May 8, 2023 — Transportation Advisory Board Regular Meeting

Transcript

Captions from City of Boulder YouTube recording.

[0:00] Well and start the Webinar now. So, Alex, you might begin. Okay, I'll call to order the transportation advisory board meeting for May of 2,023. The first thing we have on our agenda is the approval of minutes from our April meeting it sounds like there are some finishing touches going into those. and so i'll have to get to that next month. Third up. Third agenda item is public comments. Okay. Do we have any members of the public on the call right now. Now, we have 2 members. If any member of the public is interested in addressing the Board about a transportation matter. You'll have up to 3 min to do so. If you're interested in speaking, please use the raise hand feature within the zoom application.

[1:00] and Alex, before we go to Poly, comment I'll but i'm gonna start sharing screens. Let me know if you can see. Yeah, we can see that. Hello, everyone we're pleased to have you join us to strike a balance between meaningful transparent engagement and online security. The following rules will be applied. This meeting has been called to conduct the business of the city of boulder activities that disrupt delay or otherwise interfere with. The meetings are prohibited, the time for speaking. It's limited to 3 min no person shall speak except when recognized by myself, and no person shall speak longer than the time allotted. Each person shall register to speak at the meeting, using their real name. Any person believed to be using a name other than the one commonly known by they will not be permitted to speak. Please use the raise hand function to be able to speak. No video will be permitted except for city officials, employees, and invited speakers and presenters. All others will participate by voice only. The person presiding at the meeting shall enforce these rules by meeting anyone who violates any rules.

[2:07] The Q. A. Function is enabled you will be used for individuals to communicate with myself. It should be used for technical online platform related questions only. Only the host and individuals fascinated by the host will be permitted to share their screen during the meeting. Thank you. Thanks, Veronica. At this time we'll welcome any hands if any members of the public are interested addressing the board during all right. It looks like we have 2 hands. Lynn. I'm gonna ask you to on mute, and if you can confirm that you are able to ask I'm inhibited from even speaking seriously, to just put that so, someone has to check it off before they speak. You shouldn't be doing that each time, because it turns people away. It's intimidating to hear all that

[3:05] it really is. It's not right to do that now. I'll give my statement. But you know, after that it makes me in a pretty grumpy mood. It really does. You should feel what it's like to have someone read the riot act to you before you speak now. Pharmacut is gone from Pearl Street is now gone from my deal, and they're building. I'm balsam. So what's the deal here. How does transportation have any say here with the planning board, and with planning in general for Boulder about 15 min neighborhoods, when it's perfectly allowable that they get out priced for the drug stores, and much less should we have, you know, a fix it store. No, nobody fixes anything anymore, right.

[4:02] you know. So for people to have disposable income to be able to pay for all the transportation costs of this town. I think these are things to think about, because if everyone has to jump in their car each time they're going to the drug store because they can't walk to their local one. That's a problem. You need to be speaking to the planning department about getting zoning for specific businesses. small hardware stores. Oftentimes you need a little thing. you know. We need little micro stores all over. and this should be the the demand management reduction strategy for the Transportation Department, I mean. I'm not telling you. You know it's. I'm sure you're so insulted. because of course, you know all this right. but I don't see anything like this happening. I see the opposite happening. So i'm asking you

[5:02] you're the transportation department. Why is this allowed to happen? How can this happen that we lose our direct stores? How tell me? You know I know it's a one way. Conversation isn't it. Yep, I get it. And oh, and I can email everything else that I missed saying, Sure. and i'll never hear back either. and I don't hear back when I see my drug score gone. especially when they're building. You know 900 new the places across the street for people to use that drugstore. We've got a service problem here in Boulder, and it's your problem because you're at the transportation department. Done. Thank you, Lynn. Well, I see. I'm gonna ask you to on mute yourself.

[6:11] Yes. and you hear. Hear me, Veronica. Yes, a little faint. But if you see closer to them. Got it cool. Alexei Davies, speaking for community cycles with regards to the update of Section 2 and 3 Q of the Dcs. We appreciate the improvements to the existing process. However, we have a few major concerns. The first one is limiting the hazardous assessment to the highest network and the racial equity areas. This is not vision 0. This part of the proposal actually weakens the city's ability to request a potential crash analysis or hazardous assessment. The new proposal, not covered by all of boulder not covering all of boulder, does not follow vision 0 principles.

[7:03] If a project meets the threshold of a traffic study, a hazardous assessment should be performed. The second item was planning, and development should not be taking should not be making transportation decisions for our streets. We understand. The transportation department is consulted currently on decisions. But transportation should have the ultimate decision on hazardous assessment and mitigations, because they are the entity with the expertise in this area. The third item consultants should not determine what constitutes feasible mitigation. Transportation staff should play a primary role in the mitigations ensuring that the current best practices are consistently applied. This is both to avoid a potential conflict of interest for the consultant. as well as some consultants here, to not be up on the latest practices. For example, with this grand view traffic study, it took the consultant 3 times with the traffic traffic study to include bike and PET camps. They used the word accident.

[8:12] and they could not determine if there would be potential crashes for the left turn into grand View across 2 lines of traffic, the bike path and the PET path. Decisions on hazard, assessments and mitigations should rest of the transportation department. Thanks for all your work, guys. Thanks, Alexi. It does not look like any other members of the public have their hand up. So, Alex. I will send it back to you. Thanks, Lexi. Thanks, Veronica. With that we'll move to agenda. Item number 4, which is the introduction to the capital improvement program for this year. Good evening. I'm. Garrett Slater, and I am the capital projects manager and for engineering manager for the transportation, a mobility department.

[9:07] and I'm. Joined this evening by 2 of my associates in the capital Projects Division. I am excited to have be presenting here with you this evening with Lindsey and Brian. So Lindsay Merse has been a it is currently a principal engineering project manager, and has been with the city for about 11 years. and has functioned the majority of that time as a project manager implementing major capital improvement projects for the Transportation department. and Brian Wiltshire has also been with the city for 11 years, and has also been responsible for implementing a number of significant capital approval projects over his senior here at the city. And so I know many of you have heard me provide capital improvement, presentation, program presentation overviews a number of times, till you you probably gotten really sick of hearing from me over the years. So I am happy to have some other folks here to present with me to break up a hearing from me so often.

[10:07] and also expose them to a little bit of the excitement of the process of developing the cip with you, our partners at Tab. So I am going to go ahead and turn on my slides. Here and there we go. and all right. So we're going to talk about what a capital improvement program is. Talk a little about the funding, and then provide a review of the already adopted and approved programs and projects in the 23 to 28, c. I. P. And then we'll talk about next steps, and be happy to discuss your questions. So the capital improvement program is the way that the transportation and mobility department

[11:03] implements, the transportation master plan and accomplishes the number of goals and objectives that we've outlined for ourselves. and it's primarily currently focused on the delivery of the core arterial network. And so I don't believe you're seeing slides at the moment. Oh, goodness, okay, Thank you for putting that out. I thought that I was sharing. Is it showing slides? Is okay. There we go. It looks like it is right. Okay, Great. Thank you. So the analogy that I like to use of relating what a cip is is that similar to taking care of a a home routine maintenance which is, you're sweeping, doing the dishes, vacuuming, shoveling the snow. Those are functions that are handled on a city and department level through our operational budgets. And so the operations team, which was responsible for signals and markings as well as pothole filling and snow removal, are the routine maintenance functions that are addressed by the operational.

[12:11] an annual budget that is planned each year annually. capital improvement projects, or akin to replacing a roof on your house, or perhaps adding a deck, or adding a an additional bedroom? Or dare I say an edu? Is that okay? To say that in this context, so that that's a representative of what a capital improvement project or program is. A, and it's a a significant expenditure typically greater than $50,000, and they are focused into projects as well as ongoing programs. And we make these investments because we have billions of dollars of assets in our that comprise our transportation infrastructure. And so we make these investments consistent with the principles and policies found in the 2,019 transportation master plan, which is first, the highest level of being focused on system operations and maintenance, vision, 0 and travel safety.

[13:10] Second, is operational improvements and enhancement of the transit pedestrian in a bike bicycle system person caring capacity, improvements, electrification, and formerly the neighborhood speed management program. And then the lowest priority would be representative of quality of life improvements such as sound wall mitigation. So I would also like to introduce this as a new slide which we have not focused on in years Prior. So this will be used as a framework for the draft cip that we will present to you at the June meeting. and that is that the city is requiring all of our proposed projects to be scrutinized through the sustainability, equity, and resiliency framework. And so we need to identify identify which of the key goals and objectives of the Se. Are our projects are aligning with, whether they be safe, healthy, and thriving, livable, accessible, and connected, environmentally sustainable or economically vital.

[14:12] Garrett, what does livable high mean. I I just recognize that's a typhoon. I struggled with that today. Yes. so the C. I. P. That you all were a part of approving last year, or 23 to 28, represents an 88 million dollar. Total investment with 10 million dollars. In grants. And the average over each year is 13 million with programs comprising the majority of that funding at about 8 million dollars per year. The bulk of our funding comes through the sales tax revenue, which is corrected towards the transportation fund as well as the gas tax. We also, and with that the the gas tax that flows from Federal to State and then down to local agencies is also notice the Highway Users Trust Fund or the Hutf, and so we get that funding based on the number of center line miles that are in the city each year.

[15:14] And then we also have other revenues, such as Grants and Development funds that come through the Transportation Development Fund, and they comprise about 10% of our annual cip. And then the Boulder Junction Fund, which is sunset for the time being historically, has provided enhancements and funding opportunities inside the Boulder Junction transit village area. As a number of you know, we are very proactive as an organization at pursuing Grant, funding the the types of funding. That we have been successful at obtaining funding this year, as well as in prior years, is the transportation improvement program through the Denver Regional Council of Governments or Dr. Cog, the Highway safety Improvement program or H sip, which allows us to pursue safety funding through C. Dot or the call Router Department of transportation as well as pursuing

[16:10] transportation alternatives program funding which we recently submitted 3 applications for to help us make multimodal enhancements around the community and on the can as well as safe across the school, which you should have seen so recent publicity around us, receiving funding for the Manhattan Middle School. So we continue to be successful at identifying and pursuing grant opportunities through these well known sources. and we are also being mindful to be aware of and pursue federal new Federal opportunities, the most problem with these being the safe streets and roads for all or Ss for a. So we've, we know there's a lot of interest in the community with the Ss. For a opportunity, and we are intending to pursue an implementation grant through the Ss. For a opportunity. Applications are due July tenth. And so we are in the development base of preparing our initial draft application and excited to see what opportunities that might bring.

