this project spans to ensure that they're developing things like a bike way. Treatment, design, guide. and they'll do the same with other types of infrastructure, like transit facilities, etc., and they are coordinated so that all of these projects are kind of feeding up into those coalition conversations, and we have staff level, regular staff level meetings to ensure that those projects are linking to each other in such a way that as a user it doesn't matter to you if you've crossed from the city of Boulder into Boulder County, it feels like a consistent facility and and service, for that matter.

[114:02] great. Thank you. Yeah, that's a it's a big endeavor. Okay, let me keep moving on, then. Last, but not least, let's turn our attention to Colorad0 1 19 0r the diagonal quarter project, You know we thought this information was important to share, as the diagonal highway is. has one of the highest. It's one of the highest cash roadways in Boulder County, in improvements to this regional quarter, our first and foremost intending to improve safety for all users, particularly our most vulnerable users. I think these are some very sobering statistics, and given the recent fatal cash on Foothills Parkway, which connects directly int0 119, is of, but most important to us as a community and t0 0ur county partners. But that's not to say that there aren't other important needs, as seen here, a lack of a direct bike connection unless you'd venture to ride on the shoulder. Limited, Rtd. Bus service operating in mixed traffic and forecasted growth in the quarter mean that new solution solutions to transportation improvements in this quarter are needed.

[115:19] This map illustrates the many projects that are actively being coordinated among corridor partners, including C. Dot, Rtd. Boulder County, and the city of Longmont, so essentially in one snapshot. What this map is illustrating are the major improvements that include bus rapid transit and transit enhancements, and you'll see 2 different routes coming into boulder, serving both downtown as well as the cu campuses as well as a route that serves Longmont, both up Main Street and on the western side of Long Line itself a commuter, bike way, which I know Tab has been very involved in helping to refine the design of, and you'll see in that in that green legend many of the underpasses to make travel through the quarter on it by comfortable and separated from traffic

[116:09] intersection, optimization, which I'm going to show you. A few illustrations of an in in a minute first and final mile connectivity and of course, enhancements within the city of Boulder, such as the 20 Eighth Street Improvement Project will, which will facilitate expedited transit, travel time. so as you can see in these drawings and illustrations inter intersection improvements paired with bus. 2 jump lanes at major intersections along the diagonal are expected to provide exceptional brt travel savings and trip reliability, cutting travel time nearly in half, and forecast it to increase ridership by more than 30%. So, as you can see at the top. This is an illustration of the preferred design concept that the intersection of 119 and 52 as well as a typical bike way underpass on the lower left hand side, and a typical Brt station design with the station in the Median, and the bus is pulling over, jumping through the queues to avoid those con congested choke points at major intersections.

[117:16] There's a lot of information on this schedule slide. I don't expect you to read at all, but what I would like to direct your attention to is the right side of the schedule. So we're currently in the process of final design and plan to move into construction in 2,024, and Rtd at the same time is claiming to phase in improvements to the bolt service, to begin full implementation of bus rapid transit in the coming years. as you can imagine, as we move through final design and complete this last phase of the process before, add an advertisement goes out for construction. There will be additional opportunities for community engagement, and we'll keep you updated as we know more about this process in the coming spring timeframe. That was a lot of information. Thank you for taking the time to listen, and if you have any questions, i'd be happy to answer them.

[118:08] Thanks, Jean. I'd be curious how we prioritize our local commitments to these projects with all of our other local demands like, When does that get decided or prioritized. Can you be a little bit more specific. like in a in a tip cycle? How do we decide whether to prioritize regional projects like this or local, more local projects that Aren't State highway brt projects. How are we making that? Probably judgment sure? And when you say prioritize, are you talking about the projects that we, as the city of Boulder, are bringing forward, or are our our local commitments? I i'm happy to to a second here. Yeah. So so I think I understand what you're asking, Alex and

[119:02] the I I would say it's not super straightforward, right like there's a little bit of judgment calls that we're making. So there's 2 separate calls. Usually, when it comes to tip. When we're looking at applying for grants, there's the regional, and then there's the sub regional, and the projects that Jean talked about today are mostly in the regional bucket. So we're coming together with partner agencies, looking at how we can further these corridors. And and so we are a partner on those regional projects, the regional tip applications, and then separately. There's a sub regional call which are the ones that you all are very familiar with, because that's what Tab has been intimately involved in this year, and then those are prioritized, you know, as as we've done. But we're we're basically saying that both our priorities right. If you look at the Tmp: we've said regional travel is a priority. And we've said.

[120:03] making say our local street safer is a priority. And so then we're funding both of those priorities, and and they're not necessarily being compared against each other when it comes to how we're funding each. We're saying they're both priorities, and we're going to fund them as we can. And you know, I think there's certainly opportunities for us to get more specific about that. But historically it it hasn't been. You know it's. I would say it's a little gray. It's a little vague on that. They're both priorities to us. Garrett. I I don't know if you have anything to add just from like a cip budgeting perspective. but certainly chime in there if you do. Yes, Garris, later, and i'm trying to use my new title according t0 0ur new, our structure now so civil engineering manager for capital projects.

[121:00] So the I. Everything Natalie said is absolutely a spot on. The only thing I would add is that the the regional tip call for projects tends to be more favorable, and that because there tends to be more funding partners that participate. For example, the preliminary concept design for C0 7 that gene highlighted there was funding participation from Broomfield, from Adams County, from Thornton, from Brighton, from Lafayette, from us, from C region one from Cedar region 4, and you put all those local funding partners together, and I think we wind up putting in like $200,000 of local funding for what turns out to be like 1.5 t0 1.6 million dollars of actual value realized. And that's just a really great leveraging ratio. And so when we see an opportunity to like that, we'll, we'll typically be opportunistic and look to to take advantage of it on these priority regional quarters.

[122:05] And and i'll also add, you know, I think, and we could probably talk about this for hours. So I I won't g0 0n too much, but I think it. In addition to you know, leveraging the dollars across the region with our other partners. you know there's a there's a history right around how we invest our dollars regionally, and the commitment as far as how we're trying to. Given that the number of people that are coming into boulder on a day to day basis. We're a partner to all these jurisdictions around us, and we want to also meet our goals as a community. And so there's a need to invest, and and if you go all the way back to the 2,014, you know Nams study. there's a coalition of of regional jurisdictions that are all working towards that goal, and it would be a a really big divergence from that partnership and collaboration with all these regional jurisdictions for us not to, you know, Go in when all these regional jurisdictions are saying, hey.

