 We can hear you. Okay. All right, here we go. Let's call them. Meeting of the broken airport commission. 408 PM. First item is the, is the agenda. I would move to amend the proposed agenda by adding. 10.02. Airport police division update by the. Division director. And also 10.03. Process acquiring new airline service. Service. Is there a motion to approve the agenda as amended? I move to approve the agenda as amended. Second. I'll second. And discussion. Seeing and all in favor of saying aye. Aye. We have an agenda. Next item is the public forum. I see no one else on the screen for public forum. So we'll open and close that item. Next one. Nick, do you want to introduce our guests? Yeah, I'd be very happy to. Jeff. Tim and Bill already were introduced. A person here, but Jeff Munger. This is Colonel David. The 150. Commander. I invited him here to give him just a brief update on. Our relationship and our communication between the two entities. That's wonderful. Please to meet you via zoom. I wish I was there, but. I can't be. Nice to meet you, sir. Hopefully we'll meet again in person here shortly. Okay. The Colonel and I, and then both of our teams have had tremendous amount of collaboration over the years. Very specifically over the last few months. And in fact, Larry and I were just over on the base today. With some of their civil engineering. Years over there. So it is my pleasure because. It's been a tremendous asset to us and our team here. So my pleasure. I'm going to give a little bit of an update on. His side of the airport. Thanks. Thanks, Nick. Thank you all very much for having me. Mr. Munger. We can hear me okay. On the. Really appreciate this opportunity to kind of, you know, Give you a lens into what's going on. And both our partnership. And then also run the base side. So. I think one of the reasons we've been so successful. To navigate into the complex and challenging issues. Quite frankly, Is the relationships that we have with our Wellington. BTB team partners. We're very grateful for that. Especially and even in a previous role as the operations group matter or work extensively with this team. And I think just continuing to build on those relationships. And we emphasize that to our team. That is correct. Because there's always going to be complex and challenging issues. But I think that's one of the reasons we've been so successful. And how we, you know, How we navigate at respectful dialogue. And probably solve that. And I think that's one of the reasons we've been so successful. To navigate into the complex and challenging issues. Quite frankly is the relationships that we have, And I think that's one of the reasons we've been so successful. And I think that's one of the reasons we've been so successful. Dialogue. And problem solved together. So we, as you know, We celebrate our 75th anniversary. Or maybe, maybe not no. In June. So the hangar say 1946 over there. So we've been around 75 years. And we know the airport's been here a hundred. So we've been not, We've been here together for three quarters of a century. So we're grateful for that enduring presence. Which we're going to continue to have. But then also that partnership. I think that's, that's going to be key on the way forward. And our partnership as many levels. And that's kind of what I want to touch on as well. But it is enduring. And we are grateful for that partnership. We meet monthly to discuss concerns, issues, Problem solved together and have that dialogue. In fact, we just had our monthly one yesterday. So that dialogue is going to continue. And that's one thing that this team and our team. And decided, Hey, why don't we make these regular? So we're instituting initiatives to even further that, that partnership. And I'm confident that we'll continue and strengthen as we go. To give you kind of a perspective on the partnership and what, what we kind of provide each other as we share, you know, the picture was out there on the runway. The BTB teams on one side and our guard is on the other side. But we are the, the soul and mutual aid of fire response. And that's, that's significant. And that's not just the airport, but that's also within about a 15 mile radius of the towns. And so to put it in perspective for fiscal year 20. The fire department responded to 904 events. 218 of those were mutual aid responses to surrounding communities. So, you know, 25% to put that in context of flying. Cause I know there's a lot of discussion about the fire. And we're going to put that in context of flying. Cause I know there's a lot of discussions on, on aircraft and planes is, we fly about 15 days a month. So about half a month that we're actually playing. That's it. What you have our fire department is responding. About 75 events per month, which is two and a half events per day. So just to kind of put that in context, they are actually responding more than we are flying. And what, what kind of events are you responding to in the community? So I can give you an example. Sometimes they're on the airport. So the recent civilian went back this summer where they were first month to respond and pulled the family from the burning or the aircraft emergency that was on the runway. So something like that. It might have gravity or significance right here to save lives. For most recently, last week of the week before they responded to lime kiln that we're able to save a woman's life. Cause they responded in the first, basically one or two minutes. So, and the proximity, that's the thing. Well, let's say when you ski the 50 mile radius, they're typically a lot of conditions, but they're the first responders. And so they take great pride in how to do that very well. We always get notified of senior leadership every time they leave the base. So I just wanted to share that kind of on their behalf. It's important. It's an important role. Thank you. Yep. And just for right now, year to date, we're about 684 events. As of right now, we'll probably be up again around that 900. The other aspect in kind of the partnership is the EOB. So explosive ordinance disposal. Our team partners would like civil authorities to go and clean up with destroyed ordinance or rounds and clean up the other on that range. So between here and kind of through New York or explosive hazards. They're moving more than 15 to 20 miles an hour. They're moving more than 15 tons of scrap and ordinance. Just this past year for FY 20 alone. And then we also partnered with the secret service should we have a distinguished visitors. Come visit us. We always welcome military personnel and military. Police unit law enforcement unit. We do, sir. We have a security forces squad. So we have a whole squad and it's a security forces. Absolutely. Okay. Thank you. In terms of, in terms of, you know, quick F-35 update and where we're at, we have all of our jets right now. So we got our last our 20th jet about a year ago. So we have 20 F-35s. Our training is on track and we're expected to come out of conversion status, which we call conversion at the end of this calendar year. So the end of December. And so essentially all that means is now, instead of being in a conversion status, we've gone through this transition. Now we're going to be, you know, essentially an accessible combat coated F-35 fighter wing for our national defense as needed. So we're very proud of that. What's the difference? So in a conversion status, sir, you're given us so much time to actually make a transition when you change aircraft or when you change emissions. So our timeline, it basically goes through the end of this calendar year. And so we're on track. So we're on track. So our timeline, it basically goes through the end of this calendar year. And so we're on track even with the pandemic, which has been impressive. It seemed to be basically stay on that timeline. So that's, so essentially as of January 1st, we are accessible should the federal mission be needed for us to deploy. Does that increase your status for being called to active duty or, or, excuse me, increase your readiness as put it that way. So that's a great question. We've been focused on over these past kind of couple of years. Since we've got our full complement of jets last fall, the focus has been on our readiness to make sure that we are ready to go. Should, you know, the federal mission be called to go somewhere. Thank you. So that's kind of where we stand right now. We're training and flying schedule is going to remain similar for like the next year. And this past year and that'll continue. And we've tried to be as transparent as we can with our flying schedule. We're also preserving the sanctity of operational security. So we're trying to balance those two. And we try to do, you know, public releases when we are going to deviate from, if they're going to be significant deviations from the flight schedule. Typically fly Tuesday through Friday and then one week in a month, typically in the morning and then the afternoon. And then for the most current information, we post that on our website. That's on www.vermangar.com, slash up 35. And again, we try to share as much as we can within the, while still ensuring operational security, but noise mitigation, you know, this is important to us. We know we have an impact to the community. We want to want to mitigate as much as possible. And that's part of our partnership to, we support the initiatives that our PTB partners are doing. And then we also try to mitigate as much as we can within our control. Realize that we also have to fulfill our federal and state mission training requirements. So we've adjusted takeoffs and landings. You've actually raised our traffic patterns. We actually don't do patterns here. We don't do training here locally at the airport. We try to keep that away. So really when they come in, it's really just a land that's it. It's either to take off or land. We don't do pattern traffic patterns here. We meet those requirements and get those requirements elsewhere. Yeah. So that's, that's curious. Where do you do that now? Since you're not doing it local. So we try to do over an example would be over a wheeler sack army or fields over in western New York, kind of a less populated area there. Again, so that's just something that we can control that we're doing to try to mitigate that impact. We also, we try to recover to the highest pattern possible based upon the weather. So if the weather is nice with no clouds will typically stay very high as long as possible to come in and kind of spirals down from that. So those are the kind of things we're doing as much as possible to mitigate our impact to the community. It's still our needs. So you work with FAA in this noise mitigation program as well as BTV. You, you sink with them or are you do this on your own? We sink with the, with the BTB team, but our initiatives are different than the FAA. So we go through kind of a BOD. So the department of defense channels and processes, but we certainly support the BTB efforts and initiatives. And those are