[17:11] And there are a variety of other opportunities for implementing resilient, smart, and safe infrastructure that we will continue to be mindful of in pursuing on a national and federal basis. So no surprise to you. All inflation is in the news everywhere, and no place is that more present than in the construction marketplace here in Colorado especially, and this is a simple graphic that we've shared and times past. That shows the difficulty of keeping up with inflation. When you have 5% versus 10%, and the eroding power purchasing power of the dollar each year as inflation reduces our ability to keep up. And if you look at the last 4 years of where the inflation levels have been, we were in sort of a normal market and 2019 with about 5%. And then we saw a dip in 2,020, as the market sort of reacted to the year of Covid, and a lot of uncertainty and prices actually went down.

[18:12] Then we saw a substantial jump in 21, and an even greater jump in 2,020, which makes it really tough for us to be able to make all the level of investment that we would like into our system. As the the the cost of delivering these projects and services and programs increases each year. So within the cip we are focused, as I mentioned, on projects as well as programs. The majority of the capital improvement program is focused on the multimodal programs. and at this point I'm going to hand it off to Lindsay to talk about the multimodal programs, and then we'll have Brian talk about the project. So, Lindsay, Are you ready? I am ready. Thanks, Garrett.

[19:04] Okay. So this table, this the overall view of how we allocated funding to these various programs in the 2023 to 2028 transportation, c. I. P. And includes sidewalk and pedestrian programs, and we use path programs, engagement management program the major capital reconstruction program which also includes the Bridge asset management program. the Deficient Street Light core replacement program, vision, 0 and the core arterial network. It should be noted that those programs that are on this table that are highlighted in yellow have been discontinued with all of their funding, be reallocated to the recently adopted core arterial network. And so now i'll set through some of these programs in more detail. So right? So the city has the payment management program to prioritize the safety and preservation of the transportation system, including maintaining the approximately 300 miles of the street system, which includes inspecting and reading all streets on a 3 year interval

[20:09] to maintain awareness of the existing conditions and to guide where we'll do payment repairs in the years to come. The payment manager programs identified in the Tmp. As their priority, one investment and the P. He works to leverage the proposed improvements identified through the efforts of vision, 0 and the core material network planning. And so to do this, the mobility, Enhancements initiative is part of the payment management program which incorporates bicycle and pedestrian facility improvements into the annual pavement resurfacing work, and this will help make streets safer for walking and biking. And so the idea is, since the payment management program is repaving the streets. There's an opportunity to change the organization of the street section, and we can add improvements for bicycles and some recent examples of this for the full, some Irish to Belmont.

[21:03] and the we high resurfacing projects where we added the Buffer site plan for both projects. So the Pmp. Uses the oci score to prioritize the work. So all of the city's streets are rated on the scale of one to 100, and they use the overall condition index, which is also known as the Oci. And so this number is used to determine the priority of the funding and to guide where and how those repairs should be made. You know, this year, and in future years so scores about 75 indicative pavement is structurally adequate between 45, and 75. It's. It indicates that there might be an additional structure that's required, and those that rate below 45 generally require full replacement and so the pmp. The city is Pmp. Strides to maintain a system-wide goal of an average oci reading at 75, which is given the classification of good conditions. This slide also listed multimodal distributions for the payment management program, which is 50% focused on roadway, 10% transit, 20% each on the pedestrian and the

[22:11] the next slide. So excuse me, the pedestrian focus programs in the city include the pedestrian facilities and Hansen for missing sidewalk links and connections, and then enhance them at crossing treatments. It also includes the pedestrian facilities, repair and replacement program and the side of maintenance for. And so these programs are 100% dedicated to pedestrian. The sidewalk maintenance budget fund to miscellaneous sidewalk repair program which share sidewalk pairs, repairs in the city with property owners who pay for half of the repair cost for those sidewalks that are adjacent to their property. the pedestrian facilities, budgets and ongoing funding program, and it includes installing missing sidewalk links and even doing pedestrian crossing and safety treatments

[23:02] some of the crossing treatment improvements that you that you could see city wide would be like medium refrigerator islands, crosswalk, lighting action, signs, neck down, signing and lighting pedestrian signals. So these programs are identified in the champions as a priority. One investment and the various implementation locations are prioritized each year, using condition level and then other program guidance documents. So so the mostly used path programs included the multi-use path enhancement budget and the multi-use path, capital maintenance, budget and so these programs are dedicating to enhancing and maintaining the currently 80 plus miles of T within the city, to meet the needs for full pedestrians, and by support and the maintenance budgets charged with providing a major maintenance to off street multi. This path. This addresses such activities like we'll replace concrete panels.

[24:01] You fled proof me on underpasses. I've redecked pedestrian overpasses. so that's included on the maintenance budget. The enhancement budget is used to expand on the current path system so we build new has, or sometimes we'll convert it, the same sidewalks into pads. And so these programs are identified in the T, also the priority one investment, and these various projects are prioritized. Your condition level through our pedestrian bridge inspection reports and maintenance for you. So the major capital reconstruction program is largely purpose for the bridge asset management program, and that program provides funding to repair our existing major and minor structures and bridge assets that are close to or at the end of their useful life. And so this Wendy is important because it provides the ability to complete these capital repairs that we don't typically are not typically eligible for grant funding. So such tabs like we line existing covert pipes. We apply waterproofing membranes on existing bridge structures. We complete other structure repairs to concrete and steel.

[25:12] And so, and I also want to note here that when you think of minor and major structures, Don't only include the more commonly seen, like roadway bridges or ped bridges. But these also include, like all of our box covers and all of the pipes that are found. And so this program is identified in the Tmp. As a priority, one investment and the Bridge Health Index is used to prioritize this work. and so that index is it. It's a bridge performance measure that we use to rate the overall health of the structures, and it's a rating of between one to 10 and the ultimate mobile distribution. For this program is 55% roadway, 15 pedestrian, 15 bicycle and 15 Tr. And so now, i'm going to pass it to Brian to talk about the project.

[26:00] Thanks, Lindsay. Good evening, everyone. My name is Brian Wiltshire, and I'm. A principal project manager in the Transportation Mobility group, and i'm primarily responsible for implementing the cip projects, and i'll be covering the transportation cip projects. Portion of tonight's presentation Transportation Cip Project slide is presenting the projects currently in the planning phase projects that are in construction, such as the North Broadway Reconstruction Project and the Thirtieth and Colorado underpass aren't shown since they've already been funded. So the table that you're seeing is the budgeted amount for each project, and then which year the funding will be received. The multimodal distribution is also shown for each of those projects. Garrett next slide, please. The transportation development cip slide identifies the different capital projects that are funded through the development cip, and how they're allocated for the years 23, through 2,028.

[27:00] These projects include signal maintenance. T. IP. Local match tmp implementation, development, coordination, and the 20 eighth and colorado protected intersection project that's been presented to Tab in previous meetings. The multi mobile distribution has also been included for each of these projects. Okay, next slide, please. All right. The tip, local match and Tmp implementation slide discusses the various funding sources, such as say, streets and roads for all reconnecting communities, pilot program and strengthening mobility, revolutionizing transportation, and in which years that the local match is being provided for. As we receive funding for the specific projects, the match comes out of the 3 million dollar average yearly allocation and goes into each specific project. So, for instance, that's why the funding in 2,023 shows up is only 650,000. It's also important to note that the funding that's been identified is for soft cost, such as planning design, and staff costs, and also the hard cost, which is the construction of materials. Side of the project.

[28:12] Gary Next slide, please. Okay. So now i'm gonna go through a few key projects, not the entire cip of this, but especially the ones that broader interest to the public. The first project is the 20 Eighth and Colorado Protected intersection project. This project came directly out of the Thirtieth Street in Colorado Avenue Corridor Study Project, that was completed back in 2,018. This project represents tnp investment priorities, one and 2 construction of this project is anticipated to begin in the summer fall of 2,023, with total funding for the project at 4.3 million, and of that 3.1 million coming from multiple grants. In this case it was revitalizing Main Streets, Ccrs and C. Mac. Finding this project is also part of the core arterial network.

[29:03] Unfortunately, what you're seeing the concept plan that's shown is a little bit outdated, but the final design has been updated for the northwest corner to eliminate the right turn bypass that you're saying so. Unfortunately, we just didn't have that current graphic of that to to share to me. Gareth. Next slide, please. Okay. The second project is the Thirtieth Street Multimodal enhancements Project. This project likewise came directly out of the Thirtieth Street in Colorado Avenue. Quarter of a study project, completed back in 2,018 project represents Tmp. Investment priorities. One and 2 construction of the project is anticipated to begin summer fall of 2,023 total funding for the project at 6.2 million with 4.8 million of that coming from various grants, including Ccrs, also part of the core arterial network. There, next slide, please. Yeah. The rtot communications and signal enhancements project represents the city investment in vision, 0 and smart city initiatives. These projects are an effort to implement smart and resilient signal infrastructure throughout the city.

[30:13] Construction of these enhancements is expected to take place in 2,023 and 2024 our to funding is 1.4 million total, with about 1.1 million of that coming from Grant opportunities. the safer signals also has funding, with the amount of 554,040, 435,000 of that coming from Grants Garrett. Next slide, please the H Sip vision 0, Single reconstruction project represents funding for vision 0 enhancements and capital maintenance at 3 different signal locations. These include the intersections of Baseline, Mohawk, Baseline, Broadway, and full Some time. Construction of these improvements are expected to begin in 2,023

[31:00] funding for these signal enhancements, and maintenance comes in at 1.1 million with 1 million of that coming from Federal Grants carrot next slide, please. All right. Next up we have the East Arapaho multi-use path and transit stops project the goal of this project is to enhance the multi-use path and connect the missing links to help complete the the network. This project represents Tmp. Investment priorities, one and 2. The project or construction of the project is anticipated to begin in the summer of 23, with the undergrounding of the overhead electric lines, followed immediately by the construction of the multiuse path and transit improvements in 2,024 Total funding for this project comes in 1.9 million, with 760,000 of that coming from a Federal C. Mac. Garrett next slide. and the last 2 projects for the downtown Boulder Station and Fourteenth and canyon signal replacement projects. Goal. These projects is to improve pedestrian, crossing safety and bus operations through signal improvements, and enhance through transit through additional bus capacity. The downtown boulder station project represents tmp investment priorities, one and 2

[32:15] construction. Of this project is anticipated again in 2,023, with total funding for the project at 982,000 593,000coming from Grants funding for the fourteenth and canyon improvements, is 650,000 with construction expected to start in 2,025 Gary, that you lose my portion all right. So next steps, and the process is, we will come back and visit Tab and June to present the draft 24 to 29 cip, and this is where Tab will fulfill their city charter city code sort of a purpose of helping to inform the overall cip, and then we will also come back to tap again at the July meeting, where there will be a public hearing and a recommendation that will be requested by tab from staff to be carried forward to planning board.

