June 23, 2025 — Transportation Advisory Board Regular Meeting

Transcript

Captions from City of Boulder YouTube recording.

[0:01] All right. All right. Good evening, everyone nice to see you. I'm calling the June 23rd special meeting of the Transportation Advisory Board to order our our chair. Trini Willerton is not able to attend tonight, so as Vice Chair, I will run the meeting. My name is Darcy Kitching. Veronica Sun is the technical host this evening, Veronica, would you like to review the rules of the virtual meeting? Please. Yes. Are you guys able to see my screen perfect? Thank you for joining the Transportation Advisory Board meeting to strike a balance between meaningful, transparent engagement and online security. The following rules will be applied to this meeting. 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 is limited to 3 min. No person shall speak except when recognized by the person presiding, and the person shall speak for longer than the time allotted. Each person shall

[1:06] register to speak at the meeting, using the person's real name. Any person believed to be using a name other than the one they are commonly known by, will not be permitted to speak at the meeting. Please use the raise hand function to be recognized for public comment. If you are on the phone you will need to press Star 9 to raise your hand and star 6 to unmute. Nobody will be permitted except for city officials, employees, and invited speakers and presenters. All others will participate by voice. Only. The person presenting at the meeting shall enforce these rules by muting anyone who violates any rules. The Q. And a function is enabled, it will be used for individuals to communicate with the host, and it should be. And it should be used for technical online platform related questions only if an attendee attempts to use QA. For any other reason than seeking assistance from the host, the city reserves the right to disable that individual's access to the chat. Only the host and individuals designated by the host will be permitted to share their screen during the meeting. Thank you.

[2:06] Thanks very much. Veronica. Okay, so tonight, we only have one agenda item. Tonight, we'll have a public hearing regarding the North 30th Street community environmental assessment process or seep tab will be asked to make a recommendation to city Council tonight, and we will hear the staff's report. We can ask clarifying questions, and then we'll open it up for feedback from the public. You'll be given 3 min to address the board on on this topic, after which Tab will deliberate and form a recommendation to council. Valerie, would you like to introduce the agenda item tonight? Yes, thank you, Darcy. And good evening, members of Tab. I'm Valerie Watson, interim Director of Transportation and Mobility. And tonight I'm very excited to bring this item forward for your deliberation. We're accelerating project development processes for the city, and you know that includes not just our design process, but also our community engagement in response to direction from city council, but also, for, you know, to allow us to be ready with the right level of design detail, so that we're eligible

[3:22] to apply for and compete strongly for upcoming State and Federal grant funding, and that allows us to leverage our limited local dollars to deliver these transformative street design projects, meeting both our climate and our vision, 0 transportation goals. So tonight I'm pleased to hand it over to Steven to introduce this impressive body of work. Further. Thanks for that, Valerie. My name is Stephen. I'm the transportation planning manager, and I'm also really excited to introduce the 30th Street preliminary design project for you all tonight. You've heard about this project before in previous core arterial network updates. But tonight's a major milestone and decision point for the project. As we bring you all a motion to recommend to city council.

[4:04] The design you will learn about is a prime example of how we are implementing the vision, 0 action plan by focusing on corridors, on the high risk network and the can or core arterial network. The recommended design is an artful balance of city goals and plans. Community needs community partner needs and available budget while making significant safety gains on this important street. With that I'll turn it over to Melanie Sloan and team to take you through the presentation. Hello, everyone. Thank you, Valerie, so much. Thank you. Also. Steven, for the introduction. Just checking really quickly before we get started. Everyone can see my screen. Okay, thank you. So as you heard, we're here tonight for the North 30th Street Preliminary Design Project As I said, my name is Melanie Sloan, principal project manager and Transportation and Mobility, and I'm joined by several colleagues who are advancing work on the Core Arterial Network, North 30th Street Preliminary design Project.

[5:05] Tonight I am presenting the city's formal evaluation and resulting recommended design to you that's known as the Seep, and that is for you to make a recommendation to City Council to approve the North 30th Street Preliminary Design project, Seat. Your recommendation also provides you the opportunity to advise council on the seat project process, including community engagement, the evaluation or other items that could inform their action at their June 26th meeting. and to prepare you to take action tonight. I'll provide a brief background and detail the need for the project. But we're going to spend most of our time reviewing the evaluation and recommendation. So let's dive into the North 30th Street. Preliminary design project from diagonal highway to Arapaho Avenue. The project is before you today because of multiple city plans and reports, including the 2,019 transportation master Plan, the 2022 safe streets report, and the 2023 to 2027 Vision 0 Action Plan.

