All right, let's get started with the transportation advisory board meeting of March 11th at 6 o'clock Let's do a roll call please chair laner here board member wicklin vice chair mckay burrows board member mckinnerney board member kim okay um let's take a look at the proving the minutes of the preceding meeting any comments on the February 2024 minutes I have just a few minor comments minutes page two line 22 I think it should read Tebow properties owns not runs on minutes page four line 30 BNSF not DNS and minutes page 10 line 38 our intention not out intention all right any time I have something to say if we can get a motion to approve the minutes with those corrections motion to approve I'll second all those in favor say hi yeah we are this is great I'm Phil Greenwall transportation planning manager with the city of Longmont just to let you know we have some quick communications you'll see on your in your packet or on your packet I guess there's a little handout at each one of your deaths for the agenda for tonight and one of the items is just to remind you that on April in April excuse me in April we will be moving the tabi board meeting from the 8th to the 15th so please don't show up here on the 8th that would be that would not be good but we'll be here on the 15th doing our regular business we're so busy we can't really cancel so good for you all for keeping us going and the work the work plan is pretty well filled up so wanted to let you know that we'll update on microtransit you may have heard in the news I think there's a story dropping today actually it's just just came in is we just received million dollars from congressionally directed spending it was kind of a long shot but we thought we'd just apply and see what what happened so we applied for some money and looks like even with all the turbulent things going on in the federal government these days that the Congress will pass that or has passed it and it's now on the president's desk for signatures so once that happens that money will start flowing directly to long mod they used to be called earmarks and I think that was a problem with a lot of people to call those earmarks but they are the idea about earmarking dollars directly to your district and so I think a lot of different people saw that benefit and so we're going to be recipients of that as well so that's exciting news so that goes with the 1 million dollars that we have from the partnership program from RTD and then we budgeted about 648 thousand dollars so it gives us a pretty good starting point anyway for microchans so we really wanted to try to be as successful as possible early on and so that people will become early adopters so we'll see how that goes also on your desk tonight is the handout that we had for the recent Amtrak demo train or special train that came through town on Thursday we were pleased to have the governor and some pretty high-ranking officials from Amtrak some pretty high-ranking officials from BNSF some pretty high-ranking officials from the federal railroad administration on that train to kind of see what that route looked like we probably went half speed so it was a slow train got up to about 49 miles per hour I think top speed between here and Boulder but it was a huge success everybody seemed to really see the benefits and understand that if there's a way to do this sooner and there should be a bill that's going to drop later this week in in the state legislature about how to fund more of this front-range passenger rail part 1 which is really Denver to Fort Collins and then part 2 would be the South leg down to Colorado Springs and Pueblo so some interesting and exciting things happening right now we also wanted to just let you know one last thing is that well not one last thing but before we do our last thing I just want to make sure you're aware that in tonight's agenda we need to move info item a 6a the US 287 vision zero safety and mobility study recommendation recommendations to our action items so we'd like to ask you for action on that tonight and if that's okay with the chair we just wanted to check in and make sure we can make that change yeah I concur with that okay thank you very much so we'll be moving that item you'll see that info item letter a first info item will be the transportation mobility plan update so we'll do that right away and then there's one thing from Kyle just one thing for tonight Kyle with the traffic engineering administrator in response to believe with their January February I believe chair Landon was asking about speed radars out on Clover Basin we placed those out a few weeks ago we're collecting down those we'll be reviewing the speed data and ingrain that into our action plan for vision zero as well as just south of ninth Avenue on Alpine and so those will be out for a few more probably in a week or so and then we'll be rotating those out to more locations where those have been requested great and I think in lieu of the public invited to be heard we've got an email that Diane was able to print for everybody and I think we've kind of decided let's make comments to that email on our comments at the end of the meeting rather than kind of hash it out now because I think everybody's got a copy of it Phil is you have any issue with that no that works well that's exactly what we would do if it was if the person was here in person so we couldn't address what they were telling us what telling you directly you could do it at the end so thank you great excuse me so let's move on to the oh yeah any public here that needs they wouldn't invite it to speak oh we allow five minutes for the board wow thank you for hearing me transportation advisory board my name is Diane Christ I just wanted to remark about the Amtrak pulling into Longmont I just wanted to remark on how well Jim and Kyle and their staff cornered everything off got in with the key personnel there to make sure everything went ran smoothly and our own Phil Greenwald rode the train from Denver all the way here I have a good picture I'm gonna send to you Phil have you stepping off the train I think that it just in looking on the internet that was the first time we had passenger train in Longmont since Roosevelt pulled into to do his politicking so that was very impressive and important and feels like maybe we may eventually have rail here coming through Longmont so all the other counselors are at National League of Cities so I'm filling in just to take notes and share what's going on in the board arena so anyway thank you for all that you do and I'll try to represent everything I hear here at our at our study session all right thank you so much okay no more public we can move on to the information items and since we moved a down we'll go to the TMP update is that correct I think so well good evening members or chair and members of TAB just wanted to introduce Carly Cief from Fair and Peers and she's our consultant team lead for this project and we're very excited to have her explain a little bit kind of where we're at and where we're going so thank you very much thanks Carly thanks Phil so just an overview of what we want to talk about this evening quick project recap a little bit of background of what's led us to this point today and then we closed out community outreach on March 1st so wanted to share our initial findings who we talked to and some of the main themes we heard from the community and from stakeholders and then I'll share some existing conditions a snapshot in time of transportation today in Longmont and then talk about next steps so project background most of you probably know this but just gonna catch us up to to where we are now so the first multimodal transportation plan in Longmont was in 2005 the most recent plan was in 2016 as a part of Envision Longmont that was the M-TIP the multimodal transportation improvement plan obviously a lot of changes have taken place in the last eight years both in Longmont and across the region so thus the need to update the transportation plan so we've seen evolution of the demographics in Longmont changes in travel patterns changes in technology changes in how people want to use transportation and most importantly kind of a reprioritization a great desire to walk bike and take transit in Longmont and regionally so want to make sure that the transportation plan has a set of infrastructure projects as well as programs and policies that reflect this change in community desires and the change in the state of transportation so an overview of the timeline and planning process for the transportation plan so we kicked off last fall we started with an existing condition snapshot that I'll share with you today and kind of this state of the practice and reaching out to the community so we call this the existing conditions phase of where are we right now so both on the data side as well as on the qualitative side or what are the communities needs and desires today how do they see their current travel patterns but also the latent demand so how people would like to travel but unable to because the infrastructure the programs aren't there today so we're just wrapping up that phase one and moving on to phase two so that right column so we are compiling everything we heard from the community and synthesizing those existing conditions to come up with recommendations those recommendations are going to be very multimodal in nature so talking about where do we want to fill in sidewalk gaps upgrade efficient sidewalks add new bike facilities upgrade bike facilities that exist today but aren't considered low comfort make enhancements to transit through first and last mile connections bus stop amenity upgrades micro transit as Phil referenced and then come back to the community and say here's what we heard from phase one here are draft recommendations is there anything we're missing does this capture kind of your vision and goals for transportation and then wrapping up that document in the fall winter of this year so a summary of community outreach many of you participated in that so thank you for for your role so we ultimately got over a thousand touch points of engagement start to say if we heard from the same person a few times so don't definitely want to say over a thousand people but those touch points work provided a great cross section of the community residents visitors employees and we captured that input through many different mediums so we had in-person engagement in an open house just next door at the library we had virtual engagement through a survey as well as an online web app where folks could drag pins to the map and let us know where they have challenges crossing the street where they want to take transit so we'll see a summary of those spatial recommendations and then we also have a steering committee that we've been working with of people kind of on the technical side who are able to advise from their various agencies or departments as to how we can move the transportation