[123:06] we want to improve the corridor, and i'm not saying that that's not possible. But it would be a very big political divergence to say we're not going to be a part of those processes and partnering on those projects. So just good. I think background for you all to have. Yeah, I wasn't suggesting that i'd be curious if prioritization has changed all in recent years, though with the pandemic, far fewer people are commuting, or people are commuting less often the ability to hire transit operators has skyrocketed as have construction costs. It seems like a lot of the cost. Benefit has changed with some of these projects in recent years has our plan. Our plans are our priorities been impacted by that at all. Gina. I don't know if you want to speak to that just as far as yeah, that's that's a really good question, and I can speak to that. I mean. For one thing, we are seeing the numbers begin to tick back up right on our major quarters.

[124:02] What we're doing is we're working with with c. Dot, and our partners to adjust forecast accordingly, because, as you can see, these projects are pretty long term in nature, right? So like we're still just in the preliminary design phase of Colorad0 7, for instance. So you know, when you, when you compare that to say, like improvements t0 20 Eighth Street. These are improvements that are going to be phased in over a course of you know, 1015 20 years, and so we do anticipate that there will be a semblance of sort of that pre Covid travel volume forecast. But what's happening is we're seeing those peaks start to change right, so they're not the peak travel time isn't as peaky it's starting to soften. So we're starting to look at how designs will accommodate that over time with different usage of the roadways during different times of day, and adjusting travel volumes accordingly as well. Thanks. Yeah. Anything else from Tab? Not seen any thanks for that update. Now, is there more from staff here.

[125:04] That's it on the first item. Thanks, Jean. So we have a quick update from Scott. Select on our so an ice response review project. So he's here to just say a few words about that. Yes, thanks, Natalie. Hello, Scott, Select transportation maintenance manager, and did want to. We were originally scheduled to present our snow and ice Response review project today. but we have bumped that to the March thirteenth meeting instead. So I did want to take a moment to just touch touch in with everyone and let you know we're we're coming up on a a pretty major milestone in the project that later this week. So wanted to inform you all of that. So we we began this project in 2,022 to Assess the current snow and ice program

[126:02] and and do an analysis and consider some changes to that program purpose. It goals to better meet city service and community members expectations. So currently we have documented our existing program, and this spring we will be considering changes to the purpose and goals. One of the inputs to the purpose and goals. Update is community feedback, and that is the milestone that we're coming up on. Later this week we will have a month long window of engagement open, and that that engagement shares the current program where we plow and why we plow those areas, and we will be seeking community feedback to help shape the possibilities for future updates. Mailers announcing the engagement are being sent out to all residents and property owners within the city limits. and there is a virtual open house available on demand to share the information and obtain the community feedback.

[127:14] We're planning to attend the March Thirteenth Tab meeting. We will also share that information out with tab the URL and link to the community engagement page. and we encourage you to share your individual thoughts in the questionnaire and look forward to the board's net input next month. and we are anticipating that the project will be completed late this year to help inform the 2,025 budget discussions. and that concludes that concludes my update on the Snow and Ice Response Review Project. Appreciate that, Scott, and look forward to seeing you back next month. Thanks, Alex, and thanks, Scott, I'll just say and make a plug for keep an eye out for the story. Map. Virtual Open house that will be coming out later this week I got a sneak peek, and it's pretty cool, so

[128:09] great. Well, let's see we have another quick update. This is actually it will be a request of Tab so, and I believe Allison is he here? Maybe she's just not coming up on my screen. Veronica, Could you please promote Allison? Yes. I will. Hi, everyone. Thank you so much for having me this evening. Hmm. Hi, Tab! I am Alison Moore, a senior transportation planner for the City of Boulder, and thank you so much for having me this evening to share about the airport community conversation.

[129:08] And as you saw in your packets, and we shared in previous emails about the background of the airport community conversation. And what I'm coming with you to with this evening is to request a tab liaison for the community working group. And what we're what we're aiming for here is to have a participant on our community working group, which will be about 20 t0 30 individuals from a. From a wide range of of folks in the boulder community, both on and off airport stakeholders, and we are aiming for our taboos representative to share our translation, advisory goals and and translation, Master Plan perspective on this project. So i'm happy to answer any questions about the project itself. If you have any additional questions from the packet that was shared with you, and if you have any questions about the liaison position itself.

[130:10] Thanks, Allison. Appreciate it. The the packet that you sent over to any Tab members for the express interest in this position. Yeah. he has something to say. Yes, I had a question. alternatives and benefits and costs and and downsize. But why? Why is something changing? What's what's the impetus for this?

[131:07] And before our next airport master plan update? It was identified in the Boulder Valley Comp. Plan to do a study to look at neighborhood serving uses at the airport. and so that was that was one of the initial reasons for bringing about this community conversation and identifying goals and visions for the Boulder Municipal airport. Okay, thank you. That helps a lot. and I will share. Oh, sorry! Briefly. I just wanted to add one thing when we were sending in the packets there. There has been a scope expansion for the community working group members from 3 meetings t0 5 meetings. So I just wanted to share that prior to anyone committing to being the liaison. Okay, and will that involvement? So the involvement right now, or when? From what? This in the packet was from February to June. are you expecting it will go later in the year than June, or it will be squished into that same time period.

[132:09] We are expecting it to the remainder of 2023 to allow for more meaningful engagement. Okay, thanks. I guess my one other comment was, I thought we didn't really need the was a huge attachment t0 0ur stuff in the packet. It's the contracting agreement and all the nitty grid we didn't need to see that. So that was a whole bunch of John's, but I didn't have to go through, in my opinion. Right? Thanks. Almost at least anyone on t on the express interest in this Alex. Can I offer possible interest, although I hope that there's somebody who's would be better suited than me. But I would like to see somebody going into this that has at least some. I I don't know interest or or perspective, and what I might bring is something that's pretty pretty specific, and maybe not not the right, the right focus. But

[133:11] when I think about the future of it, of a municipal airport or local airport. I'm: i'm really wondering about the future of the of of like future technology like what small battery electric powered machines are going to do to be tall for the vertical. Take off and landing stuff and drones, and that there is the potential for an incredible growth. a privately owned and operated vehicles that I don't think anybody is talking about right now. We Haven't talked about it a tab, and there's some pretty dystopian futures. I think there's also some features that I mean. This is stuff. It's just you know we have to work with. So I you know I just I I I bring some perspective and and experience with this, but like this is a very narrow size, like

[134:01] everything. So hopefully. Somebody on the on the board has a wider expertise on airports, and would put themselves forward. But if but if if we're looking for somebody, and this sounds like a perspective that the Board wants, that I I put myself for. Sounds kind of interesting, but I don't think I have any unique perspective. Either you might have more with the knowledge of all those vehicles and and Brian. One of the reasons we, one of one of kind of the expectations of the Board members as a liaison is to share the information from the community working group with the board and and vice versa. So so you you don't have to have, you know, airport experience, you know, to be on the board, and i'll also share that we also have a planning board liaison on the community working group as well. So again, if if there's interest, you know we we'd love to have you No, No specific expertise is needed.

