Well, we started here and we'll just plan on going for a roll call if you're able to get them rolling. Neil, Larry present David, Drosz. Here, Jack Livingston here. Courtney Michelle present. Sandra Stewart present. Liz Oz, actually she messaged me and said she wouldn't be here. Who? Liz had messaged. Okay, send a message saying she wouldn't go to make it tonight. And Joe sent a message that he's not going to make it as well. Okay, sounds good. I see a little warm on Courtney Michelle's machine. Hopefully. Um, that's just temporary and she's able to. Joining the conversation here. Well, well, it's good to see all of you. Why don't we start with our. Approval of the minutes from our September transportation advisory board meeting. Is there a motion to. No, we can have any discussion minutes. I'll make the motion to approve the minutes from the September board meeting. All right, Jack, is there a 2nd? 2nd, great. And what was that 2nd from Courtney Michelle? Yes, okay, awesome. Cool. Any comments on the minutes? Yes, Andy, there was 1 when I spoke about the accident. Um, of a skateboarder, a person being hit by a car. It wasn't on my street. It was in my neighborhood and if they needed to know the exact street, I'd be happy to say it, but it wasn't. It was recorded as being on my street and it was not. So, it was in my neighborhood, but not on my street. Clarification there. I guess it was the age. There's reference to to my comment about the fact that. To have speed limits less than 25 month. Yeah, application team, besides is in our city's best intro doing so. But the sentence that says. Amend from 20 miles per hour to 5 miles per hour. That's actually not how the conversation went. I'm missing a 5% a 5 mile speed limit here in Longmont, but at least want to be able to consider the. Uh, the 20 mile per hour. So, uh, Stacy, does that make sense? I see what you're I see what you're talking about. Niel, this is Tyler. Okay, thank you. Is that corrected? Any other comments on the minutes? Okay, so with. Any other additional comments before we, uh, uh, forward with that, uh. If you will incorporate those comments. Jack, are you made them comfortable with those? Yes, I am. That's all right thumbs up. All right, or Courtney, since we don't see your video, are you, uh, uh, approving the minutes? Yes, sounds good. Are there any. I think the, uh, we can consider the minutes from September patient advisory board meeting. Um, great, uh, any communication from staff today? I don't have anything at this point. I think Phil's on the line as well. Phil, did you have anything? I just want to give folks heads up. We could certainly talk about this at the November meeting, but. Just in case that doesn't happen, or if it's too close to the time, there is 2 meetings scheduled for Thursday, November 12th by the by Boulder County. 1 is a virtual public workshop for County line East County line road that's specific to Longmont and that starts at 430 and goes to 6 o'clock and they'll obviously doing that virtually. Virtual public workshop, right? Um, and then also. For some reason, just about the same time from 530 to 630, they're having a. Virtual public meeting on US 287 corridor from. Basically north of Longmont down into broom field to where it touches or joins up with. Uh, US 36. So, if you're interested in either or both of those. And I know I am, um, I will, we'll, we'll be going to both meetings. But if you just, if you just want to focus on 1, that's fine as well. But again, the. East County line road 1 starts about 430, but I think it's going to be a. Public workshops, so I think it's come as you can kind of thing. The 287, I'm not sure, but it sounds like since it's only an hour, it's probably starts at 530 and.  Just want to let you know those 2 things before it gets too close on your calendars. Yes, Andy. Well, they send us a link or will you send us a link to tell us how to jump on and hear it? Yeah, I'm going to figure out if they're, I'm sure they're going to try to do some public outreach. So we'll make sure that. As they release those links, we'll make sure that you get those. Okay, as well. Thank you. Great. Any other comments from staff or follow up questions there from advisory board members. All right, hearing none, we'll move forward. Are there any members of the public here who are on the call? Okay, we'll keep on marching forward that. I think our first item up on the bed is around our crash report. So, Tyler, I'll let you take it from there. Thanks, Neil, the board. Thank you for your time tonight. Happy to. Good discussion tonight about crashes and long want the train with me tonight. I've got Caroline Michael who did a lot of work on this report. Well, Sergeant Eric Lewis is here on the call as well. I think his video wasn't working, but he has ability we can hear him as well. He'll have some additional information to be available to answer some questions and give some perspective from his end at the next item up after we go to the crash report. But I just want to let you know who's here and able to talk about this tonight right into it. So I sent you guys late yesterday evening, the full crash report. So I don't know if you've had a chance to really look through that and digest it yet. I'm going to kind of run through that and see talk about some of the statistics and trends we're seeing in here, seeing in Longmont and then talk about what we're doing. Some of the safety projects we're working on and next steps for Longmont. So with that, I'm going to share a screen here and let me know and if you have questions. Before I get going, is that showing up for everyone on the screen? Yep. So this report really covers when we do our crash reports, we're looking at a statistical analysis of a five year period. A lot of times. We're looking at five years so that we've got statistical significance when you have small numbers of crashes. It's hard to really get a significant sample size. So that's the reason we're looking at five year data for this data set. So overall crashes in Longmont 2019. Unfortunately, we saw the highest amount of crashes that we've ever seen in Longmont. Our records go back to 1990. 2019 was the highest one we saw a figure similar to this is in the crash report that I sent you it goes all the way back to 1990. Another thing I added to this one is a chart that shows the estimated vehicle miles of travel in Longmont and I was able to go back as far as 2003 to really plot that data on there to show how people or how many miles are driven on roadways in Longmont. You'll notice we've seen, except for recession area we've seen growth in vehicle miles of travel almost every year. In 2008, we saw three or four years of really not much growth and then since 2012 it's been vehicle miles of travel of increase almost every year. And with that you'll see crashes of somewhat followed that same path of VMT so there's some correlation to that. And I would say that we did see a bit of an uptick in our injury or worse crashes in 2019 over 2018 and one of the big areas we saw a big uptick was in our cradle crashes with our. We had six the previous year in 2018 and we had 12 and 2019. And we can talk a little bit more about that later on if you have questions, we want to talk about any of those crashes that happened. There's a little bit of information provided in the crash report on each one a very brief narrative of those. But we can talk about those if needed. This one again for clarity sake and visibility sake on the table it's more it shows a smaller data selection than what's in the report. And then also I plotted this one against vehicle miles of travel to show the rate here. With some positive trends we are seeing population growth in Longmont are seeing more vehicle miles of travel almost every year. That said crash rates and injury or worse crashes are relatively consistent over the years. They're striving for a downward trend in those crash rates and so we still have work to do on our end to get to that to get a decreasing trend on these. Where do the crashes happen in Longmont approximately 60% of all the crashes in Longmont occur at public street intersections one of the things that we're not including in this report is any private. Private property crashes so anything that would happen in your parking lot you're safe where your king supers parking lots that's not included in this data set so really just looking at the public street. Right away crashes and of those 60% of crashes intersections approximately 68% of them happen at signalized intersections and 32% are signalized intersections so. Definitely traffic signals are not always a cure all they don't make all crashes go away by any means. One of the big things with traffic signals that you'll see is the severity is what they really reduce. When the crashes happen generally in Longmont and Sergeant Lewis can attest to this as well he's probably pretty busy in the afternoons. So really from that three to four o'clock hour in the afternoon is is one of the highest hours and then five to six so as people are. Picking up kids from school and coming home from work are really the two most active hours for crashes we have in Longmont in terms of day of the week. Fridays are consistently the highest. The day with the most number of crashes and we've seen the same pattern for this five year period. Months generally December has our highest amount of crashes. And October is the other only month. We saw 1000 crashes but related December one is consistently been the highest crash. Highest month of crashes we've seen as well. Some of the statistics we track DUI crashes. We've seen an increase in DUI crashes. Every year since 2013 those DUI crashes include alcohol and other drugs. Marijuana which was legalized for recreational use in 2014. Medical on asleep sleep medical asleep and fatigue crashes have decreased. Each year since 2016. And of these DUI crashes that happened approximately 42% were in resulted in an injury or worse and the majority were males of the humans. Of those DUI sided drivers approximately 51% were between the ages of 21 and 39 and one of the surprising. Statistics in this that stood out to me as I was looking at this data was that about 10% of those crashes were made up of 15 to 20 year olds so when you really look at. Who's driving and percentage of drivers on the road it's I don't unfortunately don't have statistics on. License and how many what the population of each age of driver is but that's when the DUI. 15 to 20 years old seems over representative and proportion to the number of drivers. 