August 14, 2023 — Transportation Advisory Board Regular Meeting

Transcript

Captions from City of Boulder YouTube recording.

[0:00] Start recording it is recording. You may begin. Okay, thanks. Welcome everybody to the August 2023. Transportation Advisory Board meeting before we get to business. I'll kick it back over to Veronica for our technical rules for the evening. Alright, let me know if you can see my screen. Well, we are pleased to have you all join us today to strike a balance between meaningful and transparent engagement and online security. The following rules would be applied. This meeting has been called upon to conduct the business of the city of Boulder. Activities that disrupt delay or otherwise interfere with the meeting are prohibited. The time for speaking is limited to 3 min. No person shall speak except when recognized by myself, and no person shall speak. and the time allotted each person shall register to speak at the meeting, using the person's real name. Any person, Billy, to be using a name other than the one they're commonly known by, will not be permitted, permitted to speak. Please use the raise hand function to be able to be recognized for public comment.

[1:01] No video will be permitted except for city officials, employees, and invited speakers and presenters. All others will participate by voice. Only. The person residing at the meeting shall enforce these rules by muting anyone who violates any rules. The QA function is enabled, it will be used for individuals to communicate with myself to it should be used for technical and online platform related questions only if an attendee attempts to use chat for any reason other than this other than seeking technical assistance from myself. The city reserves are right to disable that individuals access to the chat only the host and individuals designated by the host will be permitted to share their screen during the meeting. Thanks, Alex. Thanks. Veronica. Next up is agenda. Item, 2. Approval of the July 2023 min to any board members have any edits they would like to bring forward Alex. No edits. I compliment Meredith on doing a a great job of capturing at least everything that I said when I remember that I think they're excellent. I just have one procedural question which is on Number 5, which concerns the parking. The neighbor parking program that we made a motion on th is part of that motion. We discussed telling council our unanimous recommendation that City Council should consider

[2:24] looking at parking ordinances and thinking about updating them in order to modernize? The work of transportation today. And so II just would like to ideally get some clarity on. How did how we get that over to counsel? And if Tab has a role ideally, we would have a role or some way to make sure the Council is hearing, like what I think is our sort of headline statement of that motion. Ii don't think it's it has to happen in this moment, but I just want to call out that think we should. We should clarify what the next steps are on that.

[3:03] Okay, I think we would all be as individuals. Welcome to talk to councilmembers about the general feel of the the program and the direction that we were hoping for? Is there anything from staff that? Well, well, I assume it's will be in the packet for council at some point, and they'll see the actual language of the motion. Yeah, I need to look into that of II can't recall what their next step was. If they plan to put it in like an IP or send some type of communication to update council because there wasn't, since there wasn't going to need it. They weren't going to need any action taken by Council for further, you know, implementation steps. They don't need to really go to council again. I don't think but I understand. You know, how do? How are they getting an update on that? So we can

[4:05] look into that and answer the background? Okay? And I guess these minutes would make their way to counsel as well. So if Council were to reach our minutes they would see the language of the motion. Well, yeah, they're available to counsel. I'm not sure they get sent to Council And in the past we've definitely had Maybe some taken some issue with the way that actions, and deliberation of tab members, and crafting a resolution, and sometimes even the resolution language itself has not been completely forwarded to council. So if there, if there's a resolution that is reflected in the minutes, I wouldn't just rely on the minutes being publicly available to make sure that Council knows what the sentiment of Tab is in the past. Alex. Sometimes the chairs have

[5:00] sent an email to council, just as the chair tab, just to say, I just want to draw your attention to this resolution language on this particular item that happened. At the July meeting. Okay. if the chair prefer. Like to to chair vice chair wishes I could send a quick email. Just it would like to draw attention to this if you like it happy play. Otherwise I'm happy to let the chair think about it. Feel free to take the lead on that. Okay, I'll do that, and I'll just send a short little note and say, I'll just give my take on our basis for it. And invite. Yeah. Discussion. Okay, thank you. Any other comments on the July minutes I just had a question kind of on this discussion point, not the minute specifically, but just potentially. So, I understand, like for us to like wh, when an item comes to us for

[6:00] providing direction. But then it's not going to counsel. I guess I'm confused about what like if we have a formal statement to counsel. But it's not actually going to be decided on by council, like what falls into that category, and what sort of tabs role is supposed to be there. It sounds like it's more feedback for the department bringing it forth rather than for council. Right? So, that's a good question. And and I think we could probably spend time on it in another meeting on kind of cause. There's more than just this that falls into what you're asking about, I think. But for this item had had Tab recommended that the Npp. Be expanded. then they would have needs. They would need to go to council for further action. But because that was not the recommendation. And Staff also agreed. Right cause that was, I think, Staff's recommendation was to also not further expand.

[7:04] then there's no need to go to council at this point. And so that's the only reason why, in this circumstance there's not like another formal step to go to council. But II believe, see these staff discussed other means to get that kind of communication to them. Whether that would be an IP or something that doesn't need action. Right? Another venue for communication. Does that make sense? Yeah, thank you. There are no further comments or questions about this. I'll entertain a motion to approve the minutes, or only 4 of us are there, so Tila can't make the motion second, or we'll abstain from the vote. Obviously I move to approve the July minutes. Ryan with the second, all those in favor unanimous with 4 votes, and then the one abstention.

[8:07] Thanks. Next up is public comments. If there are any members of the public here, they have up to 3 min to address the board on any transportation matter if you're interested in speaking, please use the raise hand feature within zoom, and our technical hostel calling. and if there are no hands. go ahead. And right, are we? Good? Yeah, I don't see any. Okay, we'll go ahead and close the period for public comments and move on to matters first from staff. So kick it over to Natalie.

[9:00] Great! Thank you. We have 2 items under matters tonight, and the first is going to be presented by Chris Hagley. Take it away, Chris. share my screen. And can you all see the presentation? Now? Yeah, we're in presenter mode. So we're seeing like your notes, too. How about now? You're good. Alright good to go. Thank you, Ted, for having me tonight. I'm here to talk about our Boulder Valley employee survey and some of our preliminary results that we have from this. So our motor Valley employee survey this is a survey that we began way back in 1,991. We originally did it every 2 years. Now we're on a 3 year cycle.

[10:01] Hi, tick. conduct this survey. It is a statistically significant scientific survey with correct sampling practices, and it's conducted by a third party survey consultant. Actually the same company that has done it since 1991 they were bought out. But it's the same staff people working on this survey. So they have very intimate knowledge of all the data travel behavior data in boulder. And it's it's been great to work with them over the years. The main purpose of the Boulder Valley employee survey is to track employee travel, behavior and demographics and and look for long term trends and and look at impacts of our investments and programs and policies on that travel behavior. we also use this and the Modal Shift report, which is stems from our resident travel diary to measure progress towards meeting our goals at the transportation master Plan, and also with our climate goals as well. So these 2 surveys, the Boulder Valley Employee Survey and the resident trial travel diary. That's that's

[11:12] kind of published in the what's called the Modal Shift Report, really form the backbone of our metrics program here at the city of Boulder. And and then certainly, it's great to have such longitudinal data to really understand travel behavior, both by our employees and our residents so important to understand that our employee surveys covers both people who live and work in boulder, and then also people who live outside of boulder, but come into boulder for their employment the we did conducted this last fall we got approximately 900 responses. The way in which the the sample is created is by looking at different types of employers by size, location, and type. So we get a representative sample of our full business community and within the city. And then what we do is, we ask, once a company is selected, we ask their employees to fill out

[12:13] a survey. And this really documents not only work trips, but also all the trips they make during the day as well. So we we not only understand how they're getting in into boulder. For example, if they're a non resident employee, but also the trips they take during the day, and we know that the mode that people take to boulder really affects the modes that they take. For those different types of day trips. We also collect a a full range of of demographic data as well. So we can track that over time the full report will be published soon. This was a much larger effort than past Boulder Valley employee surveys in the past. We generally do. just kind of the survey for the whole community, and then we'd have a focus on the downtown and and usually see you faculty and staff. This year we did a much larger survey where we had many different sample sub sample populations that we were able. So we're able to draw out. So we not only did the downtown and see you faculty and staff, we also looked at Boulder Junction with Phase 2 coming on. You know the planning for phase 2 happening.