in our discussion when we meet monthly. We talked about here's what we're doing. What are you trying to do? And how does we kind of work together to serve the community that capacity? Okay. Well, your role overrides that of the FAA. By mere nature of your animal. Department of Defense. It doesn't override the FAA. We kind of work in concert. I understand. Got it. Okay. Well, would you ever take off patterns, ever change from what they are now? I regret it. The weather changes, but would something occur where your takeoff patterns would make change? And I don't know from what to what, but that's just a layman's question of that. I mean, that possibility, I guess always exists, but what we try to do is provide some sort of stability and predictability without compromising security. Okay. And that's why we probably, and to be frank, I've said this before, I'm not sure what you're trying to do. I mean, it's, you know, we've probably given more information since sometimes we're should or we have more than we're obligated to, through a public, but I think that's important. We're trying to balance our mission needs with also, you know, respecting the other community. Okay. And that's important to me as a native Ramona. Born and raised here. So we're trying to balance. Okay. Thank you. That's great. So some of the efforts that we're kind of synchronized on is we actually have some noise studies. Just while we talk about this real quick. It's part of our EIS for 2013 is we have a noise study. It's been contacted out through the National Guard Bureau on the military side. And that's separate from like the noise exposure map. That I know this team is working on. So we kind of share things that we're trying to do. So we're trying to balance. Okay. Thank you. That's great. So some of the efforts that we're kind of synchronized on the military side. And I know this team is working on. So we kind of share things on different initiatives that we're doing to kind of, you know, study and analyze the impact of the community and then subsequently take mitigation. And that study, how does it. This is quite a germane question. How does that study compare to the studies that you've seen. From the airport. We see any, is it largely the same? Are you seeing key differences between your own study and the military side? The past ones that have done is we're seeing, they're very consistent. They're similar. And so that's kind of what we're expecting and just beginning to hopefully see on these follow-up ones. So our follow-on study was just contact, contact it out into this fiscal year. We were made sure that we stay engaged so that that did happen because that was part of, that was written up in EIS. And it's about commensurate with the, with the noise exposure map timeline that's going on with the data. And that's important. And this is, this, this will be the first one. That the guard has done post F-35. Correct. Yes, sir. And that's why I think it's important is that, you know, actual data versus kind of a, here's what we bought. Here's the models. Let's see where actual data lands. I think it's going to be consistent. It's going to be similar. Well, let's see. We all want that. Okay. And when, when do you expect the findings? I don't know. I don't know. I don't know. I just want to track it out. So I can't give you. I'm not sure. Like six months, nine months. I would say sometime within the year. I think they want to analyze multiple seasons. Like they've done to other places. Okay. So more of all of that, but that's where those meetings. We passed. I'll certainly pass it to you as well. Great. I think an important piece of that, just to that a little bit is. The funding for noise mitigation. There's a significant amount of collaboration on operations. The timing of the update to the EIS and the noise maps that the. Air force or international. That map is very different than the regulated app of the FAA. Meaning there's two different noise models. There's two different. A set of regulations and requirements. I should say. That defined the mitigation process. That's a very important piece to the public side of things that this is. Part of a much larger environmental impact statement back in 2013. Updates in that. Our noise exposure map is very particular to FAA. Funding for noise mitigation across all communities. Regardless of what air. All aircraft are studying on that particular. So I just want to make sure it sits. It is a different map. A different set of circumstances. There. The air forces map. Will not local. The FAA is. Or the noise exposure map that we. Because of those different things. So I guess I'm. He said that earlier was that the two were fairly similar. They are. Various. One of the big differences is. The guard averages their map over 228. Operational things. That's how. That's how often they fly. We have to average that map over 365. That's a, that's. All right. The general. The general area does look. But because of that. There's going to be some differences in the size of those. Which means. The difference in. Want to be. Eligible. Right. So yours would have a lot of. Operational things. That's how. That's how often they fly. We have to average that map over 365. That's, that's. Already. The math on that is going to be different. Those most console. The general outline. The general area. That's how much data there is. Eligible. Right. So yours would have large spread over a few. A number of days. Exactly. And so they're displaying the similar things they're using. Different models. The concepts. The concepts are extremely similar. And. We used to call it a hybrid map. map because we do use a portion of the Air Force's modeling system, as well as a portion of the FAA modeling system, and combine those, as well as those other map model changes that have been very intuitive. Jeff Shulman, you have a question? You have a comment? Welcome. And Jeff, to introduce you, now that you're on my, this is Colonel David Chepchak, and this is Commissioner Jeff Shulman. Commissioner, nice to meet you. Hi, I'm Pontes. I apologize for being late. I have no questions right now. Thank you. Okay. Go ahead, Colonel. Just to kind of do some just brief overview on some flight statistics, about 15% of our annual flight, so we get an annual flying program, 15% of it wanting to be here, whether it be exercise, whether it be deployments, whether it be training, whatnot. So, a lot of the operations aren't even done here. And again, that's the other thing that we kind of control to try to mitigate the impacts. How much time do we actually spend here? So about 15% of it is not at the Burlington Airport, just for previous data. We do have the night flight, so we do, that's a requirement for us. So we try to do that as sparingly as possible, but that's about 10% of our flying requirements. And we do make press releases when we're going to do that. So, the public will say there's going to be night flying, that is one of our necessary training requirements, because the federal mission, you don't know whether you need a day or night, we have to build that proficiency. So, just shifting to kind of real quickly to the economic impact, because I think that's important for our team of about a thousand, give about a thousand folks over there just on the airside for many international work. We have about 400 that are full-time, so we have about 400 full-time jobs. The salary is about 55 to 60 million, it's actually grown over the year for our payroll, so we're running around 60 million. So, you know, with the drill status numbers, so those in our full-time, they're coming from outside of 50 mile radius, some come from outside the states that come from outside of New England. And they're lodged in local hotels where we'll spend, you know, money in a local economy, not to mention we contract out all the local hotels, and that's at least once every month, if that happens. So, local contracts with our mission support group may prioritize, and we try to make sure that we put funding back into the local economy. So, to give you an example of that for our local business contracts, we've put about four and a half million, just in FY20, for local business contracts and fire emergency services, the $3 million mutual aid support during FY20. So, with the contracts in the past, we basically put anywhere from 55 million in FY18, all the way up to in FY20, it's gone down to about two or three million. So, it varies in there, but that's local economic impact there. And I talked about our payroll, we're up to 69 in FY20. So, that is, that is, that's a significant piece, and we are mindful of that. We have a pandemic response, and I'll kind of wrap up here for time. That's one thing is that we're very proud of, and it's close to home. We said, we don't just do the thorough mission, we have a state mission. We can do them both, they're not mutually exclusive. We can do both, we've done both, we're proud to do both. So, we had about 100 errands, about 10% of our boards that supported the state mission. We built that alternate health care facility twice, you know, where the Champlain Valley Fair was there. At one point, we were treating about 35% of Vermont's COVID patients at that hospital. So, our engineers designed it, they built it, we made it in conjunction with the partnership with the army guard, and then our medical professionals, and then we made it in conjunction with the commandant. So, that was quite impressive, you know, and our teams have been proud to do it. They delivered nearly 33 million meals, produced 142,000 test kits, and shipped more than 211,000 test kits, and they have been administered more than 64,000 vaccines, and done over 13,000 close contact interviews. We're still doing those missions, and those missions continue to go right now through the end of the calendar. Well, nice going. Just wanted to kind of share that, because that's important to us about the federal peace and STPs. A lot of talent professionals engage, you know, to make sure that we take care of our neighbors and our communities. Okay, I have two questions. One, noise complaints. The BTV gets noise complaints, you get noise complaints. I would assume they're the same, the same people who were upset, so it's not only called BTV, but they call the air guard as well. What I like to, we like to where these are coming from. What will that tell us anything or not. I mean, I'm surprised there's a number of people in the north end that are affected by the F-35. I'm not surprised, but what does, does that tell you anything or the air guard anything? I mean, I guess, we definitely want to have a relationship. We want that feedback and our public affairs team takes that seriously. That's why we're trying to update our websites, the information. We get callbacks. So if people want callbacks, that's important to us to those relationships so people will call back to try to explain things. But in terms of geography, kind of what are we going to anticipate the biggest impact would be typically