[135:26] You should do this if You' on it. Thanks, Ryan, for expressing semi-interest. I will confess that I was part of the interview panel for the current director of the airport. Erica Phantom Brandon asked me to do it, and I told her No, thank you. And then she came back and said, Pretty, please. So I did, and I did learn a fair bit more about the airport operations than I had known. and I think that's possibly the benefit of this community working group is that it will

[136:03] have people who just have 1 0ne narrow perspective to understand sort of how it's being used, and by whom it's being used, and the impacts of that. So I do have a little bit of background on it. That being said, if Ryan is semi interested, that's probably more interested than I am. But, Alex, if you had to. or if we had to just sort of up, you know. pick a name out of a hat, or whatever I thought i'm jumping, i'm jumping and making a motion to nominate you. But I guess we should see if anybody else wants to. No; but you want to. I think there's also some, some a land use component to this, and the connections between gun barrel and the rest of boulder. There's it's not just airport stuff potentially that he

[137:01] i'm a little wary of committing myself to more meetings to be so little a little unsure, if I can understandable alright, to Lorrain, which one of you wants it. Yeah, I I wasn't. I guess I wasn't. Following your sort of punchline. Are you saying? Because you did the the the previous work that you're well suited, or are you saying because you did the previous work? You've done your duty, and it's somebody else's term. I wasn't really saying either. I just thought it was relevant if we had to actually like put like. And I think if you are semi-interested, that's probably more interested in. I I would prefer you to it. I'm happy to be like the alternate or something. Alright, Brian. Yeah. it's going to be fun. So fun. Allison and John. We yeah, we we have a good time. Well, it'll be fun. We'll we'll make the open houses and the meetings fun, right? I promise.

[138:08] I'm i'm excited about it. I'm sorry I don't mean to it's really, you know Brian, if it makes you feel better. I didn't know too much about municipal airports, and I've learned a lot from John in in the past few months, and it's it's it's pretty interesting. Great looking forward to it. Thanks. Everybody. Thank you, Allison. Okay. And another Cwg request coming right up. So you get to spread the love Ryan. So I am providing this one tonight. So a couple of staff from transportation and also from climate initiatives are working on the Street Light Acquisition project, and this is pretty exciting. This is the acquisition will be occurring in the full separation will be occurring this year. And as we prepare for that. the staff team is

[139:08] forming a community working group to basically solicit feedback and input on how we go about kind of lighting the community, and like what temperature of lights that we use depending on the context that the lights are installed, and so the and I should say, part of the acquisition. The reason we're acquiring the system is to convert to led, and that by converting to led. We're saving money, reducing our greenhouse gas emissions. enhancing the rel reliability and customer service of the system, and then reducing unwanted night sky. Impact. So there's a lot of really good things that will come from this. And

[140:02] and so it'll be important that we're kind of getting the community feedback as we prepare for that transition. So tonight we're asking tab for a representative for this working group. I don't have as many of the details as far as the commitment goes, I know the work will occur in 2,023. The working group will work will occur. And I believe it's going to be a few meetings, so you could probably guess around 3 ish meetings, and the one thing I will say is the working group Will whoever you know, is willing to represent. There will be a commitment to it. Will. There will need to be at least one night meeting, because folks will want to g0 0ut and kind of see the impacts at night with the led. So that's just something to keep in mind if that would be a constraint on your schedule. But yeah, with that i'll leave it to you to discuss. I have a little experience and interest in lighting stuff.

[141:07] I i'm kind of interested. It's nobody else. Yeah, i'm interested that we can clarify it. Sorry. Is this something we need to a point tonight, or might we know more about the open web seat next month. Well, I believe they wanted to have the because I did ask that question of. Did we need to figure this out tonight? And it seemed like they wanted to be able to get the group convened as soon as like next month. and so I don't believe we want to wait until next month to get a representative. But you know, if that's what's necessary, then we can certainly

[142:01] do that. Brian. Did you have a question too just just to clarify help, maybe, for the group is this: Does this include? Is this about new network design of lighting overall? Or is this just like bulbs and posts that we already have. And you know i'm just thinking about what sort of the scope. Yeah, I believe it's more so. The bold the post that we already have. and transitioning those over to led and depending on where they're at what temperature we use. Alright, Well, with Tel and Tony both having interests. Can we put you both down tentatively, and then we'll see about the open board seat in a month and can adjust from there as needed. Yeah. Does that work, Natalie? That sounds good to me. Okay.

[143:00] Okay. all right. That's great. That's it for matters from staff. Thank you. Thanks. Under matter from the board. The first thing is a debrief from the 2,023 annual commuting solutions, legislative breakfast, which is meeting solutions in the Northwest Mayors and Commissioners coalition. Ryan and I attended with some staff and council members to hear about from elected about what else going on in the region. Brian, you have any. Take away from that. I appreciated that city. Boulder was there, and had a table up at the front right next to the Governor, and the tab had a chance to to go. It was I I I don't have any obvious like your takeaways from it.

[144:05] I I don't know if there is any questions folks have this point. It's kind of kind of long ago. I I guess I would. Yeah, I'm: i'm grateful that staff sort of work to get us get tab members represented in a meeting that had limited seating, and i'd love to see more of that. It helps to understand immediately understand how we get into some of the bigger the bigger picture I don't have a lot more substantive to say. Yeah, i'll appreciate. The invite was good to hear about some of the higher level coordination. We often get reports from of how Boulder fits into the the broader system. It was good to hear a little more comprehensive with a an organization that's focused on a broader scale in the city. So hopefully that's back again next year, and the board can send a couple, maybe new representatives. Next up is North

[145:00] Broadway. If there's something else on the breakfast I know we've heard tonight. 5 plus people speak about North Broadway Councils gotten some inquiries about it. I know one tap, member post the question, Why weren't they protected by claims built on North Broadway. that all you want it kick us off with. Yes, I am happy to do that so. and I I have a little bit to say here, so i'm just gonna dive into it. So to i'll go straight to just to Becky's question of why we didn't build protected by claims. So as I wasn't here for these discussions in 2,019. I've spent some time over the last few weeks looking back at past documents and meeting minutes t0 0bjectively understand how we got here.

