So, I'll be your host for this presentation, but we can have Tyler Stamey, Phil Greenwald, and Jim Ancestat on the line who might be able to answer questions that I won't be able to answer. So tonight's presentation will first showcase projects planned for construction in 2021 or under construction, followed by those that are planned for design. The end of the presentation will include a summary of all projects that we currently have ongoing 2021. And then we'll have an opportunity to address any questions you may have at the end. So, with that, we'll go ahead and jump into the presentation. So this first project is perhaps one of the most critical annual projects in our program. And while it's not necessarily the most glamorous, the our annual payment management program ensures that previous investments in roadway infrastructure are maximized as much as possible. The intent being you need to maintain what you have. So this project includes asphalt overlays, concrete repairs, preventative maintenance in the form of chip seal and crack seal. All of those items fall under this asset management project. I did want to note that the photos you see here are not current year projects. This is just an example of what this project generally represents being a new asphalt overlay. This project will start in May of this year and is intended to last until September and will cover approximately 319,000 square yards of roadway resurfacing in addition to crack seal as well. Our next projects under construction is the county line road improvements, which is from 9th Avenue to 17th Avenue, so on the east side of town. This project falls under the umbrella of our transportation system management or TSM capital project. The primary improvements will expand access to multimodal transportation and also improve user safety. The roadway widening will accommodate bike lanes as well as a two way left turn lane that will serve existing cross streets and private dryways up and down the corridor. Sidewalk is also going to be installed on the west side of the roadway and there will also be pedestrian refuge islands that will be installed at the intersection of 17th Avenue. This project does include a similar asset management component as our pavement management program in that the existing condition of county line road is in fairly poor condition, so this is also addressing that at the same time. So this project is also on track to be completed in June of this year, so it's come along fairly well at this point. In that same vicinity of county line road, we have the recently completed Spring Gulch number two phase two project again on the east side of the city there and alongside channel improvements that were completed with this project. It also provided much needed trail connection from Stephen Day Park down to Union Reservoir. And one key feature with this project was the addition of the pedestrian refuge island as you can see in the photo there crosses underneath county line road so great addition to the trail connections through the city. This project was completed earlier this year and also planned for construction later this year and also following under the TSM umbrella is the 19th Avenue multimodal improvements project. This project is actually a continuation. I'm sorry. Getting ahead of myself at 9th Avenue multimodal improvements project so this was a continuation of their project in 2020. The added on street bike lanes from 9th airport road to over street. And so for this year with this project those bike lanes will continue heading to the east and will be added to 9th Avenue between hover and Kauffman Street. So in order to accomplish this the existing roadway sections that are have wide travel and parking lanes as you can see in the photo there. Those will be converted to be converted to not only provide bike lanes but also a two way center left turn lane as shown in the example photo here they just showed up. So these improvements do require the on street parking will be eliminated in some areas on 9th Avenue and we do have a public meeting scheduled for the 20th later this month. These striping changes will occur alongside a preventative maintenance chip seal project that is scheduled to occur a little bit later this year. So for our next construction project we have the 1st Avenue and Emory Street project or intersection improvements. And this project provides improvements to a challenging intersection at the city and these challenges primarily stem from the unique situation or unique scenario where there are three separate railroad tracks that cross Emory Street just north of 1st Avenue. From the photo there you're actually looking north up Emory Street and can see 3 sets of tracks there. So these proposed improvements will include the installation of a traffic signal at this intersection pedestrian improvements in the form of sidewalks. Track crossing upgrades from the current really fairly dilapidated crossing that was there previously. And it's also going to include upgrades for to eventually make this a railroad quiet zone. I did want to note though and point out that this crossing will not be able to function as a fully operational quiet zone until adjacent crossings. Particularly Main Street, 3rd Avenue, Terry Street also have quiet zone features installed. So this project actually just started. I believe it was last week and is expected to finish in September of this year. So just getting started on this one. So move on from projects under construction to those under design in 2021. The Kent Pratt Boulevard and South Sunset Street Intersection Improvements project is our 3rd and final project that falls under the TSM umbrella that we have for 2021, at least one of the major ones. In its current form, Sunset Street crosses Kent Pratt Boulevard at a skew angle with just two through lanes in each direction. There are no dedicated no dedicated left turns, which can frequently result in long queues, vehicle queues waiting for a safe opportunity to cross traffic on to get onto Kent Pratt Boulevard. There are also no bike lanes along the segment of Sunset Street from Kansas Avenue to Nelson Road. So this project aims to remedy all of those issues and through minor widening of the roadway and reconfiguration at the intersection. There will be dedicated right and left turn lanes that will be added to Sunset Street that will be installed alongside bike lanes as well. Pedestrian connections crossing the tracks will be reconfigured at that skewed crossing so that pedestrian users and bikes that are using that sidewalk can you cross the tracks at more of a perpendicular angle than the current skew angle that exists right now. So these improvements will also include features necessary to eventually make this crossing a railroad quiet zone. As far as funding is concerned, the city received a $1.2 million grant for this project. We didn't want to point that out. That comes alongside a local match requirement of $300,000 for the project. So it's project is currently under design and we're looking to have an anticipated construction start of springtime of 2023. Our next project to take a look at is the second phase of the Boston Avenue connection project. For those who want to wear the first phase of this project completed a new connection of Boston Avenue from South Main Street to South Martin Street in 2016. That's actually east of the map that you see here. So off to the right. The second phase addressed is an important east west gap and connectivity on Boston Avenue between Boston and Price Road. And with this project that you see right there that just filled in that would be the gap that would be filled which would create an unbroken connection of Boston Avenue from over to South Martin Street. It does technically extend all the way to Airport Road, but at that point it's Rogers Road. So it essentially would have an unbroken connection from Airport Road all the way to Martin Street. So once completed, this project would support the planned route for bus rapid transit that Phil has mentioned in the past as it enters Longmont from the diagonal highway. Bus rapid transit would come in over street from one night from the diagonal highway and then head east on Boston Avenue and then use this connection to eventually make its way to Kauffman Street, which we'll talk about here in just a moment. So design is currently underway with this project as well with construction also planned in 2023. So as a quick review of