[13:23] We did the area around Alpine balsam, knowing the impact that that development with both affordable housing market rate and the new civic center. It's gonna have in that area. And then we've also done East Boulder since we had just done the East Boulder community plan. So we're getting some information there as well. So it was a much larger effort. So it's taken a little bit longer, and then I would say, the really cool thing is because we have so many new planners on our staff. I, you know we really gave them an opportunity to look at the report with kind of some fresh eyes, and and to see what other types of cross tabs or analysis that they'd like to have. So it's really been a great great effort this year to try and revitalize. This this survey that we've been doing since 1991.

[14:15] So just some of the some of the results, and some of these, you'll see that we have some significant changes. And I would say, you know, when we look at these changes in general, we see a lot of the impacts of Covid still happening in our community and affecting people's travel behavior. So when we look at work trips in general. So this is both residents and non resident employees. You know, we haven't seen much change in those work trips when you when you look at them altogether, and we actually had an increase in sov travel for this past survey, and part of that is just a significant reduction in transit use. That, you know, we can certainly say is related to Covid, but also to our declining Rtd service levels in the city.

[15:07] But when we break it down and we split residents and non resident employees. That's where you really see the difference over time. But even here we've we see an uptick in our boulder. Residents who work in boulder. So you know, when you look at that bottom line, since 1,991, we've made some good progress in reducing sov travel for work trips. But with the survey we indicate a statistically significant increase in Sov travel. When you look at the the upper line, you really see that we haven't made much of a dent in non resident employees. You know, it's really difficult to get those longer trips shifted and what we've seen over the years is really not only are people living who are non resident employees living further and further away from the city, but they're

[16:02] a greater percentage of are living outside the Rtd service area. So there's not even a real opportunity a viable opportunity to use transit for those work trips. The one time we did see see? A statistically significant drop. Wasn't 19 was in 2,008 gas prices were at the highest. We saw it go down to 74% Sdb, but as you can see, it just rebounded again. so though, that's kind of a look at just the sov mode share by residence. This kind of gives you a full chart of showing all the different modes, so you can see. Certainly the the differences. Bicycle travel is certainly a a major difference. 11% of both residents reporting, biking to work versus 1% of your non resident employees. What we really what I wanted to point out here, too, is

[17:01] the the impact on transit. We were steadily growing transit use in boulder, not only among our residents, but also our non resident employees. And I think that's been severely impacted by Covid and by Rtd service reductions. We also notice the work at home percentage. So certainly during Covid, we had a number of you know, shifts and travel behavior to working from home. And now we're still in that kind of work from home. Hybrid environment return to office environment. But a significant amount of people are still working from home. At least that last fall when these surveys were were taken. This just shows we asked. You know, do you ever telework during a typical work week. So not just did you tell a work during the day that you took the survey. But do you ever during the week, and and you can see a significant rise over time, but an exponential growth.

[18:02] In since the last survey in in 2,017 I would note that we were supposed to do this survey in 2,020 during Covid. That was part of our budget reductions, and and also thinking about the anomaly of it. So we this is we decided to do it in in 2,022. But this this certainly shows the the impact on of telework and and the lingering in impact of Covid. One of the things that we've always looked at over the years was the impact of the Eco pass on on travel behavior of our employees. We typically say that the Eco Pass is our most powerful tool in changing travel behavior, and we have the statistics to back it up. When you look at people who have an ecopass versus people that don't, there is a significant difference in in travel behavior, whether they use the bus on the day of the survey

[19:03] whether they ever use it to commute, and then also, if they use it for non work trips as well. And this is something we see in the Boulder Valley Employee Survey, and we also see in the resident travel survey as well. But the residents, it's even more of a of a difference. You know, we have typically said that having an Eco pass in your pocket as a boulder resident, you're 5 times more likely to use it for work trips 9 times more likely to use it for non work trips and then we also know from both surveys both the Boulder Valley employee and our resident travel diary, that if you have an eco pass. Not only do you take transit more, as I just said, but you also walk and bike more so. The ecopass has always been something that we've tracked. And I think, unfortunately, we have seen the impact of Covid on our eco pass participation in our business community. We were reaching a point prior to Covid, where nearly half of our daytime population. So you think about the residents who are remaining here for work, and our non resident employees that are here during the workday, where over half of all of our employees had access to an eco path.

[20:23] whether it was through their business, through their neighborhood, through. See you and we were steadily growing that percentage as we increased participation by businesses across the city and we continue to to provide business rebates and subsidize that. But during Covid we saw a significant drop in businesses that that participate and pay to be in in the business. Eco pass program. So this is something that is a concern, and that the city and boulder transportation connections, which is the transportation management organization out of the Chamber that works in our area, that we have initiated a kind of a return to the ecopass, where we are offering additional rebates and subsidies to businesses that

[21:21] we're in, the program dropped out. And we're we're trying to get them to return. So that's a a major effort that's going on so hopefully, we can see that return to that program because we know how powerful it is and and changing employee travel behaviour. So just to summarize. This is a huge document. There's so many cross tabs once it's published. I'll invite you to to take a look at the full thing. I just wanna kinda give you a taste during this matters from staff update. But you know when we look at some of these key findings. Certainly these findings suggest that there are some lingering. It impacts of of covid on travel behavior

[22:01] the teleworking. And now the hybrid work environment is continuing to impact travel behavior. Now, of course, telework we're a trip is not taken is is great for our greenhouse gas emissions and those things some in our business community may not, appreciate the impact on sales. Tax revenue for people who are no longer coming into boulder to work and and and spend some money. I think we're also seeing the impacts of lower transit service. So you know right now. You know, during Covid, Rt, I believe, dropped to about 40% of Pre covid service levels. And we haven't even returned. I think we're maybe at 60, 65% of our Td service level. So this continues to be you know, an issue that's affecting the ability for people to have a viable transportation option to get to work, you know, and we're still seeing a lack of service at at Boulder Junction at at our new transits. bus station there. And I think you know what what this does for us when we look at these numbers. Granted, some of this impact is is related to the pandemic, but also it helps to inform

[23:10] The work that we will continue doing, but also shaping some of our new initiatives, you know, when we look at the work that we continue to do can envision 0 to improve safety. You know that really affects our residents and their ability to have viable transportation options for them but also for trips taken during the day by our non resident employees. We we're it's informing our our Tdm. Outreach, as I said, with our work, with boulder transportation connections and the chamber, and then when you look at some of our newer initiatives, and and the hope that we have in them to to bring about positive change in in in travel behavior and shifting away from single occupant vehicles. You know, we look at our micro mobility program. We've seen a tremendous increase in B cycle trips prior to Covid averaging around 100,000 trips at half a million trips

[24:07] in 2022 with the switch to the electric system. And then also the Cu student program. So we look forward to that up. Next, you'll hear from Allison about our work on expanding the Lime Scooter program citywide, we anticipate that that will have another significant impact and travel behavior. Really looking at that first and final mile when someone has a viable first and final mile option. It really helps them, you know. Make that decision to possibly take transit in rather than driving. we also are looking at. You know, we're constantly working at restoration of our TV service levels on the on the political front. We're looking at the introduction of micro transit and gun barrel. That's another thing. We're we're looking at and then, I think, you know, all the regional work we do

[25:01] around bus rapid transit around regional trails. We're doing a regional bike share feasibility study looking at the expansion of B cycle into our surrounding communities outside of boulder. So you know, when we look at these numbers and and we see the impacts. you know it. It really helps to validate what we have been doing, but also inform, what we need to be doing to to see these trends go back in the direction that we'd like to see them. So just to to give you a a heads up. The the resident travel diary is occurring this fall. We began this in 1991 year before the the employee survey these findings are published in the Modal Shift Report. We're gonna be doing that in September, typically, this is a much larger effort we send out surveys to 15,000 households in Boulder it is a household survey, and then there's an individual travel diary.