[146:00] Given the constraints of the right of way, competing needs and a constrained budget. There were trade offs to be had. Ultimately Staff implemented it as a design that tried to balance the competing desires from community members to retain space for existing and feature on street parking, while maintaining reliable vehicle travel and enhancing safer bike and PET travel that resulted in what some may see as a less than ideal final design. I can't speak for what occurred then, but what I can say is that as we move forward with projects like this. we will collectively have honest conversations that address the question of trade offs when we can't have everything, including trade offs related to a constraint budget. and that won't be left to staff alone to decide. especially as we prepare to implement the can. It's important to remember that council in the community are the decision makers, and we staff are here to implement going forward. I can commit to having transparent and canted trade off conversations with Tab Council and the community as we continue to work on implementing the can and other projects in our community.

[147:04] And with that i'll hand it back over to the board and happy to answer more detailed questions. Thanks. thanks, Sally. I really appreciate that, and I think that's a plan for success. I try to Morton. People don't worry too much about this happening again, because I feel like there are many safeguards in place that will ensure. But nothing like this will happen again. and it's it's really unfortunate with all this criticism coming in, because I know most of the people who are the part of that are have since left the city, and the people who are here to hear the complaints are people who may not have been here at the time. I think he and I were both on Tab at that point in time. So we were pretty intimately involved in this. and I just you as a really unfortunate missed opportunity. It really got off on the wrong foot. The project team didn't consider all the options, and then found themselves up against

[148:03] deadline, perceived where they had, that they had a limited amount of money, and had to to the projects to meet a deadline just, and they need to finalize the plans in a in a few months, and that's when they begin the engagement. And then for the engagement. It was loud and clear that the community wanted protected bike lanes, and first the product team. So we didn't have time to incorporate those into the design to meet the deadline. They were told there wasn't the money to do it. It was believed to cost, as estimated, to cost one t0 2000000 incremental to pull that off. But then it just got kind of weird. We were told that they didn't fit. Sometimes they did. Sometimes they didn't. They were less environmentally friendly than regular bike lanes, and the biggest head scratcher for me was, we were told that they were less socially equitable, which didn't feel like a very honest assessment of the situation. And so it's really. I found it really hard to solve a problem with people who aren't acknowledging that there that there was a problem. We were told that you know, paint is protection on a State highway, and that's what the the community wants.

[149:10] and I think perhaps the most frank person through it all is the the project manager, and he told us that it wasn't an improvement project. It was just maintenance. It wasn't supposed to be a a bike improvement project or transit, or pedestrian. and what I found particularly offensive was he said it, what the ideas that the community brought forward were good, but do them somewhere else which, if you're a resident of North Boulder of the holiday neighborhood. that's a pretty hurtful stance for the project manager to have. And he continued that if the design didn't match the community's plans, the community's plans could be amended to match his design, which I don't think is how planning is supposed to work. and with him, and perhaps others. That's when the the idea for this multi-use path that you see on the west side of the street came up. and I think it was.

[150:05] Our plans called for a separated facility, and that was the easiest place to sort of haphazardly put one out there. and that wasn't originally brought to the community for their feedback. It wasn't in the Staff Recommendation. It was brought to like an emergency tab meeting, and a majority of the Board members expressed concerns about that multi East path long term, though on it's up there now. because it leaves only 1012 feet between where part cars can be parked in the future. On the west side of the street we preserve the opportunity to add parking. Where there's there's none today, and redevelop redevelopment on the west side of the street. It's zone so that it can mirror the east side of the street and have ground floor retail. and a majority of the board voice concerned that you shouldn't have people walking and biking in both directions and bike parking and lighting and landscaping all in that confined of a space. and I know I was led to believe that the the multi-use path was just temporary; that's a detail that seems to have been lost

[151:07] after Tab opposed that approach at the Tab Public hearing Staff presented a new preferred alternative, which included and multiple curb in the buffer. All the materials that we received in the title the description, the Graphics. It. It included the phrase mounts full curve, and that led many to believe that the bike lanes were now protected. and the aftermath of this community cycle. He was very engaged in the process sent to follow up to their folks, saying, thanks to public support, protected by claims coming to North Broadway Reconstruction Project. And I think that's what got people to agree to it, and built some amount of support for what's out there right now. However, there are 2 pretty big oversight. The first was the curb. Every tab member who stayed on the board in the months following expressed either that it hadn't been accurately communicated to us, or it wasn't. In fact, the curb

[152:07] and to the cost we didn't build protected bike lanes because we couldn't afford them. We grossly underestimated the actual cost of these curves, so the the cost benefit just wasn't what it was believed to be what I've I've brought up concerns about ethics, and this product is where that kicked off in the aftermath of the project. A lot of the the team members started trying to distance themselves from the the city's official stance. some saying they told the board things that they knew were untrue. others switching their stance on things. Those who told us that there was a great project that aligned with our plans, and what the community want. flipped into the camp of it was never supposed to be an improvement projects. The improvements are coming later.

[153:02] same people, very different stories. and I think the the pervasive mentality was the one of screw. Your plans. Here's a multi-use path. We've checked the the minimum box. and so fortunately, we're with this project for years behind schedule millions over budget and on day one the bike lanes failed to meet the need or the expectation that we're planning for any other place around town. And the multi-use path is something that has been flagged as if not very viable long-term option. We had the resources and the support to build protected bike lanes and have them in place today. So it's a huge this opportunity, even an embarrassment, that we have this very unique cross-section that wasn't we didn't have to do this. It was it was a choice to do this. There are plenty of off ramps to do something better. and we're left with this this unfortunate reality of live with this street for the next 40 years.

[154:11] or needlessly spend money that we didn't need to to to fix it and interrupt People's lives. We cut so much to start to such an intrusive project up there for residents, especially for businesses. I can't imagine wanting to to kick off another process where we spend millions of dollars to do what we could have, and should have done in in the first place. And it's just a travesty I I feel bad for all the community members involved. I feel bad for everyone who spoke to us, and I I feel back for the people currently at the city who weren't responsible for this. and it's it's sad thing about how much labor went into this. People put years of manual labor into something that i'm day one people like No, thanks. This is not what we need.

[155:02] So it all around the a missed opportunity, and I think, as now he's suggested, as I've heard from Mary, I think, from the actions of the Board in recent years. There's there are so many things in place that will make sure that nothing like this happens again. Deal anything that from the process or no, I think I do think that North Broadway and Broadway, Rayleigh were 2 kind of key points where Staff started taking tab much more seriously because both of those projects came to a school too late to have much meaningful impact it on the design. We did have some some meaningful input channeled a lot of what the community had said that they wanted. But in in many respects there was just too much water that had already gone under the bridge so.

