 It's 6 p.m. And I'm calling the June 13 2022 transportation advisory meeting board meeting to order. I second. Sandra Stewart. Liz Osborne. Courtney Michelle. David McInerney. Steve Lainer. Diane Christ. I second the motion. Is there any discussion? It's been moved in second. Okay. All those in favor may designate by saying I opposed. Bill, do we have any communication from you? I actually have some communication from Jim Angstatt. So I'd ask him to come down and chat a little bit about, I think it was the budget. He's giving me that look. Good evening. Jim Angstatt, director of engineering services. Phil is not correct. We're not going to talk about the budget. We just want to give an overview of a public meeting we had last Monday a week ago. This was a public engagement session to advise city of Longmont residents of four projects that are currently underway focusing on the area west of main street south of ninth and north of second. The projects included the Boston Avenue bridge which is currently in design and we'll be going out to bid later this month hopefully and then with construction starting in the fall. The other project was the price park water tank. We're replacing the reservoirs. They are that is actually out to out for construction. You're going to see more work after labor day. We're currently in a procurement phase of getting materials together and then we will start that work. And then one other project was the third avenue improvements which included some water line work, some drainage work, and then we're currently working on some adjustments, some safety improvements, mitigation on third which will be instituted probably in about a year's time next year as we go and repave the third avenue. What was the fourth one? Oh, coffin right behind me. Thank you. That's Alden Jenkins. Coffin Avenue, the busway project that is currently at about 60% design. Yeah, there we go. With construction work more than likely starting maybe tail end of 2023 or early 2024. So if you have any questions, happy to answer them. Or about any other transportation issues you may want to hear in the city. Yeah, just real quickly. This was, I'm sorry, public participation like a listening session? We ran it a little bit differently. We had a short presentation in the beginning for about 15, 20 minutes. Then we took questions, then we opened it up and had like four stations for those projects. And we asked residents to talk one on one with with our project managers. And then for the third avenue improvements, because it's kind of there's a lot going on there. We had a roll plot and we asked people to make any notes of any issues they saw. And then we'll take a look at them and see what we can do. Can I ask what the turnout was? We had about I want to say about 40 residents. You said it was fair to ask any other question. So I'm going to ask one that's been on my mind for a couple of weeks. I sit on the front row, my house is next to some new buildings going in new apartments. And it occurs to me that the city is building a lot of apartments. The city is also wanting to increase the number of electric cars. What is being done to make sure that people who live in apartment complexes have easy access to power stations for their cars? Oh yeah, you can take it Phil. Is that okay? Yeah Phil will answer that one. Phil Greenwall, Transportation Planning Manager with the city. We're working with our Longmont Powering Communication Group to make sure that as those multifamily units do come online that there will be at some point it's not going to be these ones that you see being built. But we're trying to work with folks. There's there's a few grant opportunities that are out there as well. But the Longmont Powering Communications is very much aware of the need for putting in those charging stations at each one of these multifamily units. It's just a matter of how do we incorporate that into the design piece. And they're trying to get them into the existing as well but it's it's obviously a pretty big undertaking and you have to have that demand as well at the and that's obviously growing. So we're seeing that. Well the code changes will be at the at the city level. So we're talking about how we can incorporate those changes into the code to actually push that issue as these developments come online. So that's what LPC the Longmont Powering Communications Group is doing as well as with our building officials and the planning folks to to make sure those start to get incorporated into the code. So one of the other efforts the city is also working on is we're currently looking at grant dollars and working with NRail to do some studies to see where we want to put stations in and around the city. So and then as Phil indicated there is a lot of grant dollars out there available or seem to be. So we are trying to pursue what we can and that ever and that's across the board for almost every all of our infrastructure. I will just mention that there's one more item from staff what we'd like to save it for the end. Thank you. Yes I'll introduce this if you don't mind. Great thank you very much. Again Phil Greenwald Transportation Planning Manager with the city. Tonight we have a number of folks from Boulder County C dot and RTD to help present on this topic because they're all we're all working together. We're actually