[26:05] so that people record all the trips they take over a 24 h period. And so we anticipate that report to be published in 2024, and I think once we have both a new Boulder Valley employee survey and a new resident travel diary survey. You know we'll be able to take a look at them together. And really help inform some of our policies and programs. As we move forward, and implement this current tmp, and look forward to a future update as well. So thank you for your time. And as soon as we have the final report the full report publish we'll make sure that tab members receive that. You can look through the full report. It's it's long lot of graphs, a lot of charts. And I'm always happy to you know. Discuss the findings of those reports. But thank you. thanks, Chris. I was really interested, interesting, and looking forward to seeing the full report to any port numbers have any burning questions on the preliminary results. Here.

[27:12] Alex, I have a month. Oh, go ahead! Oh, I just. I had a question about whether this report is used by other departments for their work, or is it limited to the Transportation Department. Specifically, no, II frequently help provide data to all, all different departments, open space, mountain parks, community vitality, of course. And so yeah, these are available and useful to to all. I do a lot of work with planning and development services as well to look at the good thing. All the responses are geocoded. And so if, like planning and development services are looking at a specific sub community we can isolate those numbers as well, and provide that data to them. So yes, this is well used by all departments.

[28:06] Thanks. Yeah, I really appreciate it. And excited for the for the full report. It's really helpful. Alex. I have just 2 burning questions. First, Chris, thank you for this. We're lucky to have you getting into so much factual detail. for our programming. So my first question, sorry I missed this, but on the the resume versus non resident. Do, do you? What's the share in terms of the population or so? I recently learned from our planning and development services team, who kind of do that type of research looking at the number of jobs number of employees in Boulder what they have told me is that the now the share of resident employees versus non resident employees has increased to 60 40. So about 60 of our employee base are non resident employees, and 40% are

[29:09] residents. When I first came to the city, for example, like 2,007 it was more of a 50 50, you know. We saw it cross the 55 45. And now we're seeing across the the 60 40 mark. It is. It is a little tricky because we do get numbers from the Bureau of Labor Statistics, which report things in terms of jobs, not employees, not people. They. They report in terms of jobs. So we do have to make some certain assumptions about what percent of our workforce works more than one job. So there are some assumptions built into that. Okay, thank you for that. I thinking for the trend line information. I wasn't even thinking about it. But that's interesting. That used to be maybe half and half. And now that that has been a declining number of people who live in the city. Okay, thank you for that. My second question is, I couldn't help. But just try to read into that. You had a table of mostly residents.

[30:08] and I know you said the final reports coming. So if you just indulge me on one kind of technical question. It looked to me as if the I think it was the boulder on the boulder. Residents side on mode split that over the last 15 years since 2,005. I guess that's closer. 20 years. it! It's been pretty. It was 53%, 2,553 now, so there hasn't been a lot of change in the last 15 to 20 years. On the on the on the sov share. And then you had a slide to show that the telework has gone up quite a bit. And I was trying to imagine, D did does non sov include telework which would imply that sov I guess I would think I'm not sure how to phrase my question. But d-d is telework part of the mode split or yes, yes, so that's the work from home.

[31:03] That you see here. If you I don't know if you can see my cursor. So that is 13. So the that is the response for the day in which people took the survey. So this is, you know, how did you get to work that day, and 13 reported working from home. Now the the other slide that I showed was, this is the reporting of. did you ever tell a work in the last week. and so it's not just the day that you recorded your answer. It is, you know. Have you ever teleworked, you know, and it's II believe it's last week, or maybe it could have been the last month. I'll have to go back and look at the phrasing of that question. But that's where you had, you know, a significant amount of people saying, Yeah, I you know, if you at least tell once a week. You're you're gonna be in that. you know. You're part of that high percentage. But you know, back, you know, the day of 13 for residents, 10 for non residents while you're on this question and on this chart, I'll also note that transit use went from looks like 15 as a regular well, that would be that day to 6, and that's sort of, I think

[32:19] another recognition of sort of the take home messages that Chris was talking about in the beginning at the end. Yeah. Sorry. Go ahead. Oh, yeah, that that's that was something like that, was my next question was like, what happened? Where did the losses happen? So a lot of the story between 2,017 and 22 is basically Covid. It looks like. yeah, II would. I would say that, you know, between the last 2 surveys. Covid certainly had a significant impact. But we have been losing transit service even before Covid. We are losing transit service. When you look at the decline of the 200 routes, especially the ones that really served our residential communities.

[33:04] Yeah, it was the third down. Okay, great, I mean, not great, actually. But thank you. You get the crazy. You have the data. okay, I thought I had one other question. But maybe I'm maybe I'm good for now. Okay, thanks, Chris. I appreciate it. You're welcome. Anything else on this for tonight. Sure. Thank you. Thanks, Chris. I really, you know, bunch of us really like to see the data and like this kind of analysis. And while we're on this screen, I'm also sort of looking at the residents outside boulder. Definitely. That that trend line, being very stubborn at around 80 is is worrisome, but I also look at the mov line. Is this, maybe carpooling? Yes, steadily declined.

[34:00] Covid or no maybe more, because of Covid, and they're, you know, not traveling to work at all, but at 4%. Now it's a it's the it's the all time low is does that make us think more about whether to be encouraging, subsidizing, requiring carpool and car share kind of services. And does my follow up on that is, does using an uber account as an mov. Oh. yeah. So I think we report uber under the other category. Because it is kind of. you know, we used to have taxi, and that was part of the other category. you know, when I look at car pooling certainly, you know car pulling, you know, rising out of the seventys and the oil embargo and the crisis. You know, you had a huge amount and nationwide. We've seen car pooling steadily decreasing it did increase

[35:02] a bit, you know. Kind of, you know. The high gas prices was 2,007, you know. So it, you know. It's, you know, kind of hung there. But then, since then, when the gas prices dropped. After that, you know, that's where you've kept on seeing this this big drop, and then I surely think you know Covid had an impact just in this last one. But you know, of people not want to be in close proximity to people. you know. The city subsidizes Van Pools. We've been doing that for years. Van Pools are a mode that are very difficult to form. But once they are formed they generally last a long time and we continually subsidize them $20 a month. For everybody. You know your typical Van Pool fare, maybe around $100 a month. So you know, we're giving about a 20 subsidy? You know we're looking at. Can we increase that subsidy

[36:02] especially since so many more of our non resident employees are living outside of the Rtd service area. Van Pool may be, you know the only option to get them. It's it's, I think the difficulty is that you know, for a long time Van Pool programs require that you're kind of using it every day, you know, based on the pricing formula they they use. More recently, Van Pool programs are beginning to be a little bit more flexible that. Maybe you could use it 3 out of the 5 work days in a week to do it. What I hope to see in the future and what you know, we frequently talk with Dr. Cog, who uses enterprise for their Van Pool program is, can you essentially create that Van Pool like a Tnc. Like an Uber or lyft. We're kind of, you know. The day of you could say, Oh, there's an empty seat in this Van Pool. Can I fill this seat and and pay per ride? So this has been an idea. That's you know. We've we've thought about it. We? It's been circulated. It's discussed at our national conferences. But we have yet to see. You know, a Major Van Pool provider actually pull the trigger and do a, you know, basically a a ride hailing version of a Van pool. But I think that's where the industry will end up. It's just

[37:21] it's there. It's it's slow getting there. Unfortunately. hopefully, not too long of an answer. Chris. Could I just ask one, or maybe 2 false on that one? I'm now looking at this data and thinking, II feel surprised that Tncs aren't represented by a bigger number. And so if if Tncs really are in the other category. Bo, both on the boulder, resident and non resident. Maybe for the final reporter. I don't know. It feels like there's a story there, because it would be bucking a national trend. I think of Tncs really doing a lot more. So these are looking at work trips. So II would say that Tncs, for the most part, are are not used for work trips.