plan forward so the goal of this phase one about reach as I mentioned is to make sure that all of the existing conditions data is correct we're filling in the gaps in that quantitative data with qualitative data so where we don't capture volumes we're understanding where people want to travel latent demands a really great example of that and and then being able to inform those recommendations kind of set the stage so walking oh sorry then one more piece of we're taking focused outreach to specific groups so center for people with disabilities is a great example we went to the economic summit to talk to employers large employers who really understand what are the barriers to recruiting or to getting employees in Longmont we're speaking to the Latino Chamber of Commerce as well as obviously various boards and commissions the ECAT as well equity group representing folks who are not only the Spanish speakers lower income populations we were up back to workday so those who we didn't hear from the general public making focused outreach over the next month or two so the spatial comments we got in that online map I think there were say go back to that pie chart in the 200 range we got over 400 and we got over 400 survey comments so you can see it broadly covers the city each different color represents a different mode so we have breakdown of those heat maps by mode as well to understand those locations where we're hearing specific challenges but to just show you the heat map of all comments unsurprisingly downtown is a big cluster as well as the larger intersections of Ken Pratt where we've got a multi-lane higher speed intersections with sometimes complex geometries on pace and the commercial nodes there as well as near Macintosh Lake so not a surprising of array of spatial comments but this will be really crucial as we start to dig into recommendations and then when we move to prioritization of those recommendations we'll be bringing community input back in to make sure that we prioritize locations where there's the most community support so breakdown of who we heard from you can see here and if an accurate representation of Longmont there are some missing groups or some underrepresented groups that we're making sure to reach out to but just to show that we're looking at the demographic breakdown of who we heard from to see who we did not hear from make concerted efforts to reach out to those groups so some of the responses to the 409 survey responses most folks who responded drive alone this mode split is is also reflective of Longmont but we want to hear from the community of folks who are walking and biking more so it's a lot of our focus group outreach over the the spring and summer and so we asked folks for each mode what is your biggest challenge for that mode so for people walking and rolling in Longmont crosswalks and sidewalks are the biggest gaps so that will be a focus of of our recommendations for pedestrians and then for biking and scooting and this general comment of people don't feel safe biking or or rolling a lot about trails to where people want to see gaps in trails feel completed access to trails improved crossings of trails to become lower stress and then on the transit side making sure that coverage is addressed so a point-to-point microtransit service or more on-demand microtransit service really addresses the most common response that we heard here and then frequency of transit as well and then concerns about driving is congestion so this is something that you know we draft our vision and goals framing what the the vision is for for driving in Longmont and how we use transportation demand management and build up the multi-modal network to shift trips from driving and provide alternative options is going to be a key way to address this concern and it's interesting going back one the second response is there are no challenges in driving in Longmont which interesting to and then prioritization so I was trying to think about what's most important limited funds in the the city opportunities to find additional resources but given the current funds where do we want to prioritize investment so the most popular responses focused on biking connectivity and comfortable options and then third is improving traffic flow and in congestion we had a lot of open-ended responses as well so just wanted to capture some of those that weren't in the multiple choice speeding a lot of conversation about enforcement increase enforcement inclusivity of all modes so reinforcing the vision of this effort before we kicked off which is prioritizing walking biking and transit and so really consistent community feedback about creating a multi-modal plan and a multi-modal vision for Longmont jumping into existing conditions so we collected streetlight data which uses connected vehicle data to understand where are people coming from and going to we put that data into two pieces we looked at regional travel patterns those who are coming to Longmont from outside of Longmont where they're coming from and then we looked at local travel patterns of those traveling within Longmont what are their origins and destinations so a snapshot of those regional travel patterns we're seeing the thickness of the lines on the left that a lot of folks are coming up the 119 corridor coming from Boulder a lot of people coming south from Larimer County and then a lot of people coming from the northern part of Weld County as well are probably the most common destinations we split up destinations to the south into a number of different sub areas so those lines are a little bit thinner based off how we broke off broke out those geographies but interesting to note that the southern destinations are less frequent and then we looked at the destinations in Longmont for those regional trips so this was a little bit surprising that the North Main and South Main zones have are lower on the destinations together they make up less than a quarter of those regional trips the most common destination for trips coming from outside Longmont are to the southeast and the southwest those geometries or those zones are a little bit bigger there are a lot of regional destinations in there as well but something that we're breaking down because the streetlight data we use just as vehicle data so these regional trips are likely being made on transit or in a vehicle but wanting to think about walking and biking trips as well especially when we look at local travel patterns so out of all of the trips being made 70% of trips start and end in Longmont so a lot of short trips we're seeing a lot of those trips being driving so a really great opportunity to shift these short trips to walking or biking yep exactly so 77 over three-quarters of them are between one of five miles which we consider to be kind of within a bike shed and then 11% less than one mile considered to be within a walk shed and then you can see on the right the thickness of the arrows reflective of those origin destination patterns so again North Main and South Main didn't come up we think kind of getting some bicycle and pedestrian big data to better understand those travel patterns will help us can I ask a quick yeah that 11% is that part of the 77 or is that an addition to great question I think that's that that's in addition to because we framed it between one and five so it's quite a high percent that are less than five when you sum those together okay so 88 is less than five miles yeah and long miles not that big so but so I've got a map of each mode so for the roadway network we're showing speed here pretty intuitive that the arterials are going to be your higher speed streets and also have have higher volumes and then we looked at travel speeds so got some great data from the city of Longmont on speeds during the peak hour and speeds during the off-peak hour so the lightest pink shows the difference so you can see which corridors in some have the most congestion and so this is by speed so can start to see that it's pretty similar in both directions on most corridors the high 66 eastbound has the biggest difference in peak and off-peak speeds can probably westbound but not too dissimilar across these arterials bicycle networks that we mapped the bike facilities next step is to create what's kind of level of traffic stress map to understand based on the speeds and volumes of the roadway is this facility considered comfortable for all ages and abilities so great to know that there's a pretty connected network but a lot of these roadways especially with bike lanes or bike routes need to be upgraded to make sure that people feel comfortable of all ages the pedestrian network not that many missing or deficient sidewalks so our recommendations for the TMP and the pedestrian network are going to be through a pedestrian prioritization process to understand which parts of the city is there the most demand for walking are there the most other the largest percent of population that are vulnerable users whether that be because of age mobility challenges access to a vehicle so overlaying that prioritization over where the missing sidewalks are so the city can begin to prioritize where to upgrade sidewalks and fill in those missing gaps then the transit network both regional and local routes transport and RTD and then flex ride polygon was overlaid with that and then ridership as well so we can see the bolt highest ridership from those regional routes and then the two stops in of the flex route what ridership is in those two compared to each other and then across from 2022 to 2023 well pretty similar ridership and then collision so we have a map of pedestrian involved collisions and bicycle involved collisions both look pretty similar with the highest density of collisions taking place on Main Street which makes sense based on destinations and then similar to the pedestrian involved with a few key hotspots at specific intersections as well so as the vision zero plan progresses it's going to be really important to bring in crash data both where the crashes are taking place severity of those crashes and the cause of crash to start to break down crash patterns come up with countermeasures to be able to address and reduce those crash types in particular a breakdown of crash types so most crashes are rerun crashes with tend to be low severity so thinking again as I mentioned not just about where those crashes are happening but where the severe crash is happening and those fatal crashes to be able to invest resources in those locations at a higher priority and think specifically about the recommendations in those locations so the TMP will be working closely with the vision zero action plan obviously two are very related and then just to go over next steps we have draft vision and goals that we're working with Phil on collaborating based off of what we heard from the community and then recommendations for each mode and then coming up with policies and programs as