our next project here for those that aren't aware of the city's enhanced multi use quarter plan or EMC, as you may have heard it referred to as identify specific roadway corridors with the goal is to bring a trail like experience to the right of way. One such quarter that was identified in that plan was 21st Avenue and for that particular corridor the EMC plan offered a conceptual idea and improvement that would include buffered bike lanes for this segment. So these bike lanes would be designed from to be added to the roadway from Main Street to at least the Garden Acres Greenway at Daily Drive. There would be no widening that would be planned with this project, which means that one vehicle lane in each direction of 21st Avenue would need to be eliminated to accommodate the bike lanes. Currently, there are two lanes in each direction on this segment of 21st Avenue traffic volumes on the segment of 21st Avenue are currently and projected to remain low enough to support elimination of travel lanes. And then with respect to sidewalks, there are currently not any improvements planned for sidewalks at least with this current design effort for this project. However, there is an existing AQUIT sidewalk in the south side of 21st Avenue now, which is in the nature of the EMC plan at that location. This project will start design later this year and is expected to be completed alongside an asphalt rehabilitation project in 2022. The last project that we'll take a look at under design is the Kauffman Street busway project. This is a large project that will add a number of multimodal improvements to Kauffman Street from 1st Avenue to 9th Avenue through the downtown area. These improvements include the addition of separated bike lanes, wider sidewalks, either center running or side running transit lanes to support the bus rapid transit, and all while maintaining the general traffic through the corridor and character of the corridor in that area. The added transit lanes would eventually support the bus rapid transit project in the vicinity of Longmont, which will then eventually tie into the future development of the 1st and Main Station at the corner of 1st Avenue on Kauffman Street. The Kauffman Street busway project is in the early stages of design and we're currently developing various concept options to take a look at and evaluate. Public outreach is just beginning, which will help inform some of the specific design elements about the project as well. With this project being part of the larger BRT bus rapid transit plan, funding for this project is largely coming from federal and state sources. With only $150,000 local match of the total design and construction estimate of $6.9 million. Design is expected to continue through the rest of 2021 and as well as 2022 with construction happening in 2023. So there are other active design and construction projects beyond what I reviewed explicitly this evening. Specifically those include the State Highway 66 improvements, rail required zones, missing sidewalks, Boston Avenue bridge replacement and St. Rain Channel improvements. We can certainly get into those a little bit more detail of their questions. We do have staff on hand to be able to answer questions about those projects or any of the projects listed here. So with that, I appreciate your time and feel free to ask any questions you may have at this point. Great. Thanks so much. I'll appreciate that. Do we have any questions? I do. Sorry, it's just a little tricky to, Alden, if it's okay with you, can we go back to the screen instead of the screen sharing and that way we can make sure we can see all the different folks there. Oh, wonderful.  Thanks. I was just wondering about the meeting for the 9th Avenue. Do we have, I assume it'll be online. Is there a link and where will that be published? It will be online as far as where it's going to be published as far as advertising attendance for the meeting. Yeah. What we've done is we've sent direct invitations to those residents that are along the frontage in the area of 9th Avenue that would be impacted by the parking with the project. We're also going to be posting it on local media outlets in the city website as far as inviting general public to be able to attend the meeting as well. Thank you. And we can provide a link to the board if you're interested in attending as well. Thanks, Tyler. That sounds great. Yes, David. And we might have covered this last time and I've forgotten, but the the railroad bridge replacement, is that entirely complete or are we nearing completion with that project? And we're able to chime in on that one real quick. Yeah, that'd be the RSVP. The city reach to be the railroad has been replaced. I believe they've established, reestablished the trail under the bridge. As well as the bridge that is just to the west of the. The railroad bridge as the project continues to move upstream. We started the second phase or the next phase up. I said, well, so really we have a detour for the trail right at the pet bridge. That goes up a price and then I think down Boston. But the, so that section of the trail should be or will be open shortly. But again, the next section up my left hand brewery is closed now and will remain closed for several years. One of the other projects that we have coming up. You can see a lot of activity on the north side of Boston. We're working on the, it's called the Isaac Walton utilities relocation of currently right now. And then later this year, we'll be going out to bid to replace the Boston Avenue bridge. So it's going to be a lot of activity over the next 2 years in that area. Thank you. Thanks. Other questions. What is the timeframe for the Kauffman street project? I know we discussed that earlier, but I didn't see your here. When that's supposed to start. Yeah, so design is going to be we're in the early stages. So it's going to be ongoing for the rest of 2021 and a large part of 2022. An ideal scenario. We'd like to go to bid in 2022 late in the season for a construction start in the spring of 2023. Thank you. So real quick, just to add to that. Well, we will be working on Kauffman street and that. Basically reconstruction of it in 2023. We will be the city will be undertaking some other projects on in the coffin corridor head of the busway project. We're going to be working on the sanitary sewer in that area. We'll be doing some lining of that. So we'll be, it'll be less invasive than an open cut. Probably doing some small scale water line replacements. We are ahead of the full production. So over the next couple of years, you'll see a lot of activity in that corridor. Thanks. One cool question for me and then we'll go to David. I was wondering for the. One of the, the, the projects you mentioned was the intersection between Kim Pratt Boulevard and sunset. When that project moves forward, do you know, is there going to be some sort of overlay on sunset? That will kind of smooth things on. I know when the utility lines. We're, we're dug for some of the areas a little farther to the north. There were some patch jobs there on the bike lane there, which is certainly. Rightable there, but is there a sort of a longer vision to be able to kind of smooth it out there with with a fresh layer. Yeah, absolutely. So the, the improvement project itself at the intersection is actually going to extend to include an overlay. From Ken Pratt all the way up to Nelson road. So that segment will receive a full overlay alongside this project. This year in 2021 actually will be doing limited asphalt patching on that same segment. For their, for the areas that are really falling apart that may not quite make it until the time that the overlay can come through. We're going to have to address those in the meantime. So that would do some large scale, larger patches this year with the eventual overlay happening with the construction of the project, the intersection. Beyond that further to the north. Nelson road to Boston Avenue. That segment of sunset is not quite ready for an overlay. So right now that is not included in the project, but I specifically manage the payment management program throughout the city. And I do have that segment on my radar to potentially add. Relatively soon to our five year program since there are segments of it that are. Starting to deteriorate more quickly. Thanks, David. Regarding the Kauffman project, what, what are the plans for RTD in during that time period? Just stay off of Kauffman and in particular