[38:06] You know, they're they're the vast majority are used for entertainment. recreation type social trips. So that may be one factor. But we do ask and separate that out. So we can separate that out. Okay, yeah, it's interesting. I don't know. Just seems like a it's like a sort of question that people who are want to get into the great and the final question, I'm sorry. This is one of the last thing you have earlier. So I think you said it's about 900 people or respondents, was the. So is that what's the sort of level of statistical significance or representation? I believe the you know, at the 95 confidence level. I think it's a 2 sampling error. And so you know, the change has to be greater than at least 3 to be a statistically significant. Okay? And that's for with respect to employees, both employees in the Border Valley.

[39:01] Yep. we generally get a lower sampling error with the travel diary survey. Thank you. Thanks. Again. data. Does this granular for non-commute transportation in the city of Boulder. So we so we have similar graphs for non-work trips by employees during the day. So we asked them, you know how many trips like once you got to work? Then how many other trips did you make, you know, going to lunch or go into a meeting, you know, off your work site. So we do have a breakdown of that. You know. The most telling thing is the mode that you take to work kind of dictates the modes that you take during the day. So if you drive to work, you're typically driving to any appointments that you have during the day, you know, if you're using bus bike or walk, you're usually using bus bike or walk to to fulfill those trips during the day as well.

[40:02] What about resident non-commute trips? So yeah, we have that for the resonant travel. Diary. So the last modal shift report. We look at all trips, and we break them down by trip purpose. And so you can get mode, share, trip length trip, distance or trip distance trip time trip purpose all those things we could break down. Okay, good enough. and that the last time we did the non-resident travel diary that was 2018 the resident one, I mean the Resident Travel Directory. Yes, 22,018. And and so we were. Gonna we were scheduled to do it in 21. But now we're doing it in 23. Yes, sir. thank you, Chris. You're welcome. Alright. I will stop sharing. And actually, I'm gonna share Alison's presentation, for she's up next. Correct.

[41:02] Yes, that's right, and Allison, I know the agenda says that Valerie is presenting the sign, but Allison is presenting for us tonight. Thanks, Alison. Alright! Let me share my other screen. Alright! Alright! Let me know when to advance. Thank you, Chris. Hi, Ted members, thank you so much for having me this evening and this evening I'll be sharing an update on the micro mobility program and the East Scooter expansion that is occurring in 2023. Go ahead. Thank you. So, sharing a little bit about micro mobility and boulder as as kind of a refresher here. The micro mobility program is intended to support. our city goals from our Transition master Plan to our climate action plan to our Boulder Valley Comp Plan. It really sets out a roadmap for our future that shared and electric, and can meet a lot of our transition and climate goals like reducing sov trips like Chris was just sharing about and reducing congestion and air pollution and increasing mobility options, and really serving as that first and final mile connection.

[42:21] So under the umbrella of this micro mobility program in Boulder we currently have Boulder B cycle, which are electric bikes and our line east scooters, which are electric scooters. And I'm sure many of you have written on Boulder B cycles in the past, and we've had a lot of successes and lessons learned from Boulder B cycle over the years and and really evolved that as boulders, mobility needs have evolved. And it is now a fully electricity. You know, ebike system and the line East Scooter pilot program began in twenty-twenty-one and operated in East Boulder east of 28 Street and similar to boulder recycle. We've

[43:06] learned a lot of lessons, and we continue to iterate with with this program, especially as it continues into really, a full time program. And instead of a pilot program, and it's really kind of growing up within our micro mobility program here in Boulder next slide, please. So I'd like to share a little bit about our pilot program that began in 2021 and continue to 2022 over the course of that year it was deployed. We had up to 288 line scooters. It did start with 200 and as trips per device, reached over 2 per day. There was a few increases throughout the pilot program, so it did end with 288 over the course of that pilot. We had over a hundred 15,000 trips

[44:00] with over 117,000 miles traveled we had 4 reported crashes that resulted in injury. and the average trips per day per device per day, which is one of our metrics, for the program was onefive. There were a few times when it went over 2, and this means that it does have to continue for 2 weeks in order for the number of devices to increase, which is why it increased from 200 to 2 88 over the course of the pilot program. Next slide, please. Yeah. So what are we doing now? With this program? And especially as it evolves into a full-time program. So we share these pilot results with boards, including yourself, Commissioner, and phased and and staff will will learn and and continue to iterate throughout this

[45:08] as we did with boulder B cycle, and and many of our other programs. An important note here is that we'll expand onto the Cu campus which we anticipate will be will include a lot of increased ridership. So that will be really interesting to follow along. We're looking at a late August timeframe for the expansion of the line scooters to be on the ground here in Boulder west of Twenty-eighth Street, and in terms of the expansion by numbers, the expansion geographically will be about tripling. And so that's what we are anticipating for the line scooters is tripling to 900 and that'll be phased out over the over the coming weeks of getting up to that 900 as that geographic expansion increases

[46:01] and above that the only way the line scooters would be able to increase the size of the fleet would be if they meet that 2 trips per day per vehicle over the course of 2 weeks, and then there's the opportunity to increase 20 after that. So there's also the opportunity to decrease the fleet. If the fleet does not meet one trips per per vehicle per day, so that would then decrease. If if that metric were not met. And in terms of curfew, the city has decided to maintain the 11. The current 11 pm. Curfew online. Scooters. We anticipate reevaluating this in 2024. See, you has decided to not have a curfew. So the line shooters on the Cu campus will be available for use 24, 7 next slide, please alright, and a few additional updates. Here we have expanded equity zones. So these equity zones are in typically under served areas.

[47:08] and lower income communities. And we are we do require lime to to rebalance the the scooters to have a certain number within these zones. And we are also working with them, moving forward on their lime assist and lime access programs. And these programs are for lower income residents, and handicapped residents to be able to use Lyme access and and their various capacities. So we're working with them to expand those programs within the city. Both programmatically and and figuring out the best way to have increased outreach there, so that folks are not only aware of them, but have support. With these equity programs within lyme next slide, please something else we're looking at. With this expansion, and and that will be part of this expansion is using technology within limes programs to manage operations. And especially parking within E scooters. So we have a few specific zones.

[48:14] That have sort of special rules within these scooter programs. And one of them is no go zones. So this is just locations where scooters cannot be used. You cannot ride in the zone, your vehicle will safely stop and lock them will be disabled, so you cannot leave it there. You just walk the scooter out of the zone to resume writing. So examples of this would be Pearl Street, Mall cemeteries, ball fields. We have a number of these and also be mapped out online, so that people are aware of where they are, but really places where? It's more pedestrian, oriented or just not appropriate for scooters. We'll also have slow zones. and these are locations where scooters have a Max speed of 8 miles per hour. So it's a really reduced speed. Again, likely where there's more pedestrians or kind of intermixing of mobility. So this would be on Thirteenth Street, on University Hill Street downtown that interse intersect with Pearl Street, Mall and we can, we can change these locations. Again, iterating with the program if we identify areas where it looks like there's potential conflict.

[49:22] then we can go ahead and and make these updates to our program within the city of boulder. We'll also have no parking zones where users are not allowed to park their E scooter. You can't park your scooter in the Zone, so you'll want to confirm that your vehicle is not in the zone to avoid a potential fine through the app. We also have mandatory parking zones where which are locations where users are required to park their east scooters in designated areas or lime groves. And we'll touch base on those in the next slides and the locations we've identified for those and that lyme is going to set up those line growth and I'm sure you've seen them in Denver and and other cities. But it really allows folks to have a designated spot to park those line scooters

[50:11] and that allows them to end their trip there. And these will be in downtown Boulder University Hill cu campus areas like this. So, Chris, if you can go to the next slide, and I can show map of where those would be. So these are the proposed lime grove locations. On Uni Hill. Here and lime is working with the city and and permitting to determine determine those locations and and get those lime groves up. So we have 7 locations currently in from there. And if you go to the next slide, Chris. thank you. And this next slide is in the downtown area, you'll see a significant increase in lime growth there. And again allocating those spaces for folks to go ahead and park those scooters and go ahead and use other modes from there and and walk to Pearl stream all in areas.