[6:07] In fact, the project is one of many ways. We are addressing the actions laid out in the vision. 0 Action Plan by creating conceptual designs and a recommendation that uses the safe systems approach to reduce crashes and the potential for crashes that result in serious injury or death on our busiest streets. and North 30th Street is on the core arterial network, or can and can is a city council priority to make our busiest streets safer, more comfortable and more connected, using proven safety countermeasures like protected bike lanes and intersections, pedestrian signals and transit stop improvements and other design elements. and North 30th Street is a key North South Street. In our city. It serves a diverse community of people living in market rate and affordable housing communities shown on this map, including several boulder housing partners properties.

[7:01] It also serves a significant amount of multimodal travel, with thousands of people driving, walking, biking, and taking transit on a typical day. and the street has evolved into a mixed use corridor as a result of comprehensive planning. Here the transit village area plan or tvap. Many years ago the area around 30th and Pearl looked like the image on the left. the Tvap anticipated development of new transit facilities and established a vision for the area to evolve into a vibrant, mixed use pedestrian, oriented place where people live, work, shop and access regional transit. Today the corridor is lined by retail commercial uses and multifamily housing as seen on the picture. On the right. however, community members shared that though they live here for this urban experience to be within walking and biking distance to destinations and for its access to local and regional transit. The street. Its sidewalks, bike lanes, bus stops and intersections don't support the multimodal transportation choices they want.

[8:09] And the data bears this out. People often drive like, there aren't thousands of people living, working and accessing the many shops along the street. and most drivers who exceed the posted speed limit of 35 miles per hour, do so by 4 to 5 miles per hour. and higher speeds are the most common factor in serious entry crashes in our city. Existing intersection designs contribute to unsafe conditions, and we see that in the data, too. 3 intersections. Arapahoe Avenue, Pearl Street and Belmont Road see 56% of all crashes on the corridor. These intersections are what many people living in the many multifamily housing communities along the street have to cross, to get to their bus, stop or grocery store tragically, 13% of all crashes involve people walking, biking or rolling, and 2 out of 3 serious injury crashes involve these vulnerable road users

[9:08] to better understand how the street works today and how it could be improved. Beginning in 24, the project team focused on engaging the many residents and businesses along North 30th Street. the engagement prioritized voices of historically excluded and currently underrepresented communities by meeting people where they are through pop-ups, at bus stops, grocery stores, schools, and community events. with focus group conversations at residential communities and with the many businesses on the corridor. and through traditional engagement opportunities like in-person and virtual open houses and online questionnaires. And this is what we heard people want walking, biking, and transit to be safer and more convenient. They want the time and space to move along and across the street, especially at intersections which everyone, regardless of how they traveled, prioritized for safety improvements.

[10:05] People also want slower speeds while ensuring traffic, flowed with minimal delay. They want the street to connect them to the many businesses and other destinations on the street, and to keep the street trees in green spaces, and plant more whenever possible. You will see these priorities represented in the Seep, and ultimately the recommended design. Later in the presentation supporting emergency response was also key throughout the project staff consulted with emergency response partners from boulder fire, rescue, city of Boulder police department and the city and county office of disaster management to understand how they use the street today, and how any alternative may support or impact that this collaboration is standard practice for transportation and mobility. But I highlight it here because our emergency response partners are located on or very near to North 30th Street.

[11:03] in November of 2024 Fire Station 3, relocated to 30th Street and Bluff Street, in the central segment of the Project and the Boulder Police Department headquarters is located just east of 30th Street, near Canyon Boulevard, in the South Segment. We learned from fire and rescue, that about 2 thirds of their calls are north of Belmont Road and about 1 3rd are South. In addition to its key role in day-to-day emergency response, we learned, the North 30th Street Corridor is also an important North-south disaster response route. So, taking this background and input into account, the North 30th Project team then uses city's formal review process. The community and environmental assessment process or seep to evaluate 3 conceptual design alternatives that came out of a week-long community informed design workshop. We hosted in January of 25. The Seep uses project specific evaluation criteria, the Seep checklist and community input to identify a recommended alternative.