21 to 29 year olds are the ones that the category that had the most asleep at the wheel or 15 crashes about 36% of the all the sleep or 15 crashes. Next we'll talk about vulnerable users vulnerable users are made up of bicyclists pedestrians and motorcycles. We have seen this is a table on a crash rate per population. We are seeing good trends overall and pedestrian and motorcycle crash rates we've seen a couple years of decline and the rates in both of those. We are seeing slight increases in the bicycle crash rates over the last three years. Those bicycle crashes in particular just showing the total numbers it's hard to kind of sometimes it may be hard to grasp the total number when you look at the rate so. We're also looking at the numbers again this would reflect that crash rate we are saying that the overall number of crashes and bicycles each year. The injury bicycle crashes were down slightly in 2019 over 18. We did have to fatal by crashes in 2019 pedestrian crashes again we talk about seeing some downward trends. The overall numbers are down the number of crash pedestrian crashes are going down the crash rates have gone down. In 2019 we had three fatal pedestrian crashes. When we talk about vulnerable users and might so important to focus our efforts on them. When we look at the percentage of users on the roadway or of the crashes that we have a very small percentage of all the crashes are made up of those vulnerable users depends bike and motorcycles. Approximately 95% of the crashes are vehicle only crashes. That said the vulnerable users make up. Approximately 18% of injury crashes 31% of incapacitating injuries and 51% of fatal crashes so that's a big number for. The number of crashes that they're involved in. When we look at fatal crash rates so city of one month versus other cities in Colorado. A lot of months sort of in the middle of the pack we're not the best we're not the worst we have we have work to do. I will note there is a discrepancy in the data here. In the 2018 I think you'll see it elsewhere in here that there are eight. It'll crashes the reason for that is the source of the data here this data is pulled from the far as the fatal accident reporting system. And I use that data to be consistent amongst all cities they report 6 in their database and just for the purpose of this table that's the comparison that was used here. With this data what do we do how do we use it. Like I said statistical analysis of all the crashes and long route use it as a screening tool to help identify where we might have higher than expected or or high crash locations. Each of these we do we wait the crashes based on severity so a. Fender bender property damage only crash is going to not work this score we waited as heavily as an injury or if you don't crash. And then we run a handful of equations and if you have questions about those Caroline's probably the best to talk about those. But also when we come up with a weighted crash rate to determine what is what has a crash rate over crash index over anything over one. This makes our high crash list and those when it's an over one crash index. Using this as a screening tool it's really telling us we need to take another look at this intersection and what is this data telling us is there's something to fix here. And generally we do and I think we've used this effectively in the past years to target some specific improvements one for example. In this in this presentation it's it's a cumbersome table so I didn't put the whole table in there the whole tables in the report. And if you have any questions feel free to ask about any of those. Six and Kim bark is one where we did some curve extensions we changed some crosswalks there and four years ago. It's one that fell we were starting to see the improvement of that it's it's fallen and it's ranking so it is showing a positive improvement there. And here what is a an intersection that was a high crash location in 2018 we built the traffic signal and then after we turned it on in 2018 we didn't have any reported crashes in 20 years that would be another one. A good example of success. Pike in Maine is another one that's been a high crash location for years we've made some good progress in terms of reusing crashes at that intersection it's fallen. It's a lot of the high crash list here so I think that's a good example of work that can be done when we really target it with some of these screening tools. When we talk about safety projects, what what are they what can we do, we have different levels of projects we can do you know high cost low cost, a higher cost safety improvement could be something as a such as a traffic signal or intersection reconstruction around about particularly get expensive if it's right away constrained when you start looking and purchasing right away to do improvements that's when the costs really start to go up. There can also be a lot of low cost improvements that we look to do and those are the ones that we definitely take a look at each year and are consistently evaluating for improvements they could be as simple as signage. 9th and Martin is a location that came out of this process last year as a really as a high crash location. And one of the patterns we saw was northbound vehicles getting hit by eastbound throughs on 9th Avenue so we added some signs. In addition, extended the no parking area on the south side of 9th West of Martin. We made that change in in 2020 so it's not going to show up in this data but since we've made that change, I don't believe we've had any crashes at that intersection. So, there can be some relatively cost effective really low cost solutions that have a really big benefit big bang for the buck. I mentioned the 9th and Dearwood traffic signal that was when we did in 2018. In 2019 we did a handful of additional safety projects we put a new traffic signal at the intersection of airport in Pike. Again, that's one that turned on in 2019 so it's going to take a couple of years to really see the impact of that from the crash analysis standpoint. We did a road what we call a road diet on Sunset Street we changed that from a four lane to a three lane. Roadway we added bike lanes to provide better multi facilities better put easier pedestrian crossings and reduce the potential for crash. When we had the previous the four lane section the two lanes in each direction you have. Some sort of some indeterminacy from drivers on are they turning right are they turning left. That can lead to additional lane changing and costs and crashes. 2019 we also did our enhanced multi use corridor project on Mountain View from over or excuse me from Main Street to pace. And one of the one of the elements of that you'll see. On the photo here is this mid block crossing so we had a mid block crossing. Over by skyline high school we added the rectangular rapid flashing beacon, which is the pedestrian activated flasher across. Those are some of the safety improvements that we completed in 2019. 2020 has been a busy year as well for traffic safety projects where. We installed a traffic signal at the intersection of Mountain View now fine, which is a intersection that's been at the top of the high crash list for a number of years. Excited to get that one turned on. And see how that improves that intersection I think we've heard generally good feedback on that one both from public calling in and from the. From the school district nearby and they've seen an improvement in safety for the kids crossing there. Pike in Maine is still under construction as part of ongoing safety improvements at that intersection. We made in grand has been a high crash location for a number of years to restrict some access restrict access at that intersection and I think we're seeing. Improvements there similar project was the 17th and main to restrict access instead of full movement. At the businesses right close to the intersection now they're right in right out accesses and it's really reducing the conflicts that we're seeing there. 2021 we still we have more safety projects in the bike. Working with Caroline Caroline put together a good application for each sip highway safety. Improvement programs and federal dollars that's. Pass through seed up to us we turn in an application requesting a little over $800,000 to improve some left turn operation increase. Improve generally we're looking to ads either protected permissive or protected arrows improve visibility of a lot of signal heads throughout town. So pretty excited to get that project going this grant we got $800,000 are required matches 10% so pretty good return on the dollar on that one. 9th Avenue is a project we're looking at 9th Avenue from over to Kauffman is a project we're looking at in 2020 and the intent for that is there sections of that that are full lane. With no turn lanes and when you walk the section particularly from Francis to bow and street the road feels really tight there the sidewalk is a four to five foot sidewalk right up against the travel lane. So being able to take that down to a three lane road with a center turn lane one lane each direction. And then have the bike lanes through there really. Help that section of roadway I think in terms of both operation and bills or both pedestrians and bicyclists through there. The intersection in Kimbratt and sunset is another one that continues Phil may have some more time on this we're lying for some applying for funding at the intersection in Kimbratt and sunset to continue that word diet mentioned earlier on sunset. So we'd carry that three lane section through the intersection in Kimbratt and sunset up to Nelson and then be able to add left turn lanes there that's been one consistent frustration I've heard over the years from drivers is the both the north and southbound left turns. South and northbound and southbound approaches are two lanes. There's no dedicated term line so being able to add those terms will help the operation and safety of that intersection. I want to talk a little bit more about some of the things we're doing at signals kind of some of the lower cost solutions for safety that we're that we're doing. One of the big changes we've made over the last handful of years is our improving our detection I think historically we'd use loops in pavement loops. We rely on detecting if there's a vehicle there I think bicyclists have a hard time being detected on those reliably. So in switching to these the thermal cameras you can see an image there on the screen. They really do a better job of detecting pedestrians and bicyclists they've been really effective in that one feature we're using at signals mostly on Main Street you'll see there's a handful of other intersections throughout town. So that's the leading pedestrian interval so if you're trying to cross Main Street at 5th or 6th or Longs Peak you push the Ped Walk button across Main Street. You'll notice that the walk light comes on before the green light for the side street and that's really the intent of that is to get the pedestrians walking or they're establishing the crosswalk invisible so if you're on the side street trying to turn on the vehicle generally if you're trying to turn right you're looking to the left to see if there's a gap to go and that can be a common source of crashes is not noticing that there's a pedestrian that's stepped out off of the curve walk. So it has been an effective tool in reducing some of those pedestrian conflicts by getting the pedestrian out there where they're visible and more likely to be seen by drivers. We've also implemented what we call the Ped Protect at a handful of intersections. When I say Ped Protect I think that's something we talked about at a previous TAB, a previous TAB one of the members asked about is it possible to change the operation of the left turns. If there's peds there or not and we look into it and there is and we're doing that at a handful location so if. If there's a left turn where it can be a flashing yellow it can go what we call protected permissive you can turn on a green arrow or flashing yellow arrow. If a pedestrian is there and pushes the button, the walk won't come on until there's a red arrow so it works as a protected only left turn during that phase. And that's been effective in reducing some of the left turn conflicts we've seen at higher pedestrian volume intersections. We also have where we can, we do what we call the floating walk. A lot of you are probably familiar with that that's where the walk indication comes on without any user input. You don't have to push a button. The walk just comes on. We've had it in the past, particularly on Main Street, running parallel to Main. So if you're crossing the avenues, walking north or south, particularly in the downtown area, the walk lights will come on without pushing a button. So that's something we've been able to get back. We went through a period where we didn't have that after we implemented the adaptive signal system, but we've been consistently working on that to bring that