[51:10] At this time we are not having any lime growth in Boulder Junction. Currently scooters are allowed in Boulder Junction because it is east of Twenty-eighth Street, and there has not been an identified need from there. But again, we'll likely iterate and look for at least one potentially and kind of like in front of the road house or somewhere along there. But we'll we'll iterate as needed from there. and we also have a few future potential locations. Along this map, probably in front of the library and near Thirteenth and Arapaho, near the Boulder farmers market. Thank you. And you're all familiar with these graphics and and these directions of which wheels go where? So again, in our outreach materials, we've been sharing this information through press releases through our social media. We've sent all of this information to a lot of our partners and downtown Boulder B, jab, University Hill Revitalization Committee and University Health Commission. So really getting that word out. To where a lot of these

[52:23] anticipate you know, folks really using those extensively alright. And that is our brief update on the expansion of the micro mobility program in Boulder Trinity, Salison Trinity. hey? Oh, hold on! Oh, am I? Can you hear me? Yes, great! Well, that's that's amazing. And I'm so so happy to see this growth and how how successful the program has been. And I guess I have a couple of questions one of them has to do with parking. How are you guys gonna control parking? Is it gonna be like a fine if you just don't leave it where you're supposed to. Or.

[53:09] yeah, yeah, it's a great question. So if it is left in any of the identified, no parking zones. And I know it's a really small map. That I have on this Powerpoint here. But it's also in the app and online and if it is left in those locations you are fine. How much is the fine? That's a great question, Chris. Do you happen to know what that is? It's a good question, because, you know this can be a deterrent. Certainly the scooter alerts you that you are in a mandatory parking zone, and that you're required to park in a designated location. Aka, the lime grove. You cannot end your trip if you do not park it in a lime grove. If you're ending your trip, so you will continually be charged. So you're charged per minute. So essentially I. You know it's not really a fine

[54:07] in a in a traditional sense of where it is that you are continually being charged until it is parked property properly, or you leave the mandatory parking area. That's great. Another question aligned with that, I see you gonna have the same type of alliance that you guys have with recycle with with B cycle or line. No was lying. Okay? Yeah. We've we've been working closely with Cu and with lime. We have we have meetings often with both of them. So they're very. They're very aware of kind of our process. And what we're what we're working on with lime and kind of the rules we're going by one of the most significant ones is is like I mentioned the

[55:19] I think I don't know if you were referring to kind of, you know, B cycle has an annual membership in a program. And see, you students have that annual membership and program. So lyme does not have kind of a analogous type membership program in terms of like unlimited trips. If you if you purchase a membership for X amount, you get unlimited trips on it. There they do have a program where you can pay a little bit more and that then you only pay by the minute, and you don't pay for the unlocking fee. So a typical user pays an unlocking fee to just unlock the bike and then a per minute fee. So there is one program where you can. You know, if you're a heavy user, you just you don't. You pay not to have the unlocking fee.

[56:07] So I do think you know in in the future. It's it's working with Lyme of, how can we create those types of membership programs because we know how successful they are? You know, we look at the impact that you know the the student membership has had on B cycle. It's, you know, astronomical increases. And you know, we? We've had already. You know, our city employees, our municipal employees receive recycle memberships as well. But you know. And and we've had people ask us, do? Are we gonna get line memberships as well? And it's like, well, they don't really have the same structure. So we're gonna have to work on on that to to figure out. How can we, you know, extend a benefit, or you know, how can an employer subsidize an employees use of line? So I think some of those things need to. We we still need to work on with that

[57:01] and my last question. So I'm totally monopolizing here. But and they kind of go together. Helmets and safety like are, have you guys thought as the program expands on creating some messaging along regarding safety, especially with this new expansion and helmets. I mean, I remember touching on that ages ago when when line was first introduced, and I know I read somewhere that helmets could be available. Somewhere, and there it wasn't really very clear where? But but yeah. yeah, it's a good question. We do have some safety messaging in the you know, messaging that we've done thus far and in our various channels on our press release and socials. And and we'll continue that as the program does get on the ground and and folks are starting to use it. We don't have anything specifically around helmets at this time for line. I think that's a you know. Great thing that we can look into

[58:05] as we continue to build out the program. The the current safety messaging is more along the lines of you know how to use our infrastructure. And and where where these line East scooters should be. But I but I think that's certainly something we should kind of you know. Look at adding into our future messaging. awesome. Well, thank you so much. And congratulations. Thanks. Yeah. thank you. I had a kind of an uncomfortable thing to raise. In general. This looks really really great. I, you know, been a big proponent of of using these as broadly as we can. This is all sounds terrific. In the meantime, my understanding is that The State of Colorado enacted some legislation about the classification of electric bicycles, and that as part of that effort they said that local laws pertaining to electric scooters must be no more restrictive than those pertaining to class one electric bicycles.

[59:10] I think for the most part we're in the clear, because technically all of this regulations slowing down, parking restrictions. That's all. Just a matter of contract between Lyme and the city. Or see you in the city so sort of skirting the intent of the law. But it does make me wonder whether our which wheels go where ordnance changes past muster under current State law, so I would encourage you to consult the city attorney's office on that and it what flagged it for me was talking about slow zones we have, you know, dismount zones for bikes, and gonna be the same dismount zones for the scooters. But last time we talked about this. The Geo. Location of these scooters was not precise enough to be able to tell whether they were on a sidewalk or in an adjacent Bike lane or on the street and to the extent we are not restricting the speeds of Class one Ebikes say in a bike lane, you know, going down spruce, or wherever that we probably, even if it does feel like a place, we might want scooters to go slower if we're not doing it for Ebikes, and honestly, the e-bikes would be

[60:14] probably more of a concern case of a collision than than the scooters. But just just bear in mind, state law is telling us to treat these as equivalent. And proceed carefully. great. Thank you, tila yep. Brian, Becky. I don't have any questions but I'm excited about the expansion of the program. And thanks for all the thoughtful work on this. Actually, yeah, just on comments. I agree. And feel. I remember when you were working to advocate the Council, get this whole thing started before I was even on Tab, and it's exciting to see well the progress that we've made and the expansion and I'm I'm grateful for. This is an expanded mobility option and

[61:08] excited about it all, said. thanks, Alison, thanks, Chris. Thanks. Now, does Staff have any other matters this evening? That's all we have for matters from staff I think there might be some staff discussion as part of the next item under the board. so I'll let you all take it from here, and then we can jump in where needed. There are some P. And P. Ds staff here with us tonight for the next item. Okay, the one matter from the board we have on the agenda is the Transit village area Plan phase 2 working group Tila. Looks like. do something to report on the connections plan proposed. I do on the host has disable participant screen sharing for me. Which doesn't really bother me that much because I can just talk you through it. But if you want me to show. It's just basically 3 slides that the planning has done.

[62:17] Hey, Tila! Hi, Levi upgraded you. Could you check again? Please let me check. Here it goes cut out. Perfect. Sorry about that. That's okay. Okay, so this is the transit village area plan phase 2, so or the boulder junction. So the what's kind of grayed out here on the left is is phase one that's mostly it's been planned, built out. All the streets are there. It's still kind of waiting to be fully activated by businesses and still housing and things are still being developed. But right now we are kind of proceeding with final plans on phase 2, which is sort of the brighter section. And this is sort of in the same area. But on the other side, on the eastern side, basically eastern and northern side of the of where the railroad goes.

[63:11] And so since the original transit area, transit village area plan was developed. We learned a lot about different ways. That planning is thinking about growing the city. And it became apparent that there were some things in the original plan that we're probably not reflective of our current thinking and desires. And so they've convened a multi board panel to kind of weigh in on certain sections of proposed amendments that planning staff is identified. We might wanna do for phase 2 and the biggest one. There's kind of 3 basic areas that they're proposing members. One is based on land use, one is on transit connections, and one is on sort of character of the space. And so obviously for this board, we're mostly talking about land, use and transit connections. And before I go through this they've asked me to ask you guys 2 top level questions, so I'll give them to you first, you have them in the mind instead of me springing over the end.