[156:10] but I have seen in recent years staff bringing large projects like this to tab earlier and seeking more public engagement in more meaningful ways. and taking seriously some some of the concerns, instead of just, you know, as you say, like checking the box like we heard you, we're deciding something different. So I have seen an era of willingness to seriously consider and accommodate, and in a much more earnest way the concerns the Tab raises, and that the the community at large raises. I do want to point out that also this project was happening at a time. and it's not that we've figured it out, but we as a city and as a community, and it says transportation staff experts are learning from protective bike lane infrastructure

[157:03] that is still very much evolving all over the Us. We're we're looking at. What other cities do we're trying different things. We North Broadway represented an an attempt to use vertical rather than horizontal separation. which we hadn't done before, and if we do it again, we're not going to do it like this, I assume. But it was a it was an attempt with con limited, you know, right of way and room to put everything that we wanted to try a vertical separation instead of the horizontal separation. Since then we've we've learned some lessons about where that works where that doesn't work. Why, why and where parking protected stuff might be more suitable to where we tested it. So we are still sort of learning, and I think that's that's sort of. If if there is a silver lining. It is that we learned a number of lessons as a community, as as a board, and as people working, you know, closely for the city. We're all trying to make life better.

[158:03] and sometimes, in in seeking new solutions we don't grab the best one. So I wanted to just at least extend a bit of sympathy for staff trying, trying something new and being brave enough to try something new. And hopefully we've learned what vertical separation might mean and could mean, and could be better. Anything else that he? Yeah, thanks for that background. It's helpful. I I guess my question is, you know what happens, You know, after we kind of get to this point, where we have something that doesn't meet kind of safety standards, you know it's not an all you just ability, facility, and I I am concerned that it is less safe than it was before because of the the slope, and because. particularly on the side where you have to like that, Could that, as when common to early, unexplained, where you have to swerve around a large car that's parked, and you go down that slope, and it's like like I'm really concerned

[159:09] about what's gonna happen. I just I feel like that's a worse scenario than like a painted bike lane. And so i'm just wondering, you know, is what would be the path, for instance, to make that safer. Is there any potential to to just not allow cars to park. So so, people we can put something in there to keep to make it. I mean to make it a protected by lane. What would it? What would it take to do that? Yeah, I I appreciate the questions and definitely just the I think we're we're honestly all trying to problem solve and figure out, you know. How can we make this more ideal? So this the team over the last couple of weeks has been talking about just different strategies, as far as like. and for better enforcement around parking education. Maybe some signage better striping like just some potentially low cost kind of low hanging fruit tactics that we can do to make it feel safer.

[160:16] I think you know, around your question of If we were to go down a path of removing parking, you know that? Certainly. I think it would need to be a work plan. Item, it need to be a project that gets prioritized amongst other initiatives in the work plan to to begin like basically a community engagement process to consider taking out parking along North Broadway. And and then, you know, beyond that, any kind of infrastructure improvements. I think it also would just need to be, You know, conversation about shifting work, plan priorities and budget priorities to accommodate that.

[161:03] Thanks. It's one follow up question just if if Council decided like this is an urgent safety issue, you know, like we are concerned that we're going to have bad outcomes here. Could they make it a a faster process, you know, as saying like, we we understand the problems and the risks here that we put the situation, and like until we can fix it. People should not be parking to the right of that that lane, because it's just it's too much of a hazard like. Could Council make that happen faster? I'm just. I am really concerned about that outcome. Second. that's a it's a good question. I I don't know exactly kind of like the administrative versus kind of council authority around parking along Broadway. I'd have to take that one back that question back, but I can certainly do that and get back to you on it.

[162:02] Okay, thanks. Yeah. I'm thinking of other other kind of ways we temporarily. you know, limit parking in an area and saying, You know we're doing it this time for safety concerns. Is there a way to address the snow? Nice concern that was raised earlier. It seems like. Yeah. And I believe let's see Valerie here. Yeah, either Scott or Valerie, I I believe, are prepared to speak to that. Yeah, I can just chime in real quickly that you know we can look at working with community vitality on parking regulations seasonally to be able to do snow clearance overnight. So that's something that we are looking into with. Cv at the moment. Thanks. I just would like to add something. I'm not sure how many of you are aware that that specific road, specifically a monte, is a meeting place for cyclists, and the feedback that I have had starting by my husband is that they're just

[163:14] terrified to write on it because it's become a ditch. I mean, there's so many things that need to be immediately fixed in order for what Becky is very, very afraid of for negative outcomes to come out of this I mean it's just, I think, just waiting to happen, and it's echoed by the community, and I don't know what the fastest fixes, but we definitely need to do something in the short term before something really bad happens. I mean. There's a lot of traffic cyclist traffic there. So it's essential that this is like at the top of everybody's list.

[164:00] and I mean I don't know Nicole physical still here. I don't know if we could visit with city Council, I mean I I don't really have the answer as to how we can prioritize this. But ultimately we're all here trying to achieve 0 right? Our goal is to reach 0, and I think that's where where we are at. If we need to prioritize. Thank you. Alex. I just had something look so well a couple of things. So for some gratitude to the community, members, Cloudy and others who are sticking with this and showing up, after all all of this, and not just throwing your hands up and and giving up on the process. So, yeah, thank you to all of you. Also. Thank you to Natalie for being so forth right. And there's a lot of the key decisions as you discussed happened a while ago, and

[165:03] many of the staff working on this are new, if not most of them. And so what is happening here is kind of doing some forensics, but I I really appreciate something you said, and i'm i'm paraphrasing here, but something something along the lines of making a commitment to making sure that we have values, decisions that are happening in in the daylight with with with community and elected, and i'm totally prayer for everything. But that's what I took from it. I thought that was really that's so important. And I and I know, I believe that that's that's that's something you really mean. And that's that's gonna be very helpful for us going forward. And I've really just been impressed this over this past 6 months or a year with hearing staff. Listen to feedback and take it forward, and I I know there's so there's things in the works that we'll hear about at future meetings where I think we're gonna see more of what Tab is. and and and the community has given advice on and and is is making a difference. So I I have a lot of faith that we're headed in the right direction, and I'm. I'm grateful for everybody who's working together on this to in the next chapter, and then I just have just kind of 1 0ne thought.