[12:07] Your role tonight is to make a recommendation to city council on that project seat. So let's take a look at the components. The Seep checklist evaluates alternatives for potential, social and environmental impacts and provides an opportunity to balance the project's goals and priorities with policies outlined in citywide and departmental plans like the Boulder Valley comprehensive plan, the transportation, master plan, vision, 0 action plan. Each alternative was evaluated for its impact to natural features, soils, water and air, quality, noise, emergency response, and to our community members. And each alternative was also evaluated for its ability to support economic vitality and fiscal stewardship. The Seep checklist evaluated alternatives against existing conditions, using a positive negative or neutral rating

[13:03] the project. Specific evaluation criteria were developed with the community and reflect project goals, including vision 0 the community's priorities and feedback from our collaboration with emergency response as well as implementation feasibility. And that's because the city was awarded safe streets for all Federal Grant funds for final design and implementation of 30th Street from Pearl Street to diagonal highway, and at the 30th and Arapahoe Avenue intersection. The criteria were grouped into 6 categories, which are shown here. Each criterion was rated on a scale of negative 4 to positive 4, with a 0 representing existing conditions and negative, 4 and positive 4 representing the worst and best possible scenarios respectively, within the context of the 30th Street corridor. And these are the 3 conceptual design alternatives created with the community. though only the central segment from Belmont Road to Mapleton Avenue is shown here for simplicity. The end-to-end designs for each alternative were evaluated with a seep and can be found in your memo

[14:09] alternative. A narrows the current roadway width to maintain existing number of vehicle lanes and provide sidewalk level, protected bike lanes and adds modest transportation improvements for people walking, biking, rolling, scooting, or using transit alternative. B maintains the current curb to curb roadway width repurposes vehicle lanes, and removes the median from the south segment to accommodate wide on-street, protected bike lanes to create more space for people walking to be separated from vehicle traffic and to provide more protection for vulnerable road users at intersections. Alternative C narrows the current roadway with repurposes vehicle lanes and removes the Median from the South Segment to provide wide sidewalk level, protected bike lanes. to create more space for people walking, to be separated from vehicle traffic.

[15:01] to provide wide landscaping buffers between Walnut Street and Arapahoe Avenue, and to provide more protection for vulnerable road users at intersections. What the seep evaluation showed is that none of the 3 alternatives adequately balances the 3 key factors of safety, travel, time and implementation feasibility alternative, a increases travel time, the least of the 3 alternatives. But it does not provide the needed safety improvements, and is unlikely to be implementable with awarded grant funds because it reconstructs the road to fit all design elements like those protected intersections and sidewalk level, protected bike lanes. alternatives B and C provide the most safety benefits, but also cause the largest travel. Time increases. Alternative. B can be built with existing within the existing roadway, and so is implementable with awarded grant funds, while C reconstructs the road to provide sidewalk level bike lanes, and so cannot be implemented with awarded funds.

[16:03] Here is the Seep evaluation, showing all of the scores for each of the 3 alternatives, and this information is also available in your packet staff, determined no alternative, provided the right balance of safety improvements like vehicle speed, reduction, and separated walking, biking, and transit facilities, while also ensuring emergency response, transit and vehicle travel, time were feasible and could be implementable with awarded Grant funds. So the team revisited these alternatives. The feedback gathered from the community and emergency response partners. And this seep evaluation to create the recommended design. The recommended design combines elements from each of the 3 alternatives, and is shown here. It repurposes space on this physically constrained corridor, where feasible, and so maintains most of the current curb to curb roadway width by repurposing vehicle lanes north of Pearl Street, and narrowing the Median south of Pearl Street, as well as removing slip lanes at intersections to accommodate on street protected bike lanes to provide more space for people walking, to be separated from vehicle traffic and provide more space for protected intersections while preserving or replanting 100% of the existing street trees for both urban design and environmental benefits

[17:23] the average, the average increase to the time it takes to drive from one end of the to the other of 30th Street. From these changes will only be about a minute and a half. The recommendation can be built mostly within the existing curve to curb roadway, and so is implementable with awarded grant funds, too. because the simplest indicator for time and cost to build is, if the recommendation can be built within those curves. The recommendation also has distinct design elements in the central segment to better support emergency response. Here is the seep evaluation for the recommendation alongside the scores of the original 3 alternatives.