[33:16] and then the entire citywide cip will be presented at planning Board and August. and then from there we will visit City Council on September and October, where the cip will be presented and reviewed by city council as a part of the overall city wide budget. and with that we are happy to answer any questions you might have. Thanks, Garrett, and it's great hearing from Lindsay and Brian. Does anyone have anyone tab have any questions for Staff. Brian has his hands raised

[34:00] and go ahead. Garrett, Lindsey, and Brian. Thank you very much. I have a question just for my background, knowledge, and maybe others to that Our engineers or planners. Lindsay, you had you. You're covering up the Excuse me on this, the for the to terminology with the surf on the surfacing work. There's an oci metric or a framework. My question is, I I think, I heard that that that this is kind of the main, the main performance issue with the oci. So with respect to the the quality of the the real servicing. the the main performance issue is is like just the oci in terms of like that that number, and if you are below it, it becomes a priority anywhere, and if you're above it. It's not so, I guess. I'm wondering if I got that exactly right. And also do you? Are there other dimensions, for example, Are there?

[35:05] There's certain locations or quarters, or places where it's more sensitive to not having kind of Oci: I i'm just trying to make sense of the yeah, yeah, you do that. so i'll. I'll respond to that, Ryan. It's so. The the paper program is managed by James Smith, who I will probably need to get here to a tab meeting sooner than later, so you can meet him as well. And the he, the the payment management team uses a variety of treatments, the based off, for the Oci is at on a particular street. So if, like like Lindsay, indicated, our target, Oci is 75. If a particular street is perhaps in the low sixties, mid sixties. That street would be a great candidate for a chip seal. which is where there is a a a a asphalt tack layer. Place along with aggregate material on top of it, and that is a treatment that can be done at a fraction of the cost of a mill and repaving of the street.

[36:12] Once it starts to get below 50. That's where we look to do the full milling and then repaving. And then there are a variety of locations that on a on a particular street might be good for what we call a crack seal, so you can have some sections or segments of of street corridors that would benefit from having those crack seals where you have varying degrees of oci, and the the goal is to try to optimize just the amount of treatment to preserve the pigment life as much as possible. If you pave and a a a new street and do absolutely nothing to it. It's it will start to degrade after 7 to 10 years, and so the goal is to try to to touch every street in the city, at least in some capacity, whether crack, seal, chip, seal, or overlay once every 10 years

[37:01] might not always happen, because, if we know, there's a water main replacement happening. We will hold off on treating that street until the water main replacement happens. or if we know that there is a major quarter study happening on a particular corridor, we might hold off on paving that one till we know the outcome of a set corridor study. And so there there are a variety of factors that go into the type of treatment. And when those treatments are delivered. Okay, so I I think what i'm getting a picture. Now that is, it's it's more of a of a description of an average kind of condition over some segment of the road. It's not. It's not like. There's one pothole. you would you sort of treat that separately, and you do spot repairs? Right? So it it. Individual potholes, of course, are representative of a poor Condition street, and so you can call and and to the city, or use the inquire Boulder, where you can report a pothole, and then the maintenance team will go out and fill that pothole. But a street with a lot of potholes would typically have a lower oci, and it would likely be a a strong candidate for being in the next few years.

[38:07] Okay, I think I got it. Thank you. I was just. I was. I was sort of trying to understand how, if you think of like ways. if if they're great, and they really don't see I but I suppose it makes sense intuitively that if it's an average like an average condition over a yeah, a length. Then it sounds like it's the same similar kind of a Okay. Okay, are you taking? We? Are you willing to take a any feedback, or should I look that for one thing? Yeah, absolutely. Open the feedback. Okay, great. So this this is great overall. I just I what it was looking at the multi model. This distribution of high charts and I I know that last I don't know hang. Last spring. We we spent quite a bit of time on this, and I think, ended up. Tab members talked a lot and sort of talked with each other, and just you know, I think we sort of ended up saying like

[39:03] it doesn't feel like we we like it. It was It's sufficiently explained what seemed to matter, but we also didn't really come up with anything else, so I I guess I would just offer I I did think of something after that. That i'm remembering now, like I've sort of been carrying, and it's so i'll just i'll just offer it, and you know I I know that this stuff is. Seems like it's pretty well bank. But maybe just on this topic, as you have time to me. I think that when I look at the I I forgot what the different breakdowns are for the different elements. But you know you've got You've got what bike by pedestrian transit and roadway, and out of 200. I I think it's like you know. It's it's th Those numbers don't seem very meaningful, because it it's not like. There's an ideal number for any of those, I think, that anybody could could say. But I think if you, if I were to consider it in terms of the percentage of completion of the network for that mode it gets a little more interesting. So, for example. you could pretty much drive anywhere in Boulder safely

[40:10] with a small kid. So the the road network is basically a 100%. It may be 99, or something. But if you say, what about taking a a bus any from anywhere on boulder, you know there's some really good bus coverage, but then there's there's you know, places where it takes it. It would take an hour to get a few more. and if you ask it for bike. how many places, what what percentage of water can you could? It could a 10 year old safely drive right on a bike that never goes down quite a bit. And so if I, if I think it might be a marching way to show sort of like what we're doing. What motor like this is more than the surfacing right? This is like a bigger, bigger picture. But anyway, it I just think that might you, for for the lay person, for the, for the for the for that typical elected official, or the or the public, the public, if they see these numbers they might think, oh, like, wow, we're doing lots of percentage work, high percentage on bikes. But if they sunset, actually we have a 100% bike or or sorry road coverage, but actually the bike, as far as like places you could.

[41:13] You can travel, however, you might define that network in it. I know we have experts here who could probably help. I think that'd be more interesting. But in any case i'm not proposing you'd rework any of that stuff at this moment. But I just I had to share that. seeing this, this nice work of just coming up. So thanks for that. Yeah, I appreciate that, Ryan, as we know that it's it's more helpful when we're presenting this information to have a a narrative that's meaningful. And sometimes the facts and figures just kind of get lost, and so we will certainly explore ways. We might consider that as a way of telling the story. Sounds good thanks, trying any other questions for Staff.

[42:02] Tila has her hand traced. Go ahead, Tila. Thank you. Where's my microphone? I have a question that does not necessarily need an answer right now, but the portion talking about the bridge fund reminded me, I think sorry there's a bridge at the end of it's basically a pedestrian bridge, and I think it's where Concord dead heads into Ninth Street. I believe. Garrett, I I think that Kurt had said he had spoken to you about that particular bridge, but it is a whatever the condition is that the bridges collapsed and is unusable. It seems that there has been a decision to not replace or repair it, and so I I'll definitely have questions about it next month when you come with draft. But just when we're talking about maintaining the system being the top priority, unless it's just pedestrian infrastructure seems to be the answer, and I'm. I'm hoping that when you come back next month you'll have a better answer than that.

[43:11] and and maybe a little bit more backstory on that bridge, if you know the one that i'm talking about. I i'm well aware of the the Ninth and Court Concorde Bridge over the we, we'd be happy to provide more information next month to you. Look great. Thank you. Becky and Tony feel free to happen if you have anything I don't have any questions. Thanks. I don't have any questions. I just added a link to some additional funding that you guys may want to look into if you're not aware of it. I'm sure you are. But I just always like to provide whatever I've recently come into. So the highway safety improvement program.

[44:00] Yeah, it looks like they've mentioned 3 locations. Broadway and Baseline Fullsman pine, and maybe one other is that correct? That's that's correct. And in next month's meeting you all learn about a new location at University and Broadway that we have. H. That funding for what was the other location I missed. Let's see. There was Broadway, Baseline, Baseline, and Mohawk. And okay. Thanks. I don't think I have anything else so Thanks, scared and team. Thank you. And with that we'll move to attend to Item Number 5, which is matters first matters from staff leave carrot. You might be up first with the Dcs 2.0, 3 queue traffic crashes update. Yes, i'll go ahead and get that one queued up

[45:10] all right. It says i'm sharing so hopefully you can see the screen. You're good. all right. Thank you. All right. So we are here to provide an update on the 2.0, 3, Q. Section of the Dcs. And our agenda is to talk about the background. And then the proposed Hazard assessment process, and then the proposed changes to the Dcs. So to start, I thought it might be helpful to review what the design and construction standards are for. So we have 2 prevailing documents that we use to guide design and building a construction in the city. The city code is one which is sort of the the laws, if you will, and tells us how and where, and the the orientation and organization of of streets and rights away.

[46:06] But the Dcs. Gets far more specific, and tells us that if we're going to have a sidewalk, that that sidewalk should be a certain dimension, it should be comprised of a certain material that it should be certain widths and and certain slopes, and have also have detectable warning surfaces at crossing locations. whereas the the city code is much more macro level, and it's focus, and says streets should have side box, and that's about the extent of it. So the Dcs. Is very detailed and specific, and the type of content it prescribes. or the construction of right of way improvements. So it regulates private infrastructure that connects to our impacts public infrastructure. It ensures the comprehensive design and construction of adequate and functional public improvements. So basically checking the box of both private investment and public investment. and supports the health safety and welfare of the community.

[47:04] So the Dcs. Was originally adopted in July, 1,998, and was most recently adopted in 2,022. You probably recall Around this time. Last year we were going through the process of updating the Dcs. To be consistent with the low stress walk and bike network providing provisions in the Dcs. For making streets, geometry, and infrastructure more compatible with the implementation of the low stress bike network walk network, as well as the core arterial network. So. as we were going through the process of updating the the Dcs. At at City Council in December of last year, there was an amendment that was made by Council that asked Staff to go back and make a modification to the crash section of traffic studies found in 2.0, 3, Q.

[48:03] And specifically the Council asked Staff to find ways to make improvements to that language that spoke to an enhancements that were consistent with the transportation master plan, the racial equity, Plan and vision 0. And so we know that in order for it to be consistent with vision, 0, the goal there is to eliminate fatal and serious injury crashes that we want it to be proactive and implementing traffic safety counter measures in conjunction with new developments as well as focus on high risk patterns and locations. Okay. So the primary focus of this Hazard assessment section is to reduce hazards for pea public transit operations for people with disabilities, people walking people, bicycling people using a mobility device or scooter, and also for people driving

[49:08] the current language of Section 203 queue is found here, and I Won't read this, but I think the key sentence here that was in question is Sinus number 2 that speaks to the director shall specify whether crash analyses are needed for each traffic study. and there was a desire to be more specific with that language, so that it wasn't so open, ended, but followed a much more rigorous protocol, that as developments come in for review, that the design teams and their traffic engineering consultants could employ to make sure that the backwards as well as forward looking process of identifying hazards could be more consistent. Oh, and I forgot there was a highlighted section there already. Okay. all right. So the proposed process for how we went about this we know that, according to the Dcs. A traffic study is not warranted unless that particular development.