well-established just off the ends of the runway. So I mean, more than that, the geography. That won't change over the years as long as we keep doing what they're doing. And that's fine. I'm not surprised at that. I wouldn't imagine, sir, just based upon quite just the geography of the runway and the land, the topography around us. So there's a lot of variables, but as long as the runways weren't in the same way, we're taking off and landing the same way. You're a similar system. I wouldn't anticipate that it would change that much. Okay, I have one other thing. I guess related to economics. Could Dear Guard give us a listing of zip codes of all your members? Just zip codes, 05408, 05401, 05 whatever the zip codes are in Chittenden County. Just in Chittenden County? Just in Chittenden County. I think we can do that. I don't see why not. The reason I would like to get that is, okay, you're complaining and your complaints are reasonable, but there are 2,000 guardsmen living in your community. Welleson or the north end of Burling, and we have, and I don't know what that would tell us, but it would tell us at least where these guardsmen are living and sending their kids to our schools and buying groceries and that kind of thing. And maybe a computer run would just do that. I don't know if that's possible or not. Absolutely. If it isn't, please let Nick know. Let me talk to my team and then I'll also confirm with Nick. No, we get, like anybody else, we get a lot of grief about the F-35 and they're noisy and Jimmy Lee is going to continue writing his letters and taking his extract. So the better informed we are on some of this stuff, the better we can handle that out in the community. Absolutely. We appreciate the support and we're proud to serve the community in both measures. Now, we have, I think, Hannah, don't you keep track of, or somebody keeps track of the phone calls we get, our log, and so they should not be that much difference in what the air guard is, but you don't need to mesh those at all. It would be almost impossible to mesh those out. Not only people don't give addresses, don't give... No, I understand that. It would be very impossible to correlate the two. You know, the new program online to submit noise comments on is going to help tremendously on our side really capture exactly what you were just talking about, which is the physical address of the noise complaint, the time, the date, and what that person is experiencing. Because, you know, working with the air guard, we can create noise departure procedures. We can change very, very small, not specifically with air guard, I don't want to speak on behalf of them, but we can create those different models based on the data that we collect. And I'd argue that we are the most transparent that we've ever been in the history of the airport on noise mitigation efforts, working with our air guard partners to make sure those procedures are appropriate and safe and works with not only the community, but with the aviation community, with the air traffic community, with the air space, none of this can happen because it's so much more complicated than just saying let's move the noise around. Yeah, I know. So I think this new program that we are going to institute by Friday, which we'll talk about a little bit later, is going to tremendously help with that collaboration, that collect. I would unequivocally agree, sir. And I think part of it, frankly, is now that we have these fall on noise studies, they're going to take place to I think that's going to provide us with important analytic analytical data and information that, you know, once we get that back, you know, kind of sit through it and say, hey, what kind of product measures are in our realm of control, that we can have an impact and potentially mitigate further. Good. Do you have resources for mitigation? No, it would mean like, for example, let's just say they do the analysis, and we have the ability to modify or we modify our departures just kind of like Nick said, like that we do some sort of a noise abating procedure. I mean, right now, for example, we're not taking off an after the US is we can do up to that at the 5%. We've had one the entire time we've been operating that 35 enough two years, but one abroad. And it could be plausible that hey, if you take off an after the order, and you climb quickly get out of the local area like just for a short period. In theory, that could have a lower signature sounds. I don't know I'm just saying like, as an example, you can do those type of analysis because right now all we have is models and simulations. Well, I think interest to get, well, let's see what the truth that is now that the jets are here and let's do these studies and see what we're having. Questions anyone. Yeah. Thanks Bill. Very interesting information. Thank you for, for joining us. I have a couple quick things that when I missed what you said about, it's only happened once in two years was that use of afterburners or was that was that was the use of afterburner sir it's been used once. It was at the beginning. It was only an afterburner for about four to six seconds. We've been very transparent we actually log it I asked the team. Actually when I was the operations group commander said hey we're going to log these. We've been very transparent about it's happened once and we log those we do keep track. And we're well below with us set up to 5% but so we could be taken off an afterburner more. We just, we're trying to be good stewards of the community because that's important as we take that seriously. So that's why we're not. Okay. And then I apologize if I missed this earlier in the presentation but did you talk at all about the fire and rescue operation that you and I'm sorry you don't have to go through the whole thing and but do you have a sense of like what what that investment is on an annual basis. I do sir I appreciate you asking that question so we're actually responding kind of what I went over the numbers. Our fire department team actually, they respond more per day than we fly so we fly 15 days per month, just to kind of put it in perspective, they're responding two and a half events per day. For FY 20 alone they responded to over 900 events. So that's not just on the broings and airport but that's also the roughly a 15 mile perimeter of all the local towns and communities that I used a couple of examples of a recent one, you know when they're going to respond within, you know, one minute or two minutes and save lives right here out in the runway just recently. And then what online kill and just last week is I get notified every time they respond where they go and kind of the outcome. So they have a great partnership with our local emergency first responders. They oftentimes come to the base. And that's important for a lot of the reasons so we kind of serve our community so that's extensive right now this year they're up to 604 vets. And then 175 mutual aid so about 25% kind of look at the statistics are mutual aid and roughly that's about a $3 million bill that we average in our in our first first aid mutual aid response. Okay, thank you. Yeah. Thank you. Yeah, anyone else. Okay, thank you. I just want to add one one last thing and thank the criminal real quick. Sure. So it does staff any questions of the Colonel. Okay. Okay. Go ahead. So, like I started and like I introduced, in the beginning, our partnership is critical to the operation of this airport. He was just mentioning the fire department and the fire, the mutual aid, no air carrier operation operate out of Brompton International Airport without the fire department at this airport. That is an extremely good factor to our mission here and your mission as a commission here. Extremely. The partnership or rather the partnership that we have with the international guards extremely important to me to this staff here this this administration here. And, like I said before, the noise breaker program. Yes, is a challenging program that we are going to offer that we will pursue significant amount of federal funds. But the bigger picture here is that the women and men of the international part are our hearts and will continue to be our partners and I couldn't be more thankful for that. Especially under your leadership. So I really appreciate that really everything that you just mentioned really is pretty tremendous for our state. Thank you. And we feel the same way and quite frankly as we get around and jump around other guard bases these relationships that we certainly don't take for granted and we cherish. It's not that way out of places. It's not that way in other airports, it's not that of the way 20 people. So, this kind of interdependency and collaboration and partnership is definitely key for our future. I know it's key for your future. Well, hope we keep that relation alive and I don't want us to take it for granted. It's easy for us to have a little cocoon here to take the guard for granted and all it doesn't. It's national defense mission. So, Carl, thanks ever so much for being here. Nice. You have a great message and I'm sure you have a great team here to work with. We appreciate that. You have a great team and maybe super welcome. I always love coming over. So thank you very much for the. Good. Okay. Remember the zip code if you will. Thank you. Okay. Great. Okay, construction update Larry. First of all, I want to add one item that I neglected to put on that I just realized is the voice exposure map to the end of 19. The project update. We're not here it belongs on here. And I'll touch base on that a little bit more under that. Sorry to interrupt, but would you mind, I don't know if the mic can be moved in a little bit more in the middle of the table. It's a little hard to hear everybody or maybe. Thanks. Jeff, I just need to add the noise exposure map to the project update sheet. What's that. I need to add the noise exposure map to the list of projects of the project update sheet. Okay. So, any questions on my report to begin with, I mean, I guess. I appreciate your description of those noise monitor things. Little changes and little things. Right. Five by eight by four. And maybe about nine can beat dollars. Yeah, not, not very, not very big. Yeah. All right. Okay. So I guess, as we did before bill, I'm just going to ask, are there any questions that I'll go into the ones that we, we put on the list to talk about the three. Okay, please. Okay. Everybody's aware of the terminal integration projects. It's under construction foundation is across wealth and footings are down. Steel is going up as you can all see when you come in. So that's going along on schedule. You can see pictures that we took. You can see the new firewall with the walkway that are that passengers will be making their way through to the north end of the term. So, so that's making good progress in the births of great team that's going very well. Larry, I don't see a sign usually on the construction site. 20 by 40 foot sign this is what the project is who's the