back and something that we've been able to do this year. And then just kind of wrapping up and kind of an early look on, on 2020, man, this has been a, this has been a year for the books and. It'll be interesting to see how it shakes out in terms of a lot of vehicle miles of travel crashes. I've got a graph up here showing traffic volume on Street. And we're looking at from early March. We're seeing about 25,000 vehicles a day on Main Street per day. As we started seeing cases of COVID in Colorado, and as various restrictions were put into place, we saw those volumes drop pretty dramatically. About the second week in April, it was about about 15, 13,000 cars a day or seven day average compared to about 25,000 prior. As restrictions ease, we saw volumes creep back up. And they've sort of leveled off, but still haven't quite reached the peak they were before. So I think we've seen more change in this year than we have in previous 50 years in terms of travel demand management. I think it's really had a change on how people go to work. And one of the big things we're seeing is that unnecessarily volumes are still down drastically. There's no shift in the peaks. The AM peak hour doesn't appear to be quite as high as it was before. In fact, it's not really looking like a peak anymore. Our daily volume profiles generally build throughout the day. The PM is still a peak, but we're seeing in more cases that the noon is the higher hour, the busier hour than the AM peak. So interesting to see how some of those trends shake out. I think that crashes have been lower. I mean, Eric, you probably have more hands on of this for 2020, but I think that we're seeing. We saw fewer crashes year over year. I don't have the numbers at this point, but I think I've heard that crashes were down in 2020 over 2019. So, once we get to the end of the year, we'll be able to confirm that. Interesting to see where this year goes. And with that, does anyone have any more questions, discussion? And up to this point. Thanks, Tyler questions, comments or folks. David, I have a couple of them. And maybe you can just address.  First off that, and I know that you don't have a lot of data for this year. Or maybe none really, but I'm wondering first, whether that's the step that on the slide we just saw starting in July. Or was that due to the narrowing of main. That's the 1st question. The 2nd is, is have we had any ideas to whether. There's been a measurable increase in accidents during that period that these narrowing has happened. The other 2 are related to 119 in Maine. So, I don't recall when we finished that intersection, but I'm wondering if. If the data that we're looking at with this high composite crash index for that intersection. Whether that contains pretty much. Is that mostly since that intersection construction was finished. And then the 3rd is just south of that intersection where grand comes out. That particular. Road is it's only it only looks like it's maybe 2 blocks long and I'm just wondering why. Why is there so much problem with grand and main is that have anything to do with the intersection there at 119 and me. That's kind of all of my questions. Sure. So, it's a good catch on the July on that the graph that's up here right now. Absolutely. This is you'll see. The mouse move on the screen there. Yeah, so, so yeah, right here. This is when we started closing lanes on main street 3rd to 6 for the. To provide the extra space for businesses downtown. Absolutely. That is exactly what what you're seeing right there. We did. I don't officially cap that daily volume from from what we're doing further south. So. Good catch and that's exactly what happened there. You know, right now we still have portions of the lane closed 1. Half of a block northbound and southbound. I haven't. I'll look and see what the newer data looks like on that, but I suspect it's probably similar still. And then we'll see this probably come back start to creep back up once all those linkers. Question of measure. Is there a measurable increase in crashes on the closure. I don't. Frankly, good sense on that Eric. I don't know if you guys, if you may be able to chime in on that if you responded to more or less crashes main street I've. Definitely seen a couple. Crash reports come up in that section, but I don't recall it being. I don't recall it standing out as we have a major problem here and I think that's something that will be good to look at as we move forward because. When you look at the segment, the non intersection high crash locations on this, we see those downtown sections consistently being crash locations. They're related to either side street parking adjacent to the travel lane or. Stopping in the lanes for someone parking or buses stopping in the lane is really a lot of the crashes we're seeing in those segments is some of that side friction that's going on. Being a causal factor in some of those crashes. Yeah. Thanks, Tyler. This is Eric Lewis everybody. What I can talk about on as far as main street and crashes right now, there's not a lot of statistical data to show there was an increase. And the number of crashes with the narrowing of the roadway. I know that was 1 of the concerns that everybody had when when that went in. More of the complaints that that my office received as a result of that was the traffic diverting itself. To the neighborhood roads to bypass the narrowing of the road, if you will. I didn't really see that that was a huge issue. As far as crash data or crash break when I didn't see that an increase. That at all back to your other question. I think the 1st 1 as far as the main street. And 1 19 why that's a high crash index, either correct me if I'm wrong, but I think that's probably the busiest intersection as far as vehicle miles travel that we have in the city. So. It is a good answer as to why other than percentage wise. Most cars travel through our daily basis. Yeah, we would our last round of improvements of that intersection was completed in 2015. So, unfortunately, the data we're sending here is 4 years of post. Last project at that intersection. It's about a half year prior. I think they're primarily rear end crashes. I may have some more information on the type of crashes at that intersection. But Eric's right is our busiest intersection in town and then we do unfortunately continue to see a lot of crashes there. I'm going to talk about many grand real quick and then Caroline, maybe you have some more information on and Bratt and men. But main and grand what we're seeing there with those accesses. On grand, right? It's access to a couple of car dealers and you think it doesn't go to a whole lot. What we would often see for the crashes is a vehicle trying to make a southbound left. 2 lanes in northbound traffic waiting at the light at Main Street can Pratt. Leave a gap for that vehicle to go through. And then more or less wave wave a driver through. That driver would start their left turn and then get smacked and they wouldn't be able to see that 3rd lane coming the outside lane that leaves into the right northbound right turn it in Pratt. So. That was a very consistent pattern and happened on a relatively regular basis and not necessarily that they're being waved through, but drivers were taking a chance. They wouldn't see a gap and they would drive through and not see that. So that was a consistent pattern. And that's the reason that the media and addresses. Yeah. So, um, looking, I have it up. Looking at it side by side compared to the last crash report that 2014 through 2018. There has been. So that overall composite crash index has actually gone down a little bit. So it was 3.28 on the last report. It is 3.19. And also that total number has gone down slightly. So it was. The previous five year was 302. And the new five year total is 290. And then most of them, a pretty high number of them are property damage only. Which does tell me a lot of those are probably rear ends. I don't have the exact number. I'm going to talk to my head. And David, we can provide some more information on that specific. We can follow up with an email or talk about it at a later meeting. I think the only thing would be just. Plans to do anything. Or are we going to just, are we going to chalk it up to high volume? Or are there some things that can be done to. I think a couple of things, one, we need to look a little bit more about those patterns. And what we're, what we're seeing with what type of crashes there so that we can have the right fix. I think in addition to that, we need to really look at our partnerships with. That's a big left for one month to look at fixing at all. I think we probably looked to our regional partners to help try and provide some type of solution there. I think. Ken Bratt and hover is another one that's on that list and we're working. We are working actively with our regional partners on looking for improvements at that intersection. So I think it's a continuation of those efforts. Thank you. Great. Other questions or Claire questions or comments for folks. Yeah, and hey, and that was actually a good segue, Tyler, because I was going to ask in looking at the high volume. Intersections where the crash index is the highest 5 out of the top 7 seem to be focused on. And so I was kind of curious, is it getting the attention of C dot and some of our other partners that this might be a high volume area that we need to look at. Absolutely. And for that triangle in particular, I don't know if you remember. We started, we called the, the triangle wasn't triangle study, but the Southwest Corps Southwest corridor plan. And it really looked at the triangle bracketed by those intersections, hover and Nelson can Pratt Nelson can Pratt and hover. And we did look at design alternatives for all of those. I think we've got design progressing on each corridor in there. We're working on. Design of improvements on Ken Pratt that would extend what we did in 2015 and South Pratt Parkway all the way over to Nelson. We're additionally looking at, I mentioned the regional improvements for working with our partners on to try and find funding for improvements at can Pratt and hover. And we also have a design project underway on our CIP for continuing design of improvements all along that hover street corridor from can Pratt and hover all the way up to Nelson and hover. So we are actively working on those. They are not, they're not a variety improvements. So they're in the high cost segment. So it definitely is something that we're working into our. Just a quick clarification on that Tyler. For that 119 in Main Street section. It seems like that's the only one that I can think of that doesn't have some of the major dissections that doesn't have some sort of design. Major design features that are in the works. Is that is that indeed, right? Like I know that we have obviously the major opportunity over on.  