what will happen near Roosevelt Park where there's the parking ride. Yeah, I'll take that one. Yeah, go ahead. Sorry. We're really going to try to phase that project block by block. So all things can speak more to that, but I think as we get closer to the. The actual eighth in Kauffman, or the, or that 700 block where the station is currently. We'll need to figure out how we phase that back with first in Maine. Or first in Kauffman, it's, it's really going to face on the first in Maine. So it'll still have that front facing main street facing aspect of the of the station. But most of the action for the buses will happen in the back there with on Kauffman. So. What we hope to do is, is have some ability to start staging that piece. Early on and be able to handle buses, if not, if they want to, if we want to go the other direction and start from the north and go south. We'll just need to. We've done this in the past where we've moved those buses and the bus operations over to main street. And just had them be on main street and have people walk over from the transit. We'll just need to figure out how to be able to safely cross the street. We might have to do some temporary control for that. But it's a great question. Thank you. Right. And the last questions before we jump to the next information item. All right. Well, thank you all and I appreciate it. Well done. Thank you. Phil, I'll bring you back for a discussion around state transportation funding proposal and Tyler too. And here I will attempt to share again. So, see how this goes. I need Alden on my side here. He's like, he's the master of this stuff. I'm going to make this full screen here. So we don't typically bring us this kind of information to this board. And I just wanted to say that this is we usually let the legislative stuff. The recommendations of staff and then the staff recommendations all kind of get aggregated into one message to or one piece to city council. And they typically take it and then they move on with it as far as what recommendation they want to have as compared to what the staff recommendation was. So those things are going to happen tomorrow night. So tomorrow night, the city council will talk about this specific thing, but we wanted to bring this to your attention and I hope I don't rue the day that I've decided to do this, but wanted to bring this to your attention just to say that there's a lot going on in transportation right now and transportation is very popular at the federal and state level. And so at the state level, and we know, we know a bit about this, just from the bill that's been introduced is that there's a new proposal out there in the state legislature to try to provide a new funding source for transportation. We haven't had really a good funding source for transportation in the 30 years that I've been working in the transportation field since 1991. And I think that was the last time or 92 was the last time they increased the gas tech so it's been a while before we've had any kind of revenue source for this and so that's why this is kind of a generational piece and we wanted to bring it to the attention of the transportation advisory board. Just to give you some indication of what's going on maybe answer some of your questions. If you want to act independently and take this on or if you want to just have that information in your back pocket when you're talking to neighbors or that's kind of why we provided this to you so I preface it with that and I'll try to go quickly because this is an incredibly incredibly detailed and and involves topic as as Council Member Peck can tell you that she's done a lot of research and been in a lot of these presentations but I just wanted to go over it relatively quickly with you and just try to answer some questions if you have them but I'm really difficult for me to answer questions because it is a convoluted pretty convoluted bill but it is. I think what we're saying is there's a bigger picture here and it's about funding transportation statewide for the first time in about 30 years where we actually have real dollars or there's a potential for real dollars to spend but I don't want to advocate the bill. I just want to kind of present it to you and let you know but that's kind of the bigger picture piece of this is this is this is once in a generation kind of thing. We've obviously tried to go to the voters or they try to go to the voters the state has with different tax proposals and different proposals to raise revenue and it's all it's all failed maybe because there were more than one things on one one issue on the ballot and it kind of convoluted the ballot and confused people and I think that was part of the part of the strategy quite frankly but this one is at the legislative level so they're talking about fees instead of taxes and so they're trying to get around the idea of taxation and the Tabor bill or the Tabor law with this specific language in the legislative and and we don't even know at this point you know how much of this is legal and how much of it is not so again I just want to go through this quickly I was going to just skip through this first slide but then I started really reading it and there's some pretty good information here and it just talks about and this is obviously from the people who kind of put the bill together. So I just want to preface that that we don't have too much information from the opposing side, except that these, what I did say about fees being used instead of taxes and people not being able to vote on this specifically so that's kind of the big con to this piece of I don't want to say con but pros and cons. This is the other side of the issue is that this is being seen as a way to get around taxes and having people vote on taxation so that would be the biggest issue I think that's going against this bill. But, you know, the number one, say fallout and money and time spent on the roads. Obviously, we spent a lot of time kind of in traffic and this is going to try to try to work on getting us getting some congestion relief, besides just adding lanes to highways, but there is that aspect, especially in the rural areas of adding, you know, having the better concrete or the better pavement type as Alden mentioned for Longmont we already do that a lot because we have a specific sales tax for roads in Longmont and for transportation in Longmont. And so we're able to go out and fix our local roads, but the state's not able to do that at the statewide level so you'll see a lot of roads when you're driving around the state obviously they're in pretty bad condition. Also, transportation system that supports the dynamic economy while improving air quality so a lot of this is really meant to really invest in the electric vehicle market and trying to push electric vehicles as being a possible solution to the greenhouse gas emissions that are happening now and the state's goal to get those down in the next 15, 20, 25 years. And then also trying to get improved air quality in the, you know, what's called our non attainment area which includes much of the front range the northern front range I should say, and we really are in non attainment at this point for ozone. And so there's a lot of things that are going to happen in a couple years. And we probably should get a presentation to you on that as well but there's a lot of things happening in the next couple years that are going to be voluntary at first, but then they're going to be mandatory if we're not, if we can't get our ozone levels down below those federal standards so And there's probably people on this, on this meeting that know a lot more about that than I do but just to give you a heads up. There's some things coming our way that we need to start working to mitigate some of that ozone production and those, those different things, because we are, we are not meeting the standards, because the standards have been ratcheting down. So that's a piece of this as well. And then establish a sustainable funding source which we just really haven't had in the last 30 years again because the gas taxes that were implemented were straight, you know, 22 cents per gallon kind of things they weren't meant to index with inflation or anything like that there was no percentage as gas prices increased there was no percentage. So, we don't really have a sustainable source of funding right now as well so just kind of wanted to go through that. So, I'm going to play this is talking about a lot