well that are are multimodal nature will be coming back to the stakeholders and to the community to present these draft recommendations for feedback any questions or fill anything that nothing to add for me I just really appreciate the the presentation and there's some new slides in there that I haven't seen so it's exciting to see the new stuff to us so you can see there's been a lot of work put into it so far obviously a lot more outreach this isn't the end and and I'll be all for their outreach we're doing a lot more events one of them is coming up April 20th I believe so we'll be out there more and more as you as the weather gets warmer when we start tell if you have any comments I don't really have a comment I'm excited for this process the one question is because kind of at the beginning of the presentation we focus on envision long ma and you know a comprehensive plan kind of gets reviewed every 10 years or so how does that then transform itself into the TMP then also looking into the future is this a 10 year process that we're looking at or or you know I like to think of it as ongoing and we're constantly learning and improving so just any comment on communities generally tend to update their transmission master plan every 5 to 10 years depending on how changes how rapidly changes have taken place I don't know how the comprehensive plan the timing for the next update to the comprehensive plan they're often TMP and comprehensive plan done together but also not not always the case sorry to leave you Carly that was not correct that was in polite I did want to just say that usually they are done at the same time you're correct but they this time we did have to take them apart because we felt like the comprehensive plan and the land use pieces really had they have an amendment process and so those go through amendments as needed for the land use piece of it but we don't amend the transportation component so that's why we felt like we needed to do this one more recently and if there's other parts that I question that I missed feel free to restate them and I'll answer them better hopefully no you got it thank you I don't really have any specific comments or questions because I asked my one question I had and it the data is pretty interesting I'm not very surprised by it just from my experience of traveling around long month but it's nice to see that you kind of collected the data that I'm kind of see all the time so that was good to see yeah thanks for that presentation Carly the outreach program is very impressive and I noticed that there were a thousand engagements and the arithmetic is pretty simple since long month has about a hundred thousand people well based on your experience is 1% participation pretty good for a survey of this type yeah it really varies in some of the smaller towns that we work in in the mountains especially we get a higher percent Denver four columns we get a lower percent so I'd say that's kind of average for the seat of long month kind of type of community if not on the higher end so anecdotally especially at the open house we saw more in-person attendance than we see in most of the communities that we work in and then pins on the map as well interesting I looked through the the comments on the online survey and it seems that most of them were pretty small scale and focused on the here and now what people encounter and their day-to-day travels right now in fact I submitted a comment like that myself but it seems like planning is about looking forward and thinking about the future so I'm wondering if there's some sort of way for big picture or futuristic concepts to be included in the TMP and if so where would they come from from the consultant or from staff or does that not happen in this type of planning but I think it's a combination of both we listen to the consultant and they have some ideas with what they've seen in other cities that have worked or might be something we need to consider we did talk earlier about the train piece obviously that's one of those things where we're going to incorporate that into our planning document and start talking about how you know a transit center it's not that far off anymore it used to be you know 20 years off and now it's two years off hopefully at the most and that's for bus rapid transit and for train so we know it will cover bus rapid transit at least for sure so but those bigger concepts I think those higher-level concepts really just trying to stick with within maybe a five to ten-year time frame at this point to really have this key in on the capital improvement program and how we prioritize those projects coming up fairly quickly so that was the purpose of what we're doing here we still have that longer-range piece that's part of the M-tip that we talked about it's part of the Envision-Longmont process so that has a lot of that bigger vision piece and we'll probably keep a lot of that as we move forward with this plan unless we hear differently from the public and from the different boards and commissions that there's a bigger target out there some some higher level of of thought that we need to start taking on but we're assuming that a lot of that still in place for the longer-range piece but for the five to ten-year range we really want to start zeroing in on projects they're gonna start addressing the vulnerable population issue and flip the idea of always doing kind of you know what's best for the automobile or the the roadway user in an automobile a single-locument vehicle and to kind of flip that as the bottom priority because that's what we're hearing from all our policy folks including this board that you want to talk about the pedestrians first bicycles transit riders and maybe there's a freight component after that or well obviously the transit component the freight and then maybe single-locument vehicles so we're at least changing the narrative a little bit but I don't think that gets to your longer-range piece but if we hear things or if you have any ideas of what we should be looking at let us know and we'll see how we can incorporate those yeah I was just wondering if there would be a scenario planning type part of this plan I've heard stories about cities that were completely surprised by scooters appearing on their streets overnight things like that and they got me to wondering if say within two years if fully autonomous vehicles became ubiquitous would Longmont have a downtown parking and curb management strategy or plan in place to handle that or what if what if it became possible and there was a demand for a Vance brand airport to be an air taxi hub or for the airport to be a drone package delivery center does this could this plan accommodate that or do we only react to things and say well we'll address it in the next plan well all those things we have talked about as part of the planning process so we are talking about them at least we'll see at what level they enter into the plan but I think that we're really thinking about especially the dynamic curb piece of that where you really need to like think we think your curb space especially along Main Street here where we have a lot of places that it's getting more and more difficult to get into them as for ADA access we're talking about microtransit that's gonna be very close to an Uber lifts type system where those people are gonna be dropped off as far as location to where they need to be and how dynamic that curb is as far as is it just parking or is it something else on top of it and then we've talked about the airport quite a bit with this plan but we've also couched that as we're really looking at the surface transportation so really be the the connection to the airport area and getting people to and from or packages to and from the airport but we feel like we have all the infrastructure in place for that and we've made some pretty significant improvements already but in autonomous vehicles we talked about that as well but it turns into how is that gonna how's that gonna change realistically with all the with the curb space it does change but with the number of lanes and those kind of things where we've got a policy directive to really not increase the number of lanes in this town in the in the future in the near future and the long-term future so we're trying to stick with those policies and make all this work within those and there'll be an emerging mobility section that will talk about these changes and trends of travel patterns what we anticipate to come in the next five years knowing that you don't update this plan every year so how can we make sure it doesn't go stale and we're setting long line up for success in the next few years to come so there are a lot of great policies that you can start to think about putting in place in advance of autonomous vehicles to set the community up for success and the roadmap for kind of related to greenhouse gas emissions as well so fleet electrification and so a lot of things as we look forward into changing technologies and transportation how to kind of create that foundation for a long month okay great I'm happy to hear that staff and the consultant team are are kind of looking out into the future I don't have any comments really just a question for the next steps it says reach back out to stakeholders a community members for feedback what does that look like yeah so similar to what we did in phase one we'll have an open house and we'll have a virtual component that consists of an online map where we share the draft recommendations as well as surveys to get feedback from folks as well and then these focus group meetings that we've been having in phase one so those are oh and then intercept events where we go to an event where the community is already to capture broader cross-section of community members who might not attend an open house so that same multi-pronged approach that we've taken in the winter for phase one we'll take again in the phase two element okay and would this include information just regarding the feedback from the survey or possibly answers for people regarding existing plans that are in place for some of their concerns yeah I think engage long that's been a great platform for the latter that feels been very responsive right we've been responding as soon as we can to all those different questions on engage and so we've been pushing people to to that site on that site we also have all of our existing plans and different things you can kind of research as far as looking up where we are today before this plan is complete thank you I guess I have a question but it's probably a little bit of a comment because I just I wrote down three things that kind of struck me and I think there's opportunity here the first was the idea that 77% of the trips are driven along and I'm assuming that's cars and then the other thing I saw of course speeding and and then the last thing was the 88% of the trips thank you for the extra 11% of that our five miles