But is there, is there a larger design study that's taking place around opportunities to improve the safety and efficiency of. Of 119 and main. I have something to add here in terms of some of the BRT work that's going on that. Right now I don't really have any design projects specifically city design projects specifically targeting this intersection. Yeah, Tyler, I agree with you that. You know, really what we're looking for is to try to reduce some of the traffic on that corridor that's going to boulder through putting them putting people who. Who will want to because it's more convenient travel by bus to boulder. And so we're really trying to make it more comfortable more convenient or reliable. For that bus travel to boulder. And even on 287 that means the meeting that's coming up in November. That's really about bus rapid transit. You know, straight down 287 to that, to that very intersection that you're talking about and getting getting people directly in a broom field or even closer to Denver downtown Denver on that corridor. So, I think that's what we're trying to do. And then Tyler mentioned it a little earlier, but we're also working on some federal funds, some state funds as well for sunset and 119. And really trying to make that skewed intersection will safer for bicyclists crossing. You thought you mentioned the sunset road diet and that would extend that road diet across this intersection. So, there's a bunch of different projects that are going to all kind of have different. Different look and feel to each one of them. I mean, we talked about the 119 and hover as well. And that's a really large $26 million project, you know, that we were unfortunately not able to get federal funding this year, but we're going to try again next year. So, stay tuned on that one. But yeah, these all kind of working in concert with each other. So we're working on trying to get a bunch of different projects that sold a bunch of different things along that corridor. Do you think that speed is a factor for that particular intersection at at main and Ken Pratt or do you think that's or Caroline I just said from from you're looking at the data. Or, or do you think that it appears to be something else that's going on at that particular intersection. So, Neil, I think, I think we can provide some additional follow up for that, but I think what we're primarily seeing are rear ends due to congestion. And say for sure I don't. Speed related crashes. I think there. Question that's going on there. Awesome. One like one. I noticed, and I think you mentioned this Tyler that our fatalities, the number of fatalities in 2018 went up. In fact, it doubled. And comparing it to the other cities in this cohort. Out of what do we have here 10 or so. There's only two out of the 10 that actually have similar fatalities and that's Pueblo and Lakewood. This seems to really jump out at me. And I'm just wondering, do we know why the increase or what the main cause of that is. I think there is a brief description of each crash. And in the back of the report there that you'll see. Eric may have some additional. Information to provide I think there are a couple definitely that. At some unusual circumstances that led to them, but I think that's. And you could probably say the same for almost every fatal crash. Go ahead. Yeah, this is Eric. We were trying to do a comparison or a cause effect thing. There really wasn't a bright line answer to that. All of these. Incidences were fairly unique. There were some similarities in that a few of these, as you'll see in the, in the description involved impairment. A couple involved speed and then distracted driving, which is. Statistically speaking, nationwide, those are generally top contributing factors for fatality type crashes. So it is unfortunate that the last year was the. The highest number of year that I can remember. In Longmont, but we're. Knock on wood on it on not near that rate this year. So right now we're at we're at 2 fatality crashes. With 3 total fatalities for 2020. All right, well, that's encouraging. Thanks Eric makes me feel a little bit better. Yeah, I guess we'll just watch it and see and see what the future shows us. Thank you. Thanks other clarifying questions or or. Well, thank you Tyler and thank you Caroline for being able to pull all that data together and now it's a ton of work putting that together, but it's really helpful. It's. Remarkable how consistent it is for a year over year, despite that 1 disturbing. Very disturbing. You know, increase in traffic fatalities. But hopefully that becomes a blip and and gets back to a more normal range. Great from a traffic safety perspective, a sergeant Lewis was there whether some additional comments he were hoping to be able to add in today's meeting. I was here to help answer any questions that people might have. I think Tyler and I were going to talk that. In December, I'd like to do a traffic safety presentation for everybody, but right now I just didn't have the. The IT capability in order to present that so I wanted to wait till I could. That that out a little bit more. So the plan is to do traffic safety presentation for the for the board in December. Okay. Eric any other closing comments on realize we're just getting this report out here. Not a whole lot of time to digest it, but any. Any tidbits or thoughts or anything you've noticed. On patrol I think I've definitely heard concerns come up from from your end and from other officers and I think we've been responding to a lot of those for the better and some examples of those I think. Ken Pratt and Emory was one that was a high crash location with left turners eastbound left turners consistent getting crashes with what's bound through us. I definitely saw that pattern talked with Sergeant Lewis about it and made a change to a protected only there and that's really eliminated the crashes there. Similar can Pratt and Martin similar discussion similar pattern there. And then a matter of fact tomorrow 3rd and 3rd and pace is one that we see on this list as a high crash location and it's one we continue to see the eastbound left turners getting hit by what's gone through is. And I've talked to Sergeant Lewis and other other officers about this and so tomorrow we'll have a we've got a crew out there to change the signal head out there and we'll be changing that one to protect it all. That should mitigate a lot of the crashes there as well. So, I think the, you know, we're working together and. Hearing the what what the offices are officers are seeing and hearing in the field and then being able to communicate that and work well with the PD has been productive for us. Second, I have a really good line of communication with each other. Try and make decisions based on the backs and not. I think the 1st, I can recall that really made a drastic improvement was that pike in South Maine. It was almost overnight when. When that change went into affected the crash rate went down quite a bit. The other one that I remember. Most recently within the last 3 years was Kim Pratt and Martin. And that was more for eastbound to northbound left turners turn left in front of westbound traffic was a pretty much weekly occurrence and then. After that bad crash we had in 2017. After that change that the crash rate there at least for bad crash is significantly reduced and. So, we're hoping that the same will hold true for 3rd and pace. And there's a couple other projects that Tyler and I are talking about as far as signalization goes, but hopefully with this grant money, we can look into that in 2021. And see where that goes sounds good. Tyler, I want to kick highway 19 and 1 more time. I was looking I'm looking at the daily volume. Comparison between that particular intersection and the other ones below it. Wait 119 and all those below that on the list. I've got 60,000. So the highway 119 in Maine has 10,000 more. So it goes from 60,000 to 70,000. And that the number of accidents goes up by 50%. So, it has about 10% more. Not quite 10 maybe 12% 15% more cars, but it has 50% more accidents. It seems like we might want to look at some, I don't know, I don't know what just to see what whether there's some things that we can do. Yeah, definitely hear that down. Definitely appreciate the feedback and we will look into that a little bit more and try to provide some more information on that in your particular sounds good. Thank you. Let's try that again. Thank you. Tyler one of the things that was helpful I think about a year and a half or so ago, you were able to provide some good background context on the different vision statements between sea dots moving towards zero deaths. And that has adopted and the vision zero that I think some of our neighboring communities have participated in there. You might just give me just a quick little kind of 30 second reminder in terms of kind of how. How the two of those work or don't work together and just the backstory in that just because I know that the topics come up in recent months. So a little bit that I think the, the goal of both vision zero moving towards zero death in the city of one monitor is all the same where we're striving for that zero zero deaths on a roadways that is our absolutely our goal. And we looked at and we took this to we talked vision zero with our council at the retreat last year. I think one of the things we talked about was that much of what vision zero could potentially entail some additional programs additional staff resources and cost with that I think that the work we're doing already largely entails vision zero goals and intense and I think we're working towards that. I think the only thing is the biggest difference in them is maybe vision zero has more. Probably some more public outreach involved with it which is definitely something that we could look at doing but I think it has probably a bigger aspect of public outreach and engagement. Great thanks. So to parallel efforts they're both important and great that we're at least marching on one of those they're towards our goal. Awesome great well why don't we march forward to comments for from board members and we can see what's top of mind from different folks I'll just go in terms of the order. You're on my screen and and we'll start with you David and we'll go to Jacques after that. Yes well thank you Tyler and team for putting this together I can't imagine I know that these tables go on and on beyond what we're seeing on our screen and so just being able to compile that into something that we can look at and at least think that we can see the trends is a is a commendable and I appreciate that. Happy with all the work that you're doing your team are doing so thank you for this. All right. Well said. Chuck. I'm going to go ahead and echo that. I mean this is an amazing amount of work and so I know we have a lot of dedicated smart people smarter than me as far as this stuff goes it so I really appreciate the fact that we have that capability here and this is great to digest. There's a couple of intersections that I see in kind of my day to day travels one that I just wanted to draw some attention to as my kind of thought is the Clover Basin Drive and Dry Creek Drive it's on the class to table about two thirds of the way down. I've been seeing this is the one that's kind of like behind coals over there and that intersection right there and it almost seems like an obvious place for some improvements and the volume seems to be just increasing two fold three fold. I don't know what the data is showing on that intersection but I would be curious because here the volume doesn't look too high. I think it's something worth keeping an eye on. You know it kind of gets blended into that triangle that I was talking about earlier where this is a very high volume area. And so when I think forward I think of where those growth potential places are going to be and this is one of the ones that stands out to me. I think my other thoughts on it is I don't know what our revenue is going to look like over the next few years and so I'm very happy to hear about all these partnerships that we have with the state and you know with the federal authorities to try to bring in as many dollars as possible use our leverage use our great data that we have to try to get the best leverage we can from our partners and to bring more dollars into the city. Longmont is a beautiful city that's growing my leaps and bounds and that's going to mean more cars and more data about that. Okay, thank you for all the hard work. I could real quick drop the over basin and dry Creek is an intersection that is on the radar when we're looking at our CIP. For next year and we look at where traffic signals may have