[64:17] of course they wanna know if you have any comments on these changes. And I can talk through a couple of things that some other board members we're we're discussing, but if anything jumps out at you in particular. Then, that now is your time to speak the next phase. The next step here for the for these proposed amendments is, it will go to a public hearing and a recommendation for planning board, and then go to council the following month. The planning board meeting is next week. so the I think the memo has already been prepared, but if we wanted to give any verbal comments tonight. It's there's still time to get that to planning board. And the second question is, are there any specific topics like code changes or programs. That we want to keep in mind for future steps. And I don't think that the future steps in that is specific to this revision. I think in general, we you know we do have

[65:11] planning documents that might be subject to revision when sort of we're ready to start sharpening the shovels, to to dig in the ground. But are there any things in particular that this board wants to have planning staff keep in mind for future step, for next steps or for treat future changes. To this. And I think other planning documents. Those are very big questions. It's okay. So their land use changes. Included that I think the biggest change. And whoever's on correctly, if I'm wrong. But it's basically converting this section into mixed use. Industrial and this little green section is a new designation, parks, urban and other. I believe. So. I don't have the old it's not that I don't think it's that critical for us to to look at the old Hi, Christopher, thank you. But this was the the the the band. That's kind of flanking old Pearl Street and just north of Pearl Parkway. Now,

[66:14] talking about that being mixed. Use industrial is sort of offer a sort of a midway between sort of the industrial and the and the mixed use housing set set that people were interested in because because of the character. What's there now? And what we think is probably gonna continue to develop. Now, how did I do, Christopher? You did? Great. You did. Great Christopher Johnson. I'm the comprehensive planning manager and planning and development services. So here to help answer any questions that you may have. And you'll see North and South mixed use transitory into development. Very similar to how we're hoping. Boulder Junction in general. Develops. But this is you know, trying to highlight. The importance of this as a transit destination and transit oriented development. I think it's perfectly appropriate.

[67:05] but that's that's sort of what the plan is, and and so these would be the changes there. if I could go on. Then the proposed amendments for the transportation connections. this map. I'm sorry it's hard to see, but it's kind of the best one that I have. So there are a number of underpasses and bridges and things that we're all part of phase one, and some of the things that fall in phase. 2 have already been built like this little underpass here, and then there's a bridge over here. But there are other transit connections that were envisioned that have been maybe rethought. So there was definitely an emphasis on connecting over here, where I've just circled to cross Pearl Parkway and kind of make that more of the main avenue to 4 predominantly motor vehicles to enter and exit and they were just trying to philip described it as, or Christopher tried to describe it as

[68:10] sort of reducing redundant connections, trying to get rid of things that seemed excessive. And and in particular, if we're crossing the railroad, some of these places are a little bit difficult to to make crossings. And so if we didn't really need them, it made sense to try to streamline and and sort of funnel. some of some of those the crossing activities into particular places. I noted there were. Also, I'll show there's this orange stuff over here. There was also definitely a recognition that some of the original transit village envisioning created what amounts to kind of super blocks. And so there's been an emphasis on trying to break up those big blocks with these things that I just circled now and make a little bit more permeable. Smaller little streets these wouldn't be big thoroughfares, but kind of ways for particularly for smaller vehicles and humans. To to cut through some of the the bigger bulk of the buildings. Which I think, is an entirely appropriate

[69:09] thing to try to do. One thing that I noted was that there is this pedestrian pathway that's envisioned here that runs kind of parallel to Foothills Parkway, and connects to the existing multi use path along the the southern side of Pearl Parkway. And there is a multi-use path. Coming here that suddenly diverse users way over here. And I sort of objected to that. So I recognize that planning staff was trying to reduce redundant connections. But this is actually a pretty important, I think. Multi use path connection. And right now it's pretty disjointed. It is not well used, because the connection right up here doesn't really go anywhere. But I advocated for having a a connection along here that would make. That's not letting me highlight anymore. that would connect that. So that multi use path users and pedestrians walking on that pedestrian path would all become multi use path users, and could cross Pearl Parkway there, instead of diverting out of their way.

[70:20] The other thing that I was advocating, for when I was looking at these proposed underpasses. struck me as quite a concern, and it was a subject of a bit of discussion at City Council study session on this before our second multi board meeting on on this project, because those underpasses are complicated for a number of reasons. There's insufficient right away. There's a lot of flood mitigation and flooding concerns. It's just a hard place to build underpasses. And my understanding is that as a city we've sort of recognize some of the shortfalls of diverting vulnerable users always to under passes and allowing motor vehicles to traverse on the surface streets as though we don't exist.

[71:08] And so I have advocated for removing those under passes and instead converting them to an on street, an at grade connection. This would be an exciting place for us to do a couple of protected intersections to really double down on the sort of new thinking about how we want to redirect drivers to be more cognizant of and respectful of other vulnerable road users, and to let them be welcome on the road instead of shunted somewhere else. So that was a big bulk of mine. This underpass up here is a pretty important connection. Because that's going to connect users from either side to the the train station and not have to worry about crossing the tracks. It's gonna be a pretty busy, that's gonna be, I think the the more central sort of I wanna say, what am I trying to say? Train station, the Central Station? And so that's like, I think, a good place and an appropriate place to have an underpass, because it's not just for it's actually for the end users to convene there and to be able to access. The transit that they're trying to get to. It's not so much a transportation, but it is a connection for people. This is their last, you know, bit of their of their trip.

[72:21] So I think those were the main changes that we talked about Phillip or Christopher. I'm sorry. 2 fresh names let me know if I missed anything, but that was more or less where I think we came out, and it sounded like at the meeting. Planning staff was generally receptive to those proposed changes. I don't know if the final recommendation that's going to planning board encompasses these or not. Yeah, I'll chime in really quickly. So yes, the the diagram that we have prepared and sort of the final proposed amendments to the transit village area plan. That will go to planning board. We're actually gonna send the memo and everything tomorrow morning. So we have some make any you know, last minute adjustments, if we need to.

[73:08] But that's gonna go to planning board tomorrow, yeah, tomorrow morning, and then the meeting is next week we did remove those 2 under passes there, right near the rail. And Pearl Parkway at that. At that location there. Yup! Exactly and the only other thing I would clarify, or II would be interested in hearing more from tab members about. Is the the crossing across Pearl Parkway right there at Flip Hills as you were diagramming out the multi use path that comes south exactly, and then would connect to that new multi use path. South of Pearl Parkway. There, there is an existing crossing there, you know, basic sort of cross walk that actually connects across there. So II would be interested if there's something in addition to that that you're thinking of. Beyond what's there today? To connect to that multi use path extension going further south.

[74:07] I could respond to that, and I'm happy to let other cab members as well. But in particular, because that's an on ramp to Foothills Parkway, on the southern side of that intersection there are some pretty significant vehicle speeds even using the existing perl multi use path that runs along Pearl Parkway that is, in a particularly uncomfortable place to cross because of the vehicle speeds and a lot of drivers underestimate how fast a bike is going, and think they can, they can cut in front of us. So I think it would be a really great place for protected infrastructure, or possibly signal treatment. To control that crossing movement of motor vehicles entering Pro Parkway or entering the foothills. Right? Was I didn't catch if that was specific. The question is specific to the the on ramp going south, or we is this, are we? We're talking about the the off ramp going north as well.

[75:09] Yeah, I think he was talking about the there the whole intersection here. There is a crosswalk there. Yeah, I would agree with. So II pretty I'm familiar with this is this is on my regular morning commute with kids. And II mean, I think from going from North Pole to South Boulder. This is the scariest part, and it's you know it's a it's a it's an intersection where you have a a contiguous multi use path for for miles north, and then you hit this one spot where there's where there's traffic exiting, you know, coming off the highway in the mornings during school hours, when kids, parents are on that on that road and could be not great light, or whatever and angle is. I guess if you're going the other way, it's it's not great.