and less so there's some opportunities here right whether it's public awareness and getting that out to you know possibly the shorter trips either whether it's pet or bike and and then the idea of course driving which I don't know how we move the needle on the first part driving in a car right that's gonna be very difficult no matter how much we change the paradigm but I think these two other things we have the ability to make some public awareness that hopefully would affect that that that first thing so that's my only comment and question about you know I know the speeding side of it we can't really address that in the TMP so much as as it just being a concern and something we'd like to look at are there any other things around speeding that that we're looking at other than obviously posted limits and all that I know we've talked about red light cameras and I don't want to go there but I mean change to roadway design is gonna be a big part of the TMP road diets and that sort yeah and just kind of visually narrowing our roadways curb extensions and a suite of treatment treatments that are really gonna be important to supplements not just enforcement but making our streets feel more comfortable or feel like those the drivers need to drive at a slower speed as well yeah I say during our vision zero planning as well both the TMP and vision zero will go hand in hand so as far as speeding congestion as well as safer signals with bikes and pads will be continually updating those and looking for safety improvements as both these plans progress but then once these plans progress we'll be presenting more ideas and feedback for changes on our roadways great thank you thank you as well as a good great presentation feel any more information items no more information items from us but we'd like to move into the action section yeah that's the 280 so to to start off I just wanted to land it all right so Landon is gonna do the presentation for this US 287 vision zero and mobility study either way however you feel comfortable you can sit you can stand I'm happy to sit what do you thirsty I'm gonna stand it's gonna do it so I'm trying to find your there is so the the push button should work at this point or maybe this works yep yeah that's it we go okay good thanks Phil hello everyone my name is Landon Hilliard I'm the senior transportation planner with Boulder County hello again I'm Landon Hilliard senior transportation planner with Boulder County and I'm here with my colleague Alex Hyde Wright who's the manager of the regional multimodal transportation division with Boulder County and together we have about a 20-minute presentation that we'd like to walk through with you if we see her eyes fluttering will speak more quickly and if you would hold the questions till the end I think we'll have time for discussion after that okay I'll start with the origins and the content and the findings of this project and then I'll pass it to Alex to talk about the meat of a project which is the safety analysis and recommendations and maybe there are a few themes that you can listen for about this presentation and one of them is that US 387 is a key corridor both for local and regional travel a second is that it is how would I say growing and evolving fast so we need to adjust to the changes and the third and perhaps the most important is that there's serious safety issues that you all are aware of and that Alex will talk in detail about okay with that all right we've got a group of stakeholders that represent different levels of government you see long month they are situated between Lafayette and Erie all the way up to the national level of the FTA and this group has formed a coalition over the last several years that has an interest in coordinating planning evaluation and advancements for US 287 the coalition meets quarterly fills a regular there and we it's all about collaboration so I didn't tell you but it's a bit of surprise here this is a two-for-one deal we're I'm going to talk briefly about phase one of this project and phase two leading up to things so what's important about US 287 broadly speaking it has social economic and environmental significance and if you look at the details we're talking about things like air pollution traffic congestion and safety and mobility and growth as I mentioned is a big part of this a 20-year horizon done by dr. Cog modeling for traffic and land use shows an increase of population and jobs of 75% so according to the statistic we have about 150,000 people living in this study area in 2024 2045 it could be as many as more than a quarter of a million people about 10 years ago RTD led a study called the Northwest Area Mobility Study goes for NAMS as short and in that study identified US 287 and the study area that we're talking about as a key corridor prime in the primary reason because of centrally located and basically it's a backbone for connectivity north south obviously but also east and west and so the phrase that we used to describe the importance of this corridor is everywhere to everywhere in terms of mobility so here's the first part of the two-for-one the bus rapid transit study feasibility study that preceded the safety and mobility study the objectives had to do with understanding travel demand and making recommendations for infrastructure improvements that would support better transit this is a schematic of the service patterns and note from four columns to Denver could be a one-seat ride but just as important are the local trips between communities again the importance of US 287 tying communities together and this shows in that possible investments and patterns of routes from public public participation we learned what you might expect which is connectivity is key also multimodal connections to transit and otherwise and safety so now getting to the meat of things this is phase two which is the safety and mobility study and a little bit of background as I've mentioned the study area come goes from Broomfield in the south 24 miles to Longmont basically where the border of Larimer County begins and what's interesting here is the variety of land use context urban suburban and rural we think rural probably stay tight given the open space regulations but what's changing rapidly is the feeling of urban and suburban a few years ago Dr. Cog identified this is a height injury corridor in a critical corridor it took about 15 months to complete the study and in December 2023 we posted a final report on the Boulder County website and that's the basis of which Alex and I are talking to you about tonight that study again is available all 2000 plus pages of the appendix to if you'd like details for public participation we use of a variety of methods and it went as extensively as possible so online pinpoint maps online surveys and then focused outreach however we did have one setback where a postcard sent to residents along the corridor in the old-fashioned US mail had a zero percent return so when we go back to the drawing board we're going to think closely about public participation and and how to gather more information that's not to say that we didn't pick up valuable information but that's just was one of the hiccups the the results from the public participation confirm what we thought which is safety stands out also important are the first and final mile connections to transit improving intersections in a way to reduce traffic congestion and then moving into the interest in having a walk bike path that separated and comfortable for people for local trips and longer commuting so to what a walk bike path survey was introduced though almost everybody uses the only bill is a primary mode of transportation there was interest in using the facilities if they were safe and comfortable so about three quarters of the 60 people were would be would be used the bicycling facilities if they were appropriate this initiated a feasibility study and this is a map that's not meant to for you to read closely it's just for you to understand the extent of what we're doing which basically is an inventory of existing conditions over future conditions including bus rapid transit locations and a white walk bike path alignment and we know that there's interest from Longmonters in a connection by bicycle from Longmont to Lafayette and back and forth so that's one of the primary reasons that this feasibility study was carried out there are impediments along the way the environmental analysis showed that they're low-lying areas need for public utility relocations historic sites and so forth considerations that would have to be taken to account in the end the alignment on the west side of US 287 between Longmont and Lafayette was the chosen placement for that walk bike path of course there's much more work to be done in the walk bike path area for planning design and funding however because we think that there's a low impact environmentally it's likely to miss the environmental assessment which causes a great deal of extra work so again that was just an overview of phase one the BRT feasibility study and an introduction to set the stage for Alex to talk about the vision zero safety immobility study which he will do now and I'll sit down thank you for your time thank you Landon my name is Alex I'm the regional multimodal planning division manager for Boulder County and I'm going to talk about the safety analysis and recommendations that we identified as part of this study so as Landon said the US 27 corridor is a dangerous roadway I think every jurisdiction that's ever looked at this corridor has identified more or less that same high level conclusion whether that was the Boulder County study the city of Longmont or the Denver Regional Council of Governments as part of their regional plan I'm not going to read all the statistics but US 27 stands out in all of Boulder County for the number of serious injury and fatal crashes and unfortunately this problem is only getting worse so this plan is both a set of recommendations as well as a call to action and underscoring the urgency of the work ahead of us for the crash analysis we looked in detail at the different segments of US 27 as Landon alluded to the land use context varies and we have truly rural suburban and urban adjacent land use context and so we divided the US 27 corridor into a number of segments according to their adjacent land use I'm just showing an overview of the crashes along the core the intersection crashes along the corridor and then in addition to all crashes we also looked at bike pad crashes and the purpose of these three images is just to highlight that the vast majority of bicycle pedestrian crashes on the 27 corridor occur within the city of Longmont which is the most urban of all the land use context in our study area looking at the safety analysis we used our consultant used a software system called diaxis that looks at the different crash trends and the screenshot is just to show how one of those