[50:13] It generates more than 100 vehicles for Don residential or greater than 20 for residential. So that's the and the the trips that are being generated by that site. That's the first threshold. then our next proposed threshold, and this is the change that it that goes into the decision making is, we know that there's a high risk network that is an outcome of the vision 0 action plan. So if the development has an immediate frontage on a high-risk network street that should trigger the need for the hazard assessment and the racial Equity Index is been recently mapped by the city. And so we have the the city, divided into areas, but scored between one and 5, with the one being the lowest priority, and 5 being the highest priority. So anywhere

[51:06] in the community that has been identified as a a racial equity. Index location of 4 or 5 will also trigger the hazard assessment as part of the traffic study process. So a little bit more on the high risk network. Some of this should be familiar to you, so the high risk network represents road with the most frequent and severe crashes and roads where there is a high risk for crashes, even if there are currently 0 reported crashes so trying to build in a forward looking component to that. So the city analyze 61 contextual factors to understand what conditions lead to the most frequent and severe crashes and the high risk network and found 6 risk factors. The high risk network identifies road segments with at least 5 risk of these risk factors. So those risk factors are the presence of a multi-use path.

[52:04] a daily vehicle traffic between 5 to 10,000 vehicles singleize intersections, major intersections with no traffic signals businesses and a mix of land uses present, and 85% of vehicle speeds of 30 miles per hour or faster. So those are the the 6 risk factors that go into that high-risk network. And here is the high risk network mapped. Not surprisingly. It's most of the major arterials in the city, and you'll also note that a lot of these overlap with the the core arterial network that we're focusing a lot of our efforts on right now and then looking at the mapping of the Racial Equity Index. Again. the decision and the recommendation here is that we're going to focus on the intermediate high priority and the high priority areas which are depicted, and the light red and dark red on the map you see.

[53:13] So when you overlay the high risk network and the racial equity priority areas. What you'll find is a large proportion of the city where developments are likely to occur where there would trigger the need or a traffic study is going to trigger the need for conducting a hazard assessment. because it's it. We've got most of the the the city covered with each of these features, and if you, if you take a look at the map, the areas that are not covered are tend to be more of your lower density. Residential type of land uses.

[54:02] Let's see. And there was okay. So after the considering the existing conditions, the the process would be to look at the fatal and serious injury crash patterns over the prior 5 years to look at existing and plan the transportation network, traffic control and signals and the multimodal trip for generation and volumes. Then the analysis would entail. Looking at what the development exacerbate existing crash patterns or create potentially hazardous conditions, and consider all of the aspects that we mentioned on the prior slide about transit operations, people walking, bicycling, using a mobility device and people driving.

[55:03] Am I my my slide show? I'm not sure it. I should be showing the potentially hazardous conditions. Is that what you're seeing? Okay, okay, it it it hiccuped on me there for a moment. So I wasn't sure. Thank you. So what are the potentially hazardous conditions? So this is not an exhaustive list, but you can see the variety, and I won't. Read through all of these but increases vehicular volumes, crossing sidewalks, paths, or trails. it increases the number of travel lanes increases crossing distances. So these are the types of additional hazardous conditions that could be present. And again, these may be identified at the director's discretion. so mitigation. So there are a number of ways to use pro proven safety counter measures, be it through the National Association of Association of City Transportation officials or necto guidelines. There are other documents out there from the Federal highway administration on various types of crash mitigation treatments that can be used.

[56:16] And so a potentially hazardous condition is identified. The applicant must identify and implement various mitigation member measures as as included in these types of documents. So like, for example, using medi mediums and pedestrian refugee islands back place with retro reflective borders and using ledient pedestrian integrals at traffic signal turning movement locations. So we have a flow chart here. That shows what this would look like on a on a given development project. So their first again, is the question of: Does the development create the trips that generate the threshold for the need for a traffic study.

[57:05] If yes. then does it immediately frontage on a high-risk network. and or does it? Is it located in a black group with an equity score of 4 or 5 if no, then no hazard assessment. If yes, then hazard assessment, initiation, looking at existing conditions, and then looking at the analysis. the potentially hazardous condition sample list. And then, if one or more potentially hazardous conditions is identified, then the counter measures are recommended and then it goes for director of approval. So the high-risk network and high priority racial equity areas allow priorization of high-risk areas with the most need not. Every development will meet the thresholds that require a traffic study and Hazards assessment. But going back to I'm gonna back up just a couple of slides here

[58:11] on this this map right here. We I I missed the point here I wanted to convey, and that is that we went back and did a sort of a review of the number of active cases, and we know that the majority of the cases that are undergoing a traffic study would be subject to the hazard assessment based off the overlay of this map, and so i'm going to get back to where I I was. Here. Let's see. So projects will still have to meet the requirements of the Dcs. Even if they aren't subject to the Hazard Assessment Review, which does include these recent updates that we've implemented for bicycle and pedestrian safety

[59:02] so the proposed change to the Dcs includes an addition to the section 202 e we're we're saying assessment of potential transportation hazards added as possible topics to be discussed with the city during coordination. and also replacing to include the hazard assessment thresholds, the hazard assessment and the potentially hazardous conditions table that was in included in in your memo. and this is the text. I included it, but I I won't, read through all of it. I included it here primarily for reference. There's the table of potentially hazardous conditions and the mitigation treatments. So we thought it might be helpful to look at a sample case of what a development would look like to be going through the Hazard assessment process. So this is a 3 story office building with a parking podium, and currently has a surface parking lot, and has a history of one rearing cash crash, resulting in injury, and uses an existing driveway. The crash located over here adjacent on the arterial street.

[60:09] So the the sample case, then the potentially hazardous condition as a new site, access or modifies an existing side as access, so no so no potential mitigation increases vehicular volumes, crossing sidewalks, paths, or trails yes, 1279 additional with to a 1023 alternative mode trip production so a possible implement or raise crossing of the drink Eastern driveway access. the potentially hazardous condition here on an increasing quarter radii, thereby increasing the speed of turns or of pedestrian bicycle crossing distance. So yes, increases radius. Reduce quarter radius per Dcs update should start with a 5 for radius, a local street, and design for the minimum possible radius. This is the good news that we've provided. The Dcs updates to put those measures into place

[61:06] increases the number of travel lanes not present on this condition. The particular site condition, so no potential mitigation increases. Crossing distances. Yes, increases the corner radius at the existing driveway which increases the crossing distance. So again, our Vcs. Update to start with a 5 foot radius at unprotected left herd. Movement. No; so not applicable increases the volume of pedestrians. Add an uncontrolled knit black crosswalk yes, would likely increase pedestrian traffic access across to recommend, adding enhanced crossing treatments and curb ramps to the existing mid block crossing for guidance from the pedestrian crossing treatment guidelines. and then adds obstructions or slopes to diminish the site line between road users. Yes, does not meet alley driveway 15 by 15 sidelines so a modified building or sighting or sidewalk alignment to meet the site. Distance requirements.

[62:03] so that's demonstrates how going through the hazard assessment and the potential mitigation measures could be deployed on a Development Review project. We took these proposed changes to stakeholders in the community, the center for people with disabilities. The Community Cycle Citizen Advisory Committee, as well as to the traffic study and engineering consultants to do a great majority of the work in the community. The center for people with disabilities, were supportive of the the work, and provided feedback; that that they would like to see some of the language to be more inclusive, which we did modify the traffic study. Consultants provided feedback that they thought this would actually lead to better traffic analysis and better and more uniform, so that their clients, who are coming through the process know what to expect. and we appreciate that we were heard from our representative of community cycles earlier this evening. The and and that they're in support of these modifications. It would like to see some additional changes that could be considered for but the Dcs.

[63:14] But I appreciate working with the folks from community cycles As we advance this efforts to the next level. So the next steps are that we're planning to take this, the planning board and May, and June of 2023, and then as an informational item, as I said, and that to city council, and June and July 2023 the expectation is that this would go in on a consent agenda item for their recommendation and approval, so that concludes the presentation, and happy to answer any questions you might have about it. Thanks, scared. If anyone has any questions feel free to hop in.

[64:03] I have one question. You answer both my question, so thank you that I really appreciate the example, too. My, the question is just in terms of how often these studies were done previously. It will this represent less or more? Or is it unknown, or with these new criteria? I guess I'm: curious. Yeah, how about I changes? Kind of the frequency of this kind of study analysis. So the the the I'm. Joined by a fellow team members here that participated, and I I think it's important to note here before we respond to that question. I I wanted to make this point earlier, but this was a transportation led effort, not a Pmds led effort, but I appreciate that the staff from Pbs participated in that. And Edward Stafford is here as the Development engineering review manager to speak to the that that particular question about the frequency.

[65:01] Thanks, Garrett, and good evening To have members. I would expect this to significantly increase the frequency of a formalized hazard Assessment being done so. The previous requirement was rarely triggered, given that it was primarily based on looking backwards with crash data, whereas this one, given that we've identified very specific areas and version of the requirements, I would expect to see it in a significant number, and we have a very small number of traffic settings on annual basis. But within those to see it triggered fairly, frequently. Hopefully, that answers your question. Yeah, it does. Thank you. I'll jump in here. That's okay. Thanks, Becky, for that question. That was a much more concise way to ask some of the stuff that I was wondering. So I appreciate that. So if i'm understanding correctly right now. the traffic study is triggered by just this trip generation. And the change is basically saying

[66:08] whether we'll have to conduct a hazard assessment. Is that right? Do I have that right. Edwards nodding. Looks like I have that right? Okay? So because I was kind of struck by Alexey's comments earlier during the public hearing, saying, this is going to reduce sort of the options or the the ability of the city to initiate a hazard assessment. and from what Becky and Edward just discussed. It sounds like that's not necessarily the case that we're we're probably leaning toward a a system and a change from this that is going to make it more uniform. That probably happen more frequently. Is that fair? That's that's our expectation. Will the director still retain the discretion, I suppose, to ask for a more detailed traffic study that it would include this kind of hazard assessment, even if it doesn't meet those 2 automatic criteria.