[18:05] This information, in more detail can be found in your packet, too. in terms of overall score. When considering the project specific criteria on the left. The recommendation achieves the highest as compared to alternatives A, B and C. It also scores more positively overall amongst the seep, checklist criteria shown on the right than alternatives A, B and C. The recommendation better balances project goals, community priorities and emergency response and supports implementation feasibility. More than the 3 individual alternatives could do. So. Now I'd like to take a look at a few of the examples of the recommended design to provide background. To these scores in the recommended design. All intersections receive partial or fully protected intersections, including this one at 30th and pearl protected intersections, use corner islands and dedicated signal phases to separate modes of travel and reduce potential conflicts for people walking, biking, and rolling. This means increased visibility and dedicated paths through the intersection for people driving. It means more predictable movements.

[19:14] Traffic signal changes at all signalized intersections provide dedicated time for people walking and biking to move through the intersection separate from left and right turning vehicles. Busy intersections, including here and at Arapahoe Avenue, have the same number of lanes, including turn lanes as today to minimize travel, time, delay for cars and buses and to support emergency response. Transit, speed and reliability is supported in a few ways like locating stops close to paths, crossings, and popular destinations, and through design. This stop at Glenwood Drive provides a good example of design. Elements of the recommendation. Floating bus stops, provide riders with dedicated places to wait for the bus, with amenities like shelters and benches, and keep buses in the traveling which reduces transit service delays caused by moving in and out of traffic.

[20:09] The floating design also reduces conflict between buses and bikes, because the bike lane is behind the stop. Strategic vehicle. Lane repurposing is applied to the entire corridor, with Lane repurposing north of Pearl Street, and spot improvements to lanes south of Pearl for the safety benefits of slower vehicle speeds, but also an eye towards supporting vehicle and transit travel, time and reliability and to support emergency response for call. Volumes are high, like between, and Rapahoe Avenue. All slip lanes are removed to shorten crossings, slow turning vehicle speeds and keep vulnerable road users separated from traffic. This slide shows Slip lane removal at 30th and Canyon. but slip lanes will also be removed at Pearl Street, Walnut Street and Arapahoe Avenue.

[21:03] existing pedestrian flashing beacons near Spruce Street and South of Walnut street shown here will be converted to red signals to improve safety and vehicle stopping compliance. New pedestrian crossings are added at Corona Trail and Eagle way to close existing crossing gaps between Iris Avenue and Belmont Road. The rideable width of the on-street protected bike lane is at least 5 feet wide, exclusive of the gutter pan with a minimum, 3 foot buffer between the bike lane and vehicles shown here, where physical separation will be installed. while a specific type of physical separation will be determined in final design. The project team has accounted for a range of potential elements in the recommendations, cross cross-section widths with the goal of providing as robust physical elements as possible. Protected bike lanes are proposed at sidewalk level with separation from people walking in a few space, constrained areas like over the Boulder Slough Bridge.

[22:03] Finally, the recommendation can be implemented between diagonal Highway and Pearl Street, and at the 30th Street and Arapaho Avenue intersection with the awarded safe streets and roads for all Federal grants funds, because, again, the focus of the recommendation is to mostly build within the existing curb, to curb roadway width. and that concludes my summary of the North 30th Street Project Seep and its recommendation again, this is presented to you today for your recommendation to City Council. and on June 26th City Council will review your recommendation in the Seep and be asked to take action on the seep as a call up item. if it is called up, we will present more detail to the Council at their July 24th meeting as a public hearing. and, as I mentioned a few times in today's meeting as well as in your packet. The 30th Street project is queued up with awarded funding to go into final design and implementation, which will happen after Council's action and later this summer.

[23:08] And so I return to our request to you tonight. and that is for you to recommend North 30th Street Preliminary Design Project Seep to City Council for their approval at their June 26, th 2025, meeting the motion language is before you, but I'm happy to answer clarifying questions before getting public comment and broader. Q. And a. And discussion. And with that I thank you for your attention and turn the presentation back to you, and thank you. Thank you so much, Melanie. Appreciate your presentation. Tab member members. What clarifying questions do you have? And remember that these are clarifying questions. Turn on, go ahead! Thank you so much for the presentation.