crash types was identified so that red box down near the bottom identifies an approach turn crash probability that those those types of crashes are overrepresented at the particular location that this report is for so for for all that analysis we distilled the existing conditions down into a number of common crash types so left turns against an oncoming vehicle or a left turn conflict with a bicycle or pedestrian failure to yield right turn on red conflict between a vehicle and a bicyclist or pedestrian and then a right turn where the motorist did have the green light and a conflict between a bicyclist or pedestrian a red light running abroad side head on rear end fixed object and sides wide crashes and then for each of these common crash types who identified recommended engineering mitigation measures including signal improvements signage turning movement improvements access management bike and ped and then a center median barrier and so looking at how we structured these recommendations so identified where those common crash patterns are occurring at each of the intersections along the 27 corridor and then paired each of those common crash types with those key engineering recommendations that were from the previous slide and then that call out on the right is showing an example of some of the detailed analysis for one particular intersection with the observations as well as the key recommendations and those were identified for all of the intersections along the corridor and then just showing another one on the southern extent in addition we took a deeper dive at 12 locations along the corridor these were selected for both their high crash history as well as looking at a handful in each community so several in Longmont several in unincorporated Boulder County several in Lafayette and Erie and then a couple in Bermfield and then just to zoom in of which locations we looked at within the city of Longmont for these for these a number of concept locations within Longmont we were working with Longmont and C dot Alex I'm sorry can you go back to that last slide yes no worries so at these different intersections within Longmont we knew that C dot was all already working with the city of Longmont C dot had conducted an intersection prioritization study and was already working on several concepts for intersection improvements at a number of the locations that we selected and so this work was really building off of and confirming the work that C dot and Longmont were already doing in partnership and then I'm going to show just one example so looking at US 287 and 17th avenue we have a call out for the top countermeasures and then additional countermeasures such as showing the detailed recommendations of the types of recommendations that we identified for these locations all right next I'm going to talk about the center median barrier in the rural areas of US 287 so the about four mile stretch north of Longmont up to the Larimer County line as well as the a mile section between the city of Longmont and Lafayette we observed a very high number of serious injury and fatal head-on crashes resulting from drivers crossing the center median our study looked broadly at three different types of potential medium barrier to mitigate these crash types on the left cable rail in the center guardrail and then on the right cast in place concrete barrier we also looked at the impacts to emergency services operations because right now that center median functions as a left turn lane for those private driveway accesses along the corridor with the median barrier in place those left turns both into the driveways and then out of the driveway this would no longer be possible so to have a full movement access you'd have to overshoot and then make a u-turn at the nearest intersection downstream I'm going to go back to that slide our median barrier proposal is to have gaps in the barrier at all of the intersections in the rural areas so both the signalized and the unsignalized intersections and the intersection spacing is about every mile or so in those 12 miles of rural segments so it doesn't result in a huge amount of outer direction travel but we do understand that for larger vehicle types there's going to be some impacts and that's an ongoing item for us to continue to work with those private landowners and the farmers and the emergency services to figure out how to best accommodate those large turning those large vehicles and their turning movements next steps on the median barrier we've been pursuing grant funding for the construction of a center median barrier we've submitted a couple different grant applications unfortunately none have been successful so far but we have a number of other opportunities in 2024 that we're continuing to pursue in partnership with CDOT elsewhere on the corridor CDOT has been doing a pilot speed study looking at an alternative means of setting the speed limit within the city of Lafayette as you may be aware a common technique is using the 85th percentile which tends to drive the speed limit higher over time and CDOT has recently developed a new protocol for looking at an alternate alternative means that relies more on context to set the speed limits and we expect the results of that study to be available later this spring we're continuing to explore opportunities for speed photo radar along the us-27 corridor as you may have heard there was a new automated vehicle enforcement bill that passed in the legislative session in the in the previous session and we're working with CDOT and other partners to identify if there's opportunities to pursue that in addition to or as an alternative to officer enforcement on the corridor we have coordination between CDOT and Longmont to continue the design and implementation of the intersection recommendations within the city of Longmont as well as working with CDOT on traffic signal timing improvements and visibility enhancements and with that we are request our requested action of tab tonight is to recommend that the Longmont City Council endorse the us-27 vision zero safety study and with that Lane and I are happy to take any questions you might have I've got a just a couple right off the top with the countermeasures such as no right on red and the yield to pet or bike and those sorts of things is there any data that talks about these types of countermeasures how long it takes for them to be adopted or integrated by the actual driving public I don't have that off the top my head you know with any changes there's a certain break-in period it's a radical break-in there's no no right on red I know is fairly controversial in some other areas so I'm just curious if if data is being gathered around that I'm going to defer to phil and if there are any right turn on red locations within the city of Longmont already well we just added one at what's it called bounty bountiful harvest drive at Costco and 119 harvest moon excuse me thank you so that northbound direction to 119 because we couldn't add an acceleration lane that's a no right on red and it's taken some time I'll be you know I've been monitoring it Kyle's been monitoring it it's taken some time for people to learn but I think so it's been through four months five months since that's oh jeez here we go wow time flies so it's it's taken almost yeah almost a year for people to learn that so and we that's without much enforcement at all so that's another piece of this is that we're looking at different ways of enforcing those no right on reds great thank you um regarding center median barrier you mentioned how it would be a solid concrete are there any discussions or possibilities of it being a more green or eco-friendly median barrier something where it's not entirely solid it's something where things can grow or it's more open and more spacious to allow you know some grass possibly so the three types of barrier let's get back to that the three types of barrier that we looked at within the study would all fit within the existing it's about 14 or 15 feet wide the striped median that currently functions as the two-way left turn lane so none of the options that we looked at would have required expanding the median because that drives a pretty costly expansion of concrete if you're adding more pavement to the roadway and with the number of contributing factors going into those head-on crashes i don't have the the breakdown in front of me but it varies between drivers losing control on snow and ice texting distracted drowsy drunk drugs and probably for getting a couple but the long story short is that they're to really prevent all of those crossover crashes we need a impenetrable barrier that's going to stop vehicles in their tracks that relying on rumble strips or other sort of softer features to divert folks back into their lane is not going to be sufficient to to mitigate all of those crossover crashes and i think with the with the available space in the roadway or with the available space in the medium that we have we don't really have the room to do sort of a swale that you might see more in an interstate context where there's just a lot more room for vehicles to naturally come to a stop without some kind of low wall and then the other consideration is that CDOT who would be responsible for maintaining any kind of median barrier has a very strong preference for concrete due to the nearly zero maintenance cost of it basically you set it and forget it whereas with the cable rail and guard rail it's cheaper initially but there is an ongoing maintenance consideration except for drivers hit it it has to go out and be fixed for it to maintain its effectiveness additionally costs are a huge factor in this and so as we're asking for grand dollars to come back through there and have to dig out what's already concrete and change that into something greener though preferable is going to cost a lot of money and add to the project cost whereas putting them the barrier median on top of that concrete is kind of the cheaper solution but more as effective okay cool thank you i was just curious sorry thanks for the presentation it's it's a very impressive study the crash statistics for the long segment are shocking and sobering and i agree with you that no time is too soon to start addressing those safety issues now did i understand you to say that the county's safe streets for all grant application was not successful that's correct so we applied we saw it last year in the usdot safer streets and roads for all call we asked for just under 17 million for the 12 miles of concrete median barrier and unfortunately we're not one of the projects selected is there any other funding source secured for the median barrier so right now we have about i think 4.4 million identified out of roughly 21 or 22 million total that we need most of that 4.4 million is money that seedot has identified what's in their 10-year plan which is essentially their version of a capital improvement plan and then a