[67:10] Garrett, would you like me to answer that one. Yes, please. certainly. So there's you know. There's some limited discretion still for the director. If it doesn't, meet those items, it may come either from the limited discretion on the Dcs. Or from other criteria in the land use process they may be in, but the intent is to ensure that we have a clarity of when generally they should be acquired, so that the expectations are clear for both the city, the community and the developer and their engineer. Okay. So I'm. I'm. Appreciative of that approach, I in in looking at this, I went back and looked at and listen to the the meeting from March, where we were looking at the high risk network. And I that was our our last and first and last Look at at that excellent work, Devin answered a lot of questions, and there was some talk about going through all of the data which I since gone through

[68:09] in the appendices to our our packet in that item. So my question, I guess, is, is that high-risk network map finalized now it's gone to Council and been I, you know it was not really requiring Council's blessing. But the the the that we saw is pretty much the final map, and that's where we're at at the moment. Is that correct Devin's nodding. Yes. okay. that's interesting, because when I look back at the Hrn today and yesterday something really jumped out at me. and it's that there are. You know we've. We've seen these maps and similar maps through the course of several years, and working on on safe streets, reports. and so there are very few kind of surprises about where the hotspots are. But the final hrn there's a huge hotspot that's sort of missing, and I had this sort of sinking feeling that I I want to know why. So

[69:02] the section of Broadway and Canyon, the these, these major sources of crash data and places and roadways where we are seeing Ksi injury crashes. The the portion that goes through central boulder is not part of the high risk network. And i'm just sort of wondering why. Yeah, I could try to answer that question. Tila Devin Joslin, principal traffic engineer. I I will likely need to dig into things a little more myself, Tila, to get you a more specific answer. But at its core the reason is, those segments did not have 5 or more of those risk factors. That's the very simple answer. So so they, for whatever reason, when we looked at those segments.

[70:02] and i'm trying to pull up the app. Now for those sections to see just how many they had. but it but that that's essentially what happened. There is there that we're selected for the city wide. There were not enough of them on those roadway segments to get them to that 5 or more, if you put them on the high risk and work so specifically, some of my digging around today. On this was related to a question I had asked, basically, Why? Why were those 6 risk risk factors selected? And from what I saw just from the the information that was given to us in March, I'm. Still not certain why those rose to the top. Because we have the crash history, for sure. on some of those segments. I'm thinking of Broadway and Canyon mostly.

[71:02] and i'm wondering, for instance, like is that section of Broadway excluded, because it is sign posted at 25 but the eighteenth, 85 percentile speed be measured up. There. I would like, I would expect, would exceed 30 miles an hour. So I do see the the the and the number of risk factors, and that section of Broadway only shows 2 or 3. But i'm. I'm not really clear. Exactly. So I yeah, this is probably just one of those cases where the data gives us an answer. That's quantifiable and like back up by reality it doesn't match. In this case my sort of gut feeling about the dangerousness of that section of road, and I think this is one of those examples where city planning and effort and cat and and and and collecting data and analyzing it, is telling us where to more appropriately put our our

[72:01] efforts. And so I appreciate that I actually, you know, have more faith given all of the after that I've seen in this high risk network analysis that you are coming to the right conclusion. But I, just in attempting to figure out whether you were looking at the right things I wasn't satisfied that we had even asked for it. Now this is in the right section, so I I think there's just more work to be done, and it doesn't have to happen tonight at this meeting, I suppose. But that was the the missing links there in the central downtown area, where I know we still have a high number of crashes, and even the the the work done by the consultants shows large clusters of crashes outside the red study area that that the city asked them to to focus on is just making me a little hesitant to basically tie my wag into this particular map.

[73:02] So that's kind of the source of my consternation at the moment. Well, one on the flip side of that one benefit of tying it to the high risk network that we see is that keep in mind that this action, plan and network will be updated over time. So should a new methodology present itself that identifies new segments that would create a new high risk network that would be mapped. That new high-risk network would then be assume to be part of this process. As Well. as it changes over time. Okay. But I suppose in the efforts of of whoever's well, Meredith, who's gonna be doing the minutes to 6 more succinctly state my concern. It seemed improbable to me that where Broadway and Canyon and Arapaho, who are all

[74:01] on the segments, that are all on the high-risk network intersect with suddenly not high-risk seemed really just anti. And the other thing I'll say somewhat in defense of the action plan is that keep in mind. That that action plan did also look reactively at crashes that had occurred across the system. So it it was both generating the high risk network as a means of being proactive, but also looking at those intersections to check. If there had been crash patterns, and if there have been, what types of mitigations would be appropriate that could be woven into the action plan as as projects. So I I will tell you that essentially we did look at those locations in the action plan. and projects would have emerged from that review.

[75:00] Okay, thank you. My last question on this. If I could just go for one more minute, is it's not clear to me in the Dcs changes, and maybe this is something standardized elsewhere in the code. But who is paying for the hazard assessment? And what happens if the city staff wants something further or different from whatever the applicant is is looking at. Is that already clear? Somewhere else in the in this code I can address that when there's a study that's required as a part of a lines use application to traffic study would be triggered, then that the applicant is the one responsible for providing that and therefore paying for. Typically, they're selecting their consultants and paying. They have to ultimately submit something to us that we're able to determine, meets the co criteria or the code, and until they get to that point they won't, have a staff recommendation for approval, for sure of their project. If we're unable to get to that, we may actually have a different recommendation on their project under conditions to satisfy or a recommendation of denial.

[76:10] That's it for me. Thanks, Tina. Tony. Yeah, I just want to kind of add or hang on to what dealer was saying Devin. So how far back do you guys look at data to determine, because I know that last year we had a pretty good year, as far as well, at least as far as fatalities. And so i'm just kind of curious to know how many years back are you guys looking? And if if there's like a trending history of crashes, do you guys kind of take that into account, and I guess that's kind of like what Tila was speaking to that, You know there's this history there. And even so, even though that we didn't have any incidents crashes on those particular intersections recently. But we know that that is a a problem area, you know. So was that kind of something that you guys

[77:05] took into consideration? Or is that something that you you guys kind of have like a red flag in these sections that we know our problems, and then are just kind of waiting to see all right. And the second part of my question is, how often Are you guys updating the the high risk network? I know that. Maybe Becky addressed that, but it wasn't just good questions. So in terms of the Crash History Review. What we did for the Vision 0 Action Plan, and what is consistent with what we're proposing for this Dcs update is a 5 year review of crash history. In the case of the action plan we looked at 2,016 through 2,020 crash data. and then, as you probably are aware, we do essentially monthly tracking of the serious injury and fatal crashes across the system. So we have near virtual.

[78:07] near real time tracking of that information from year to year. And then we also have the crash data dashboard that we recently launched, which is a way that the community can view that information as well. So, unfortunately. If so, if a crash happens, then it it like pushes that intersection into the high-risk network kind of automatically or not necessarily so. So what the high risk network did was it looked for those 5 years of crash data? What were the contextual factors on the system? That kind of led to those crashes occurring. and it was things that were shown in the risk factors that emerge like having a high volume

[79:00] having a multi-use path present where there could be high levels of pedestrian or bike activity, are signalized intersections where there are more complex movements and more vehicles moving through the intersection. So those are some examples of the risk factors that emerge from that analysis to create the high-risk network no I guess my question Wasn't: I'm: sorry i'm not gonna take any more time. No, I understand that those are like that's the criteria to determine if an intersection is or not. But my question is, how quickly does it become part of the high risk network? If there is a crash, for example, and it does meet these other, and it's short one. For example, what is the process? So my understanding of the high risk network is that we developed it in conjunction with the action plan. We have set this action plan

[80:01] to be for the next 5 years. so there will not likely be an update or amendment to the high risk network until we're again involved in updating the the next action plan. which would come in probably 2,02728 timeframe. Okay, Thank you. I don't. There's no way to kind of amend it through if something happens. And suddenly we realize that we have an intersection that is truly problematic. That. perhaps was lacking. One of these 5 elements, and suddenly it just seems kind of Well, I think there's a few things that play in your question, and and Edward can speak to it too, perhaps a little more involved than I can. But but essentially. when there is a crash pattern at an intersection. you know that certainly may or may not be

[81:01] an issue for a development, or that's proposing to develop. And if it's something that's on our system, we would be tracking that information and would be making adjustments or modifications to that intersection. Should a crash pattern emerge. That is essentially what we do very proactively and frequently with our left term phasing we are almost constantly evaluating where crashes involving left turning vehicles are occurring on our system and deciding where we need to make left turn phasing changes based on the review of crash history at intersections for segments it gets a little different, and I I don't want to go to in depth here, but but it is a little bit different. And then, Edward, you know certainly there are different criteria for what a development does and does not. you know, contribute to as far as when they're developing and what they're responsible for near their site.

[82:06] Yeah, I can add a little bit more to that. A couple of things to consider. The first is, it is important that we have a well defensible map or criteria that we use, and so we would have to be cautious about modifications being made. That haven't gone through a a robust analysis. We wouldn't want to just be routinely adding in the leading things just for the sake of. We think this happened, or that happened that could get us into a bit of a challenge. Another thing to keep in mind is the development itself is responsible to meet the regulations that were in place at the time of their application. So if they applied, and on 6 months later we made a change to the map, and said, now it's this: that we we can't apply that retroactively. It's not legal, and then finally Devin does bring up a good point also in terms of how we can utilize the information from this analysis. Ultimately we do have to be able to show a rational connection or rational nexus to what the development is doing

[83:02] in the area, and how it's impacting these items in order to require them to mitigate their impact to it. So just because an intersection may be high crash, or may have evolved into one doesn't necessarily one to one connect, to say: now this new development happening in the area has a responsibility to fix that. So we always have to be cautious about that. And even as we gather the information that will happen in these studies have to be watching for that rational nexus, and it's just a requirement in the state of Colorado for how we can put requirements on to development. Yeah, I guess my only addition to that is the the priority of of all these projects. If they're in the high risk network opposed to, if they're not. And so it's just, I guess, to do with funding the my addition a little bit, but but that's that's it. I think it's pretty clear. Thank you.

[84:04] Thanks, Tony. I've got a couple of questions. A lot of this is at the discretion of the director. Which director is it? Is it Director of Planning and Development Services, or director of Transportation and Mobility. So it's neither in terms of how it's spilled out, and the last Dcs update, we defined director, and that's the person who's really been assigned with responsibility over the public works areas by the city manager. Ultimately, that's a determination for the city manager to make under the charter in terms of how staff responsibilities are aligned. It continues to reference public works is that a previous structure had to larger of that subsets of that may very well, then, be delegated to a variety of the directors of what we are the Public Works Departments. Okay, thank you. And then, if I followed correctly, the that director will identify potential hazards. The consultant will identify mitigation at that point. And is it then up to the director to approve or deny those mitigation strategies.