a need and where they may end up be being got a handful kind of a top five category. And that that is one that's on the radar that's it could be one of about three or four intersections where we need a signal next and that's one that's on there that we're watching on a regular basis. First Mountain View and Alpine and now that you're just right there with me Tyler. Thank you appreciate that. Awesome. Thanks you guys. Courtney, why don't we turn to you next there and see if you have any comments or questions. Okay, thank you. Yes, thanks for all the great work on all this data it's very interesting to see and I know a lot goes into it. I'm glad that they're that the feedback used or spoken makes an impact. So I had a couple of questions just about Pike and Maine. I was there the other day and it seemed now I didn't see this because it was the opposite way of going but it seemed that the northbound traffic going west on Pike got to left arrows. As I was sitting waiting to go south. So I'm wondering if that timing is still being worked on with the new intersection. And also in general, how do people report things they might see like some crumbling concrete on a on a median or a few little lights that are out on one of the stop lights or some. Feedback loop for that kind of thing like people tell me a lot of things that they see because they know I'm on the transportation board and so where should I direct them to fill out a form if they see something that's wrong or needs to be paid attention to. Thank you. So service works would be the best place for those comments it's online. And I can share a link in the chat or email to everyone as well or where that reporting system is. It's probably the best source for all of those. In terms of pike in Maine, I'll have to take a look at that. I know that there may not still be in the final alignment there. But in terms of the potentially serving to left cities, it is an intersection that's running it at adaptive. And depending on who's at the intersection, it could potentially do that based on demand. Great thanks. Sandy, any thoughts on your side. Yeah, thank you. A couple of things. I do really appreciate the report crash report. I wanted to know someone had reported that they thought maybe we'd only had 2 fatalities in 2020 and it seems to me. Is 1 19 and county line road. Is that part of Longmont because there was just 2 fatalities recently there. And then Oxford in 1 19 towards 9 watt 2 people were just killed there over the weekend. So they're all both on the east and west side of town. But are they going to be included in our crash report next year. So that's 1 of my questions. And secondly, I. I'm very in tune with this vision zero. So I'm happy to hear that we are still concerned about that. I had read in, in your report that you would. We had partnered with CDOT for 2019. Is that something that needs to happen annually? Or are we good to go to continue to partner with them? And what can we do to continue to raise awareness into the community that we all have a responsibility to limit our crashes. And then just 1, 1 other thing. Thank you very, very much for 1. Hi, I'm. Street, I'm 9th street hover to airport road. It's been completed all the bike lanes and things. I do have a question. There are a couple of polls that are pretty tall and then they have. Our speed limit way up there on the top of that hole. And I'm just curious why it's like that. So that's what I have, but thank you. So I can speak to the, the recent faddles. Yes. The 1 on. 119 just east of county line road, which is the Latin. Martin sandstone ranch that is in the city limits along lot. As a matter of fact, the city limits extend a little bit further east there to Fairview and sandstone. Branch road, the 1 on Oxford is just outside the city limits along lot. We did respond to assist on that with, but that would be under the jurisdiction of the Colorado state patrol. So that 1 will not be counted. In the long lot fatality rate. So, yes, for 2020. We have responded to and investigated 2 fatal crashes, which have resulted in 3 total fatalities. For this year. And just so that nobody is confused by that, the 1 earlier this year in April involving state patrol and the. The pursuit that where the 16 Earl was killed that 1 will not be counted towards a fatal car crash based on the totality of the circumstances. I can answer any clarifying questions on that 1 if they be. No, let Tyler talk about the other question. I apologize. So, in terms of the partner agency with C dot, we are, we signed, we signed signed up with C dot. We are a partner agency moving forward. It's not a 1 year annual deal. It is a commitment. To see that. In terms of outreach, I think that's something where. We can still do better and definitely open to feedback from this group and work from this group to help spread the word about safety. And I think we can also look at maybe working with our public outreach team for some other ideas on how to get some more information out. So. That may not be all inclusive, but a couple of steps that we can take. And your last question was about the taller posts that are still on 9th Avenue. The next coming on those is the permanent radar sign. So I think that was something that we committed to and we're looking to do as we. Went through the public process on that 1 speed was a common. Concern we heard of those residents and so that was among. A handful of things we're doing to try and mitigate speeds 1 of 1 of the solutions or changes we're making is adding those radars. So, I believe they're in stock. They're being programmed. I don't know the installation date, but that's what those taller calls for. Wonderful. Thank you. Yeah, with the talk of vision 0 and maybe Phil's maybe follow this a little bit more, but I'm Dr. Cog is also looking at doing some larger regional. Vision 0 implementation, if that's correct Phil. I think Phil had to jump off. But. Yeah, so we might see something with that as well. Thank you. Great. Only thing I will add on my side is that I did see that there is a meeting tomorrow night for those who are interested. It was called green transportation in Boulder County Town Hall, which seemed kind of interesting. I saw a note from. From clear leavey about that. I guess it is an online town hall from 5 o'clock to 6 o'clock and I'm happy to send out the link to folks afterwards. For those that are interested, but always interesting to hear how. And different people are viewing the changes in the transportation sector, especially as it relates to kind of greening or transportation just a little bit more. So. I will send a link out on that. With that, let me turn it over to a council member peck and see if there any comments on your side. Thank you, Neil. And I want to echo everyone else's. Thank you to the staff for that great report. It does take a lot of time to put together. But some things that I consistently get questions on our street signs. It seems like they're hard to see. They're hard to see at night because they're in the end. They're not in the middle of the street. They're not lit. The light doesn't shine actually on the street sign. And especially in the spring, some of them, especially on Francis street. It seems like the trees sometimes overgrow and block the sign a lot of it's coming from new people who move here. Because they look to the signs to figure out where they are and where they have to go. So, are we looking at that at all Tyler, or is that pretty standard that we're using the same type of signs as the rest of the state or Boulder County. In fact, a couple, a couple of things on that one we have. We've had some change over in our operations staff part of our operations is maintaining the signs and I personally notice a handful of them that are definitely faded out and in need of. So that's on my to do list is to get in touch with operations and the new staff that's there to really make sure we're going to throw inspection of all the signs. They're visible one being retro reflectivity and to placement for the trees. And in addition to the trees, I'm getting ready to hit send on this email for service works if there are specific trees that are blocking signs. Please report it on this link service works and we can have staff respond and trim trim tree limbs, or I've even run into cases where maybe it's not just a minor tree trim it would take serious cutting of the tree. If there are cases like that happy to look at, is there a better placement option for the sign rather than destroy a good tree so couple of options on that but I think 1 the 1st step is really getting our our inspection of the signs. In good shape and make sure that we're replacing them as they're fading out. I think there's no requirement that they're lighted. And I think when we look at lighting and the cost it would take to do that in terms of bringing an electric service that's consistently drawing power. I think that's going to end up probably being cost prohibitive and maybe not the best serve for the city. As every place Tyler is there any discussion about making them bigger. A larger so they're easier to read. Or is that works at all. Something we can talk about for sure. Okay, thank you. Wonderful. Thank you so much. Are there, I mentioned 1 transportation meeting that's coming up tomorrow. Any other transportation meetings that are on the radar that folks should know about. I think Phil, Phil covered a couple of them and communications from staff before he jumped off of here. I don't have anything else to add. All right. Well, we have some topics on the radar here, including neighborhood traffic mitigation and transportation. Road map. What is the transportation roadmap just to remind folks. It's really the transportation roadmap is in conjunction with the sustainability plan and helping our. Meeting those sustainability goals. Got it. Sounds good. Well, we'll look forward to those 2 topics and others moving forward. Any other last comments before we wrap up. Yeah, Courtney. I had a quick question for just an opinion from Eric. I used to live in Norway and their DUI.  So the penalty is very severe. I'm wondering if he has an opinion or if anybody's looked at. I mean, that's probably a state level, but. Is there any movement to make DUI's penalties more severe and would that reduce. The rate of DUI in his opinion. That's a great question, Courtney. Statistically speaking, a lot of our DUI. Defender, so I'm not sure what. Impact have a making the fines stiffer on them. You are correct that that would be a decision at the state level with the state legislature because it would have to be a change in the law. But yes, I would agree with Tyler that I think we've seen a steady increase in DUI. Yeah. Crash type since 13, well, 2014. The passing of amendment 64. Can't say for certain that has. Directly related to marijuana usage, but. A lot of times for substance abusers, if you will, they are poly use, which means. They do different types of drugs. So not only marijuana, but other drugs and alcohol. So. It's possible right now for a 1st offense. You're looking at a 3 month to 1 year revocation on your driver's license subsequent offenses could equal jail. And a lot of your revocation on a driver's license. And I think, thank you very much. I'm down. Thank you. I don't know if you guys got that by my screen time. Yep, we got it. Awesome. What was that? We will plan on reconvening coming up on November. What is it November 9th? Hopefully by then we'll know the results of our election. We'll find out soon enough. Until then, I really appreciate everyone's time there and special thanks to staff for being able to put together such helpful data. We'll consider the meeting adjourn talk to you guys in. Thank you all. Have a good day. Thanks you guys. Thank you.