contractor who the engineers are. A little slower. It's it's there on the on the screening bill is built into the screening of the project and we have that black screening. Okay, there's big letters that says all the engineers has all the contractors. Okay, you're right. So, any questions on that we are on your goal or not our goal or commitment is to get this done and be operational by next October. That's that's what we're on track for. And it was very exciting to have the groundbreaking which the ground was already broken still is already going up but it was nice to have people there was a very nice event so. The other update was on, you know, we do those hotspot remediation projects that we go down to a couple more. That project is now 100% complete couple clenched list items up to the pictures. So, right there so this is taxi way Charlie, they're milling overlay over a significant portion of this so part of that project was this which you know, we had huge cracks and frost heaves and stuff in this. So that's all been, you know, milling overlay of four inches. And then this is some of the markings, you see that were part of the hotspot project mediation. You want to go to the next one. Just for context with what you're looking at what why the reason for the hotspot right this this red right when you look at red on the street when you're looking at a stock or or or a very immediate piece of information. What you're looking at is an aircraft potentially approaching an active runway right here. That's why this is called a hotspot project this area needs extra attention from a pilot's perspective to traffic because of traffic because of landing traffic because of higher speeds on an aircraft because of the approach. What Larry is describing and what his project is right here is defining those areas better, getting additional lights which which are just off the edge of the picture that actually flash that worn a pilot, as well as new red signage every each of paint that is regulated by the FAA, we have to be extremely careful what each one of these lines that you see so there's so much more my my eyes I see so much more to this particular picture than than just some pain and and actually that's not paint, those are thermoplastics the the red, the white. So those are our prior non basically rather than you know, spray it on. So, not a good point this Nick of that intersection is the last part of the, the recently identified hotspot re remediation project included the new tattoo a kilo which will take a left here. So, aircraft do not have to cross this active runway to get to the end of runway one. So that is, you'll see that as an item today that we need your support on so. So that's, then, just to raise guard light, which flashes flashing lights. And, you know, obviously markings site, those are the two, the National Weather Service is the other one we highlighted. We finally settle on an agreement with the general services with the federal government on what we were doing there. We wanted about $200,000 more worth of work than what we had committed in our contract. So we came up we amended the agreement where they're going to give us 200 out of Marie $200,000. So we can do everything they will what we committed to doing, plus they want to do, and we have a draft finally have a draft contract with Ingleworth who was a low proposer, and we'll be getting starting on that right right away. So, I guess that's dead unless you have any questions if the rest is pre self explanatory. So, general question, but the bidding process, you, you have different bidding processes, or do you qualify contractors to be good question. Yeah, good question from a bidding process we use mostly the city of Burlington in fact at five o'clock I have to be on the call for the ordinance committee meeting to talk about the qualification bill so good timing, because of some of the requirements we're asking for some adjustments, but so we pre qualify over $100,000 for primary primary contractors for for general contractors anything over 100,000 they have fill in application, financial. To the number of my question really you give it to the lowest qualified bidder. Yes, we do. We are required to give it to the lowest qualified bidder per FAA. There's, there's a significant amount of regulations on these grants that the FAA will highly detail and ask Larry many many questions on why and who we selected as the final winning. Right that goes into the grant. It's almost late you bring the bid and you disqualify. We don't accept it. Yeah, one, one minute you can't. Yeah, no. So that is it on my construction report and update. Any questions of Larry to report. Thank you. You know, actually items we got a item 6.01 FAA grant for taxiway. Roger Roger. Actually, kilo the new tech. So, Connecticut. So, last year. There wasn't enough funding to give us the money to do that part of the project and we also had some falling up permitting. That's that project I just talked about we were looking down taxiway Charlie. We want to take a left there with the small aircraft that come from the general aviation ramp so they don't have to cross an active runway to get to the end of the runway right. So we identified as a hotspot project. There wasn't enough money this year so the FAA says to break the project up. So now it's after October 1 so we can apply for a grant for that money and if money's available early, they'll get it to us so we can break ground on this first thing in the spring. So we have a full grant application ready to go ready for Nick signatures. We committed by the end of next week end of next week to have it into the FAA but we're ready now but this is a historical grant application this is the earliest we ever submitted a grant application that I am aware of at least in my time, almost 10 years here that this is definitely the earliest we're talking right now we're 20 days into the federal school year, and we're applying for a grant. This includes the construction and the construction oversight required by the FAA by independent contractor to oversee the construction and testing, you know, pay testing and stuff like that. So that's what we're asking for today for you to accept. We have worked his butt off on this. This is the resolution that we recommend for the finance City Council. Other questions that I would report that it pertains to the grants for taxiway, you know, and structure and motion made a second that I motion. Any further discussion from Larry. Hearing that. All in favor of approving the resolution signify by saying aye. Aye. Next item is the approval of the minutes. I'll second it. Okay. Seeing that all in favor of seeing all in favor. Opposed no interference. Yeah, one of the videos I just put Jeff on mute just temporarily. Okay. So you have in this month's package you have the profit and loss performance through August, and you have the cash or cash balances and investments and AIPC report through the period ending September 30. So, I'll just quickly go through the stimulus grants. Okay. We still have about one about $1.3 million of the cares act grant that we are going to be using to support our AI P our local shares on their AI P grants. The Chris, which was the second grant that we got. We had about $1.6 million in monies available. And I talk about it and I say later in the report, we did not need, we had enough revenues operating revenues that came in in July and in August, that we didn't need to draw down any of the stimulus money to cover our expenses. So that was really, you know, that was pretty, pretty encouraging. We hope that that trend continues, right. And then we are still waiting, we have applied for the FAA the next round the American Rescue Act grant we've applied for that for $7.6 million and we are anticipating any day a grant from the FAA. So we will report to you when we get that and then that will also be available to be used again similar to the Chris of money. Our year to date revenues through August two months of our new year, or 3.3 million, $84,000. Our operating revenues are about $1.6 million higher than the prior year that I've excluded the what we had to draw down under cares act last year. So you can see that just having such an increase in our employment traffic and our passengers is, is, you know, definitely bringing additional revenues back to the airport we're seeing that compared to two years ago, which was pre COVID, our revenues are about 88% of what we saw two years ago. So again, though, that was a good metric. Yeah, we're very pleased with that we did not. We didn't anticipate seeing that we were hopeful, but we didn't have budget quite that high for revenues for this year but we'll take it. So we're seeing, you know, we're seeing the parking garage revenue, the car concessions, the CFC revenue, landing fees and PFC revenues all go significantly up and that's driving those revenues to be closer to what we saw two years ago. Our expenses year to date were two point almost 2.2 million dollars. We're about $110,000 higher than the prior year, and about $183,000 higher than 2019. One of the, you know, the biggest change that we have and you can look at the detail and you see some things are a little higher some things are a little lower. And the interesting thing is we did a bunch of repairs and maintenance to the runway, and we hired out to do some, some preventative and some work that we just keep and comply with safety and FAA repairs. And so we just, we're seeing that we budgeted for that this year and you'll see us putting money into repairs and maintenance as we go throughout the year, but I will let you know that. In March of deed as is September 30, we had 5.4 million dollars and our regular checking account. And so that's the highest that I have seen, you know, excluding, and I have on the cash report at the bottom. I did compare Tim thank you for your suggestion but I, I compared to last year which did include the revenue anticipation that we had all the proceeds given to us at once, and then compare to two years ago so you can see how those numbers are trending. I'll continue to provide that and any other information you want. Our auditors were in last week are the audit firm for the city and they take care of the airport as well as Milanson CPA. They came and conducted their fieldwork and it went very, very smoothly. We expect, thank you Larry, we expect to have the audit issued by November 30. Could you share with the commission the audit review of the airport finances. When you separately so that portion could just share that with us. You mean the the actual report when we get it. Yes, yes, absolutely just the airport. We do we actually get our own, we get a separate audit, we get a separate audit report and, and then we get incorporated and you know merge into the city financials, the city doesn't issue their financials and it depends to you know. Yeah, I think I think I've provided that probably in the past and we'll go over that. Yeah, so, hopefully, you know we get it by November 