[76:00] So yeah, I mean, I've you know, it's just a just me. But like I multiple times that I'm crossing it, going south. And with kids on the bike, 2 kids on a bike and white cross that signal, you know, cars will just they'll just go anyway. And I just happened to know that. So it's it's easy to feel close to it. But I do think in general that there's a it's a it's a it's a seems like a conflict zone with the fact that you've got this a long, contiguous monthly use path. It's like the one place where you suddenly have to pay attention. So II advocate for I guess what Tila said on site on this site. That's helpful. Thank you. Would there be an opportunity to remove the existing slip lanes at the existing signal for the ramps on and off of the hills

[77:00] possible, I'll defer to my transportation colleagues. Well, yeah, I think I'm I'm just sitting here processing and thinking through how it would be best to kind of incorporate this into the connections plans, because usually we do use just these and I don't know if it's like multi path improvement or I or just intersection improvement. I'm not sure, because it doesn't fit into like we don't want to propose underpass there. and we don't wanna bridge there. I mean, you know, it doesn't fit into the options is kind of what I'm trying to get to, and also acknowledge that I think that an intersection needs some improvement. So how do we get that into the connections plan, I think, is the question. Yeah, it seems like once the the proposed multi-use path south of the parkways in place. There will be even more people crossing there, and especially with redevelopment, will drop more activity of the area.

[78:05] Focusing on these 2 intersections, both the existing signalized intersection, the proposed one. as an opportunity to reset the tone and feel of of this corridor. It's it's not. You're off the Hills, parkway. And you're you're in a more of an urban setting, and I think improvements up and down, but especially focus at those intersections, could help some design features there could really change the the driver behavior here so that they're not moving quickly where there are conflicts of pedestrians. And there's an expectation that you're gonna see people walking in biking in this area. I was kind of offered just 1 one other observation for for Christ. Ever since we're just you asking feedback. W. 1 one thing I saw on this, that maybe it provides an illustration is II think it was last summer. It was like it was during the day, and there was a it was. Must have been a can like a bike camp, some kind of camp with kids on bikes, and I don't know. There was probably middle school like I don't know 10 or something, so they all could ride bikes. They were so sort of like semi independent.

[79:10] And I was I. We again was going was going north already to cross. And I see this this group, and it becomes super spread out. And I, you know, been given the sense that, like they're in a kind of a safe zone. And then they and they had like, I don't know, like probably 18 young adults who are managing them. One with the engine. One was the caboose, and they got so spread out and they ended up, you know, just these young kids spread across the highway with Don't with, you know. Don't walk signal, and it was green lights, the wrong lights. And it. It's I think that's just another example or an example of how it's if this is a a transition zone from where it seems like people are pretty safe on multi use past. Suddenly. you're getting off a freeway like trucks getting off a freeway. So I think it's just it's kind of a you maybe not unique. But it's a it's a very special kind of like danger in that regard.

[80:04] Christopher. I'm wondering, sorry to just about this intersection. And how do we get it into the connections plan? I'm wondering, is there another option under like proposed crossings, that it's like intersection improvements or enhanced? I think, Valerie said, enhanced intersection, or something that you know, we can invent one. Yeah, absolutely. Because with each of these I should know that each of these improvements, or each of the connections, whether it be a sidewalk or a multi use path or a local road. They all have a brief description in the plan that goes with it. So we could add a new symbology, you know, identifying enhanced intersection at at that location, and then have that brief description about really, what's intended behind that and the conflict point between you know, high speed vehicles and and bike and pedestrian traffic

[81:04] be happy to do that. I think, calling out that every crossing for a person on a foot or a bike would be protected. I think they're probably multiple ways that could be achieved. But that put some parameters that would hopefully ensure safe environment. Becky. I'm on that. I definitely agree about that on ramp. I drive there quite often, and it does feel like very fast. It is like you move very fast in the car to get on that on a ramp. But I was actually looking at the I not sure if this I got a little confused. If this is part of the conversation, not but the other the I guess the Frontier Avenue intersection where there's a proposed traffic light, which is great. So that is kind of that is an intersection that feels unsafe. So is the idea there that on the south side the street would be effectively

[82:00] just the same, and then, on the north side, it would have a painted bike lane. So am I reading that correctly. Yeah, the. So I think that northern, that northern section would become more of a well, essentially would be brought up to our improved local road. Cross section, and that is intended as a bike way that goes to the North, so that would include some painted Bike lane, I believe. as well. And 1 one thing II do, I'll point out, which was a pretty significant change from the original plan that was that was adopted back in 2,007. Originally there was a a vehicular road connection from from frontier and Old Pearl across Goose Creek to Wilderness Place. and we've changed that to be just a multi use path and and bridge pedestrian bridge connection. So that that was a pretty significant change right? There, exactly. Yeah, that's great. Thank you for that background. Yeah, I guess my only thought is, II don't know the exact cross what the cross session looks like, so I'm kind of just

[83:08] basing it on what I've seen in in the other, the other side of tracks. The intersection at What is it? Junction place has a painted bike lane. I don't know if it would end up looking like that one, but it has a painted bike lane, but I don't. I don't feel like it's a very. It's like, really in all ages, Bike Lane, because it's just paint. It's 3 lanes eternally, and 2 other lanes, and then there's parking, so I just don't see that the like I don't think of it is a very comfortable bike way, and or like a good model for future, especially in a like highly transit focused area and higher density area. So I guess my concern would be that like, if this new intersection ends up looking like that one. It's just not really getting to the standard that I think we might aspire to, based on the city's mode shift goals.

[84:04] So whether that means what I mean. If it were a narrower roadway like there weren't so many lanes, or there wasn't like parking like 2 lanes of parking. And then 3 lanes for that. I don't know just something that was it just wasn't such a massive like. The other intersection is so big that a painted bike lane just doesn't feel safe to me. Yeah. So we did talk a little bit, Becky. We passed basically, you know, do we think, what lessons have we learned from Junction Place? Do we think that it was? It was designed as a shared street. Do we think it's functioning that way? The answer was, No, we're not finished, you know, sort of activating the area, anyway. But we we've definitely learned a lot about the role of of place making and other not just paint on the road. About trying to direct people to behave appropriately. And I think that's partly where this this third section sort of the character is, is really kind of responding to to some of that

[85:01] I hear what you're saying about with, and I think that's that's worth definitely thinking about. But it it's it's that wide. And it's that way because it was envisioned as a shared street. And of course we just haven't yet built the culture, the the sort of local ethos about properly sharing, and that's why it still feels uncomfortable. Yeah, I guess I I don't know what culture would make it feel, Amsterdam. The users would behave differently. But yeah, even then it's just like you wouldn't have a street that's that big plus parking like squeezing children on between parked cars and 3 lanes of motor vehicle traffic. It's not to me like best practice. It's not mode shift level. I mean, you'll get a few more few people running, but you're not. It just doesn't aspire to what this could be when you're starting this plan. Good good point. Good comments. Thanks. Philip. Does local road assume on street parking.

[86:02] I think it does. I think the Standard Dcs Cross section includes some street parking. Sorry I keep calling you Phil. Christopher Bill left us. I'm just gonna rename everybody. Now. yeah, I guess I'm just echoing Becky. I mean, my concern is that if we're gonna do something new and and we're trying to build on what we believe in as far as Mission 0, we should assume that people are gonna make mistakes, not assume wonderful behavior from anybody on the road. You know, we just have to be able to keep people safe from those mistakes. So that's just like my 2 cents when it comes to biking on pro Park Way is the idea here that both the North and the south side of the street will have just 2 way facilities, or will there be any way that the infrastructure encourages people to bike

[87:15] within the same direction as traffic. So like, if you're going eastbound. it would be better to be on the south side of the street first. If you're on westbound it'd be better to be on the north side of the street. Good question. I mean to me. That's probably more of a I guess, an operational consideration. We would look at more closely, particularly as the area redevelop, and we start to get the volume of travelers on those areas, I think, for right now, as as Bill, those those multi-exist in our 2 way facilities on both sides. Okay, it's always a little confusing out there, cause there's like a little. almost frontage parking slash bike areas. I know it's like generally safer to bike with traffic.