So today we're going to be looking at common sense media reviews. Welcome to the comm zone. Yeah, it's it's this website where parents and kids come together to review programs and games and edit websites and songs and pretty much any form of consumable media. And today we're going to be talking about Discord, which you know over here is still called chat for gamers. They got to update that because they did a rebrand. But anyways, we've got all these parents reviews, the kids reviews. We're going to see the contrast between them and all the accusations that are happening in these. So let's take a look at the very first one seems very reasonable. This app is reportedly easy to use. It is 13 plus to the Discord TOS requiring all users to be 13 plus, just like almost any other account. An SFW is monitored by the Discord staff. It isn't most impossible for anyone to find you as often requesting your special ID number along with your username. You can block, leave and set specific privacy settings to control what you see and hear. If you do not wish to take a part in some activities, it is easy to get out of it. So you can be monitored by the group's administrators or bots with dead tanks. Sharing, not added by the server owners. Discord is safer than Skype by server standards. And it is also other to find someone on Discord than Skype.  Well, I talk like this, Nan, while I talk about the age consent. Seriously, poor protection for children. Firstly, let's dispel the myth that your child here is safe as they can block people and only be found by people they choose to link with. They meet these people on games who prefer them there. And from there, send them to Discord groups and invites, therefore bypassing the invite system. My child has got an involved with a group who are far beyond the realms of any decency. That's the average Discord server, yeah. And the conversations people were having with my 14 year old have made me sick. I'm just glad that I have found out in time to try and prevent any further psychological problems. He has been slowly groomed and I guess it could have been only a matter of time before something dangerous happened. I would seriously not recommend this to any child or parent until they get some sort of filters and security in place to stop people from creating and running these sort of perverted and deviant groups. I'm really upset for the psychological damage that, you know, these Discord users have caused.  Check this username, United Kingdom Dad.  Okay, I think I found a review that pretty much summarizes Discord very, very well.  As someone who used Discord, it can absolutely ruin you as a kid. I've lost my innocence, myself esteemed, and a lot more. Use with absolute caution. Alright, well, those were the Discord reviews. Now let's take a look at some other interesting reviews. Nine plus, no. No, the kids are saying it's misunderstood. It's misunderstood, mom. It doesn't have a fan tie in it. If any people say five stars, they're kids that are lying. Look, I'm a teen and I hope my opinion holds here, but hear me out. The app itself is like a gateway drug. I can guarantee, if you let your kids play this app, they'll get curious and look it up on YouTube. Just a single search can come up with extremely disturbing results. There's... Looney, the creator of the app, is aware of this and continues to make items and clothes that could be used in a sexual purpose. Or sorry, propose it. Often people have said that Gacha is a gateway drug for kids who are too afraid to watch porn. But find a Gacha video on YouTube to fulfill that curiosity.  Please, for the love of God, do not let your child play that game. What do parents say to get your life? Let's see what parents say to get your life. Others ruined this app. Too many sexual, depressed undertones. Sexual, depressed undertones. Too much Gacha heat. What is Gacha heat? I don't, I don't want to know. Hold on one second. Let's go! No, no, don't do this. No, guys.   Tell me, don't, I don't want to hear it. I don't want to think about it.  Reddit is a superior website. Redditers. 18-year-old perspective of TikTok. Adult content beware. Hello. If you are a parent and you are reading this review, please take in a lot of consideration if you allow or see TikTok on your child's mobile device. There has been a spike of creeps and pedophiles on the app. Which I have heard accounts of them grooming children without their parent knowledge. Oh, no. Oh, molestor. Nine plus. Eight 16 plus rating is a joke. This app is amazing. I think that nine-year-old should be able to use it. Oh, my nine-year-old is using it very well. Although there are some swear words and song, it's OK because nowadays four graders casually swear and it's fine. It just comes up in a song. Some TikTokers can be a little inappropriate, but there is no nudity or anything sexual. But this may be a sub-cell joke which the man never see because of the whole wide variety. May the older creators know that there's a lot of viewers are young, so they are very careful. Oh, I love it when my daughter makes TikToks. Oh, no. FBR, it's not.  Who knows, this could actually just be a very, like, deluded mother. Yeah, also, she supports that vegan teacher making fun of people on the internet for not being vegan. It's just about vegan Obama. I stand corrected. That man is even better than vegan teacher, dare I say it. All right. Thanks for watching. Yeah, thanks.  Cock and bowl torture. Goodbye. CBT, mister. I've been Denchie. Goodbye.


Hi everybody, Sean with jaspeyscasebrakes.com here doing 2019-20 Panini Contenders Optic Two Box Break. Pick your team number seven where we're randomizing the pelicans to one person in the break. All you have to do is have at least two teams or more. So how to be entered? Buy two or more teams of this break, get entered to win. No max entries, buy two teams, get one entry, buy four teams, get two entries, buy six teams, get three entries, so on and so forth. If you buy one team, you will not be entered into the randomizer. Here is the list of customers from Michael all the way down to Joshua. So we're going to copy this list to a new sheet, randomize it alphabetically, or organize it alphabetically. David gets one spot, Eric gets one, Freddie with four spots gets two, Yancey gets one, Joshua with eight gets you four, Michael with two gets one, Raymond with two gets one, Rich with four gets two, and Sean with two gets one. So all in all, we've got 14 entries for the randomizer. Copy that over here, and name on top after five and a three, eight times, gets the pelicans one, two, three, four, five, six, seven, and eights and final time, congratulations to Joshua. He had the odds, and now he's got the pelicans, slot you in right there, print and rip. So here are the boxes we're going to pick from. We've got eight boxes left from this full case. So we're going to do a dice roll to figure out which one we're doing. Roll a number one on the dice is going to be the top row two boxes, two is going to be the second row, three is going to be this row, four will be the bottom row of boxes. If it's five or six, we will re-roll. Standard dice, no funny business. Good luck. And it's a three. So we're going with this middle row here. These will be for eight, nine, and 10. Good luck everyone. Here is our final list. Last spot Mojo went to Ryan and the San Antonio Spurs. So good luck to him and to everyone else as well. Especially Josh. I don't think we've seen a Nissan Auto yet. Starting with Kyrie Irving winning ticket for the Cleveland Cavaliers and David Nadler. Love the look of contenders optic. All-star aspirations, Allen Iverson, Philadelphia 76ers, Rich Faradis, Zach Levine, Season Ticket, Chicago Bulls, Rich Faradis, Draymon Green, Red, Season Ticket for the Warriors and Sean Maddock. Really Nick? Did you happen to hit it? Julius Randall Season Ticket, Orange for the Knicks and Freddie Ferrer. That is number 29 out of 49. And the Auto, NBA Ink Auto Al Horford for the Philadelphia 76ers and Rich Faradis. We've got a redemption. Get your guesses in. If I see a Chase Young gas, automatic timeout. Anthony Davis, All-Star Aspirations for the New Orleans Pelicans and Joshua Eilerts, spot he was given for buying at least two teams in the break. Oliver saying Kobe White, Chris is saying AD. Historical Slams, Orlando Magic, Aaron Gordon, Rich Faradis, Su-Min saying Cam, Gordon Heyward Season Ticket, Boston Celtics, Freddie Ferrer, Anthony Davis Season Ticket, Hollow for the Lakers, Joshua Eilerts, Season Ticket Red, Mike Connelly for the Utah Jazz, also Joshua Eilerts. Which Johnson, Oliver? You talking Keldon? Johnson's a pretty common last name. You got to be more specific on your guesses. Oh, Cam Johnson. Okay, let's see. That's true. Su-Min did say Cam. Su-Min, did you mean Cam Reddish or Cam Johnson? My apologies, Oliver. See? He made a bold statement there. Rookie Season Ticket. Tyler, Jesus. I don't think he's in this. Card 110. C, so Kobe is in play. So is Cam. A, M, is it Cam or Cameron? No, Cameron, Cam Reddish for the Atlanta Hawks and Michael Robinson. Big fan of this guy. You probably all heard it before. He was actually voted by all the other rookies at the rookie symposium as the rookie to have the most successful career. So congratulations to Michael Robinson and the Atlanta Hawks. Guys, that was two box break of 2019-20 Penini Contenders Optic. Pick your team number seven. Jasper's Case Breaks.com. I'm Sean. Thanks very much for being with us. Jasper's Case Breaks.com. Pick your teams eight, nine, and ten are the rest of the boxes from this case. Eight's in the store now and it's moving quick. So we'll see you next time.