30, you can put it on our December meeting. We'll do that and help as much deep dive as you wish and I know we'll read through it and all the notes, maybe some of you out there. And then our IP receivable is $1.6 million is a temporary it. And so this is the amount that the FAO says we have a couple of like tax and we don't face to an air carrier, though, and at the time, a little bit of cares act we were primarily we're got some projects that are at they've hit the 90% of construction and once a project hits 90% construction I can't draw down on them until we close it out so you'll sometimes see those construction projects that are near the end, maybe the construction work is done we're just waiting on final bills in the closeout package to the FA, which takes time. And when we get that submitted that it takes time, and then they tell us we can drive down so sometimes you'll see those those balances and so you'll see that next couple of months on those two particular grants. And that concludes my highlights from this month's financial package so entertain any questions. I have just one. Yeah, so given the total change patterns or monthly patterns to the end of the, you know, I used to be able to sort of pair the year to date actuals versus the prior year you date actuals to figure out how we're trying to figure out how that's kind of all focus. So in terms of the budget, do you have the budget broken out by fun in any way that you can share with us or do you just say this is what I think it's going to be for the fiscal year. I do it for the fiscal year, because there are some variation and how we spend. I know some of those projects with the runway and some of the things you're doing garage maintenance skew our property taxes are paid three times a year so we have some dipping so I haven't especially with the cobit stuff haven't been. I don't necessarily budget by month and budget for the year but I know and expect in certain categories that I'm going to see some variations. I know the timing of such which seems to vary from year to year. Especially those big ticket items those ones that the repairs and maintenance are going to be the biggest thing we're going to we're budgeted a lot more money there this year. I was thinking on a revenue roll consistent things like that. That's kind of looking for where we think we're going to see your. Yeah. I can't look at like what percent we have this obvious of the full year budget versus what percent to me have last year because that comparison is because of the pandemic. Is there anything that would be more helpful or add. Right. There was a budget that was by month. It doesn't exist. Yeah. Okay. Here's where we're at with revenue for a get through a given month. Here's what we thought. That would be helpful because right now it's I don't it's hard to say where we're going to finish the year based on how we're running because I can't use the previous. Right. Paces. Your space. Right. We don't we don't really do it at that level because there's such variation. That would. Yeah. It wouldn't necessarily I mean we monitor them and look for I look for variables or variations. I guess if something doesn't come in where I think it is but with COVID it's been like it's been a game changer the last two years. And gone over what Marie said that the variances are significant when it comes to even the airlines right now which really drives all of these little pieces from parking garage to car rentals to airline landing. The monthly schedule the changes in the way the changes in the type of aircraft the changes in the quantity of people are so variable. You know it'd be very difficult to track on a month a month basis, even on a day to day basis. In the future, though, I think that's something that we can accomplish on a month and I couldn't put this on your shoulder. In the future when we get out of the pandemic because you can see our employment trends, you can see how consistent they really are month over month over month on a normal year. And I think that's a good suggestion. Yeah, in turn. I know expenses are like very choppy so like I totally understand that guessing which, oh, we had this contract, you know, we thought we're going to do is work in September and get it right. So that has all revenue that was usually, especially well and it's interesting. I think it's quite interesting because we see, we see car rental revenues peak between July and October for the year. Okay, so we see months like this, right. And then I see months like this, and then I see months kind of in the middle, and the garage is opposite. And the garage revenues go they peak when you get into the winter months and you get into January, February, March, April, I mean I got revenues like this. Historically, not, not this is enough. Okay, I'm going to defer but you know I'm going to say not necessarily in April of 2020 into 2021 right, but historically, I know where I want to see those revenues, but then I see this happen in the summer. So I do definitely see if we've got, you know, turn to know the things that we look at this maybe, and that's the kind of case in the revenue that we can maybe talk about on the bigger revenues the ones that have the biggest impact thinking about that. That might that might be a better, it might be better to we see that couple years ago to kind of a trends chart that we did but it might be more interesting to see that or in a graphic or some things, but especially as we get out of the because right now it's dead data in between is, is, is, you know, such an outlier. Okay, thank you. Anyone else. Thank you. Yes, I am very much looking forward to the noise monitors being implemented like like Larry presented in his report. You can see what that physically look like at least in the field much more than I think we were talking about which is great. Okay, to actually present the public portal to those noise monitors, but we're not quite there yet. We're two days away. So Friday I am planning on releasing a press release that does announce that these two of the three systems are operational. That also will give full access to members of the public to jump onto the website, look at the actual monitors in the field locations look at our noise exposure map outlay done onto the maps and see almost live in actual single event from a noise from a single aircraft event and see the decibel levels of that particular area. It is a 10 minute delay which requirement, not only for security reasons but a requirement for the FAA's grant program. Again, I was hoping to show you a little bit more today. Friday is the big day and they will be open operational. It is the final noise monitoring site location. And that's going to be installed over the next month or so. We have to do some clearing and some site work to install that particular location the city of one of you is very helpful and locating that particular site, very helpful with some easements that we are again are required to have one of these sets as easements located on it, and that will be installed within the month and added right to the website. What will that report look like? What will that report look like? What can we expect? The monthly reports that we are going to be showing you, like as I mentioned in previous meetings, this is a web portal that somebody can go on and see the decibel levels. Okay. You can also file or report a noise comment. I call them noise comments because it's a large array of comments that can be made, whether it's noise related, whether it's a low flying aircraft that somebody just wants to understand what the heck is going on, whether it's an unusual or something that's new, they can file these complaints. That goes into a log on the back end that we can then report to you. We can share it on a heat map. Okay. So you can see the actual physical addresses. You can see where some of the more frequent complaints are coming from. And what's really interesting about this is over time, as we collect more data, as I mentioned to the kernel, we can use that information to start really analyzing, does it make sense to implement noise departure procedures? Does it make sense for us as an airport? That's our responsibility to come up with a solution on where the departure, where aircraft departures are actually located once they leave the airport. It's a very delicate matter because you don't want to, you know, one area of noise might be high levels of noise complaints today when you do a departure procedure, you move that particular path of the aircraft so you might get more. I also have a perspective of my mind too. When we get larger aircraft, which are on route, one of the minus four, I'll explain some more situations on a new aircraft arriving to Burlington next year. When a larger aircraft lands at Burlington, the perception that that aircraft is lower to the ground is constant. When you have 737 or A321 landing, but people are used to an Embraer 145, which is a much smaller aircraft, perception is lower, the sound is also perceived as high. It's a fascinating study that the FAA produces that many other entities produce, but you know, kind of rambling on here, but this noise monitoring system, all that data that's being collected will help us analyze that situation. Super important parts of these noise monitors. I cannot use that data for our noise exposure map. These are single events that happen from departures and arrivals at the airport. This is not what the FAA noise exposure map analyzes. The FAA NEM noise exposure map analyzes is a computer model system that defines a 24 7365 day average noise level, not single events. There's so many variables to one event happening, whether cloud coverage, where the actual noise monitor is located, that's why the FAA has a much more scientific and consistent approach to actually my own voice. That's that's a very critical piece to these noise monitors coming around. I was actually going to ask you that question. Because of the averaging that happens for the contour maps, I think it's realistic to expect that there are going to be readings on this site that are at a decibel level that are greater than the contour that surrounds that site. And I think we understand that, but maybe the general public doesn't. So how does that message get out there so that people don't go, wow, this is a 75 decibel contour, but it's really whatever it is. Yeah, absolutely. You're going to see that consistently, the differences on a single event, whether it's a Cessna citation departing at jet engine, civil aircraft departing over military aircraft departing. Those single event decibel levels will be higher than what is on our noise contour. You will not see a 65, a 70 or 75 decibel reading on those noise monitors for those partures. And my question is how do we to let the public know that I know we're probably going to get that is the question of all questions, not just here, but across the entire industry of how to make sure how to distribute the information associated with a single