of money produced 3.784 billion in new fee revenues to be produced in that 10 to 11 year timeframe the next 10 to 11 years, and then 1.4 billion dollars 1.5 of almost in general funds and stimulus dollars that would go into the plan. So the new plan would have that 5.268 million billion dollars as part of it. Just to give you a sense, these go into different funding sources we currently have this highway users trust fund, which is the way that they allocate dollars to the state government to the county governments to local governments so we would get a share of that. And I just wanted to kind of go over some of those more of those dollars in greater detail as they apply to Longmont. I'll kind of skip over this but I did want to kind of talk about those. Well, I don't even want to talk about this slide as much either because it's a lot of detail that's probably too much at this point but there is some. There's some information that talks about the different kinds of fees and if you've had a chance to go over the different summaries that we sent out I hope you were able to see that there's some different fees that are going to be charged. And kind of on the far right is with the new draft bill language is going to show us so they've changed some of this in this original proposal column which is much easier to read quite frankly. But they've changed it into this lighter column which is much more difficult to read but this is the new proposal. And it talks about increasing the fees a little bit. At a slower level but just as much to get to that 8 cents overall for a road usage fee, 2 cents to start for for every gallon of gas up to 8 cents in the next 10 years so the clean truck fee. This is really more about diesel and and taking some money from the diesel gas piece of the EV equalization fee taking dollars are actually putting a fee on top of the existing $50 electric vehicle fee. So that there's some form of what they're what they're feeling is like the electric vehicles do not pay their share obviously in gas taxes because they don't pay. So the idea is how do you get EVs to pay their share of usage on the roads without actually tracking their mileage. And so this is the best way they could do it. The TNC is really a transportation network company fees so your Uber lift would pay 30 cents or 30 cents per ride delivery fees will be 25 cents per delivery. And that would be for any kind of packages we had delivered to our house. So you can see that these are going to be probably pushed on to the consumer right so these aren't going to be things that Amazon pays for directly without passing that cost on to the consumer. So these are part of the issues that are going forward as well. You can see the rest of the rest of these as well. Some of these personal car share. That's those different car share companies that are really doing good things by sharing by sharing rides and cars but they still do use the road so there's a way of trying to get some money from that they currently have that exemption so they'll be lifting the exemption. Rental taxi and autonomous vehicles that we talked about earlier so just to give you an idea. Again, the local the local fairs is 40% so this this new bill language would have almost 995 or $950 million allocated for local governments. So I think that's been a big question of how do the locals access this money well we get this we get these automatic payments that are done through this formula funding this highway users trust fund. And so those kind of things happen as well. And then the front range rail that we talked about earlier. 2.5 million in the first year to study alternative routes so to really figure out which route. Environmentally gets chosen from that front range rail. We'll kind of skip over this I know it's really going on a little bit longer than we had hoped but this kind of gives you a breakdown of where all those different allocations of dollars go from those different fees and how they fall into like this gas fee. We go to the highway users trust fund so the state and the local. So those would be direct payments to state roads and local street and local roads as well and go right to the city of Longmont.  So there's been a lot of talk about making sure this is a transparent piece of legislation. And there's some very good information that's going into that. And, you know, I think what I'll try to do is just see what kind of questions you have at this point, or what kind of comments you might have. I just want to help for Council Member Peck as she's going into the discussions tomorrow of, you know, what's going on with these different with this legislation and other legislation but with this one, just to maybe hear some thoughts on what the Transportation Advisory Board feels about this legislation. Sounds good. Thank you Phil. Excellent presentation a lot of information in there. Let me just kick it off with one question that was top of mind and see what other questions we have out there. I want to make sure her correctly there so for the two cents. The second fee that was associated with the road usage fee. Is that being collected? Is your understanding that the intent would be to collect that at the pump? The gallon base is there and fairly for the EV equalization fee. Is your understanding what's your understanding of where that would be collected that is that done through our primarily our investor on utilities there Excel and black Hills energy or is that being collected through some other mechanism. So to answer your second question first the EV fee would be through the registration. Is my understanding so as you every year as you get your new sticker or new tag for your car. Your EV would be charged with that new rate as part of that registration. I believe that the road usage fee is collected at the pump correct so it would be that two cents of every gallon. Initially would go toward that toward that fee. Thank you. Chuck. So much information in those slides. I think my head starts spinning there. But it's good. Let's see a couple questions. Once you mentioned the legislative. It has the bill been introduced or is this something in future years. So that's one question. Okay. Sorry it has been introduced I was going to say not in future years it's it's it's been introduced it's Senate bill. 21 dash 260 so. Look for 260 or Google that on online and you'll find a lot more. Probably details than you ever want on that but maybe some good summaries to. Yeah it hasn't crossed my desk yet but that doesn't mean somebody doesn't know about it. Second question. On the delivery fees and like the Ubers I found it interesting that it was a fee. Without any sort of an exemption for EVs for electric vehicles. So they started thinking a little bit about this going well if we want to promote EVs. Maybe there's some way we if we're going to get more and more delivery vehicles and shared Ubers in the community. Maybe that's something we want to promote so that was the one thought that came to my mind. Is that would be a good way to try to address maybe some of the emissions. That come out of our delivery vehicles. That has been one of the questions that's come up is what happens when. Somebody is doing an Uber. Or taking somebody in an Uber across town and so they're an electric vehicle. So they have to pay twice. And what if they're like Uber eats so they're delivering something to you. Do they have to pay three times you know do they pay the delivery fee the TNC fee and the electric vehicle fee so. Those questions are out there so it's a it's a it's a good indication that people are talking about that. Good, good, but I think it's a great proposal coming from previous states that figured out how to fund their transportation needs. I think the way Colorado is growing. It's something that we need. No good work. Thanks. Not that I've done anything, but. You summarized it well. Yes, David, this is this is not directly related to the bill, but I think. When I was looking at the notes that the plan is to present this to the board or to the council just to kind of get their. You know, to have them state of position. Or is that is that ultimately the goal? Well, we were wondering, well, like I said, we've never really done these legislative items to TAB before. So. I may get pushed back quite a bit on this for doing this, but from you from you, the board, as well as from Steph and others. But just the idea that we were just wanting to get this information to you so