Hello and good afternoon. Thank you all for listening in. Today we're going to discuss the work Alter Engine by artist Tawa Auerbach. As you can see from the slide, this talk is part two of a talk Peter and I gave in 2018. Part one of this project was centered on understanding the artwork during the acquisition process. Part two has been preparing this object for display and endeavoring to reprint a central component titled Forty Mesh. Tawa Auerbach is a New York-based artist and her works include paintings, artists' books, photography, and sculpture. Her practice centers around the basic elements of human existence, and she'll often explore these ideas through repeated visual patterns expressed across multiple mediums or techniques. You can see examples of this in the image in the form of interlocking shapes on the table in front of her. In 2015, Tawa began working on Alter Engine, which plays at this idea of a helix at the core of the universe. So to make Alter Engine, Tawa used modeling software to render the shapes and rapid prototyping to print the components. To our knowledge, this is the first and only major endeavor by Tawa into rapid prototyping. During our acquisition process, we learned of the exhaustive methods it took for her to produce the components to an acceptable level and how leadingly a print remained in pristine condition. In order to frame our case study, which is the reprinting effort of one of the main components, Forty Mesh, circled in the image on the right, I'm going to give a quick review of the artwork and our work with the artist. So we're looking at a bird's eye view of the nine-foot painted aluminum table with the 126 rapid prototype components. These 126 elements come from 52 distinct shapes that are printed multiple times. Some shapes are printed using the same file that sent to different printing companies or are printed in different materials or have different finishes. The artist started the design process for each of the objects by sketching out a 2D image and illustrator, which is a vector-based design software. And once she was pleased with the initial sketch, she would then import this drawing into rhinoceros, which is a computer-aided design or CAD application. And once it was there, she would manipulate the sketch in three-dimensional space to form the objects. Everything was then exported to an STL, just over short for a stereolithography file. These were then sent or uploaded to various vendors for printing. From our artist's interview, we learned that Taba used five different vendors to create the components from the STL files. These five were selected by her after extensive testing from an even broader range of companies, which was done in order to determine what was possible for shapes and resolution, as well as the different manufacturers' strengths and weaknesses, since identical materials and processes from different companies would produce different results. And these are the primary processes that Taba used to produce her components. The majority are made using the first two, SLS and SLA. She used SLS for the unpainted white and black components and SLA due to its higher resolution and availability of hand finishes for the more intricate shapes. And all of the gold components were painted after production by Alchemy and PainWorks in Brooklyn. And here we can see a breakdown of the different materials associated with the printing processes, which leads us to our reprinting effort of 40 mesh, which is highlighted on the right printed in Acura 60 using SLA. And the whole reason we're speaking today is that the prints, in particular the SLA prints made using these UVQ resins such as Acura 60, Sumos Next, and Barrow Clear quickly exhibited dimensional changes, enough that during and shortly after acquisition, a handful of prints were reprinted or had specialty housing produced by the artist to help slow these dimensional changes. Above, you can see in the slide, are custom supports made by Taba using the STL file to create a negative form or impression, which ensures that the prints are stored in the correct shape. At the time of acquisition, this was only done for a very select few with the understanding that the overall improved packing system was necessary for all of the components to increase their longevity. Thanks, Macon. As mentioned in the talk on the acquisition of 3D printing files, they can be used in a variety of ways outside of printing to check condition, informed packing, and other such future utility. Taba utilized Illustrator to create each of the objects in 2D that made them into 3D via Rhino. Once the file was realized, the artist satisfaction, they were exported as both STL and PNG files. The STL file format was exported for upload to the different vendors who would print the objects, and the PNG format was exported as a reference image for the STL file format. This is a common practice for 3D printing from a third party vendor. At acquisition, we received a set of both of these files, as you can see here. When we received these files, we first assessed their condition by opening in two different 3D rendering software applications. Here, we used Rhino on the left and MechLab on the right to confirm that each file opened properly and rendered accurately when compared to the PNG reference file. Taba also provided us with STL files that she used in conceptualizing the piece, which shows the full work assembled in three dimensions, showing position on the table and measurements where each should be placed geographically. After the acquisition process, one of the first things we wanted to do was see how the work was installed and how Taba approached this process. It became very clear how labor-intensive it was and imprecise when going through the process ourselves. Taba was eyeballing a lot of the measurements and distances, utilizing string and other improvisations to get the placement exact. Using the 3D rendering of the pieces, both guide and reference, allowed us to double check the installation of the work. In this comparison, we realized that three of the components were installed incorrectly. Again, the utility of these files is incredibly helpful as reference material and it offers more flexibility than still photographs, as you can change position and really mimic reality to understand the installation process better. Since working with the artist wasn't going to be possible for every installation, we were looking for a way to make this process way more efficient. We discussed a number of ideas before hitting upon the idea of using the CAD render that Taba had provided to print a stencil for the initial layout of the work. The work could be blocked out in Rhino using the original rendering provided by the artist and creating stencil blocks that can be placed on the table to provide a rough layout guideline as a first step for the installation. This would speed up the process immensely by allowing the objects to be initially placed and roughly brought into line at a quicker pace so that more time could be focused on the precise movements done later by the artist. Here you can see a crude rendering of that idea. It would allow us to roughly place the objects and thus cut down time. I used the SEL file at the tabletop to create the Adobe Illustrator file of six sections of the table. We then worked with Talus to talk through the materials as we needed something rigid enough to handle and hold up over time but something light enough to ensure we wouldn't risk damaging the sensitive surface of the table. Here is a test install of one of the stencils in Queens. We ended up using BB Flute Heritage corrugated board. It satisfied our requirements and was cut using the digital files we made with a laser cutter. In 2019, Curator Michelle Quo encoded the piece in the exhibition New Order which was a fantastic opportunity to test this new template out. The 3D renter of the entire piece became our guide for this reinstallation. Here we are assembling the stencil on the table and here it is fully laid out on the tabletop. We then laid out the objects. During install we marked center points and end points of components in the windows to make the following install even more efficient. Here you can see those reference points here so the letters are what objects need to be placed there refers back to the component number and the little carats that you see drawn are the center points of each box. With the exception of two central components at the front and back of the table the installation was complete and then we had to very carefully lift the stencils off to finished install and here's where the double layer of the BB Flute was important to give us some rigidity as we lifted these stencils off. This immensely cut down the install time. In the test install it took us about five to six hours to install the piece. With the stencil it took us about just under three hours to fully install everything. We even think this will actually be cut down to even fewer time given now that we have practiced with this install method. So now I'll turn it back over to Megan who's going to discuss the reprinting process we undertook with 4D Mesh. And now we'll dig deeper into the star of today's talk, 4D Mesh. You can see the artist render on the left and it circled and read on the right. Here's another view of 4D Mesh shortly after acquisition compared to the render on the right and you can see how collapsed the shape had become. The image was taken in 2016 and the print was made just a year prior in 2015. And even though it's not readily apparent the color of the print had also started to shift towards yellow. And as Peter has detailed, CAD affords the ability to show different views and perspectives which really allowed us to thoroughly understand the change in condition of 4D Mesh. We discussed the condition during acquisition but given the complexity of 4D Mesh and the difficulties stated by Talba in successfully printing the component we all agreed that reprinting and or housing this piece should be purposely postponed until the artwork was slated for exhibition. And as I've mentioned before, we discussed her process for creating the work, the manufacture of the components, the materials she used and future iterations of installation and exhibition. As reprinting was necessary aspect of future installations of the work Peter and I had also prepared a small reprinting test for one of her components to discuss during the artist's interview. So in 2019 when this work was chosen by Michelle Quo for inclusion in the new order exhibition we really felt optimistic for a successful exhibition of UltraEngine given all the work that he had done with the artist to understand the artwork, its installation and possible reprinting. For 4D Mesh we knew the material, the company, we had the STL file. We also had an active relationship with the original vendor from the research phase of the acquisition. I had previously reached out to GPI for samples and for thoughts on their prints with Talba. They were really open and accommodating. They sent me several samples and test pieces of 4D Mesh to have on file. And I say this just to give some context in the level of communication I thought we had prior to reprinting. 