event decibel reading to a DNL or day night average level, which is on our noise contour maps. There's there's a significant amount of information that we do have on BTBsound.com in our noise exposure map document itself. It does go through some of the technical definitions of some of this, but not going into the math because then it is really, really terrible. It doesn't define those differences. Why is it? Why is it done? Why are the noise monitors evaluating DPA levels? Why are we putting out a noise exposure map computer models? So those really, really critical questions that we're going to continue to repeat that to move through. I do want to reinstate our sound committee that we have going for quite some time to make sure that the leadership from these different communities understand what they are. The partners that we have in the communities, I feel are really connected to some of this, but it's going back to your original question. It's the length of that information to whoever lives across the street at this particular house on this particular day. That's the unique difference. That's what a homeowner, in my opinion, in my experience, especially here, wants to understand what's happening on my particular property and why is it displayed on this map or why is it displayed on this noise monitor? The more I can reach out to those individuals, the more our staff and our consultants can reach out and give that information out to those particular individuals to explain very unique circumstances. To me, I find that very helpful, explaining the entirety of the complex system that we have here with all of these different programs. Is there a way that we can put, I want it to be relatively simple, actually on the site that's going to have these data points on it so when people see like, oh my gosh, it's reading of X or something like how to translate this reading to the noise exposure. So that you can cut that off. Yeah, yeah, I think there is. We're going to try to take snippets of that noise exposure map. I mean, we're talking about a multi hundred page document. Take, take pieces of that so that it's very, very defined. What, what is the DBA? What is the DNL? Well, you know, that that sort of thing. Right on the home page of btbsound.com so you can go to that website. You can see the link to get to the noise monitor portal and see some of the definition or maybe that's not correct or some of the information pertaining to those situations that you were just explaining. It is, it is complex. It is, it's, you know, I found over the years as I explain it, the program, or some of these definitions, as I explain one piece of the puzzle, it inevitably brings into another piece of the puzzle. And I think that's, that's most difficult. That's the most challenging part about this. I think the bottom line is I, and this is just my perception. The bottom line is, how do we get this funding to this individual? And, and, you know, there's a lot in between that equation. But I think that's, that's what I'm most excited about bringing to the community and really implementing that that program. Just trying to kind of cut off as much as you can. Thank you. Okay, any other questions? I don't know if you ever want a work session on that one. It might, it might be useful, especially when they come back online and might be useful to schedule work sessions. Whatever you want to make sure. Yeah, that's a good idea. And I think it's important to draw your own for the next three years. Okay, excellent. So I have a couple, couple items to update you on. Larry mentioned that our terminal integration project is very much visual and very much front and center as you drive into our airport. We had an amazing opening ceremony. So you are there with us with Senator Lady and Mayor Weinberger. What we called our topping off ceremony. They'll sign a beam, an actual steel beam that is going to be installed into the building with our signatures on it. You'll have to find it after it's built. Put poles in the wall. I am extremely excited for that project. The entire team financially it's like it's complex project that's demanded to all of the little details of ground transportation out front in the office changes in the physical changes in the office that are taking place. I'm going to start seeing some interior in this missing building, some interior changes occur. And what I said at the press conference was this gives us more opportunities for concession space, old room space seating, airlines, all of those things. And it already happened, which is a new airline coming to Burlington airport next year. Yeah, I'm so, so happy to hit to, you know, finally announced that we've been sitting on that for a couple months now, working significantly with some country airlines to make sure every little piece of detail. And I'll get into some of the processes behind that which is that's a that's a work session maybe in and of itself pretty pretty amazing stuff that happens behind the scenes. But it's, it's nevertheless extremely excited, exciting to announce the new some country Minneapolis direct place. Minneapolis, historically is within our top 20 destinations out of Burlington, but beyond that Seattle, Los Angeles, San Francisco bed. Those are also within our top 20 destinations out of Burlington. So that's this is a huge opportunity to access the West Coast there are some opportunities for Mexico destinations as well as the Caribbean. A little bit awkward of a route, but there are some opportunities out there and, and the airfare prices are pretty amazing. It's a really, really good company that I'm excited to bring up or you're going to see some changes to the ticket counter as well to prepare for them coming coming here. Airline discussions. So we are embarking on another airline negotiation another contract. A couple of months ago I don't remember which, which month a one year extension to our airline negotiate airline contract, as it is in in its existing form that brings us to June 30th next year. So we're starting the conversation on a five year extension to our airline negotiation. Right now we're, we're, we're kind of just setting the tone for how we want to have a schedule is going to work with the airlines. We have not met yet with the airlines, and we have not selected attorney to work with us. Oh, yes we will. We will also work with an industry leader as well my hope is that we're condo and associates which has helped us with bfc's I haven't committed just yet, but we're condo deals with airline negotiations all over the country. So they can give us some perspective on what's happening out there especially open to make sure our contract is up to date and, and, and fair. You know, one of the great advantages that we have with our existing contract is they truly do back the airport by nature. There's, there's, there's great stipulations on in our benefit 200 days cap town and debt coverage ratio that can be consistent a year over a year. That is a huge benefit to us, especially as we approach movies or, or any of the many. So a lot of detail that's going to go in some tweaks that we want to mention to the airlines and make sure that the center going off of your theme earlier that reduce some of the complexities on the financial analysis that could be worked out. It's great to keep us up to date, you don't have to get involved. So the decision making but be nice to going back to what Tim has offered said is, you know, we're asked to prove that contract. Okay, and it's just handed to you. Yeah, that might be some future executive sessions that I think would be okay to update you in greater detail as well. Yeah. So the concessions relief. The whole team Marie, Hannah and Shelby has put in a tremendous amount of time in our concession relief grants, Marie talked a lot about cursa grants. The next one coming online is the archive grants the American recipe plan. The distribution of those grants are specifically designated to help terminal concessions that's rental cars if they're in the terminal which all of ours are news and gift and of course restaurants. There's total there's about 600 or almost $700,000 worth of concession relief meaning we can tell the concessionaires. If you're forgiven on your minimum annual guarantee, the federal government through these grant programs will fill the gap. This allows some of the small concessionaires to really get back on their feet. So we applied for the grant, they have to certify very specific things with us, meaning they can't, they, they, they can't accept federal grants to pay for those mags and previous grant programs like PPP grants, which none of them so far that they have not done any of that so most of them, if not all of them once we get paperwork back are eligible for that which is a really really good thing for us. We're required to distribute dollars in proportion to you got it. You got it and Marie and Shelby I think work on that proportion based on 2019 numbers so that it was a nice playing field, they can show that that ratio was set up appropriately and I think it has to get approved by the FA or they'll review it at some point. Quickly rotating into car rental updates and quick turnaround facility. We were able to read it. Our concession with the car rental companies I think we updated you last time on that particular topic. This is about wrapping up our final negotiations with the rental car companies and break will bring forward a contract concession contract for five years into the future with our rental car companies. They are a $27 million gross revenue entity here. This is a large portion of our revenue growing to the airport, and we want to make sure that we honor that relationship. Fairly, we want to make sure we capture the revenue that that we need to operate self sufficiently. And we want to make sure that the customer facility charges are appropriately used in parking garage and at our QTA facility, which is now open. It has worked nonstop over the last couple of weeks training and getting the three rental car companies I think two of them are in there right now. Third one will be online pretty soon. So that facility just north of the air traffic patrol facility is operational after a year of not being operational. Yeah. New announcements is so the reason I kept it as new announcements is when we published the airport permission meeting I had not yet released that some country airlines was coming. But I wanted to make sure that that we're able to do that. Okay. So we're right into 10.02 which is the airport police division. I was concerned with discussion last night about the airport police at this report for four officers eight officers four officers eight officers. And I indicated to the commission actually send a text saying that Nick said we're stuck with eight but give us what does eight mean and how did they come up with that. It's no reasonable is for but you don't have to explain to me here does life for but go ahead. First, I'm incredibly thankful that that the city