we didn't make it an action item. And there's already something in the council packet for tomorrow. Showing staff support for this with conditions. One of the conditions is, and I didn't talk about it at all. Is that there's the idea of a regional or regional transit authority or transportation authority. That is that authority is given to like Dr. Cog or the North Front range so that they can be taxing entities and we we really came out against that quite strongly last year when it came out the council did. So our, our recommendation as staff is to kind of pull that piece out. It's a whole section. It's called section 34. And our recommendation is to support with that removed. And obviously there's some other questions that we have to about like, like we just talked about. So those different things will be considered by city council tomorrow night as they discuss it, but we, we realized we didn't have time to get a formal recommendation to council from this group. But again, we did want to take this as being a pretty major transportation item to the transportation advisory board. So you at least knew what was going on. And, you know, could ask some questions if you, if you have, if you cared about how this kind of move forward, but you know, I don't, again, I don't know if it's the boards per view, whether they want to take this on or not. If you want to make a recommendation to council, you could certainly state that tonight and council member Peck would have that to relate to the council tomorrow if she needed to. Yeah, I guess I don't know whether I like, I like, at least I like what I've heard and read about the bill. I, my only comment, and that I mentioned this before is that I have an electric vehicle, and that when I was looking at the bill and seeing all these fees I was thinking, geez, you know, there's this is not. This is not encouraging me to, to buy one if I didn't have one already. But, but then I got to thinking that considering where our country has been for so long. I think that the, the legislatures that are supporting the energy, the current oil and gas producers, they are not going to sign up on a bill that doesn't charge fees to electric vehicles. So I think that the fact that you are concluding that are not you, but the fact that that's in the bill, I think could help its likelihood of passing. And for that very reason, I would be in favor of it. So it's probably worth noting that my understanding the transportation bill is aiming to address both air quality as well as traffic congestion. The EVs certainly help with the air quality from a long term perspective there, but the traffic congestion is still an issue that all vehicles have to be thinking about. And there is an enterprise fund that gets created with this bill that goes into providing more electric vehicle chargers around the state, you know, to incentivize that as well as incentivize the programs to maybe create greater rebates for electric vehicles as well. Yes, Andy. Well, I just appreciate seeing this and hearing more about it because we have gone for decades without providing any kind of revenue sources for our, our state and for our local governments to be able to have upkeep on our roads. Nobody wants to pay for the roads and we see the congestion, the air quality is bad. Our ozone levels are bad and we need to bite the bullet and do something about it. And so I think that this, this proposal that they have out there is really touching on a lot of things that affect everyone. I hope that it's going to be equitable for those that really are on the margins when you start looking at your going to be feed here and there and yonder. But if that's what it's going to take, you know, I see we're not able to pass bills to increase our gas tax. And this seems to be a way around it. So I'm happy to hear more about it and see that the legislature is really looking at options for Colorado to move forward and be improved the quality of life for everything. Thank you. Great. Thanks, Andy. Additional comments. This is Joe. I'm generally against fee based revenue versus voter approved taxation. Thanks. Additional comments. There's a thought that, you know, the fee based piece will run into some kind of judicial review. If it does get passed, it'll have to go through that legal review to make sure that it is legal. So great point, Joe. Great. I'll just add one additional comment, which is I'm not a huge fan of fee based mechanisms there, but I'm also a huge fan of making sure we can provide the transportation, air quality and congestion funding that's necessary. And since all the other mechanisms have not been successful, this is certainly the best solution that I've seen. So far and for my full support. Phil, thank you for being able to bring it to our attention and keep them folks in the loop. Yeah, thank you so much for your time. And I'll probably take some more of it here with the next item. All right, back at you peak rail service. You're on. Okay, sorry, more slides and I apologize. It's. It's probably getting a little much at this point, but thanks for bearing with me. Appreciate it. I hope you can see these on your screen. Hopefully it's a little bigger than others, but. I just wanted to give you another update. This is again just more information to provide to you so that you have a better understanding of kind of what we're doing. At the staff level and what's going on with your city council as well. And maybe ways to get involved. Also, so. As you all know, it's the broken record of Phil Greenwald. Northwest Rail 2004 we voted for fast tracks. We were supposed to get a Northwest rail line from downtown Union station up to Longmont through Boulder. We had a number of stations along that line. So just to give you. You guys all know this right up and down. So nothing new. We just wanted to kind of share this with you. And then the idea is this piece can't be built by RTD at this point in time. So they don't have the funding. They're not going to, you know, they, you can say whatever you will about what RT what happened at RTD. There's a lot of things that have happened over the last 20, 27, almost 20 years closer to 15, I guess, but there's been a lot of things that have gone on. And a lot of it has to do with that rail line is BNSF belongs to them. It's their property. Whether you agree with that or not, how they got the property, you know, in the way the railroads are all kind of built and how they found these routes or how they built these routes. And they're basically given the land to do that, but they put in all the capital investment and the labor to get it done. So these do belong to BNSF. So that's a piece of it. So they were going to charge a lot of money, about half a billion dollars to to use their line. And that was a big part of the $1.5 billion cost that we're at right now for how much it costs to build this at 11 stations for unfunded stations, frequency of rail being 15 minutes, 30 minutes off peak, all the things that you see on this slide. What we've since done and Council Member Beck was a major piece of this, quite frankly, was to talk about the peak service concept and is there a way we could do it for cheaper? And is there a way we could just get rail started and just kind of get the idea and get some feel of what rail would be like. So we came up with this plan with RTD of doing three morning trips from Longmont to Denver, three evening trips from Denver to Longmont. And just really commuter only rail service. And I think this happens in a lot of other cities around the country and around the world. And the idea is that this would get us down to Denver Union Station using all the stops that we talked about previously under fast tracks, but it would be very far removed from the current from the original plan of all the trains all day long. So there'd be there'd be issues with that still running on diesel technology. So that's been an issue as well. But that's the concept. Then on April 6, 2021 was a pretty good day for Longmont where RTD Board supported a level to study, which was really kind of this medium level of spending. $5 to $8 million of spending from what's called the fast tracks internal savings account, the FISA funds to to start moving on this study and start getting some real costs evaluated for the study level. So they supported a level to study, which was really to do that planning and environmental linkages study, which is a little bit more environmental work to make sure