[24:00] I do have some follow up questions just to understand you said alternative seed wouldn't work on the current funding. You said alternative. B would. What was a I didn't. I couldn't hear that one. Do you say yes or no? It will. Okay, so it's A and B. It wouldn't. And then see. Okay, so see if that's. Csl, basically, then you have A and B, so then you combine them. You did the hybrid a few questions about the decisions. I think. Why. let's see if you can go back to slide. Maybe 20. I think. there was one section that one side had 2 lanes, but the other side had one lane. Why is that like what was what was it is? Is there more traffic going north than South. Hmm! That's exactly right er none. You are correct, and I'm trying to get to the slide before I share. So.

[25:01] Thank you. It may have been slide 20. See and search. I think all of the lanes showed symmetry on our designs. But you are right, and perhaps remembering from your packet or our open house materials which we had in person and online as well, you're exactly right in the central segment. So we're talking about Belmont Road down to Mapleton Avenue. We have a difference in the number of vehicles traveling in both directions. And so, as we look to repurpose space where possible, so that we could make that room available to the bike lanes and the protection and the protected intersections. We chose to have an asymmetrical version. Excuse me, an asymmetrical cross section through that area.

[26:03] And that was like 20, I think, right or 19. I didn't take note of that. Yeah, Daniel may be able to provide exact locations end to end. But I was looking at those screen, and I'm not landing on an asymmetrical image. We have 2 lanes in each direction. There. Maybe it was earlier. Then I feel like I saw one that had, or maybe I got confused, but I feel like. I think this is what you're talking about. Okay, yeah, that one, the central. Yeah. So the. From Belmont to Mapleton. Okay? And that's just because of traffic. There's more traffic going north in that section. That's correct, because what we see on 30th Street is that it's often a link and a bigger transportation route. So people are making, perhaps a connection from Pearl north to Belmont, for example, and the vehicle data counts demonstrated that the volume North was greater than 6.

[27:04] Okay, okay? So that's why you have that asymmetry. Yeah, particular segment. That's right. Okay? And then can you go back? One slide, move forward, one slide. To the evaluations. Actually maybe sorry, maybe 20. I I don't remember which one. Okay, that one. On the east side. It seems you have the bike road on the street. whereas on the west side it seems like it's part of the sidewalk, which seems seems safer. What is? What is the reasoning for that? Do not like? Like? Again, the asymmetry in in the design. Actually at the Pearl and 30th Street intersection. You see that northwest corner. So on the top left corner, the sidewalk level bike lane for that particular segment is done to kind of make use of the constrained environment that we have. So this particular area, you can see, has buildings and existing development, as well as

[28:16] high vehicle volumes, and the need for vehicle lanes turn lanes as well as protected bike lanes and protected intersection, so that particular corner has the bike lane at the sidewalk level to provide that protection to, and the intersection, as well as accommodate all the other improvements that at 30th and pearl. And this. I'm okay. To maintain the existing curb positions. That's exactly right, Mike. Yes. Okay. Sorry. Can you go? 1, 1 more slide. 2, 21. Okay, where will the bus stop? Is that on that gray square.

[29:01] That's correct. Okay, I will say this is the only part. I loved everything except for this part. because it's a 1 lane with a bus stop. So I feel like that's when I mess up traffic. And sometimes, and sometimes buses can stop for like a couple of minutes. You know they they stop for a while, so I feel people will try to go around, or something like that. This is the only part of the design that was like made me raise an eyebrow. But everything else I really loved. Yeah, yeah, yeah. So I will say that I hear your concern. But I think we feel fairly confident that with the level of service on the streets, but a bus every 15 min, and the number of ridership at each stop that the impacts to vehicle traffic will be pretty minimal and and pretty occasional as well. So we felt confident, bringing forward this design, which is called the floating bus, stop.

[30:03] And I'll tell you a little bit more. The reason why we also felt confident is because this design does 2 things you might recall me mentioning there's both design, but also travel time. And so keeping the bus in lane helps for travel, transit travel, time and reliability. So that keeps our buses moving on time and makes them a really effective transportation option. It also keeps the the bus and the bike separated. So you'll often see on some of our busiest streets without the floating bus stop design. The bus and the bicyclist have to cross each other twice. and so in this design you can see the bike marking kind of on the lower left demonstrates that the bike lane is behind the floating bus. Stop, and you'll see the bus stays in the Vehicle lane. So we remove those conflicts to increase the safety and comfort for everyone on that bus as well as people biking through. So when's that balance.