[88:00] and with some upcoming work. with that thirties and perl with the the corridor, planning happening on thirtieth. where, where, and how you sort people at that intersection could influence how they use this area. So maybe that'd be an area of good spot to use way finding to point people to to bike with traffic. But I think it does sort of matter right now, because there's the farmers ditch, and if it's bringing people up to Pearl Parkway, just west of the railroad track. If we want people depending on how how you want people biking like those connections and crossings will will matter early on. And then, I guess, with the core material network, it's an opportunity at thirtieth and Pearl to improve that intersection. And then also, there's Pearl. west of Thirtieth is, is a section highlighted in Cannes. and the existing roadway has both substandard bike lanes and multi paths, so as those

[89:07] hopefully substandard bike lanes are replaced with better ones. There's an opportunity there to establish some directionality to the way that people like in the in the area, which I think is safer for people biking and also freeze up room on multiple days pass for people walking, though you don't have. Yeah, the the clear place for people to bike in the correct direction. And they're not using as much as the pedestrian space as well. Any other feedback or questions from Tab to do everything else. Yeah, there's a there's a third section I'll just run through briefly, but this is where I expect to be with spin. Spend most of our time. So alright move on to the third section is proposed. Character just the like. The urban design of the space

[90:00] as I mentioned, there's kind of there's doubling down on the idea that, like Goose Creek should feel sort of park like the way that it does. I think the earlier plans had development right up to it. But there's also an is the idea of like trying to make this these more. I have a have a downtown character of boulder extend to to this area, and that would mean just sort of changing the different kinds of amenities and landscapes and and materials. So a little. It's less sort of industrial and less monolithic, I think, is probably what we were working on. And this is where we had talked about. Emphasizing some street plantings. There was a lot of discussion about how to improve things at groups. Goose creeks instead of it just being a transportation coordinator have it be a place. and a destination under itself at least sections of it. I think that there was a playground. I'm envisioned there. And so just trying to have it be a place for people to end up, and not just a place where restoring cars on our way to the transit facilities. But we're actually having people who want to live there want to be. They want to spend time there and make it feel like a neighborhood.

[91:18] Awesome. Yeah. And without the the roadway connection across. Because quick, I suppose that'll preserve a nice view shed of just human activity and natural elements. So if we'll get a that stronger sense of place. Okay? So any further comments from Tab and any specific topics, code changes, programs, etc., to keep in mind for future steps. I already said your piece. How big were the super block ish parcels or box getting so the things in orange and yellow are new

[92:02] And then, as you heard, this is a new transfer to a new sort of ped bike corridor here across Goose Creek. So if you know Goose Creek. Now it's kind of. There's taller buildings on one side that are kind of looming and so that kind of breaks that up. This building here looks like it was maybe chopped up, but I couldn't really speak to it. A whole lot, this prison better person to ask. But this was the main area where we were talking about breaking it up and adding some permeability. Yeah, yeah. And obviously, the you know, the road connections or the Maltese path, or what you can see sort of in the red dotted lines are sort of pasta or sidewalk type of carrier. Those obviously are not going to get implemented until one of those parcels is redeveloped. So the existing buildings that you see underneath there would be, you know, would be less of a less of a concern at that point

[93:00] when an area was going to be redeveloped. But we tried to break things down into as much as possible. Roughly, about 300 to maybe 400 at most. feet in terms of the linear frontage along the block size. So relevant example that I can think of if in Portland, Oregon, generally they're block sizes about 300 by 300 Denver's blocks in the downtown area tend to be about 250 feet on the short side, but then there are 5 and 600 feet on the long side, so those can be pretty oppressive. If you're walking along the front edge of a building for 5 or 600 feet. So we tried to break those down into smaller block sizes. Sure, thank you. That reminds me, there was one other thing, and I think it came from Chuck. That we talked about on the transportation connections, and it was whether we really needed to have wilderness place now go all the way through, or whether it was possible, for instance, to enhance this pedestrian connection in a way that vehicles would either access this side or this side, but sort of be discouraged from driving all the way through, or maybe prevent it from driving all the way through.

[94:18] The planning staff. We need to double check with you know fire, access, and other things like that, just to make sure that that was actually still feasible. So I think what we would put what we would propose to do is that as we move into the actual implementation steps of the plan and and work more closely with Natalie and the rest of the transportation team. As to the

[95:03] the feasibility of it, of actually, you know, making some of these improvements, that's that's an area that we would certainly look into and explore in further detail. But at least at this level of the plan, we would probably leave it in there. Okay. alright. Well, that is all I have, if that's that captures the sense of the of Tab. Great, that's really helpful. I appreciate everybody's comments. Thank you for going. Thank you, Christopher Phillip, whoever you are. are you a Philip Johnson, the architect? That's what's going on. Yes. this my only Update under matters from the board is we had our first speed limit setting and signage practice meeting. It was mostly just a kick off so similar to what we had heard when

[96:00] market first presented the subject to tap. Our next meeting will be in October, and I think will be the board leading an update around then, and the recommendations will be early next year. It's the goal of that endeavour is to figure out how to consistently set our speed limits and sign speed limits and make it that information transparent and available in public, facing somewhere on that soon. Any other matters from the board. I guess I just want to acknowledge you know Magnus's death, and you know it was a horrible, horrible thing that happened in our community. A lot of people are grieving him, and I just wanted to, you know, share that. So we can honor him through this meeting.

[97:01] Thank you. Tree was also a motorcyclist who died the same week. I believe, on on city streets. Yeah, I think it's been 2 motorcycle fatalities in the last 2 weeks. Actually, one over the weekend 1 one the week before, I think. Yeah. yeah, we had. Yeah, thanks, Trini, and we have had a couple But sorry I have my child on my lap. I'm a little bit behind on getting some updates to you on recent serious, fatal crashes. So more information to come. But yeah, not great news. Yeah. Is that another hand? Thank you. I'm just following up. We had talked months ago about sort of hoping that Bbsd would take up some messaging and take the lead on

[98:04] talking to parents about the super 73 S. And basically electric by motorbikes that are not e-bikes and are not legal on our multi-use paths. Land! And Hilliard has convened, I think, largely with the help of Boulder County staff. So maybe it's Boulder County staff that's been convening it. But they've had 2 meetings. Trini and I were at the most recent meeting last week. Talking about what to do in terms of educating and making a consistent message across Boulder Valley School district. With regard to e-bikes. I've been trying to cast them as pretty much the same as any other bike And there's been definitely a lot of confusion around, you know, if it's a throttle or how fast is it? Where can you go. And so I think we've, I think, made a lot of progress in identifying what the core messages ought to be, and how they ought to be

[99:07] delivered to parents and staff in in Bbsd without losing sight of the core message that fundamentally, if we think that these bike rides are replacing car trips. That they are good ought to be encouraged, and, you know. fall in line and align with Pbsd's larger goals to encourage more active transportation. more transportation by bike and to incentivize bike riding among students and staff. We're meeting again next Wednesday. I'm not sure if I have a a time, but trying to finalize some of the messaging. So that's just an ongoing. Frederick. But I because we talked about it in the past. Just wanted to update you. And I want to follow up with your update, because today, I had a couple of breakthroughs and we're meeting with seek out next week on Monday. To try to combine efforts, I suppose, with messaging, because it's just such a, you know, growing concern. And we want to be able to shape it in a positive way, because we do want to encourage people to ride and not the other way around. Oh.

[100:16] just tell me to lower my hand. Okay? Sorry. So yeah. So I think exciting things are happening. There's a lot of it's involvement from the city as well. And yeah. I think we'll come up with some good stuff that we can share soon. Awesome. Yeah. I remember bringing that up a while ago. So glad to hear you're having conversations with people who can help with that. Any other matters from the Board. not seeing any future agenda topics. At our September, the Sept. September meeting. The camp and snow and ice removal are tentatively on the schedule.

[101:01] I very likely won't be at the September meeting, so if anyone else can't make it. Please let us know as soon as possible to ensure that we no, we'll have a quorum. I think Becky and I have the agenda setting meeting for that meeting this Wednesday. So if any, if you have anything, please let us know as soon as possible. If you wanted on the agenda. I was just gonna add our agenda setting meeting is tomorrow. So thanks for calling that out. There's nothing else. Entertain a motion to adjourn. I move to adjourn. Thanks. Tila training. Was that a second? All those in favor unanimous with 5 votes? Thank you. Everyone. Thanks for the members of the public to join us and staff, and Gord.

[102:01] Thanks. Thank you. BA, bye.