that you are meeting all the environmental standards. Make sure that we knew what vehicle technology and impacts there would be a little, a medium level of community engagement along the way. I think the community wants to hear about this. So that's a good thing. And the timeline from notice to proceed the NTP would be 18 months to two years and the funding needed again is that $5 to $8 million. So how do we get there. And this is really that talking about really just the phase one piece of this is to start developing that operating plan or working with a consultant to develop an operating plan for that service. What that preliminary design would look like. Again, back to those environmental impacts and identify those and how do you mitigate those environmental impacts. There might be some land that's also needed because you're talking about some some places where you have to do passing track along this corridor. Most of it's out there quite frankly but I think there's some open space that might need to be purchased. And I think that would be a Boulder County question at that point. And so, and then some key agreements that need to happen and then the risk mitigation mitigation of the risk involved on this as well. And then we move into phase two is really kind of the next piece after we're done with this piece of the study. You know, that long term funding for O&M operations and maintenance of this line, actually acquiring the property, the operating rights with BNSF and get into those key agreements. But we have to know those costs that are in this, in kind of this section, we need to know those costs as we move into phase two. And then phase three would really be that detail design, the permitting, the construction and starting that revenue service. So you can see there's a lot of different elements or three major elements to this that need to move forward. So right now we have begun this RTD has begun the whole idea of getting this ball rolling with the board recommendation and the board approval of spending dollars. By year end of 2021, we hope to have a consultant on board and give them that notice to proceed so they can start working on it and then get that phase one completed by 2023. And I know that's way too much time to take to do this, but that's kind of the way this all has to work in order to kind of slowly roll forward here. And the last piece of this is just what I talked about kind of earlier was the idea that this is kind of on top of the whole idea of this Amtrak service that would run more of a express service through our corridor. They would stop in Longmont. It would go up to Loveland and Fort Collins and would go down to Boulder and Denver, as well as down to Castle Rock, Colorado Springs, Pueblo, those different areas as well. So that's the Amtrak service. This peak rail is really about the fast track service, but we do have all these different partners and regional collaboration. So we have all our communities along the corridor. BNSF is obviously a huge player in all this. And luckily they've been very key to the Front Range passenger rail corridor and that in that commission. So they're on that commission. So working RTDs on that commission as well. So they've all been kind of working together to talk about the bigger Amtrak piece, but then also these smaller pieces that are important to us as well. And you'll see these other ones here. CDOTS are obviously a big one. And then I talked about Front Range passenger commission and Amtrak is on that as well. So I wanted to get that out to you. Make sure you hurt about it and knew about it and kind of what we're dealing with at the staff level to make sure this is moving forward. So with that, I will stop sharing and take any questions. Thank you Phil. Any questions on what you just heard there? Thank you very much for your time. Appreciate you letting me speak so much tonight. I will, I will have to pay people off in our staff with donuts and probably coffee, but thank you for listening. So before you jump off, one quick question for me. For the last 18 years, BNSF has been hesitant to want to commit to naming a figure on a firm figure on what they would be willing to pay for the right of way or shared right of way on the corridor that you pointed out that they own. Has there been any movement there that is encouraging in terms of BNSF's willingness to kind of be more forthright with what the right of way acquisition or the sharing of the line costs will be or is it kind of like more of the same from BNSF? And do you know of any leverage that the community has over BNSF or is it, is it something that is really in their hands? Yeah, I will just say that BNSF is a powerful organization that has a lot of control over their land. And I think I could get anybody on this call that's grayed out right now and not showing their face to agree with me on that one. And they're all probably laughing as they're on, not on video, but it's been a really tough time working with BNSF. But that's not to say that, you know, they're a business, right? So they own this and they want to make sure that it operates for their business model, which is to move freight. And so Amtrak has some trackage rights to be able to use those corridors based on that agreement from like 1971. And so Amtrak is able to do that. What we're trying to do here with this program is provide that 30% level of design so we can really go to BNSF with some firm operation knowledge and some operating details to take to BNSF and say look, here's all our cards. Here's what we know. And then they've said that they're willing and maybe Tyler or Council Member Peck can chime in here as well because Tyler did go a year ago to visit with BNSF as part of a larger front range or a Northwest Rail contingent. And they did talk about and I think it was a very positive meeting a year ago right before COVID. And they had a very positive discussion about, you know, if you can provide this 30% level design, we can give you actual costs and we can be much more upfront with you if we know what you really want. And up until now, BNSF has not had a good idea of what RTD or what this corridor wants or what they need and what exactly they're going to put on the ground. And so 30% design gets us a long, a long way there. So Tyler, I don't know if you have some insight from your meeting in last February, but or February before last. Right, right before any travel restrictions hit. So I think one of the key things with that, you'll mention the preliminary engineering agreement that's been a big one for BNSF and that was a big change that they made about a year and a half or two years ago or prior they would review design.  And I think they were struggling with reviewing fast track plans for 1015 years and spending a lot of time and dollars to do that and not really getting anywhere. So I think that's one of the big changes we saw is now they're, if you want to work with them, you have to commit to paying them to review what the product you're putting in front of them. So I think that this is the part of the first step is that preliminary engineering agreement. RTD will be working on design. BNSF will be reimbursed for their time for reviewing the plan and so it gets ultimately probably a better way to actually get somewhere at this point and get some actual numbers. Thank you. Thanks, Tyler. The life of an op, life of an Opoli. They hold the cards. Do you have any questions for Phil? Okay. Phil, appreciate it. Well done. All right. Comments from board members. We'll just go in the order that people just happened to be on my screen here. Joe, any comments on your side? So I'm mute there, but it looks like you're saying no. So I'll. Sorry about that. No comment. Okay. Thanks. Awesome. Sandy, you're next on my screen here. Any comments on your side? It was a great meeting. I appreciated all the information and the time and energy that staff put into giving us documents beforehand and presenting today. So thank you. Well said. David, you're next on my screen here. Any comments in your side? I got an introduction to my granddaughter. I thought it was, I was very interesting meeting. Thank you, Phil. And I can't remember the fella with the beard. But thank you. Thank him. One thing I would like to say. This yeah, we've got a lot going on in this house these days. So I probably won't be applying. In fact, I know I won't be applying for the. To fill this role next go round. So next meeting will probably be