working with this group as well. So we we know these folks pretty pretty well and so it's good to see them in Longmont and have an in-person meeting. I'm sure they would have preferred not to drive up but we appreciate that they're here and some of them actually live in Longmont. So with that I will turn it over to Stacy Proctor from Boulder County Transportation or maybe we'll start with Adnana instead. So Adnana Murtec from C dot will lead off the discussion and kind of give you some of that background and with that I'll let you go ahead Adnana. Sounds great. Thank you Phil. Well good evening everybody. First of all I want to thank you for having us here tonight. My name is Adnana Murtec. I'm with C dot. I'm the project manager for Colorado 119 Safety and Mobility Project and as Phil already mentioned we have Boulder County here Stacy Proctor and Ali Mansapahi with RTD and Steven Humphrey with Mueller Engineering who's actually representing both projects really because we have the same consultant on both and again just wanted to give you a quick overview of what we have been doing in a few months and we are reaching at this point we are reaching preliminary design milestone in we have scheduled a public meeting that is happening on the 27th and this tonight as I said is a preview for for you to share with you what we're working on and have your feedback and your input and we will provide that information at the end of the meeting how everybody interested can register so again when it comes to safety challenges on this corridor so basically numbers are showing really that the highest crash corridor for motorists and the second highest for bicyclists in the Boulder County and the numbers are really concerning and and as you can see in a period of five years there's been over 900 crashes and four of them were fatalities so our goal here by working on on these two projects is definitely to as you try to to improve that safety and and percentages on the right are representing what we're expecting to see once when we implement all of these improvements in this corridor so again for the mobility challenges corridor likes us lacks safe and direct ways to bicycle connections between Boulder and Longmont and for this this the bikeway commuter a commuter bikeway project is definitely a very important component to overcome those challenges and then BRT provided by RTD is the service who's going to address that congestion and enable buses to have better travel times and be more reliable and again that the traffic and increase of traffic and constant congestion is definitely what we want to achieve here to by improving each in the signalized intersection and and provide all modes of mobility through the corridor this slide here I like to call it a snapshot of everything that we're doing because it's it really represents the scope for both projects and what we're looking and what we're going to talking about tonight are basically the the part of diagonal from Boulder to Longmont sudden limit of the project being at the Foothills Parkway northern limit would be at Hover and again we have when it comes to roadway intersection improvements and then BRT service of course and those elements in the bikeway project right in the middle of that corridor we're going to go back to this oh my name is Ali Mansapahi with RTD I'm the project manager for RTD for this project going back to this map that Anana showed which as she said the snapshot of the whole picture we said it's safety mobility improvements project plus the bikeway meter bike way project so then to make you even more confused the RTD part is really two projects within one one is what is in diagonal with all the improvements that you see being the parking rides at NYWAT and 63rd plus a pair of BRT stops at State Highway 52 or Mineral IBM Drive I guess is the other name for it then the other part of the project which is a parallel effort that RTD is going to undertake along this project is to make those improvements in Longmont and Boulder see the red bus logos are BRT grade stops plus the parking ride that P that you see up by Highway 66 which is going to be a new parking ride that I'm working with my friend over there Phil to implement so to this other slide and just remind Ali we're also going to build first in Maine with them as well sorry our major hub downtown this project has been in the works as part of the improvements identified by the Northwest Area Mobility Study or NAMS back in 2014 followed by the planning and environmental linkage study that was finalized in September of 2019 and here is where we are with the selected alternatives having the BRT service from downtown Boulder to northern Longmont along the way we see the stops and the diagonal the parking rides everything is listed here and the frequencies that you see 15 minutes for there are two renditions of the BRT the orange route the blue route and the numbers that you see are straight out of that planning and environmental linkage or PEL those numbers will be revisited because we're in the post pandemic world and we're just going to start somewhere but those are the numbers from the PEL obviously BRT service is more reliable much faster than the regular bolt route that we have right now it connects the cities of Boulder and Longmont the improvements that NANA alluded to Q bypass