[85:12] or does whatever the consultants say hold. So we will always evaluate what the consultant says, just because they say something in a study doesn't mean, that's necessarily. Therefore, what happens we will always be looking at, and as we do with any type of development. And they ask, I mean different aspects of it, review it for conformance to the requirements in the code. So, for example, if they were to come in and suggest a mitigation that we actually did not find was an offset to the hazard that was identified. Then we would not approve that we would send that back to them and say, you you didn't get this yet? Here's some ideas. Here's some things to think about. So just because they submit it doesn't mean we're done, and all studies, as with all application material, go through a robust review. Okay, thank you. I thought I have.

[86:02] Ryan. Do you have anything? Actually, I think so. I have a few questions. So let's see here. perfect being up on what heel and training had touched on about the Canyon Broadway area. I'm: i'm wondering. I guess we don't really know what's underneath the equity. The definition of the of the the locations for this, for the equity high priorities. and i'm wondering if it does. That would that include consideration of of unhoused They would tend to be. you know, large large populations, and if not. it should that have a Should that be an additional consideration? Maybe it's

[87:01] It's so specific to transportation from a citywide racial equity. index standpoint that maybe that just I don't know that it's specific to transportation, but I guess maybe i'll just trying to put this as a question. Do, does it? Do you feel? Does the team feel like with the I guess, the principle or the end of equity that we have. We're doing the right prioritization with consideration, especially of people well inclusive of those who are in house. I Well, Valerie, I I think you probably have the most staff expertise on this, so I guess I would ask if you could share your perspective about Ryan's question. Yeah, Ryan, thanks for asking about this. And you know this is this is a great conversation. I think what I can share is that the the methodology for developing the city of Boulder's racial equity index includes

[88:03] several indicators, and so those are percentage of the population that are bypass Median income by block group percentage of the block group population that's living below the poverty line. and also the percentage of the the population in that block group that are receiving particular financial aid through health and human services aid programs. So it's a combination of factors creating that index, and probably does in general cover some of your questions and part of the rationale for us using the city's racial equity. Index in this methodology is to identify areas in the city that may have been traditionally underinvested in terms of transportation infrastructure and focus. Thanks, Alar. Okay. So I I think what I the thesis was, it's it's not clear that the current mapping

[89:02] that's been given from the racial equity. Index. covers on house populations, because by definition this is where people are domestic with her permanent addresses, and so I I don't. Yeah, I think it's beyond what what I cannot feed back on to to do anything about that, but it might just make good observation that it's it's that might explain some of the questions that people are having. About. What about this location? So maybe it's for a further discussion with the team working on on the Equity Index to think about impacts of. I was with with vision 0. So okay, I i'll leave it with that. I had a couple of other questions, though. See here! So he was kind of getting at this, and sorry if i'm being redundant. But i'm thinking so. It it makes sense to me that that there is a prioritization of Iris network in equity 1%.

[90:00] But also it sure, would be nice to have as much comprehensive coverage of this everywhere. you know, anywhere. It's above a 100 vehicles. Now are. you know there could be places where there's developments that might be coming in in the future that Aren't really covered here. But also, I guess, just more generally like if, if. if we, if whether or not it's in a high risk network or an equity. I already area the If if we have large traffic by significant traffic volumes. it would be nice. I think it'll be nice to cover it. We could, so I imagine there's resource considerations here, I guess what I would to. So this is the question is, could you imagine expressing to counsel with, through the to your recommendations something like a desire or a scenario to make, to to make it as comprehensive as possible; and if

[91:05] you know, beyond the the the the prioritization of high-risk network equity but to move towards comprehensiveness, and if it would take resources to that. Then to express what what that would take. So I mean, maybe you Can' that off the cup, but you can. Great if not. I'll just sort of leave it for for consideration. Okay, Good question. Sorry. Go ahead. It looks like you're Yeah, yeah, I I I guess i'll. I'll chime in on that Ryan. So I I think that our our the direction that was given to us from council, was to explicitly give consideration to the crash analysis to vision, 0, racial equity and transportation, master Plan goals. So that's what we the endeavor to do, and I I guess we want to be mindful that we have a a a protocol here for the hazard analysis that a ha has some rigor, and that if we were to open it up to say every traffic study is is subject to it, then the the does it, I I guess. Ho! Hold the same same level of rigor that

[92:13] I I. I I discussing this with Edward earlier today about some of the autonomy or latitude that a director may have. It sounds like if. as part of site, review and Development Review, and, Edward, you might want to be kicking me virtually as I talk right now, so feel free to chime in. If I say anything out of order. but it sounds to me like a a a, as projects come in that are of significant interest, and it appears that a hazardous condition may be present that that the director does retain the authority to impose the Hazard assessment as part of a traffic study, even if it's not in the equity area or adjacent to a high risk network. And generally I would agree with that with the caveat, of course, being that you know, we still have to have a defendability to that, and we could be challenged and could lose a challenge if we aren't able to defend what? What the reason and why it's really associated with that proposed Development Project.

[93:10] Okay. Okay. I first of all on on. So it's just a good follow up, I or to on the question of of what responding to the direction the Council gave. Yeah, that that does seem important here. So i'm, i'm just reading the memo. And i'm. I'm just saying that it says. i'm on page. It's too time here in the middle that should be consistent with the vision, 0, racial equity, and transportation that sprangles. So I had sort of taken it, as you had more discretion to to to sort. But implement this framework. if that's the case that might be worth consideration. But if if i'm missing more. I guess direct code that so, or direction sorry direction.

[94:00] then then that's fine, but it sounds like that might be a question. Okay? And then I guess I would to talk for one another thought, which is. Yeah, I can. I can. I can see how they I mean, this is this is a resource prioritization that are like like with many things. So bye. I would, i'm not sure what diluting with like if if there would be a real risk of dilution of the of like the purpose or the effectiveness, provided that you had enough resources. So I it still seems to me like it might be worth saying, or at least some of sharing the idea that we are gonna. You know we're gonna roll this thing out, and if it's, if it if it's working, and if this seems like it's a a good method. we'll be interested to consider expanding it just to, you know, towards our vision 0 goals. I it Devin may have thoughts on line on to exactly that way, but just in general it seems like.

[95:00] If this is useful. you know we can scale it up. I I guess I'm: yeah. I just I think it's. I think it's it. Actually, unless there's any questions or anything you want to follow up on, get, or or anybody. Oh, Ryan, appreciate your comments, and as we, we will be meeting a staff again before this advances to to counsel, so we can certainly take your comments as well as all the others. We've heard this evening, and and talk about possible revisions before it makes its way to council. Great. Okay, thanks. This is really exciting. I'm: I'm: grateful for the work that Gary and the team are doing. Thank you. Yeah, i'll go. What Ryan said. And thanks, Garrett Devin Edward, for joining us tonight. With that we'll move on to the next matter from staff, which I believe is going to be Valerie, providing an update on the you bike incentive program.

[96:04] All right. Let me get my screen share going. Are you seeing my full presentation? Yep. All right. So good evening. I'm Valerie Watson, Transportation planning manager and i'm joined tonight by Sydney. She for senior transportation planner. This summer the city of Boulder will offer a financial incentive to residents to expand access to E bikes in boulder. This is a partnership between transportation and mobility and climate initiatives. Our goal is to better understand the demand and impact of E bikes in boulder, especially as ebay can send us become more prevalent throughout Colorado climate, Initiative Staff briefed the Environmental Advisory Board last week, and we are pleased to offer this update to Tab this evening. So what is considered an E bike for this incentive, and the E bike is an electric motorized bicycle with a rechargeable battery and an electric motor that gives riders a boost as they pedal

[97:08] that pedal assist offers more accessible way to cycle through tougher terrain and travel further distances. Other benefits of E bikes include reducing emissions and increasing personal savings. When we replace car trips with E. Bike trips, as well as the health benefits of peddling a bicycle and turning car trips into enjoyable bike rides. There are 2 main types of E bikes that will be incentivized, a standard or General E. Bike and an E cargo bike. General e bikes are great for commuting to work or school, while e-cargo bikes offer a larger variety of uses such as transporting kids, pets, and groceries. So how will the incentives work. Those interested in a voucher would apply online to enter a random selection for a limited number of vouchers. A voucher recipient would then take their voucher for an upfront discount on the sale price of a qualifying E bike at a pre approved participating Boulder County bike shop

[98:11] Bike shops will then be reimbursed by the city for the discount. After the sale the voucher amounts are split into 4 categories: standard income, General E. Bikes standard income e cargo bikes income qualified General E. Bikes and income qualified e cargo bytes. The amounts for each voucher category are based on the success of the denver E bike incentive program income qualified. Voucher recipients will have the option to receive a starter kit voucher to purchase safety equipment, such as helmets, child seats and high quality locks to receive a voucher city of boulder residents will first register and complete the online application process.

[99:01] Applicants will have approximately 2 weeks to complete the application providing time for technical issues or questions to be answered, and determining what kind of voucher that they would like to apply for, and to receive any necessary assistance prior to the application due date. When the application due date arrives. We will then conduct a random selection for each voucher category to identify who would be awarded that limited number of vouchers. Those who are selected to receive a voucher will then finalize their application by uploading their proof of boulder residency. If they are receiving an income qualified voucher, they will upload the necessary documentation at that time. Once the recipient is verified. they will receive their voucher, and we'll be able to select from a list of approved Boulder County bike shops from which to purchase an e bike. And this is a point of sale voucher, meaning that the voucher recipients will receive their discount when they purchase their E bike, reducing their out of pocket cost.