[31:01] Yeah. And just a reminder that the the report in the memo describes in a very detailed fashion how this decision was arrived at, and that the travel, the the auto traffic heading south on 30th Street is not as heavy or intense as the the traffic going north and accessing the businesses on the east side of the corridor. So yeah. that's 1. That's another reason that that won't have a huge is not anticipated to have a big traffic impact other clarifying questions, Melanie, can you stop sharing? So I can see the participants.

[32:00] Thank you. Other clarifying questions from tab members. I don't see any hands. Darcy, which report is, that is, that was that part of the. Yes. So in you're in the packet that is available online for all of our meetings. We receive a packet with detailed memos and the memo is in the folder. I can. I can send you the link after the meeting, if you'd like, but it's it's a very detailed report on the entire process for this project, which was extensive, and I want to commend staff on the extensive. But time constrained process here with so much detailed community engagement done in a in a pretty tight timeline, and how you were able to arrive at this

[33:09] recommendation by blending elements of all 3 of the potential designs. I, personally, don't have any clarifying questions, because I think it's you know, you've spelled out your process and decision making very clearly. So I don't see any other clarifying questions here. Any other hands? No, okay. I mean, Mike, you unmuted. Do you have anything to ask. Just wanna clarify? Why, I don't have clarifying questions which. We I mean, like like me, I mean go ahead. Yeah, I've been Michael Jasmine and I are involved working on looking at this with community cycles and together we came up with a list of things we had some concerns about, and he and I had a really great meeting with Valerie today, in which it was clear that

[34:03] these issues are already resolved, or are also concerns for staff moving forward. As as this project continues, so that was very satisfying. Agreed. So let's move forward. So into public comment on this item, members of the public. I thank you for your time and interest in making in this topic and making Boulder a better place to move around. We're now ready to take your feedback. Please use the raise hand function on your screen to be recognized, and state your full name. You'll have 3 min to speak, Veronica. Do we have anyone wishing to speak this evening? I do not see any hands raised. Oh, now we do have one. I'm gonna ask Lynn to confirm. She's able to speak.

[35:00] First, st because I always forget. The 1st thing on your list is repellent. Yesterday money is what it you're constrained by on all these projects. How many lanes here, there! I'm riding my bike all the time I am crossing half the street at half the time. I don't pay attention to any signals or any stop signs or anything. I just watch out for my life. and there are so many times when I feel like everyone's sitting at, you know, like near near my address. 6th than Dewey. There's a stoplight that's activated by the user on across Broadway. and I click it. And there's 10 cars backed up for me to cross the street. You know there's buses we shouldn't be having. It's so yesterday to have buses in the middle of your city. You have buses going to Denver. You have vans in your city. We've got AI. We've got instantaneous GPS all this

[36:13] high tech stuff that I never use, because I don't know how to use it, but everybody knows how to use it. But me and people can get around easily with small vans. We shouldn't be having all of this. These major changes that we have, that we're spending a lot of money on this project that you just described. Then that's designed, based around empty large buses. empty large bushels. Why, so yesterday I'm 72, and I know better. I don't understand what the reticence is to do. Like the right thing, and to be really forward thinking.

[37:01] there! There is so much money needed. Free Palestine, free Palestine we've got. So we're going to have World War 3 here before. None of this will matter. None of it will matter. All the ruts that I'm going across when I'm going across the Street on 28th to Trader Joe's big giant ruts to a biker, you know, and and I'm trying to get around fast. I use my bike to get places. I'm not, you know, out there in my spandex. and when I can't get places in all forms of weather, because I drive 4 times a year. It's very infuriating to have ruts, and to have, you know. breaks in the road and potholes all over the place. Why, in a place like Boulder in a rich place like because we don't have any money, because we're spending it on war in Palestine. That's why we need money here

[38:03] for me to ride my bike. I'm not going to. Excellent. Okay. So tab members will now start our deliberation and resulting recommendation to City Council. Darcy. Sorry we have one more hand raised. Oh, I'm so sorry! Alexi, would you be able to confirm? You're able to speak. You hear me? Perfect. Thanks. All right. Alexi Davies, community cycles. I'm going to keep it short here. We just like to thank Staff for their great work on the North 30th Street Concept design, and we're excited to get into the detailed design phase of the project. Thank you for the great work. Ciao. Alright, thanks very much, Alexi. Appreciate it. Okay, any more hands. Veronica. I think we're good.