4D Mesh was printed by GPI as I've mentioned in Lake Bluff, Illinois. Talba used them to print 14 of the largest and most physically complex works with SLA using Acura 60 and Stamos Next. So we called the company and asked them if they could print us two copies of 4D Mesh just in case one broke in transit. And the company rep who I was familiar with was still familiar with the artist and the print and they said they had samples on file from the last printing. So they said no problem and they gave us an estimated schedule about two to three weeks. But our first hint of trouble was that it took the printer about a month longer to print the components than was agreed upon without any clarity on what was causing the delays despite really persistent follow-ups. And when the components finally did arrive, we impact them and we initially breathe the sigh of relief because they are intact. Hopefully you can see the two on the left of the reprints. You can see that they're closer to that height of the digital file than the one on the right which is the original. But on closer inspection we started to notice these shiny globs and in some cases these globs are around hot pink marks scattered throughout the matrix. And we reached out to the printer to figure out what this globular material was and to ask why these prints were so different in quality in comparison to the original they pre-printed. But despite following up over email and on the phone there were weeks of we're looking into this and we'll get back to you. So about six weeks after these prints arrived we were finally able to sit down and talk on the phone with the company rep. And we learned that the person who oversaw the earlier prints were done with Tava had left the company and that the texts weren't really able to reduce the print of the same quality. These pink marks were to indicate to the post finishing technician where breaks had occurred and the globs were areas of repair. So we asked GPI if they would be willing to try again and they said no and we asked them if they would refund us the cost of one of the prints which they eventually agreed to. At this point the exhibition was about a week away and we just had to decide which print we'd use for the exhibition. And although both reprints had areas of pink marker and globby repairs one was significantly better than the other and both reprints were more dimensionally true to the digital file. The original while collapsed was flawless. This is the better of the two reprints. The pink spots are hard to see at a glance and there's fewer maybe around 10 of these globby repairs. This print was deemed unacceptable. The pink and globs which are more around 20 to 30 were much more noticeable and here's the original which I appreciate much more now than I did previously. We didn't realize it at the time but we took a lot for granted in our assumption of what the printer understood about the goals of the project. We assumed that the artist's relationship would carry over to our interactions and it turns out that Tava's relationship was way more specific than just the company. It was this one person who made the print feasible and in the future we're going to endeavor to develop strong relationships of printers who might produce reprints for us and spend more time articulating the visual priorities of the projects. Ultimately we decided to install both the better reprint and the original and choose after seeing them both in the table and context. Here are the two options and we and by we I mean the curator Michelle Quo ended up deciding that the structure and the height of the reprint was more important than some of the printing flaws and here's a snap of it installed. The flaws really quickly received from just fanning a few feet away but the impact of the dimensional improvement or shape of the reprint becomes more focused. So ultimately one of the reprints was a success and it did satisfy the major visual requirements for the artwork. We were able to print a replacement component with a correct shape using the artist's original materials and printing process. And there's a huge bud coming but it's also clear to us that our assumptions around quality, repair, timeline, et cetera these were not understood by the vendor and refabrication or reprinting was a new concept in art or conservation but the newness of rapid prototyping and the speed at which the technology is changing really added some wrinkles to our approach to reprinting 40 mesh. So I'd like to review some of the thoughts we had around ways to make this endeavor more successful such that if we decide to reprint a component in the future we should think about the pros and cons of using the original vendor and reprinting someplace local or someplace where we have an existing relationship. It was really clear to me by the end of my communication with GPI that we were more of an oddity than a form of revenue and they were not interested enough in the art aspect to put the work in to get it right. One thought we had is to make a contract. This isn't really something when it does with our vendors primarily because it falls someplace between conservation and fabrication. We don't really have a method for trying to recoup losses if a product isn't up to our standards primarily because it hardly ever happens and these are both leading to larger issues of just communication. We didn't take the time to ensure that the vendor understood the priorities for the piece and what would be considered acceptable versus unacceptable. In the future for a component this complicated that requires hand finishing after production is to create a visual check-in after printing before the removal of support material to discuss the approach. I would also have discussed finishing tactics ahead of time with the person assigned. We, as I mentioned, eventually learned that Taba had this relationship with a finisher at GPI in charge of some of her prints who was very sensitive to the aesthetic needs of the artwork and who unfortunately no longer worked there. My background is in bronze foundry work and I really understand that a printer cast can often be only as good as the finisher assigned. In the future I would have discussed repair and marking needs and perhaps had left things broken to be mended at MoMA or would have stipulated not using that hot pink marker and brainstorm other ways for a finisher to address the work. In addition to trying to pave a better path forward for future reprints, one of the best things we can do is just try to extend the life of the printed components. When the work was proposed for acquisition one of the first concerns we raised was the housing of the components. You can see the housing we acquired back in 2016. The cavities didn't properly support the artwork and many of the larger fragile prints difficult to remove safely. The boxes also weren't strong enough for extended travel beyond trips from midtown to our storage facility in Queens. Unfortunately a request for loan to SF MoMA for our box retrospective prioritized a complete re-housing project. So here is one of four new crates built just for the rapid prototype components which provide really good dimensional support and also very thoughtful methods for removal and handling. The new 40 mesh print needed very specific support to hopefully slow any collapse or sag in the resin. We really just hope that this storage system helps prolong the life of these components to reduce our need for reprinting as well as allow the work to travel and be exhibited and accessible to a wide audience. We now are approaching another installation of the work at SF MoMA in the coming months which will give us another opportunity to check how the objects are faring in storage and allow us to go and adjust any of the packing, installation procedures and or any other issues that come to light and this future re-installation of the work. What we've learned through our test printings of 40 mesh in particular is that the translation of these components in reprinting is exceedingly difficult if not impossible to get an exact one-to-one relationship. This means that our care of the components to prolong their life is extremely important. We may still need to produce prints in the future but want to limit that need as much as we can. So we want to just take a moment to acknowledge some of the people who helped us through the various aspects of this project to date and well into the future in and outside of the field struggling with similar concerns to help us determine next steps as we are likely only scratching the surface of the work being done in an area with constantly changing materials and technology as we all know contemporary art conservation does. So finally I want to thank you all for your attention and Megan and I would love to hear any questions you have. Thanks again.


Hey everyone, this is Charles at Cobb Tuning. In this video, we'll be going over the tune section of the access port. Alright, go ahead and find the tune section on the main menu of the access port and we'll go ahead and enter it. From here you'll find a number of items. We'll go ahead and start with the adjustments. This is specific for a Subaru 2015 plus STI, so depending on your car, it may look a little different. Inside the adjustment section, you'll find ways to adjust your idle, timing, flat foot shifting, launch control, etc. You'll also be able to change the map, so if you want to change from a Stage 1 to a Stage 2 tune, or change between different octanes that's located in the change map section. Inside we've got reflash and real-time. Restore OTS maps, so for whatever reason, if the off-the-shelf maps are removed from the access port, you can restore them here by selecting restore OTS maps. And last but not least, we've got show current maps, so if you're ever curious about what map is on the car, just click show current map and it'll have it listed right here. Thanks for watching. Hey everyone, thanks for watching the video. Again, if you have any questions, feel free to give us a call. Our number is<PHONE_NUMBER> or email us directly at support at CobbTuning.com.


The COVID-19 pandemic continues to affect us as a small economy. The significant increases in cases reported, especially during the fourth wave, resulted in high numbers of hospitalizations and death, overwhelmed healthcare systems, including healthcare workers and other frontline personnel. It also negatively impacted families, the workforce and businesses. For the past two weeks, the Ministry of Health, Wellness and Elderly Affairs embarked on an accelerated drive to increase the access and availability of COVID-19 vaccines to the population. An additional booster dose of the Pfizer-BioNTech vaccine was also introduced. The response was satisfactory, however, we continue to appeal to eligible persons to take that personal responsibility to get vaccinated. To date, 23.9% of the population is fully vaccinated and 5% partially vaccinated. This means that only 28.9% of the population have received at least one dose of a COVID-19 vaccine after approximately nine months since the rollout. Better can be done. As we are aware, widespread acceptance of a COVID-19 vaccine is crucial for achieving sufficient immunization coverage to reduce incidents, hospitalizations and death and to ultimately end the pandemic. The Ministry over the past few weeks have noted a decline in the number of reported COVID-19 cases. However, this should not be a reason for us to relax and drop our guard. COVID-19 is still circulating in the population and the risk of increasing cases is possible if there is too much relaxation and non-compliance to protocols. St. Lucia cannot afford another major outbreak and prolonged wave of COVID-19. Vaccination, undoubtedly, is the best tool to fight this pandemic. This is what will protect us from the serious effects of the virus in addition to living healthy lifestyles and observing the necessary protocols. The available vaccines are safe and effective against COVID-19 and its variants. Over the past few weeks and months, we have noted quite a few developments as it relates to travel and business, both on an original and international state. As a result of the devastating effects on economies worldwide, many countries are mandating fully vaccinated status as a requirement for entry into their ports and for business, mandating vaccines for employment to reduce the risk of COVID-19 and the negative impact it can have. The importance of vaccines cannot be overemphasized. To this end, the Ministry of Health, Wellness and Elderly Affairs appeals to the citizenry to continue accessing vaccines at the nearest vaccination site, including at the Wellness Centers. The Ministry also informs the public of a brief interruption in the availability of the Pfizer-BioNTech vaccine at the vaccination sites over the next two to three days due to vaccine logistics and delays. The Ministry regrets any inconvenience caused and commits to ensuring that the Pfizer-BioNTech vaccine will be available at the soonest. The AstraZeneca vaccine remains available at all vaccination sites, including the Wellness Centers. Let us play our part and get vaccinated.


Here's Gillied, back to Folds. He crosses, and it's a great finish from Gareth Evans. Goddamn, he's just starting to join the Bradford Break-It. Falls on the overlap, used down towards the byline. It's a cracking ball in that will sit up for Cook. They haven't had many but they've taken one and that's what matters here. Keepers up for this one, it's off the head of McGee. He's got a skimper back now though.  Mark Hughes' men will celebrate. The first win under their new manager is all but certain. Andrew unable to prevent it from going over the perimeter of the pitch. Here is the corner, had it away well at the near post. Liverpool lose the ball, they acquitted themselves well. Defending that sat piece to Bradford and now maybe they can do something on the counter with Callum Cook. Cook for Folds who strokes it into the corner. And nearly 700 Bradford fans enjoyed that.