[100:05] City staff, have worked with community cycles and a focus group of Boulder County bicycle shops To ensure that this process works smoothly for the bike shops, too. We are planning on 2 release dates for vouchers this summer, likely in July and September. The first release will be for 200 vouchers. evenly split between the 4 voucher categories. The purpose of this is to gauge interest in the incentives for each category and adjust as needed for the second release. We will maintain a minimum number of income, qualified vouchers and work with several community partners to ensure those in our community with the most need for financial and technical support, can participate in the voucher application process. All right. Here's the web page address to find tons of more information about the E-bite incentives

[101:00] and Cindy stuff are still working on building out the application system, and we'll be updating our website with more detailed information about the application process for the public later this spring. We will also be sure to share our public materials once available, and ask for your help in distributing those through your channels in your role as board members when the time comes. And now we're available to take your questions. Thanks, Valerie. Any Tab members have any questions for Valerie or Sydney. Do you want to go? Oh, sure! Well, I I just had a couple of questions regarding like the bike shops. How if there's a process for them to like once the the the program gets going. If they hadn't heard, I mean, is there an application process? You said there was a selection process that you guys

[102:01] one through. But yeah, that's right. We are really pleased that we were able to partner with community cycles to do a bunch of outreach already with most of the bike shops in Boulder County and expanding beyond the bike shops just in the city of Boulder to those in the county, so that folks have a lot of different types of E bikes to choose from most, if not all, of the bike shops that we reached out to and participated in, the focus groups that we we held in partnership with community cycles are very excited about the program, and are likely to opt in. And so, as we continue to build out that back end that I mentioned. We will then formalize those relationships with the bike shops, and they will be a part of the program. And once we have that final list, we will put that on our website. That's great. Thank you, Valerie, and I guess my last question has to do with the the the vouchers that you have to qualify for. Did you say that there are an equal number of vouchers?

[103:06] Yeah, we'll have 2 releases of vouchers this year the first release? We'll have equal numbers of vouchers that will be released across those 4 categories, so standard bike for general income, and then, ecobike, as well as the 2 categories for income qualified. So, looking to do about 200 vouchers in that initial release from there, we will understand the demand across the different voucher types, and then adjust for the second release later this year. I guess my only feedback would be that I think we should provide more vouchers for the income qualified. Yeah, and so it's kind of a combination of number of vouchers, but also the amount of of vouchers, the the actual dollar amount of each voucher. So what what I think will will happen after we gauge that interest from the initial release. It will show us how we will maximize the amount of

[104:14] vouchers that we can set aside for that those lower income categories. and make sure that they are aware that these are available to them, because I think that's going to be crucial. So would it be helpful to hear about the outreach and engagement we'll be doing this year. Yeah. yeah. So we're partnering with our consultant that's working with us on the back end of the system, as well as community cycles to do outreach to a a bunch of different community based organizations and agencies in the county. We'll be hosting several workshops, and where folks can learn about the application process and what's required and involved. And then all of these are really focused on getting participation in those income qualified categories.

[105:03] That's great. Thank you. How are you. Tila? Thank you. Thanks, Valerie and I had a similar reaction. I I I bet Ryan does, too sort of to the idea that there would be an equal number of vouchers distributed in the first round. because you know the way. I'm looking at the numbers, you know, for one non-income qualified cargo bike we could be giving for more people a a standard eb. For in some qualifications. So and that's that's something that I think we should be prioritizing a bit. In addition to income qualifications are there? Have you considered extra categories like people with a disability or over a certain age limit, because one of the more fundamental revolutionary

[106:05] results of this E bike revolution have been that people who normally might not be physically capable of doing their standard bike ride due to aid or disability, find that they can. and that that would be a population that we could maybe urge out of their cars, or whatever. There are alternate modes of transportation are, and we ought to be thinking of prioritizing accessibility and availability, these Sc: just for that kind of population. Yeah, thanks for that question. You know, thinking about people with disabilities as well as aging in place our older adults we we will adaptive. E Bikes are an eligible bike type with these vouchers for any of the categories, so we we certainly want to encourage folks to purchase adaptive bikes, and we've actually talked with the bike shop owners in Boulder County to make sure that they are able to order those if they don't just happen to have adaptive e bikes, you know, on on the floor for sale, and they've confirmed that they can order those relatively, easily and quickly

[107:18] as part of this program. So it's certainly a consideration and something we'll focus on in our engagement and outreach as well. But it's not going to be part of the application, process or consideration for who gets what? No, it's not necessarily prioritized in the the random selection, but it is an eligible type of bike. Yeah, I i'm not entirely sure what you mean by an adaptive E bike. Yeah. Adaptive e bikes come in all different kinds of forms and varieties, something that would be commonly known as an adaptive E bike might be a trike tric, both 3 wheels maybe sets more upright. There are many other types of adaptive bicycles that can be

[108:01] can perfectly be purchased or custom designed. And so it depends on the need of the individual, user but we wanted to make sure that we were specifically clear that those were eligible bicycle types, whereas, say, a you know. a souped up mountain bike is not an eligible bike type. Okay? Well, what if it's allowing a 75 year old to mountain bike, like they usually do? I just. I I find that the the category is a little overly prescriptive. because there is a, you know, a pretty robust market in after after sale. Modification of these bikes. I have any bike myself which I got because I have a son with a disability who cannot ride a bike. I looked high and low for cargo bikes, and he was terrified to write any of the cargo bikes. So my e bike is a bike, and I had to buy a separate $900 trailer from a company in Canada. It's a larger person.

[109:05] so my bike isn't an adaptive bike, but it's not sold as that category. That's not what that's, and when I write it around on my own, it's not, an you know an adaptive e bike, and so I I would really just prefer that we make an e-bike in whatever form it is more available to people who want them and need them, and we are fairly confident we'll ride them. And so rather than saying, Well, what flavor bike do you want? And then you know your number 26 out of 25 vouchers, because you didn't pick the right category seems an unfortunate consequence of trying to be just like overly prescriptive on on what the kinds of bikes it is that we're we're subsidizing here. I think that we should be subsidizing for people who need them, and we'll use them, and we should be defining a little bit more broadly what those bikes might look like.

[110:03] and who who might qualify, or might deserve some some help and a kind of a boost for for acquiring that. I think that's all. I have. Thanks. Thanks, Tila. I have a just one question. I know we won't know how many total incentives there will be available in the second. Go around. But how will that total pool of money compared to the first go around? Will they be comparable or or different? There will be a a bit more in that second. Go around. That's why we're having that smaller offering in the first. Okay. and we're, I think we're targeting about our our goal really is to issue about 500 of the different voucher types this year. That's that's the goal we've established, and then we'll gauge from the first release.

[111:00] How the second release will look. Okay, thanks, Tony. And just last question. So are you guys gonna fund a specific type of key bike, You know there's different types of E bikes. So like the full throttle. Are you gonna differentiate between them? Or is it just basically, if it's a cargo bike? Or I mean, I guess that's just my question. If that's this funding is is gonna be available for a full throttle bike, for example. Yeah, thanks. There's a lot of information on our website. That kind of goes through which types of E bikes are eligible. For this incentive class one and class, 2 E bikes are eligible. and that has to do with the differences in the miles per hour. And when the pedal assist cuts out, and things like that, and all of that is detailed on our website. Awesome. Thank you.

[112:02] Thanks. Anything else from Tab I I If you thanks. Okay, great. It's really exciting. And i'm exciting to see my Madeline, my kid's name up there. Thanks for publishing her. I don't know. Folks notice that that was her art in the back my 7 year old. Okay. So I have a couple of comments, one picking up on what Tilo is talking about. But maybe I just ask first a question or 2. I maybe 2. I think 2 questions. So the first question is about the surveys, so I I know that you bikes are life changing, and I know also that people who haven't written them are very skeptical. They tend to be, and there's like, you know, 2 kinds of people i'm. Being a little blunt, but like people that fried by anybody, and then have it. I, you know. experience biotic power again, being a little bit a little bit course here, but I am just wondering, i'm thinking about these certain surveys, and and imagining that when this first phase work is done.

[113:03] and it's time to to consider the the possibility of additional a public investment in this kind of a program. What are the questions that we will have really wanted to answer in those surveys that will put to rest people's questions about the efficacy of these vehicles to to replace carships, or to be helpful or to sort of other objectives that we agree our objectives. What's the day it's last? Well, it's a big question that I maybe you don't have an off off the cup. Answer. But I I have to. I have to ask. Yeah, that's certainly one of the goals of the offering this year with the Ebike incentive is to understand how it can contribute to our our transportation and climate goals. And, Sydney, I wonder if you could add in a little bit more about what we're thinking in terms of the survey that we're going to be building out.

[114:02] Yeah. So we were able to receive Denver's Survey. So kind of starting on that basis of you know how many miles per week. Do you typically ride your E by connector stuff? We want to add questions like. do you experience joy? Does it improve your like the joy factor. Does it improve your physical health? And then also, you know, what did you ride previously to your ebay? So we can kind of get a sense of okay where these primary like cyclists, and then they switch to an E bike where they car drivers and and then switch to an E bike. So yeah, it's still in development. And if you have suggestions for questions, i'd love to tie you in on that. When when does it have to be. What is it? Baked the survey Questions. I'm not quite sure on the due date of that right now we see how building up the portal one getting the application process completely. Okay, I would offer then, for now I think I think you should try. Okay, so you ask. So I think you should try to find your skeptics, especially in city government, in the elected boards, or the or the elected city council, and by the people who think that. Why are we wasting our money on this thing.

[115:13] and ask them, what? What, what would they? What would that help them believe that these things are replacing car trips. They're actually giving people legitimate mobility. Miles, They're going to be used that sort of thing. I would give the Denver a survey for the look, but I it's not worth much to me that they just they were. Did they have their questions? I wouldn't trust it necessarily. I I would. I would look at the point of the survey as What do we? What do we want to know as boulder that's gonna help us to reinvest or or not to, or you know, to to change, to change your later, and not just sort of like kind of sleep. Walk through that, just using using what they have, so that that's my device. And if you want me to point to some people who. I who I can discreetly tell you, would be good customers, i'd be happy to. Yeah, that's good. Thank you, Brian.