[166:12] which is, it seems like, you know this: there's this tension in that. This is a a potentially serious safety issue that just demands attention. Now, some kind of a fix. but also the the local community is, is pretty tired from a long construction project, and so it makes me wonder if there's a chance to do some kind of innovation on the way. The way in which we can choose to the the pace, I guess, of just getting stuff done. and if you'll allow me to just reference a podcast there today, Jeff Jesspek, who's a planner that was actually referenced in the the West Pearl as a as an authoritative figure. He was interviewed on the strong towns podcast, and he he said something along the lines of

[167:06] there should never, nobody should ever do a traffic study ever again, and he makes a case for why. And the the point is the modern. The modern way to do a lot of this is just to make it happen, and Don't Don't wallow too much, and the process of it. So Perhaps this is a chance, an emergency chance to try some innovation on just doing some quick fixes without. you know, maybe doing things with the way we've done before. So thanks for that. Thanks, Ryan. What you just said really struck a court. Of course there was. There were traffic studies here before and after studies, but at 1 point of that emerged from the you know, discussions around this project and tab in 2,019 was that I I did bring up Trini, the the number of of cyclists Adamanti

[168:00] in particular, and it was clear, and the then director did state very succinctly that cyclists volumes had no bearing on there the design Exactly. And I said, yeah, I know. I know that's the problem. So I think that was really interesting. You just said Ryan Just I don't know we we have a in this city now, kind of adopted a public engagement, strategy and and and system for procuring public input and it's not entire. It's never really quite clear to me when that counts when it doesn't count what level it's at. So i'm. Still, despite all of that you know clarity and and structure. I'm. I still don't really know what it's getting us definitely. I think we've we've covered this, and I know. like I probably expect some complaints, some ideas, and we'll. We'll see what's possible moving forward. But we we know that we won't fail the community this, that

[169:10] again any other matters from the board up that you think you had a couple. Yeah, I just have a couple, I think. should be short things at first. I. This is came from a email we got from the public asking about. particularly at 30 30 Street Project, but spurred a bigger question, which was how how existing bicycle and pedestrian volume. So it's kind of ties into the last last conversation. How that is used for determining when to pursue a safety project. so do do. Does there need to be a demonstration of a certain amount of people are biking or walking in a certain area before we will implement a new

[170:08] project, for instance, to build a safe crossing. And yeah, so I guess my kind of general question is, how is that kind of information used for decision, making, understanding that in many cases, if there isn't that safety enhancement a lot of people simply aren't going to bike or walk, or you know, d0 0r, you know, use some alternative motive if they don't feel safe to begin with. So yeah, it's just hoping for more insight on that. Thanks. And Devin is here to respond. Hi! Good evening. My name is Devin Johnson. I'm. The principal traffic engineer for the city. Becky. I would say that most of that is detailed within our pedestrian crossing treatment installation guidelines. And that document

[171:01] is based on research that shows that really it is important to have pedestrian demand before putting in a pedestrian crossing treatment. and the reason for that is that when there is not demand. motors can be taken by surprise. They're not expecting pedestrians, and we don't find that the yielding compliance is nearly as good even with the crossing treatment installed when there's low demand. So in the case of the guidelines. There's specific criteria that calls out a certain number of pedestrians be present within an hour or within a 2 h, period or 3 h period. and those are the criteria that we use to determine whether to install a a crossing treatment. And then from there the the type of crossing treatment is based on the the speed of the roadway. The Lane geometry of the roadway, as well as the traffic volume on the roadway.

[172:06] Thanks, I guess one of my questions is, how, then, how that ties into like equity of access for different modes and for different people, because we know that when conditions are unsafe. like a wide, wide range of the population, is not going to. you know. Choose to walk or choose to bike, or you know, depending on how safe they feel, and and it tends not to be a very representative segment of the population that is willing to make those choices to walk or bike when it's unsafe. So I guess. How do those factors sort of tie together in determining determine this kind of I mean, Are there other factors that can be used. For instance, it's a quarter mile between crossings, and that's too far, you know, like other things like that that would inform why you would build a safe crossing. and it's in a highly populated area, and it's a destination that's really popular. You know all these other factors, I would think, would play a role. not just how many people are using it when it's unsafe state.

[173:09] Yeah, can can I just add to what Becky says before you answer Devin? I'm sorry, but it it's because it seems like a vicious circle. Right? I mean you're not gonna have the quorum that you're looking for to improve the crossing, because people intuitively are not going to go because they don't feel safe. So it's like, you know. whereas it doesn't really justify a need. There could be a lot of people that that would rather cross there. But they're walking further away because they just don't feel safe. Alright. Sorry. So just my 2 cents. Yeah, thank you for adding that. You know it is. I think, to Becky's point. That is a consideration within the guidelines is the distance to adjacent crossings. You know, a quarter mile is quite a way. and I think what we found. I think the distances you're talking about on Thirtieth Street is something like 500 feet.

[174:07] So you're asking people to go in total like a 1,000 feet. say out of their way to get to this signal at a Rappaho to cross Thirtieth Street in relation to the kind of chicken or egg argument and the the If you build it, they will come. It's been our experience over the years that that is not the case within the city. There have been instances where we have put in crossing treatments. and the demand has not been realized for whatever reason. So we we do have some past experiences that we have across the city where we've maybe deviated from the guidelines and put in a crossing without the demand. and then the crossing demand has not been realized as expected.

[175:01] So I think that is why we we do take a cautious approach and want to study things carefully before putting in a a crossing treatment. Yeah, i'm hearing you, maybe something I need to learn more about or read more about to understand. I just. I I guess I see others examples of it that I have a hard time kind of reconciling like we're talking about this site. Review earlier in the meeting, and there's like a new road for 2. It for car traffic to go through. But it's not clear like what was the demand factor there, you know, for building new roads. And then I know I similar thing in the East with their subcommittee plans like we need to build these new roads for cars, and they need to be, you know, multiple links and and but there's no like estimate of demand for car, you know, for cars to travel, so it feels like hard to, you know. You see, like the sort of what what it's hard to reconcile is like the demand. Biking and walking and rolling of other forms has to prove that it needs something, and like

[176:04] driving does not, is how it ends up. Feeling. I know i'm oversimplifying. That's how it ends up feeling. You know that like, Why do we have to? Why do we have to prove that people need safety when there clearly isn't a safe, you know facility somewhere. and maybe it's different for crossings than for on street. safe, like, you know, traveling along the street. I don't know something. Thank you. So, Devin, I I am aware of the pedestrian cost and treatment guidelines. I think that that was a work plan. Item for staff in about 2,020, and the pandemic happened, and and so that didn't actually get updated. So what we have we're working with is an 11 year old document, and it certainly does talk about what what you described that it's based on sort of minimum pedestrian volumes, and also saw lower compliance on lower Speed roads.