council, and I fully support chief mirad and air mine were gone increasing those numbers. I can't say too much from my opinion on the city of Burlington but just right here at the Burlington airport. This is a significant security, a significant part of our security program here at the airport for officers will not will allow us to meet federal regulations on an armed uniform police officers at an airport. And when I say federal regulations this is not just the transportation security administrations that we talked about this is also the federal aviation administration, securing our airfield. These these officers that are assigned at our Air Air Corps to a tremendous amount of work, not only in the front of our airport, not only within our terminal as as many passengers see them walking around in or maintaining security presence at our TSA security checkpoints, which is a requirement. We also manage over 800 acres of land that we operate and securing a perimeter fence around, not only a security standpoint but a safety standpoint which is our runways and tax there have been a few incidents in the last month that have very odd times of the day, midnight, 4am 1am that required these presence to handle certain situations. They do a tremendous job here for officers 24 hours a day could not handle that situation. Okay, eight officers I think quick one one thing that as I spoke with CNA and some of the, some of the folks over there as they were writing their report. One of the examples I can give is I managed an airfield operations team of eight, we're 24 hours a day, and that is probably our minimum that we can handle that type of operation so I can see why I'm not directly involved in the scheduling of those officers, I can see that eight officers is clearly where we need to be make sure that we have two officers present at any particular time, especially when TSA is. Plus it's in the union contract that we have anyway. So this plus it's in the union strikes of it's going to forward. Yeah. And I think an important part from my perspective. This is a contract. This is a in obligation that we as as airport sponsor have to maintain these presents here. There's no question. If we weren't able to maintain that police present with one entity, we would have to retain additional police services so that we can. The Berlin Police Department is is a is a great force to have here at Burlington Airport, and we pay for that. We pay 1.1 over 1.1 million dollar 1.2 million dollars a year for those services. And, and, and we'll continue to do so. I'm very happy very thankful for that report. Can I ask a quick question about please. Are those officers, is it a dedicated eight officers like the same people rotating all the time or do they just people sign up for the airport duty how does it work. Yeah, it's it's based on seniority so I believe every three to four months I'm not 100% sure on this but every period of time they rebid it based on seniority to be at the airport in the time slots associated with that as well. And yeah. So once every so for three or four months it's the same eight people are typically yes. So it's not like somebody's working downtown one night and next day they're working at the airport. Well, not all the time. So, a factor of those eight officers at that airport, you have state time, your vacation time, you have paid a time off and in general, a lot of times officers from downtown will be assigned over time here at the airport so so we do see new faces. And does the airport budget pay the same amount, whether somebody's on overtime or regular time. Yes, we, yeah, we contract, we agree on an amount for the entire year we pay one 12 with that every month to the police department and we, we don't have to take, you know, varying amounts if there's a lot of occasion, it's always the same. Okay, and that guarantees essentially two officers. 24 hours a day. Not all, not always 24 hours a day but two officers, any time TSA is operational or distributed Jack points, which typically is between 334 o'clock in the morning to about one or PM right now that extends much further in the night and then and then one to two officers that ship as well. I definitely an advocate to increase the number of officers overnight, because we do have situations with transient traffic inside of our terminal building concurrently with security items out on our airfield that two to one officer is extremely to manage that my folks operations folks are not. They're not first responders they're not police providers. We have a security element of course to our jobs but definitely not. Definitely not our jurisdiction to do any of anything that services. Got it. Is there a lot of the incidents that have happened at the airport require police intervention. Yeah, somebody be interested to provide knowledge to police and what they get. Yeah, not not all of it I would be able to speak openly or publicly about it because many of it is either on the investigation to scary elements related to it. But it's certainly quite similar to what the kernel of kind of advice that required a lot to hear some averages in that as well. I think a big part of this to and I think it's been a pretty prevalent in the news is on really passengers. We've had some situations here at the airport on those particular on that particular subject. Police presence uniform police presence is put to contribute to a decrease in in that in an unruly passenger perspective. Certainly alcohol plays a factor in that we work with TSA just quite a bit airlines quite a bit. And police officers respond not only to the security checkpoint when only passengers are part of that conversation but on to an actual air. Yeah, it would be a try to track down some of the average members. And the last topic here and there's no further questions. Any questions of Nick on that. Okay, go ahead. Continue. The last topic here is kind of a process. It's a process for speaking with negotiating with and attracting new service to the airport. Over the last year and a half through COVID, of course, it's been extremely difficult. Our primary mission was to retain. And the routes we we lost some their back. But during the pandemic we did lose some of what is very different about this airport especially pandemic is that we retained every single one of our airlines, not every airport can say that, especially our size, which which we, we all should be tremendously grateful for. Attracting new service is a process. One on our incumbent airlines all the airlines that serve growing to today, we routinely go out to headquarters or have virtual meetings update them on statistics. It's all about data. It's all about revenue. It's all about sustainable routes for this particular market. We're constantly trying to attract them to go to new routes but we can't just pull those routes out of the air and say this somebody told me that this might be a good route. It's it's all about the data that's behind us. What what routes are sustainable. How do we get that information. Well, we do have a significant collection of data that we that we use based on airline ticket sales. When you purchase a ticket, you put in your credit, you put in your zip code. So we have over significant period of time, where people are flying to, and where people are flying from, not just Bruno. So we can, we can share that information and attract airlines to come into the airport, because we know that a percentage of people are driving to all or driving to Manchester, or or driving to New York City, which is a percentage out of. Does it go through. So it's based on the total number of airline tickets sold. So that information is available on most of the DOT websites, most of the information it's, it's, it's, you know, it's essentially raw data that has to be interpolated in 100 different ways. We use a company that helps us with with a lot of this analysis, and really defines our market defines where our geographic area is, which helps us on marketing strategies as well. But it also helps us to present to not only incumbent airlines but to new providers, saying this, this route makes sense because we know, because many, many, many, many, we know that people today. In fact, 20,000 people in 2019 flew to Minneapolis. We can use that information, set it to really define some of the programs that we have to offer some of the attractiveness to that route and make sure that it actually fits with the particular airline. A good example of that is Southwest Airlines. We fly, especially in the northeast to Chicago Midway, or Baltimore, the Baltimore, Washington airport. They also require seven flights a day to those destinations, only Boeing 737 that's, that's about 180 people on each one of those flights. If we did that, if we offered seven flights a day, which I'm not saying that Southwest here at Burlington wouldn't be amazing, but seven flights a day would significantly reduce the number of people flying on United down to Washington and American down to Washington, because it distressed from that particular market. And it is definitely a strategy that we have to utilize to make sure that we're enticing the right amount of people, creating the correct, I shouldn't say correct, but the right mix, the right diversity of airlines here at the airport. Because when you have one airline offering that service, prices go up. When you have one airline offering that service to what their airlines depart the Burlington or any market. A good example of that is Manchester, New Hampshire, and saw what's called the Southwest effect in the industry. It's when Southwest or an airline similar to that puts all their eggs in one basket. And they close out. And they don't have that marketing. In that particular case Southwest, over to Boston airport, which is just down the road. I'm happy to see Manchester's doing really well with new service of their own. So it's a constant communication, it's all about the data, but it's also about our reach to. Yes, a lot of this information is available to the airlines. Trust me that they're the folks that we meet with our straight out of college, very intelligent and know that the statistics better than we ever will. What they don't know is all the statistics from the other airlines. What they don't know is who we are, what we are, what's downtown, what kind of businesses are located right here, what businesses, what do businesses want out of Burlington like the Boston market. Things like that that really enticed new air service in this in the case of some country, it was a back and forth for a couple of months, working with them to make sure that on the market was good fit for them. It was a sustainable fit for one meaning they don't want to come just for one year, they want to make a long route out of this they want to make sure that they're here for a while to capture their profits. And, and, and to, of course, infrastructure making sure their aircraft bits are going to be one of the largest aircraft that comes into Burlington on a 737 800, which