little bit of strategic safety money that they've identified they're also we're working with the traffic engineering staff from region four the seedot region that includes balder county to apply for some internal funding that's only available to seedot later this year and so we're hopeful that in the next year in the remaining nine months or so of 2024 that we've got a few more opportunities to pursue some that are only available to the county some that are only available for seedot to apply to some that we can both but between the two agencies our strategy is to leave no stone no stone unturned in seeking for funding just a quick can we leverage our congressional delegates to kind of move this along because obviously this seems like it's affecting a lot of communities and we've got a single representative that's an excellent segue to one of the options that we're pursuing there is there's a current process for submitting congressionally designated spending requests to our congressional designation more locally known as earmarks and the county has an internal vetting process where we're gathering all of the ideas and then the county commissioner's office is going to be deciding which ones we'll submit and so we have submitted a letter of interest to our commissioner's office to pursue this and based on commissioner lochamine who represents the district covering longmont it was her recommendation or encouragement to submit a letter of interest for this project and so while it hasn't been determined which earmark request the county will be submitting we're fairly optimistic that this will be one of them based on already one of our three commissioners supporting it going back to the funding will the four million dollars that's in hand be spent on barriers for high priority locations or will nothing get built until the whole 22 million is in hand it's a good question it there's kind of a there's several options in order to leverage that four and a half million and secure more federal grant funding we couldn't spend it now and then use that as leverage for later because if you if you get a grant nothing that you spent before your grant agreement is executed is eligible to be considered part of that and to access almost all federal transportation funding you need to have some local match and so right now our strategy is to is to use that as leverage which means that unfortunately we can't go out and spend it right now because we need to be able to to show that we have available to cover the general 20 percent required local match for transportation funding David on a positive note the fact that CDOT is willing to put up nearly four and a half million dollars is an indication of the recognition of the urgency of the problem on the other hand with discouraging and alex to talk about this is the vexing difficulty of finding funds we've identified funds but finding funds and actually scoring grant money to implement the median barrier project which is odd given the great number of funding sources and volume of money that's available okay you've explained the reasons for selecting a solid concrete cast-in-place center barrier i'm wondering if as vehicles become larger and larger and heavier and heavier and traffic speeds get faster and faster has the design of that cast-in-place median barrier been updated it's a CDOT standard and i couldn't speak to the last time that they have updated it but my understanding is that it would be the same type of concrete barrier that they would use on an interstate application if the if the the amount of deflection space that you have is too small to use another type of barrier okay and those are steel reinforced cast-in-place concrete i believe there's rebar in there yes thanks sir well thank you for this presentation and thank you board member mcnerney for those questions because those were my questions specifically on the center median barriers and then i think generally it's you know if it's hanging on a grant application we may or may not see that this year maybe next year maybe the following is there anything that we could do in the short term in terms of what what can we do tomorrow type of thing so one of our short-term items is that CDOT is working on using one of their continuing continuing services contracts to bring aboard a consultant to move into final design of the median barrier and so our our study was about a 10 level design not enough to go out for construction and so CDOT is going to pick up where we've left off with one of their consultants and advance that into final design so that we have an ad ready package okay and then next question is the intersection improvements uh i know what i'm suggesting is a complete overhaul of intersections you know i'm more roundabout friendly because of the stats purely but is there any thought of that into the future maybe as we have to you know replace the road maybe we do a complete redesign when that opportunity arises if there's any thought behind roundabouts is that more for the city of long water in the rural sections uh rural sections um i would say any uh because it will make it easier for turnaround for emergency vehicles also you hear more side swiping people instead of the head on collision uh and there's less conflict points uh and other countries have had experience with uh that's called turbo roundabouts for kind of your highway areas uh so just you know i just want to always kind of uh envision and uh invent kind of the new the new thing that we should be doing so i'll answer for the rural areas and then i don't know if phil wants to jump in uh for the urban areas within long month uh we did look at roundabouts as part of the study and ultimately they were not included in our key recommendations believed due to a combination of cost we're rebuilding the intersection given that we already have signals of the larger intersections as well as right away and then i think also with the speed on the corridor seat and the volumes on us 27 c dot was not supportive of converting the larger intersections to roundabouts okay uh unfortunate in my mind but we'll we'll get there someday so yeah then coming on to you know within long month um 287 is a pretty tight corridor as it is um with 287 it's a large freight corridor as well i would say it would be a hard ass with c dot to convert some of those main intersections to roundabouts just between the right-of-way takes space and requirements uh by let's say outside of the 287 as long as a whole um you know staff is entertaining several options and roundabouts is one of them for safety improvements of many intersections throughout the city so um you'll see more of those plans through vision zero as that plan comes together because it will require some community engagement and consensus to provide those improvements those areas as they will drastically change in the future all right well thank you that's i believe that's all i have for now so thank you thank you well um taylor kind of preempted my question about roundabouts as no surprise um i have a lot of experience with roundabouts have haven't come from england and roundabouts are everywhere including extremely fast roads and 70 mile an hour roads so really common to have roundabouts you just have multiple lanes and some of them even have traffic lights i've been on those are the really fun ones but i would love to see more roundabouts on the route and i think just based on all the safety issues and the things that taylor has nicely brought up i would just want to second that i would love to see roundabouts more considered even within la mont and but also on the rural areas because safety is really important as what we're talking about and my other question was uh what's the next steps for brt so you did the presentation about brt what's the next step after what are you out now it's a challenging question um us 287 for lack of a better way of putting it is sort of third in line with our nam's corridors in terms of transit improvements so first in line right now is highway 119 the diagonal highway linking long montan boulder as you're probably aware later this year c dot is going to be going to construction with several transit improvements and then also a commuter bikeway linking long montan boulder next up in all of our nam's corridors is highway seven linking boulder and brighton obviously that one does not go through the city longmont and then us 287 is our third corridor in line so we don't have immediate next steps for short-term significant transit improvements on the corridor rtd is significantly limited in how much service they can restore with their ongoing operator shortage they're down by a significant share of their funded bus operator positions as well as their mechanic positions so unfortunately there's not a whole lot of good news right around the corner in terms of how much service we can expect from rtd i would just say there is reason for hope given the collaboration of stakeholders including in four columns the transport public transit agency that is a willing partner and runs the flex ride now and so there is as a platform this collaboration through the coalition that allows us to think through options and draw on resources of stakeholders so that there's nothing definite as alex suggested but there is a launching pad to to do better and as we mentioned in the presentation there's a great need there's more and more need for mobility by transit and to reduce reliance on the automobile another bright spot that wasn't really in play when the original northwest area mobility study was done back in 2014 as c dot and so at the time c dot was just getting into the transit business with their bus staying system and over the last seven or eight years or so has built out a rapidly growing and fairly extensive network of statewide transit and is now a significant player in the inter-regional and statewide transit game in a way that was almost unthinkable a decade ago and so we don't know exactly what opportunities might lie with c dot but c dot is on the cusp of an update to their 10-year plan which is essentially their their short-term transportation master plan for the state and so transit funding is a top priority for bolver county and and our communities and so we're going to continue beating that drum as part of the 10-year process and so that might yield some more funding and options that that rtd is unfortunately not able to deliver in the short term okay thank you for that very detailed answer um i would love to see more transit of course because i would want to use it all the time but i have to i'm forced to drive because it just takes too long to get anywhere so my last question because all my other questions have already been covered is there was a lot of data in your presentation i was just wondering if there's somewhere that we can go look at that information because it wasn't in our packet so i was just wondering if we can see that information because