[177:00] and I've raised this. I think. So. I also want to make sure, Becky. This came up for us in a recent email conversation with a member of the public who was asking about crossing Thirtieth Street. and it's at a location near Marine, between Marine and Scott Carpenter Park. and I was more concerned in past months of with crossing people getting diverted from the multiuse path during seasonal spring flooding. because that underpass closes, and multiuse path. Uses are directed very far out of their their way to cross either to Arapah0 0r at Colorado. So I said, we should really be, you know, looking at having this interim treatment. and then I hear Devin's response. It's not the first time we've heard this. but I went back and looked at that. The guidelines. and they page 12 t0 13. Section 2.2 point 10, says Staff, is aware of the fact. There are locations where pedestrians regularly cross arterial roadways. And yet the crossing does not serve a multi-use path for a school. So we would be thinking more about the marine and thirtieth.

[178:11] These locations typically occur on 4 lane roadways, which thirtieth was. or 6 lane roadways often to transit, stops in the area. In some cases it may be appropriate to install treatments that facilitate pedestrian or bicycle crossings. But stop short of the signed and march processing treatments to find in table one which is what you are relying on, you know, saying there's minimum volumes that we need to see. I'm not gonna read the whole thing to you, but I could. So I did want to point out that it's it's talking about acknowledging the crossing. and the only other option would be to ignore the crossing. But Staff does not believe this is an appropriate response. These treatments will only be considered. It's a location is more than 300 feet from the near assigned a mark pedestrian crossing, and it is believed that there is little potential to redirect pedestrians to a more defined crossing location.

[179:02] And I think these spots on Thirtieth Street that we were talking about. They basically do meet this criteria, I am not aware. And maybe you are of whether there have been any observations or accounts of pedestrians crossing at these locations. I think some of the Scott Carpenter Park stuff is likely to happen more in the summer when the pools and heavy use. But this community member was saying that it also happens with with employees parking at the sort of a shared CEO City boulder parking lot. So i'm just not. I'm not aware of how much attention we have paid to the crossing. or whether it's just sort of anecdotal that we know that people do. But we certainly do know that we close that underpass during spring flooding. And so for a regular portion of the year, reliably we're we're seeing flooding events that that that that divermal. These path users right in the middle of of Thirtieth Street, between Arapaho and Colorado. And so this really might be a place where we can

[180:09] sort of acknowledged reality, and I think you would have support from that in the current guidelines. Yeah, thanks for that to you. There, there's certainly a lot to respond to their I I will start with respect to the Boulder Creek path crossing. and Garrett can chime in here if if needed. My My understanding is that largely some improvements have been made to the creek such that that's like a once in the year, once a year. if that occurrence of the flooding of the trail. So again it's. It's very irregular. And again, if it were t0 0ccur. I think you might get the demand to meet a crossing treatment, but it's only g0 0nce a year. So the other times of the year

[181:04] people aren't expecting people to cross there and then, with respect to the Scott Carpenter Park. There's sort of another debate there, and it becomes very nuanced. My understanding of what's occurring there is that employees and and students going to the cu campus. our parking, and the Scott carpenter lot. because it's free. they don't have to pay. and if they park on the Cu. Side they have to pay. So it sort of brings up this debate about parking management, and and you know, one way to mitigate that condition from occurring would be for the park to begin charging to, to, to to park at the Park and parks and Rec staff obviously has been against that for for their own reasons.

[182:02] but it's my understanding. That is the primary interaction of what occurs there is it's it's folks going from west to east versus When the pool overflows. you have the other occurrence where people overflow into the paid parking at the Cu. Lots. But I will say that we are going to do some data collection specifically at the Scott Carpenter location. and we'll do that 2 times, once likely in April or may definitely, before see you lets out for for the year to capture that interaction of people parking on the West Side going to the East Side to for to see you. and then we'll do it again, you know, maybe on like a weekend in the summer or a weekday. Whatever we we find from parks and rec staff in their experience of when the pool is most likely t0 0verflow. We'll try to capture one of those days to get the interaction there as well.

[183:04] Okay, thank you. You would think by now I would learn to not hypothesize about what's causing what. But in any event i'm glad to hear your you're, you know, collecting that data, but it does. It does kind of sound like, you know. whether whether we PIN down the reasons or not, it would still lend itself to be a place where we could, we would consider a crossing treatment, because we're unlikely to be diverting pedestrians away from there. They well, the thirtieth location becomes quite complex. I think there could be a full study required of alternative. You know locations of where to put the crossing and then the crossing type that would be needed as well again. Thanks so much getting some attention. I know, I think, that my understanding is parks and wreck is continue or increasing. How often they encourage people to park on the sea side of the street when the the pool is is really busy. It also

[184:11] advocate that if we do a good job reconstructing 30 Street, or as many millions of dollars. It should lead to more people on foot and on bikes, and if we do a good job with the multi level infrastructure will see more multimedal users, and that I think it it could be more justified with that. And I don't have any other questions. But I think it is, and still kind of you know, it's just hard for me to sit with this idea that people have t0 0kay. And i'm not speaking specifically to Thirtieth Street. I not quite. I'm not really in the in the weeds on that myself, but just the idea that people have to be

[185:00] using something on safely before something can be put there that's safe, and I hope as much as possible. Other kinds of objective standards can be used before it gets that point. I understand there's decisions between doing it here versus there, and there are reasons, and of course I want it. Staff expertise to to, you know, lead us to a lot of those final decisions. But but I think as much as possible. You know what, having other objective standards for. Why, we do something when we do something, and if there's a problem with yielding, then maybe that's a problem with the design of the crossing. for instance, maybe cars. Aren't slow down enough, you know, by the design of the road things like that. And again, an equity consideration that that we know a lot of people simply are ruled out. In the first place, when something isn't safe for them to use. And so they're never going to demonstrate that they would. They would use it. So it's just something I'm going to keep in mind for future projects. If if this comes up as a criteria, I think. But

[186:00] yeah, I don't think of anything further on it today, and I appreciate you letting us know about the crossing guidelines and answering your questions. You're welcome if you do you have any more matters? Yeah. Sorry. Just one more. I'm going to say I had a question about. I wanted this for a while, and I feel like I've been on the board long enough. I just ask is, you know we receive. We first have a public comment and our meetings, and we have we receive emails from the public? But I'm: I'm. Not clear, you know. Do do tab numbers respond to every email? Should we respond? Should we not copy each other when we respond like I just. I don't know when is the right time to respond to something or when when is not. and you know, because I know it can be. One of the most frustrating things is when you give input, to something, and then you feel like you know, it was useless. So I don't want people who come to tab to to to feel that that way, even though we, of course, can't address

[187:00] or help with everything. But yeah. So I just I mentioned hearing from other board members like, how you how you handle how you, when you respond like. yeah. interested in feedback. It's like some increase of asking for inf0 0r I typically leave for staff to respond to. and then I don't respond to every email we receive. But sometimes i'll respond to myself to thank people for writing in. I share the concern. Here's a resource, whatever it might be, but it's it's not all the time any other feedback from to respond substantively, and that was taking a lot of staff time.