my last one. I think I'll continue to sit in periodically, but. I'm going to sign off the membership anyways. Thank you, David Courtney. Anything on your side? I was actually wondering if there is any plan from the city of when we might start meeting in person. Great question. I think that we're going to discuss that at council as well. Cause once city council opens up, probably get on the boards. Will as well, probably an overreaching umbrella decision. So stay tuned. Thank you. Thanks, Courtney. And thanks, John. You're next on my screen here. Thanks, Neil. Just one thought that I wanted to bring up, you know, we had a accident up here on highway 66 about a month ago. That was pretty tragic a 16 year old lost his life. And it's a section that I drive at least 2 or 3 times a day. From main street going east over. I would say county line road is probably the segment that I've been driving. And even though it's marked as 60 miles per hour. Most traffic is only going 45 or 50. Excuse me. And so I guess that accident just kind of shook me up a little bit and I would hate to see another one. And so I know it's a state highway and we don't have much control over it. But I just wanted to bring it to the attention that. When you have a difference in speed of 15 and 20 miles per hour, that can be a dangerous environment. So, I just wanted to bring it up. Thank you. Thanks. This couple of thoughts to go with what Jacques said. We didn't talk about it today, but the, I'm excited to hear the results of the design phase for the highway 66 project. Because that really does need to be looked at. We haven't gotten the state funding in the past, but it has to somebody's got to do something to improve the safety of that road. The part I drive the most is of course west of Maine. And it can get with people trying to do turns and merge and all that. And there's nowhere for pedestrians at all. And we're going to have a lot of more building on the north side of 66. So I'm very much looking forward to that. And then the other thing was we had that chance during the past month to look at the county multimodal plans. And I noticed a spot where their plans didn't match Longmont's plans. I brought it to their attention, but I think we need to keep watching to make sure that we're coordinating well between what the city's planning to do and what the county's proposing to do. Thanks. And thanks to everybody who's done all this great work. Thanks, Liz. Appreciate that. Yeah. Start up and hop in real quick a couple of things on 66. The job, I know you'd ask for some data and we'll get that to you. In terms of the speed study and how see that's methodologies for setting speeds. To this point, they're still really heavily based on the idea, the 85th percentile speed. So we've got a couple of options we could pursue. The 1st 1, generally to change the speed limits on state highways, it's the municipal, the local authority makes the request that would be me requesting to do a speed study. And post the speed limit based on the results of that. I heard you mentioned you think that the majority is at 45 to 50. And if that is reality, if that's what we're seeing and what we're measuring, that would be cause for. Adjusting the speed limit on highway 66. The other thing we can do. Absent, it's it can be sort of a gamble because if they collect data and it says everyone's going 70, they may adjust the speed limit up or down. So the other thing we can do is we can work with them on a speed check and we can also collect some data on our own and see what that looks like. And if that's a request we want to put in and make at this point. If it does show in that 45 to 50 range. Yeah, maybe it makes some sense to put that request in right now. And then Liz to your point and the 66 corridor in general. We are. That that is under design right now and one of the assumptions we've had a lot of discussion with with the state on this. We're doing a whole new design project. We're committing a lot of dollars to improving this corridor, both for mobility of. Of all modes, we're looking to try and improve the that there's there's not a lot of pedestrian facilities. So. Improving the bike facilities and proving the sidewalks. And with that, we're really pushing our for a lower design speed. So we're working with C dot to. We're we're investing a lot of dollars in this corridor. We're going to full redesign reconstruction. Here are some of the key critical elements for us. And that's one that staffs really been pushing and working with C dot on. In terms of how can we impact speed limits. On this end ahead of time, rather than be reactive after the fact. Thank you. Additional comments on my side. I know you've been having an extended detour on the same brain bike path greenway. You know, it's it's it sounds like it's going to it's already been for a year and a half or so. Give or take a little bit. It sounds like it's still. Looking, you know, several years on out before it's. You know, complete and if that's going to be the case there, I would really encourage. Our transportation staff to look at what we can do to keep on running extra sweeps of street sweeping. In the area. And just continuing to try and look at another some new signs put up that I haven't had a chance to to see the latest configuration there. So maybe the signs are super intuitive. Maybe they're not. But since it's such a long detour, I think anything that we can do to be able to try and make it as. Intuitive and pleasant, whether it's some temporary restriping or anything else that can be done to make it really. Convenient for. Community members there that want to address, you know, continue to ride that that path and address that that missing link. So. No specific no specific question there, but but that's an important one there to be able to make sure that we can continue to ensure that. That they're really positive experience that people have in writing the rest of the same brain, bike, white. Greenway. With that, I'll turn it over to a council member pack. Any comments on your side? No, I really don't. This was a really good presentation. A lot of information. Indeed, indeed. Alright, well, it looks like we have our claim meeting in 10 days on the 9th Avenue, Hope Street to Kauffman open house that was mentioned earlier. And looks like at the next meeting, we'll be talking about the neighborhood traffic mitigation. Program, so Tyler, thanks for being able to and the rest of the team, thanks for being able to keep that top of mind and looking forward to to hearing the latest and greatest. Is there anything else pressing before we wrap up? Alright, well done to our staff. Thank you for the heavy lift today. Your presentation was excellent. So presentations were excellent. So thank you very much with that. We'll consider the meeting closed and we'll reconvene next month in June. Thanks everybody. Have a great night.


It's been quite a journey exploring the many ways that motivation and learner engagement impacts and contributes to deep learning. In this module, we meandered through many related topics that contribute to a holistic yet multifaceted view of learner motivation. Let's recap what we've covered in this module. First, we established that the essential ingredient that enables motivation to facilitate deep student learning is engagement. And that a complex range of social and cultural contexts, schooling experiences, and educational beliefs influence the motivational state of students. With this in mind, the deep learning team developed a model to capture some of the key drivers for motivating students for deep learning. The key drivers for motivating students for deep learning are organised under three main components, emotional states, the self in context, and social relationships. We've learnt that motivation for deep learning is both social and emotional, and it encompasses the self in context of peers, classrooms, schools, homes and communities. We defined engagement as the extent to which students are connected to what they are learning, how they are learning it, and who they are learning from. Engagement can be perceived as the hook that captures students' attention so that the students feel that the experience has value and relevance to their learning and their personal goals and needs. We know that engagement can be behavioural, concerned with attention, effort, persistence and participation. It can be cognitive, concerned with values and goals, or emotional, concerned