there was lots of good information in there yeah we have a website on the county's website that has the full report as well as an executive summary and then appendices a through h i believe a significant number of appendices and covering all manner of topics that we looked at and we can share that i think through phil we didn't include it with your packet so the website was the was the attachment piece so that was the link so sorry if that wasn't evident oh okay i didn't spell that thank you our our website has both the phase one bus rapid transit study as well as the phase two safety study okay thank you and naturally please feel to call feel free to call on us if questions come up and you'd like to have some discussion and we're open for that anytime thank you so as david pointed out again time is of the essence so i guess really the best thing we can do is if we see the obviously the validity and your statistics and what you're trying to do we should have been endorsing this safety study so are there any more questions or comments yeah yeah i'd like to go back to the roundabout idea just for a moment you've explained that you considered it and rejected it i recall you showed an image of a u-turn turning radius at an intersection i didn't look at it closely enough to be able to tell whether you're proposing expanding some of these intersections to accommodate the u-turns that are going to be generated by the median barrier barrier can you explain that so that's something that will need to be resolved in final design for the median barrier we are probably not going to accommodate a wb67 which is a the prototypical semi-truck being able to make a u-turn at the intersection the the u-turn radius for those types of vehicles is fairly significant but what we're looking at is more how could we accommodate a single unit you know a standard 40 foot box truck and if a vehicle like that would be able to make a u-turn from the left turn lane and still clear the intersection and at some of the intersections it will be able to some of the intersections will likely require some modifications where the signal pole or something on the opposite side is is in the way of the swept path and so there will need to be some changes there to be able to accommodate those okay thanks and david just to follow up a bit about we've spoken to the emergency responder representatives and evidently they use a kind of preemption system i think it's called opticon to be able to switch the lights that can allow three movement or a u-turn so as far as emergency vehicle access and mobility goes we're cut we're covered there if we could go back to that previous slide this uh yeah the u-turn so like is this purely for emergency vehicles or we we are we're also kind of planning for general uh people using the corridor uh both so one of our our other next steps for the median barrier is to do more engagement with the landowners and the farmers and other folks that are currently using the the existing median as a left turn lane to access those private driveways we did some outreach as part of the study but we didn't get a great level of response from the landowners adjacent to the corridor in the rural sections and so we know that's an area that we need to spend some more time and energy with to really understand their needs there's a number of different ways to potentially accommodate the movements that as it stands our median barrier would prohibit those being you know an alternate route where you could go around and make three rights instead of a left turn to access the property or you can make a u-turn at a downstream intersection or if there's driveways where we really have a significant number of movements potentially a gap in the median barrier at a private driveway but to figure out which of those is going to be appropriate we really need to understand how many what the the left turning volume is at all those at all those driveways and understand what the needs are and so that is an area that we'll be spending more energy on in in the coming year to really get a handle on on how best to accommodate those movements that we'd be restricting okay yeah because i see kind of the the general theme of this study is to reduce the conflict points that you know reduce the head on collision reduce you know the the drives what we like to call strode's now i think the federal highway administration now acknowledges that term but uh you know i'm a little concerned about the u-turn of philosophy here just i just think it might produce more conflict points so maybe a light structure maybe that's what fix it but just just a thought so thank you thanks um just to follow up on my roundabout point sorry to ask more questions you talked about the um cost was one of the reasons why it was ultimately rejected and i was wondering if the long-term costs like for example the signalizing is an expense and how was was that considered as one of the potential savings not having to signalize an intersection because you have a roundabout instead was that one of the i maybe you don't know but i was just curious so in broad terms i think our study proposes to leave the existing unsignalized intersections unsignalized that we we looked at i think there might be one maybe two um that we're proposing to signalize but for a number of the other other intersections we did evaluate those and the study revealed that they're not really close to meeting one of the different signal warrants that c dot would require to convert it to a signalized intersection and so for most of the intersections that are already signalized they would stay that way and then for most of the unsignalized intersections there wouldn't be a cost to signalize since we're not proposing to signalize them okay that wasn't actually my question thank you um i was asking about so if you did a intersection change to a roundabout for example you no longer have to pay to have those lights anymore running all the time and that is that there is a cost associated with that was that one of the costs that was considered as the pro point that that would no longer be a cost for that intersection because a roundabout doesn't require any electric i am not sure off the top my head if the maintenance and operations cost of the signal was factored into the roundabout consideration kyle why don't you explain how much it costs to do a roundabout because of the right-of-way costs and those sorts of things that maybe we're not we're not understanding yeah so it could be a range so it's kind of generally speaking for smaller maybe two to four lane roadways might be talking about the range of four to six hundred thousand dollars for a signal for four approaches and all the equipment for roundabout depending on if there's right-of-way that could be anywhere from one point five to two million dollars so we're talking about projects and spending solar power will spend you know five hundred thousand dollars now except the maintenance costs maybe a few thousand dollars a year versus spending the upfront capital of making a roundabout plus the years of construction while signal could be a few months of inconvenience so a lot of those factors come into whether it's roundabout or signalization so and in terms of c dot since they're so flush of cash and have all this money for capital projects usually completing the ones that complete the needs of the project in the shortest amount of time with the littlest budget usually is one that wins out so that's generally how it goes and so if there's any questions about that stuff I'd be happy to answer a little more specifics does that help in the cost of signalization versus roundabout yeah I mean it does yeah it's just you're almost putting a price on the extra fatalities you might potentially have at that intersection for the cost of implementing it yeah and part of the way in is if they spend let's say this intersection for example this one would probably be upwards of two plus million dollars versus if they spent the money across the entire corridor you're improving more sections of the road at once so you're hitting more people versus this one area is only once getting improvements so you look at a lot of crashes we've had on 287 a lot of different stretches of the road and so what happens is you make one improvement to one side of the road but then because of lack of funding you can't accomplish the rest of the road and something happens there versus if you're able to complete a project like say the median barrier at some good costs you somewhat protect the road and maybe eliminate more of those fatalities so unfortunately on the 287 corridor especially with rural areas it's not so much at a single point it's the entire segment that needs to be addressed because the randomness of where those crashes occur are pretty evident from locations versus when we look at our signalization we know where those happen because those happen at the intersection so we make those really big improvements at intersections so hope I answer your question on that one yeah yeah sorry sorry to keep you driving it's just yeah the safety differences is pretty considerable change to you say thank you can we uh do we want to get a motion to approve the vision zero safety study on us 287 or do we need any more questions I'll move that the board recommend to counsel that the 287 vision zero safety study be adopted endorsed by city of Longmont do I have a second I'll second that all those in favor say aye aye any opposed yeah thank you so much for your time excuse me sorry no I was just going to say um that was our action item since we moved that down we can move to number eight if and we can discuss the the email comments on this perfect we also have um the woman who wrote or the person who wrote the email in the audience Jen Bell and so if if the chair sees fit you could reopen the public invited to be heard and have her speak to that we'll yeah I'm as common with all our public in invite right we do a five minute um maximum length on that yeah I'm just wondering since we've all have a copy of it I I would prefer to get our comments actually if that's okay with miss bell or if you'd like to speak and add additional commentary to this that's fine as well okay yeah my name is Jen Bell I live in the north of Longmont I'm very excited here we have a transportation advisory board honestly did not realize that until yesterday so um since everybody has a copy of the email I won't rehash all of the content I mainly wanted to mention a few other things that I thought about during the course of observing the meeting the biggest of which is that I think there's lots of excellent discussion about about the short-term fixes especially with regards to safety I would hope that the board keeps in mind long-term vision at the same time as fixing the short-term problems so when we talk about when we talk about signalization we talk about no right on red I think that taking the taking