is a very large 180 60 aircraft, and then make sure all the logistics behind their operation. Lots of things go into it. This is just the beginning just the announcement. We have a long road along six months ahead of us to make sure that every piece of this puzzle is put together to accommodate some country. While not forgetting about all of our other major airlines that we let that we have here at Burlington that and now we have 16 destinations that we go to including Miami starts in just a couple months. Cool. Good. Any questions. Nick, you know, the services amazing great job to you and everybody in 16 destinations that's incredible. I've noticed a big, I don't have to pay. I'm interested to hear you sort of describe it or quantify it. It seems like some of the core routes that we've had for years like the service just is not what it was like, you know, getting from New York trying to find a connection back to Burlington, because like you got to wait till till midnight. Do you see that that type of service coming back. I do, slowly, but I do. You know, it's it's definitely an industry conversation on the maneuvers that the airlines had to make that the challenges that they're facing whether you're talking about pilots, or bringing back pilots into the market which is part of their puzzle. To flying larger aircraft to those particular destinations. One of one of the downsides of the pandemic is we did lose all our main line aircraft, which offered many different amenities many different options to get to those particular destinations to get to the connection points. Those those things will air coming back online we do offer Chicago flight on our main line aircraft during the day, and then making sure the times work out for us. Those morning slots for Burlington are extremely important because they'll get you the connections that you need at the major hubs, wherever you're going throughout the airport. We still are very full in the morning. What we see is, we're very full on small points. So we need that, what's called update, we need that larger aircraft come back to Burlington, so that there's more options for passengers book that six o'clock flight knowing that there's other connections throughout the day. I don't know what it's going to look like that's that's a much bigger question, but something that we constantly have to look at constantly have to evaluate it. Even if it's just for internal that knowing what's what's come down the pipeline and making sure our planning growth to use the car, which it is, which it is. In fact, we just surpassed 2020 numbers on our 20 minutes, which was a little surprising to me. When I looked at the chart I have to scratch my head a little bit because if you think about it in 2020 January and February and even March, we're really strong probably going to be the strongest year. And that's where I say we ever had at the airport. And for this particular year we're just hitting the recovery right we just hit the one year mark of the pandemic. After March and really it's April, May, June and July and August now, I have seen a significant client so it's almost a cross on the, on the line graph. And I think we're at 209 or so 1000 passengers. What's really exciting is, September, October, November and December are going to be very strong from our forecast projections, maybe not 2019 strong but strong enough to really get us much closer to those those much faster than we originally expected the whole industry thought it was going to be five plus years before we recovered. I don't think it's going to be that long, I think we're going to be back to where we were in 2019, probably within one to two years. And that's inclusive of all of these different flights, so hopefully gets the connection that's the key is the connection. Yeah, many people go to these big hubs, but beyond the hubs is really what people are looking for. Great, thank you. Okay. I just follow around on the topic of new roots. How are Boston Denver. Denver is amazing that those numbers are consistently constantly. Frontier just transitioned or, yeah, they just transition over to say. We're still flying to Orlando. So they're not flying to Denver anymore for the season. United is still flying to Denver right now. And the numbers are good. Boston is good. That's still the eight seat aircraft. I've seen some ups and downs on that particular flight. And, you know, we're continuing to track I think that was not consistent. Not necessarily. But it's still, there's still some major advantages to it, not only for the airline, and we'll work with them significantly to make sure that that continues major advantages for us. We were never able to capture some of the data associated with that particular market, because if somebody was driving down Boston. There's no data for for us. There's no data for us to share. So we're hoping that, you know, it's a collaborative effort here and I want to make sure that I'm being figured to all the airlines. But at the same time, I want to make sure that the customers or the market gets the service that they really need. And that was a huge advantage for us at Brompton to a chance, maybe a bigger point to go to Boston. Or maybe another flight to go to Minneapolis. So there's definitely constant advantages to having those, those actual flights take off of Brompton. Yeah, I seem to remember there's a convert. I don't remember the details about maybe the times of day that those flights were done. Optimal. Yeah, it's just 1245 departure. We do track their performance a little bit here and there, which is also one of the conversation. They are beautiful clients. It's definitely a different experience than a normal airline. But we'll continue to work with you to make sure that not only the connections in Boston are appropriate for us. But maybe a second flight, maybe two flights a day, especially that morning slot to Jeff's point to get to that connection sets. That's the key. And especially at Boston, there's a lot of opportunities somewhere to get there in the morning. Thank you. Okay, we go to the follow up. Tim, this is your failure. Yep. So we cross off there. Okay, we'll cross that one. Where are we on that? Yeah, we got that update. Cross that off. Yeah, based on the update, I assume, Nick will let us know. Absolutely. Hopefully, by December, but hopefully by December, you will actually see the contract for the car. Okay, I should ask this under the financial report Murray but is the lack of rental cars impacting our car revenue right now. Our rental car revenues are doing exceptionally well. We're actually getting very close to what we were getting two years ago, which was, which was a high for us. I think across the industry or some across the country that rental cars are costing more today to rent, you know, and that that is sort of an expectation and a reality. Specifically, I don't know what it cost, you know, I don't know how much that I see quite a few rental cars out there. So, you know, I think more and more coming back. Thank goodness, because that definitely was. That definitely was a definitely was a shortcoming over the pandemic is lack of rental cars. Even occasionally I can see the lines off of the rental car counters that are that are 30 plus people deep because there were no cars to rent. But to Marie's point, the revenue is exact, which, you know, this is a classic supply and demand equation here, less cars higher prices. And we're seeing the benefits of that but we're also, you know, customer service side of it is definitely the car. Yeah. Okay, thank you. Let's keep that on the follow up items. We have a plan. No, not yet. I think we have to wait till Nick gets some changes made instead. Yeah, that would be great. Same with the city attorney's office. We have a new, you know, Dan Richardson, our new city attorney, he does know about this and his team knows about this. Yeah, Tim Devlin, who is our city attorney for the airport assigned to the airport. He's on paternity leave. So, he'll be back soon too so we can. Yeah, we're doing best to get right now. And I take about by what you just said, the London or will stay as well waiting for that's the contract inclusion in discussions that set me to be reviewed by the new city attorney. No, so in fact, the item that you approved today does have the contract in there in the documentation. So we'll continue. There are more rules I guess is in my lap. Long as Jeff Munger is looking as is part of this. Shelby and I talked about this. You may know. That's a dire straight. You saw my report. And we're going to try to get something going here because these taxes are running around the city without any licenses and there's no, no really control. And city hall is trying to do its best under the lack of enforcement. And so, I think the ball is in my court and I'm going to work with the Amy Bowie downtown and Shelby. So, don't expect a lot quickly, but I'll do the best I can. And this is pretending to downtown city permits or. Well, that's the whole thing. I mean, yeah, the whole thing. Yeah. Anything else. So the 1105 is related to the taxi. Yes. Okay. Do we have any. Any open things we need to do remember you did that right up with this is how the airport commission operates. Is there any further action that's needed on that? Actually, we need at least one more member on the taxi board to Jeff Munger and I are the only one. Remember you. Remember you drafted the rules of this is how this body operates. Was there any further action needed on. And posted to our website. Say that again. They were approved and posted to our website. Yeah. Yeah. I get to look into that because when they passed the new ordinance and allowed us to create any rules. And we didn't create any rules. So the best of my knowledge for the airport. We can need to commission. Yeah, I don't know if we're talking about the same thing. Right. We should be. We should have some rules. We should have some rules that that help out the ambassadors down and you for the airport, which we do not have in my opinion. But that's why we really need an attorney to look at this and say cool about us specifically to contract people. So anyway, I should stay on there. I just want to clarify. Well, this could expand that for a previous discussion we shall be here because she gets some issues as well. Rightfully so. Okay. And then I have as an addition that we're really you're going to look at maybe revenue trends and seeing if there's something you can show with us on that point is curious if anyone else has anything else. Do you want to add that to the yeah, yeah, so it'll be so go on the list. And then just what's a what's the terminology revenue trends data. Okay. And then is there anything else in any other commissioner or staff fields needs to be added to the follow up list. Not for me. No, no. Okay. I think we're moving motion to adjourn and move that we chair was remade and second. All in favor, see if everything I we are adjourned until November 17. Thank you guys everybody take care.