[116:00] Great. Okay, I think I had another question. No, actually, that's oh, yeah. So sorry I do have a question. So you bike. So it's the the eligible bikes are basically any else, any bike that's that you that you can buy at an eligible bike shop, so that right? And so the bike shops will have to become registered, and then it's just kinda anything that they carry is but for grabs as long as it meets the criteria. They're listed on our website class, one in class, 2, and kind of fit. The general description of of of what we're classifying as eligible. Correct? Okay, okay. Okay, great. Then I think that's one of my questions. I'll just if I get opportune comments. One is on all what he was saying. I think it's a good point about the challenge of, or I guess, one of the drawbacks of of categorizing. So you know, and having to just a couple of tiers of pricing. I know it's tricky to come up with a list within it for for a list for an administrator program like this, and you you just have to be

[117:06] precise. And so there's an advantage making it simple, you know, just to by gaming and so on. So I I know there's there's back end considerations. I do, though, after I hear Tila talk she makes me. It makes me think about what what about the the merits of just a percentage, a percentage of Msrp: so then you kind of it's more of a continuous function. It's just. I don't know. I don't know what? The kind of average wasn't there, maybe as a quarter or something. You maybe thought of this but if you could tell people yeah, it's just it's 25% off the Msrp or 30%. And it's a little more uncertainty on like exactly what's gonna happen. But I mean there's uncertainty anyway, with with with this. So probably thought of that, but in it off the cup that feels like kind of kind of interesting, and also maybe a more cost of or yeah, a more efficient type of a rebate. Because then people who are getting higher end bikes that are going to last longer and need less maintenance. They're gonna, you know people more likely to buy those and so on. So I have one more comment that, Valerie, you're you're You're not interested. I don't know. Do you want to say anything? Or

[118:09] you know I I I really appreciate that that question or or comment, Ryan, and the only thing I would add, is, you know we are basing a lot of the program parameters on the the Denver program because we had to act so swiftly this year in order to get everything going, contracting in place, and all of that to be able to have an offering this year, this calendar year. And so we really resting on the success of the Denver program. And one of the things we did kind of ground truth in our focus. Groups with bike shops is. what are the typical price ranges for standard and E cargo bikes, so that we could understand truly if we use the Denver model in terms of the amount of the voucher amounts that they have landed on and iterated over time. Truly. what would be the real out of pocket cost

[119:01] for someone in the the standard voucher versus the income qualified voucher, and some feedback that we heard from the community connectors and residents. We are very fortunate to be able to meet with that group, and, you know, get some some feedback in terms of questions just like this was that the out of pocket cost is really important. And so we did really want to ground truth that especially for the income qualified vouchers that the out of pocket costs would still be something that is attainable. And so I think you know that is something that we looked at. But I appreciate your other idea, for for maybe looking at percentage offer something that is even more marketable. And I think that's really the beauty of the offering this year is that we'll learn a lot from how it goes. you know, for for future instant of offerings. Okay, that's good. And I appreciate you hearing me out and understand that. Yeah, you're moving quickly. But yeah, I like. I like the I like the openness to it. I think you know these just that you bikes do so many different things, or so many different kinds of people and the the products. And the technology is changing, and so

[120:12] that that might be a nice direction in the future, at least to look at the 1 one of the things I wanted to do is just provide it. My My suggestion that I know I said this before, or Peter I in. Okay. So I also know that it with the administration programs like this you can't. You have? You need some simplicity, not no understanding that you're trying to copy what, but but also the it in general. You need simplicity, so people can understand it. But I still think it would is something that deserves strong consideration. Is it's prioritizing these Vouchers to staff of the City, to to public, to put to public workers of of the City end of Pvsd. And Possibly, of course, these are these are residents. They have to me as a resident criteria, possibly of our Td. And or the University Administration.

[121:04] with the the reasoning that the if you thinking about what we're trying to do for our community boulder can only benefit If we have more people who are making decisions about older or outside of their motor vehicles, and and moving around, having having a chance. So I would love to do these all go to staff. But in, and I know that you your staff. So it's sort of weird, maybe, to to say that if there's if the if if that's possible to to put in to consideration like you could really look at that. You feel like you could actually consider that I would offer to tell council, hey? This is Tab's idea. They asked us. They. They forced us to tell you, tell you the argument. But again, I understand that it. It may complicate things too much. So. Thanks, fat. Thanks, Ryan. Becky. Did you have anything else?

[122:01] No, nothing for me. Thanks. awesome. Could I just revisit 1 point if that's okay. absolutely. Tila, back to your earlier comments about adaptive e bikes. I just wanted to acknowledge that you know that's a very personal comment for you, from your own personal experience and lived experience something that the Denver program found over time. They initially did not have any kind of provisions for adaptive e bikes. And since you know in the last. I guess it's about a year and a half, and Sydney correct me if i'm wrong or more, that their program has been rolling. I think they they discovered a need to. Really, you know, recognize that that is a particular kind of of market in in the ebike realm, and in terms of how people move around. So they now have, you know, kind of a partnership where they they work with organizations

[123:03] to identify potential voucher applicants. And you know, kind of help them go through the application process. And so that's something that we are, you know, very much aware of, and part of what we're doing for the city of Boulder, and and worked really hard to set up for this year is the technical assistance piece. So we've partnered with community cycles to offer a lot of technical assistance to community members who need help and guidance, as well as the other consultant that's working with us on developing the back end of of the the whole portal for the application process, and we'll be conducting a lot of the workshops. And so this is something I I just wanted to acknowledge from your comment is is a consideration that I I hope we can also address through our outreach and engagement process, and how we generate interest in the application. But I just wanted to thank you for raising that consideration tonight, and we will certainly think more about your comments and feedback.

[124:07] Thank you, Valerie. I really appreciate that in thinking about the outreach. Well, this conversation has been going on. I was, you know, going to send an email. say it now, but it might be useful to try to tap into people like occupational therapists, physical therapists and people who work with people recovering from injury people dealing with am aging in place. You you already mentioned that so you probably talked to thinking of. You know some of the the senior center kind of service providers. But this is of interest to a of surprisingly broad segment of our population, and not our usual suspects, who necessarily will receive the information, and so getting in the the knowledge to the service. Providers who might see the clients who might be more in need of or interested in, these kinds of devices would be probably helpful.

[125:01] Thank you, Tila: yeah, thank you. I just want to add to Tila. Maybe Dr. Cog has a good list for aging in place that they could supply. That's all. Absolutely. Yeah, it sounds like it's gonna be transformative for many people. So it's very exciting that this program is, is up and running after. I know Tab has been advocating for this for a while, and it took until now, for there to be capacity to work plan to get get this going, but it's glad to hear this is going. So thanks, Valerie, and thanks Sydney for your failure that any other matters from staff. Not this evening. No thanks. of course. With that we'll move on to matters from the board and see anything on the agenda other than open board comments. I'll start by just mentioning that we have our retreat tomorrow night. The annual tab retreat

[126:01] agenda look pretty different from last year. We'll start with an icebreaker, and then talk about how the Department is use using the racial equity tools as board members. We've been invited to go through some racial equity training. That's not what we're doing tomorrow, that those will be separate sessions. So this, I think, will just be more of an overview of how the department's using it and things to be mindful of for us moving forward. And then from there we'll get into a conversation on policy ideas and areas of emphasis, and I think it'd be great if each Board member could have one of each policy ideas. That's more things that we could suggest to counsel and for those to find their way into the work plan. It might have to wait until the new Council is seated, and they have their retreat early next year. That'd be an opportunity for for some big things to to come to play be a council, and then the areas of emphasis are more about how we operate.

[127:06] and in the coming years seems to be mindful of. Does anyone have any questions about about the retreat for for of our night? Let's see. Sheila has a comment that she might be running a little bit late. So yeah, if everyone could have one of you to try to. Well, hopefully, it can be hopefully, we can be concise and and describing those to help keep their the conversation moving. And if there's nothing else on that, are there any other open board comments from Tab tonight. It is really really quick. So I don't know how many of you guys know, but sb 23200 passed. So it's now on the it it's sitting on the governor's desk.

[128:05] There is a slight chance that he may not sign it. So this is for the automated traffic enforcement. It gives municipalities the capability of using cameras if they choose to. So if you have a moment, please reach out to the governor and ask them to sign it. It's so important, and so much work has gone into it, and really it's not the first time that it's been introduced, or something similar. So so please help. And yeah. I know that the city is a huge proponent for the bill. And yeah. that's thanks. That was what I was gonna bring up. Specifically, the camera goal allows speed cameras on the high speed arterial. So it removes that small residential below 30 mile an hour limit. So that's a good thing. Yeah, I hadn't heard that there's a chance full. This might not sign it so

[129:05] sure we can send an email. Yeah, so please, Thank you. Very, very helpful. Thanks. Any other open board, comments Alex. On the airport. Just a couple of things. The airport working group. There's not a lot that's new. I've been to. There was an open house, and our and another meeting working group meeting, and I attended after our last call after last month's meeting. not a ton of new issues from that to share. I it was all it was. People kind of sharing different points of feedback. I I don't know that much strategic thing from that for that discussion. But I would also say that I've been. I've spent some time with with Laura

[130:00] Kaplan from planning board A from from Have as a board, and with Allison we had a couple of discussions. and I I think the like to me what seems like really the kind of big issue for us, not the exclusive one. But really the big consideration is from a transportation standpoint. It is there a future for that site that involves a a transit oriented development instead of instead of a airport or a park instead of. And one of the things that had, and planning board Those liaisons are. I would say, leading on is trump is is advocating, and I think, even creating to to bring about a some kind of a vision. or what this a scenario could look like, not not to advocate for scenario housing, scenario per say it. But to say that as we go through this process. The community.

[131:06] considering this, should should have something that they're looking at when they're thinking about the the idea of of an alternative to the airport rather than just, an you know, an abstraction. And so, anyway, they're working on that we there maybe more feedback to share. But I just I thought I I so you that the second thing is, there was a a letter that the at Faa Staff person regional. I think the regional lead based in Denver. that city to the city. They went to sitting on an area, and I believe shared council that sort of to have we? We've heard something. I'm paraphrasing here, but something long lines that we we've heard. You've been talking about. Consideration of uses of the space be on the airport just to remind you

[132:02] you. You have a legal contract with us that that's more or less a thesis. I I you know, and I think I think you might look at it and say they're just, you know, helping us to have make sure we have the the facts. The community has the facts and writing. and so that goes into this, and then my question becomes not to look too far ahead. But the the the Faa is one of about 20, plus offices and bureau and desks within do to us. D Ot. And I think all I understand that all of those units report up to the Deputy Secretary who is Poly Trottenburg and a former New York City Transportation Commissioner. So I, anyway just leave leave it at that. Leave it out of that as far as the operations go. So that's that's it for the sort of report, except that the next meeting is June seventh, and i'm going to be out of town not able to 10, so

[133:07] it's from 4, 30 to 6, 30 at the Osmp hub. That's that's in the limit. It's not the airport. It's it's the limits. I think I I forgot actually, I think til you were the the the device liaison. And I think, Alex, be You said that after that at 1 point. But Tila Alex. Any interest in joining that one Can you say the date again, June? Let me check and restricted in-person policy for this one. Yeah, I can do that. All right. Okay, I'll I'll make. I'll make the arrangements. Thanks for doing that.

[134:02] and that's all I have, unless anybody has any questions or anything else in the airport. Not see me. Thanks, Ryan, and thanks for filling in Tila any other comments tonight. Don't. See any hands all right. I'll entertain a motion to adjourn for the evening. My second all those in favor. I can't see hands, so let me know if it's not unanimous by that of 5 awesome. Thank you to everyone who joined us tonight, and i'll see Tab, maybe a little bit that a staff, and whoever from the community is interested in joining us at our

[135:00] thanks. Everyone thanks you. Tomorrow.