[39:00] Okay, all right, we'll move forward into our deliberation now. and our recommendation to city council. So Staff is recommending that have consider the following motion, Melanie, I forget whether you had the motion language in your slides. If you do, could you just put that up so that we can see it while I read it. Absolutely. Give me one second. Please get to the right slide. Share. Thank you. So Tab recommend. So the the motion language that is recommended is tab recommends that the City Council approve the North 30th Street preliminary design project, community and environmental assessment process seep. does anyone have any feedback pertaining to this recommendation?

[40:01] I'm sorry, Melanie. Can you can you stop sharing again, so I can see hands and all of that great thanks. Okay, Michael, go ahead. the one change I would make to the motion language would be to add the word wholeheartedly in front of and to communicate, I mean, and not entirely in chest. To communicate to council like this is this is knocking it out of the park. The quality of the work and the and the Comp. I mean. This is incredibly constrained and very long corridor with incredible complexity. And you know it's like rabbit out of the hat in terms of the sophistication of this design. And the way it's balancing so many unique concerns like particularly the you know, the fire safety. You know, the emergency services. Nuance to this corridor is significant, and to have balanced that against all these other interests is to me fairly impressive.

[41:07] So I think the word wholeheartedly, is actually a reasonable addition to the language. But apart from that, I, yeah. Got no concerns or comments. Any other comments. Feedback. I can just add that I agree with Michael. We received quite a bit of feedback about this project, and it was overwhelmingly I mean, it was all positive, as far as I saw including feedback from a high school student and others who have traveled this quarter frequently by bike and other modes, and all of whom were wholeheartedly in favor of this design, and, as I mentioned before, you know, you, Staff, were able to create this wonderful compromise

[42:06] within a fairly constrained time period as well, not just the curb to curb space, but in a shorter time than we usually have for these kinds of projects. And so I commend you for doing that as well. And it it is important. It's important to create this continuity down the corridor so that people can ride, walk. use other forms of wheels, and transit. All along this corridor, as you showed Melanie in your presentation. You know, this corridor has developed incredibly over the last 11 years, and there's a great need for our access along the corridor to be diversified and to accommodate more modes. So I also commend the work that you've done here, and thank you for the

[43:05] very detailed and thorough reporting that you provided to us as well. So any other feedback from Pav members, seeing none. I will ask for a motion. May I have a motion to approve Staff's recommended motion, which is again Tab recommends that the City Council approve the North 30th Street preliminary design project, community and environmental assessment process or seep. someone needs to make the motion. Move, to so approve. Okay. Michael moves. Can I have a second. It's. Is there a second. Hi, second. Okay. I seconded great all in favor. Raise your hand and say, aye. I. I. Hi, okay, I don't see everybody. I'm gonna change my view here. All right. Raise your hands again

[44:02] in favor. Alright. How are you? Great anybody opposed. I don't see anyone, so the motion passes unanimously. 4 to 0. Thank you so much. Great. This satisfies the purpose for which this special tab meaning was called Let's see, I was going to call for a motion to adjourn, but before we adjourn I just wanted to add that Wednesday is walk and bike to work day, and I would recommend that everyone participates. Choose an active mode that morning, visit the breakfast stations around the city. You can find that full list at walkandbikemonth.org. Okay, that said. Now, would someone like to move to adjourn the meeting. I move that we adjourn this meeting.

[45:01] Okay, like moves. Anybody. Can I have a second. Second. All right, and on seconds. Anybody. Okay, all in favor. Raise your hand all right. Great. Yay, all right. Anybody oppose. All right. I vote to adjourn now at 6, 45 pm. Wow! That was really fast. Is that all the business we have? Okay, excellent. Thank you. Thank you all very much appreciate it. Thanks thanks for participating thanks. Everyone, bye. Yep. Very much. Have a good night.