immediate action to improve the safety of our city is a fantastic move however in parallel to that I would hope that we're thinking about you know what it what does that do to the city long long term you mentioned the term of strode I quite I think I used it twice in the email I would hate I would hate to see measures on our on our cities turn roads into more of a slowed down blended environment as opposed to striking a delineation between this is a corridor this needs to be fast and separated where pedestrians and cyclists are on it in the first place and establishing secondary routes that are very pedestrian forward cycling forward versus trying to force everything in one spot and then having additional mitigation efforts which slow it down even more kind of get my point I I think that it's important to keep the short-term and long-term in mind in parallel and if we're thinking about things that are going to be safer but slow down the road hopefully in parallel we're also thinking about what could we do to route 287 not through main street in the first place what if it went down over I mean I may be completely out of the loop and hopefully these are things everybody's already thinking about but I just wanted to emphasize that of the keeping short-term and long-term in mind I also wanted to comment on the the median barrier that we talked about hopefully as part of that we could leave small gaps so that gravel cyclists like myself don't become completely blocked along the highway I crossed 287 yesterday on my ride I think that gravel cycling around Longmont is one of the selling points of the city we have fantastic gravel access which often feels trapped by the surrounding highways if there's now a barrier that forces me to go several miles out of the way that gravel the wonderful gravel we have around north Longmont east Longmont southwest Longmont becomes inaccessible so even if there's not going to be a gap for a car to turn left we could have a small gap for animals for cyclists to keep it from being a complete barrier and having a median would make that crossing so much safer but still an option let's see I also wanted to comment that you know I'm so excited to hear about all these plans I'm sad that this is the first time I'm hearing about it I'm I'm sure that the teams involved have been very diligent in getting things out to the community so I'm sure this is mostly on me I guess I'm just like I am wondering what what methods we're using to engage the public if I don't know about an open house ahead of time and have it on my google calendar I'm not just going to stumble upon that I I don't know if there's a there's a Facebook group I should be following or an Instagram or I don't even have a Twitter right there's a lot of this is probably me being out of the loop but I would be curious why was there not a single respondent under the age of 24 in the transportation mobility plan what about high schoolers who want to get to school around here what about middle schoolers you know what if we do we ever want to attract young people who tend to have tend more to flock to bolder I think all of those are all those are things that got me thinking and I this seems like a very capable board and I'm very excited about the teams that I heard speak tonight seems like a very competent group so I don't throw any of this out as an accusation of incompetence I just want to ask the question what am I missing as a citizen to become more engaged in this because I care a lot and would like to be able to help more um let's see I think oh and the one other thing I wanted to comment on and I talked about this some in the email but additionally talking about not all bike paths and not all not all connectors are created equal I've I've biked along the connector parallel to 36 and it is a fantastic connector I used it to commute to work for long time and it's great but the lobo trail so much better because you're not right next to the road even having a strong buffer the road noise can be stressful especially for a new cyclist so thank you all so much okay so I think what we had talked about is we'll move to our comments and if anybody would like to address the email and these additional comments I think would be appropriate now and I'll just start Taylor with you well first off for the two presentations thank you you all did a great job and now you know the other two left yeah as I say that I realized that yeah um uh and then also for the public comment saying thank you Jennifer I would uh I would recommend you know being keeping tabs on the tmp in the process uh you could even because obviously it sounds like avid cyclist so uh there's also a bike issues committee uh you could join um that I would uh email Ben Ortiz to join on the mailing list uh he's front row to talk to him so um but yeah just you know and and the bick I'm a member of bick uh there's two of us here that are members uh we're we're working on some exciting things um and and I think generally the city is working on very exciting things and and that's why I'm here because I I want a better future so but thank you for your comments and it was a great meeting today thanks um so I want to thank the presenters who have already left um but super lots of really good information today um some of it was affirming of what I'm sure most of us have already experienced but it's good to have the data behind what you're seeing every day um as regards to your comments miss bell um I am a only cyclist I only cycle in la monta it's my primary form of transportation here and I only drive when I really have to um so I have noticed all of the things you talked about and I feel the same way as you do for most most of the way um I am part of the bicycle issues committee as Taylor said and um I I strongly recommend if you really want to be more engaged with bicycling here in la monta and have have your say on where the city is moving on which paths are um being connected and how those connections are going to look like um definitely consider joining because that's the conversations we're having as part of that committee as well as you know attending tab as well because we talk about bicycling almost every time so mainly because I'm here okay thanks two good presentations tonight a lot of useful information I uh also want to thank you Jen bell for your very thoughtful uh comments and your interest in la monta transportation yes to echo what everyone's already said very informative presentations I did learn a lot tonight and to comment on the email I want to express that I resonated with it a lot because for me I like walking pretty much everywhere I live over at the corner of third and ken pratt those apartments over there so that's a lot of new development happening and when I first joined tap that's like the one thing I wanted to learn about what's happening around me like what can I do and I learned that uh for county line that the new sandstorm marketplace that's being developed right now next to walmart they will be turning that into a crosswalk so that information is something I learned after joining tap so I don't know if there's a way to increase the awareness of existing projects that are happening but that would be something I would recommend because now that I have that info I'm like okay well it's going to be done I don't have to be you know questioning what's the city doing I could just wait it out and still run across really quickly while there's cars goodbye so I really appreciated the email and um thank you sit again great presentations um by our guests who have left um and you know um I again miss bell great email I think what's interesting is is we touched on a lot of these kind of items within the discussion on the tmp as well as with the safety study um and I guess the one thing that always comes to light for me when we talk about safety dollars and safety in dollars is the challenges as kyle mentioned was we have an entire project that we're trying to make safe for everybody so putting all the money into a single improvement versus making sure that we do it for the whole thing is much like all the projects that we're trying to either endorse or look at and I think that's just a challenge and it's a weighing of yes would it be nice to have a gap between the concrete barrier for animals and cyclists but is that you know something that c doc can't do nor will they endorse it's not part of their standard it's just this balancing act of money versus you know payoff and unfortunately you're right until vision zero safety wasn't as much the consideration where I think we have kind of flipped that script a little bit so engage longmont is a great site to go to for projects right we we would have had the crosswalk on engage longmont is that right fel that board member kim mentioned that's actually a little different spot but we do have our current developments that you can go to and look at all the current developments for the city engage longmont's a great place for the vision zero and the transportation mobility plan we also do a lot of advertising on you have to it's best to subscribe but on instagram facebook and x are all places that if you just type in city of longmont and start following the city of longmont you'll see all these different chances to engage with whether it's next light whether it's you know a certain transportation project or if it's planning so there's a bunch of different things out there if it's library even you know it's different different aspects but it's a great place to get that information it and then i guess the last thing i would say in regards to all this is that if you are passionate about something like cycling and what have you late your friends and neighbors know as well and because the more that know about this the the more conversation that could be had the better it could be for everybody so thank you everybody for a good meeting tonight um items for the upcoming agenda i think you had a list on your sheet there yeah we still intact the uh rtd planning update and then the 2024 cip update correct and then we'll probably have a third reminder april 15th not april 8th thank you our fourth reminder we also plan on uh we have some parking code amendments that we might be talking about as well we're changing the parking code to maximums not minimums on a lot of different areas but we're also changing some of the multifamily minimums it's the last place where we have where we're talking about minimums as multifamily and single family but single family it's pretty easy but we'll just let you know um about those we'd like you to see them before council but we're gonna we're gonna see about timing on that first so we'll let you know thanks great um okay with that um i need a motion to adjourn he's quick to the trigger right motion to adjourn tonight's meeting all second all those in favor hi i suppose great thank you have a good night


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