[188:03] And I, they don't get the sense that that's happening as much anymore. And so for a while I think a lot of top members were just like, Well, let's wait and see what happens with the you know if if an official staff person responds, and then we've also always said, You know, if you, if if something strikes a particular cord with you as a tab member for feel for sure feel free to jump on there. and there's no harm in C seeing other. I would b c them if you want to. If you want to show other Ted members or staff, or something that you have responded, and what you've said, that's there's no problem with that. But just don't try not t0 0pen an an email chain where a bunch of people can comment back and forth. So just use BCC for that. and then, usually, and this is usually in the staff response as well. It contains some language like I. You know I saw your email. I'm just responding for myself. You might hear from other people on this, you know. I hear from other board members or staff members or something. just to make it clear, like you're just just reaching out, and not not necessarily trying to like close that issue.

[189:05] but that you wanted to give them some acknowledgment or feedback, or whatever. Thanks, Tila, Natalie, do you have anything from the staff perspective? Yeah, I'll add from the staff's perspective so definitely. There was a time several years ago where the expectation was that Staff was going to respond to every tab, you know. I would say we're on the other end of that spectrum. Now. So when emails come to the tab email. My understanding of that is that a community member is trying to share information with Tab, and it's totally appropriate for T to then want to bring that up in a board meeting in the public Forum, where that community member is, seeing that you know there's something that's being kind of followed through on by Tab. But we're i'm not expecting Staff to respond to that email. But we can be prepared t0 0bviously, you know, similar to what we did with.

[190:03] I get some questions about that. We can certainly be prepared to to speak to it at the next at the coming tab meeting. But we won't, you know, kind of, because what we found was that like it did become this essentially another place to have a meeting, or like to have a forum with community members around issues that we're going to tab, or that should be going to tab. And really you know it. That's not a public forum. We don't want to be conducting ourselves over email that way. And so that's kind of the perspective from from staff at this point. Thanks. Right. And I believe you got a couple of matters. Yeah, okay, shifting here a little bit. So I just wanted to make a connection on 2 2 topics today, and and and to bring them together on the transit. Update the gene leading. There's some discussion about how we prioritize certain projects

[191:03] and favorite topic of my Ex. I I've said before, and I and i'll keep, probably having say this, but I I really think one thing that will help with effectiveness and efficiency in all of our work together is making clear out. Proposals or projects are intending to support system goals like motion. and I, to make the other to make the connection Council members fear presented on Dr. Kog and the the strategy, and how there are now some really a concrete elements of of what our future funding for the city of Boulder could be resting on, and a lot of this I forgot the elements. but they they have. They They they support or interact with our mo chips and Vmt and vision 0 goals. and just wanted to.

[192:01] Maybe it's obvious t0 0thers, but I just suggest in case it it it. It only struck me that those might be really nice things to hear about, or at least to try in in upcoming. You know i'm not sure what proposals we have coming up next, but just to consider those Dr. As we hear about as a staff might wish to. you know, show a a reasoning for for for projects. So thank you, Councilmember sphere for that. So that's the first thing, and then the second thing also something else in the meeting. I you gave me an idea Becky had. Well, okay, so sorry. This is on the minutes. And first I just want to say how great. The minutes are work, I think. from our last meeting. Then we approved Today there's just an incredible amount of detail and fidelity in there, and I so, Kudos, I think Meredith is in charge of that still, and thank you. I I think it's great, so I don't want to add to the plate, but I do. It did make me think, when I heard Becky make a comment about how

[193:09] there there was something about she was saying like, Well, I Hope Council Council should hear this, and I do. The substance was on like how, I think, with how existing parking mandates get in the way of some of our these more project based proposals, and it just got to me thinking that how tab fulfills as we fulfill our role and advise the Council. You know we're. We're covering it like so much material here at so many different levels. And there's a few nuggets of meetings like this that that I would imagine. You know Council might want to know if we're saying, hey, we'll counsel here's this. But I don't know that we have a a real way that we sort of extract like what came from this meeting that we need counsel to here. and i'm not proposing any of this process. But I just I don't know. I just thought that was a really important thing that Becky called out for Council, and I create the Council to hear that, and I just wonder if

[194:02] maybe there's something in the minutes where you can. But this may be a question for Council members here as our a number or yeah here. That is an actual council member like how they use this to to. You know they are, how they consume, if at all tag to have information. So I guess i'm not proposing anything as far as process. But I just wanted to draw that out that I think there's there's something we might want to think about like. How do we get the nuggets in these meetings to counsel that we think we want cancel to hear when I don't wouldn't expect them t0 0n their own. They would just like, read, read all the minutes. Can I respond to that real quick? I think I would like to put a PIN in that one for our retreat. So we're coming into, you know, a new appointment round of appointments for to Commission City wide, and then we will probably follow up with our retreat pretty soon after that, I would hope. But I was struck. I was talking to Rachel, friend, council, member friend recently, and it became clear. Yeah, definitely. They don't go through and read all.

[195:05] But you see, it really did not know a whole lot about what was happening in tab. And I said, yeah, this is something we got to really PIN down, and I don't want to put anything more on council, but it might be a role for a chair or vice chair going forward to. If if there are some punchy bits, or here's here's what we did, or just you know, annotate an an an agenda like. and just be like here's Here's what happened. Here was the outcome. Here was an important tidbit. so that it's it's a page or less, and just, you know, as a regular course of of our monthly duties, submit something to available to counselor, emailed it to council. And so, if they want to read it. they can. They can skim through it without having to to the the minutes. But I think this is probably more appropriate for our retreat to to figure out something like that support that you thanks for bringing us up right. Anything else.

[196:04] Any other matters from the board featured in the topics as always feel free to reach out to myself, Ryan, we can try to get things on the agenda moving forward. Looks like in March. We've got an update on the final Vision 0 Action Plan. Scott mentioned the so nice removal and then briefing on Citywide department and racial equity work. likely going to miss the March meeting. So, Ryan. you're up. and there's something else I'll entertain a motion to adjourn. Am I remembering that there is a Dcs update phase to something or other happening. You haven't heard anything about for a while. When is that going to come back? I think we're looking at April. The consultant team is working on that update. And so I believe at this point we're looking at April.

[197:10] Okay, Thank you. Mr. Chair. I would move to adjourn. Thank you. Can I get a second? I'll Second. Thanks, Becky. All those in favor. Thanks. Everyone. Thanks. Thanks very much. Okay.