with belonging to a group or interpersonal relationships. Emotions drive our interests, motivation, engagement and social interactions. Emotions impact a range of cognitive capacities, including attention, memory, problem solving, decision making, information processing, thinking and reasoning. And so, emotions and deep engagement in learning are highly intertwined. Looking deeper into our model, we considered how intrinsic and extrinsic motivation affect the way students engage in learning. Becky and Ryan's self-determination theory emphasises that for autonomous motivation to be present, the learner must have a level of competence, connect with others and have a sense of autonomy in their goals. Carol Dweck's theory of mindsets added to this. Dweck notes that a growth mindset is a very important prerequisite for deep engagement. Learning-oriented students understand this and work to be task-focused in an optimistic manner. Learners that are intrinsically motivated will exhibit a positive effect, are flexible and engage deeply with the task. Extending from this, we have learnt that students learn best when they have the ability to self-regulate and that the degree to which students become self-regulators of their own learning influences academic success at school. We delved a little deeper into the executive functioning system, which we described as the control system of the brain responsible for regulating behaviour, directing and controlling thinking activity and enabling effective problem-solving. These skills enable us to stay focused, remember instructions, make plans, control impulses and take on multiple tasks successfully. We learnt that such skills are maturational and develop over time, but can be supported with the right amount of nurturing and exposure. Monique Burkhart's three-layered model of self-regulated learning examines three levels of self-regulation and suggests that successful self-regulation is dependent on competency in all three of the levels. There is a strong link between motivation and attention, with learning being based on a foundation of attention regulation. We learnt that when we are truly motivated to engage in a learning activity, the greater attention we give this task. Posner and colleagues' neural network model helped us to understand that the brain's attentional system is made up of three distinct neural networks. This holds particular relevance to understanding the behaviours of classroom learning, the importance of regulating attention for learning and the difficulties faced by some students. This model unpacks the alerting network, which is related to the ability to sustain attention over a period of time to a given task. The orienting network, which directs or orients our attention and its functions to select information for attentional focus. And the executive control network, which supports higher level control processes as it directs and controls both our thinking and our social behaviour. This overview of the neural networks of attention allows us to understand the critical importance of regulating students' attention for classroom learning. With these important skills, students can be attentionally focused and ready for deep learning. The interesting concept of flow as coined by Hungarian psychologist Mihai, Csikszentmihi, was explored. With reference to attention and motivation, flow has been described as the ultimate state of intrinsic motivation. Csikszentmihi has stated that those learners with autotelic personalities possess the ability to manage a rewarding balance between the enjoyment of undertaking a challenge and the work of skill building. They have a disposition to actively seek challenges and flow experiences. A self-regulating student will actively remove distractions from the learning environment and that's going to promote that flow state. It was interesting to note that although flow is associated with deep engagement, one can also experience flow at the surface level and that a shared state of flow is indeed possible. Robert Davidson shared some of his insights to creating an environment to support this type of deep engagement. We then moved on to the importance of teacher-student social relationships. Julie Bauer emphasised that when the classroom is characterised by emotionally engaged teachers, there is a much greater chance that students will be actively engaged and that deep learning will take place. By engaging social emotions, such as empathy, where students experience meaningful learning and connect socially with others, they are using more brain processing capacity, enabling them to connect ideas, remember these experiences longer term and make meaning of their life experiences. We learnt that when classrooms of teacher and students share similar thoughts, feelings and behaviours, they become more connected, have greater rapport and are more cooperative and successful. This social bonding is the result of behavioural and therefore neural synchrony. As educators, we need to be aware of the conscious and unconscious experiences and indicators of social connection in the classroom and mindful of how we can be using it to enhance the teaching and learning experience. Another important observation in this module is that learners grow in relation to the environments they encounter, family and home, school, community and society. Educators need to connect with students' interests and prior experiences in order to increase motivation and attention and make learning experiences authentic. For this, we need to tap into our students' family funds of knowledge that they bring to class in their virtual school bags. Effective and authentic learning experiences can then be made more meaningful when student choice and student voice are employed. Allowing a degree of choice promotes student autonomy, which in turn promotes a sense of value and the joy of learning itself. Student voice, student choice and student agency are critical factors in motivating for developing deep engagement competencies. Another important factor for increasing motivation for learning is inspiring students through working in alternative learning environments. Alternative learning spaces can bring the community into the school or allow learners to develop a relationship with their local community. Changes in light, temperature, sound, air quality and space can all affect motivation and engagement. Louise Phillips spoke to us about the vibrancy of place-based learning and how learner choice and voice are highlighted in the Walking Neighbourhood Project. In this project, children are placed in control of developing the artistic experience, guiding an audience, navigating the physical space and sharing their experiences of autonomy, all while creating new friendships with people they do not know, thus supporting social, emotional and motivational learning. Robin Gillies highlighted strong links between cooperative learning and deep engagement. Robin described cooperative learning as structured and carefully planned activities that involve students working together to accomplish shared goals. It is this sense of interdependence that motivates group members to help and support each other. Robin outlined the five key elements that are critically important for successful cooperative learning, including positive interdependence. When the success of the group is dependent on the contribution of all members, individual accountability, that each group members accept personal responsibility, interpersonal and small group skills such as active listening and taking turns, promotive interaction, students encouraging and facilitating each other's efforts and group processing, members evaluating how well their goals are being met. And finally, we looked at how deep learning can be facilitated through project-based learning. This type of learner-centred pedagogy involves students identifying a real-world problem and engaging in a hands-on project to identify a solution. Project-based learning connects students' interests, prior learning and funds of knowledge to new content through utilizing experts and authentic and meaningful problem-solving. Project-based learning inherently focuses on deep learning skills such as critical thinking, collaboration, communication, innovation and creativity. That's been quite a journey. We hope you've enjoyed exploring more about these topics and how the many faceted aspects of motivation can promote deep learning skills for all students.