lanes transit signal priority and a whole bunch of intersection improvements will be implemented as part of this project and we do believe that this BRT project will shorten the transit trips by about 50 percent as opposed to what you have out there which is waltz I think I'm sorry awesome no worries just a quick reminder I'm Stephen Humphrey with Muller we're working on the design of the 119 safety mobility project and I get to talk to you a little bit about some of the design details here today which is the fun part for me at least um anyway we we don't have time to get into all the intersections and all the improvements tonight not in the time frame we've got we tried to highlight a few of the key intersections that we think would be higher on the list for the city of Longmont so what we're going to go over tonight is the 52 intersection and then moving north the Niowat road intersection and we're going to finish out at the airport road intersection and we'll walk through some design details and some information for you so we'll start here with 52 first as you can kind of see from this graphic it's one of the more significant sets of improvements in the corridor what we have today one of the bigger challenges is the long queues in the corridor and there's no longer queue than at 52 currently and so those queues are longer than you might expect if you're a driver on a typical sort of highway freeway whatever you might call it and so a lot of the crashes you might see in the corridor are drivers not expecting to have to slam their brakes from you know 65 75 miles an hour down to a stop because of those queues and so through a pretty extensive traffic analysis we came up with this alternative you see up here to realign southbound away from northbound and kind of reconfigure into two different intersections instead of one and I don't have like a pointer so I apologize maybe I do on here I don't know but you can kind of see in the background of this graphic that the existing intersection perfect is just a little bit to the northeast on the diagonal it's always fun directions on the diagonal a little bit to the northeast and is currently an intersection that's together northbound and southbound are together so we're going to be moving a little bit further to the south and separating those two intersections in addition to that we're going to be constructing the two brt stations that you see there and also yep right there perfect and then we're also going to be looking at some traffic signal and timing improvements that'll help with the operations too it's not just about separating them out it's about how we use those traffic signals to improve connections through here and then of course I'd be remiss without mentioning the bikeway underpass that's going to get constructed there as well it's of course part of the broader improvements so that's just a quick snapshot of 52 and I'll move on to Niawatt Road here and for those that joined us earlier this morning I think I said there's a lot going on at 63rd street there's also a lot going on at Niawatt Road and I kind of didn't get a chance to get into those details but at this location you'll see there's one of the two proposed parking lots or parking ride locations and the two brt stations and then we'll talk through at all five intersections I didn't go over this at 52 but at all five intersections you'll see we have these q bypass lanes in the middle and they're kind of that actually looks dark red on this screen here to me there are those dark red lanes and and what that serves to do is if you're headed on northbound and you're in that queue you're sitting there at peak hour during the day at five o'clock and you're waiting in traffic that bus is going to have a dedicated lane where it can move around the traffic move up to the intersection and then get that sort of first priority over to the station at which point they'll be able to load with passengers and have an acceleration lane to move back into the general traffic on the other side of the intersection of course we're still working through those details it's absolutely going to be a lot more than a pain in line at those stations there's going to be yeah and I don't know that we finalized that exact striping and spacing but it's certainly going to be more than your your typical 12 foot lane next to a 12 foot lane with a six foot stripe I think there's a bit of a more of a width there and different striping as well I'll just say I just asked the question whether there'll be more than just painted lines dividing the BRT lane from the rest of regular traffic and you will see again there will be the short answer is there will be and we can refine as we get to final design exactly what those details are this is a good example where you can see here that we do still have those cars that will need to turn left and in some scenarios up and down the corridor there's going to be an interface between that queue bypass lane and the left turn lane so there's a lot going on there that we kind of have to navigate the the general purpose lanes safety for the bus and the bypass lane and then safety and sort of I don't know almost like a common sense way and signage to help people understand how to get in that left turn lane because it's not the first day they drive it it's not going to be um it's super intuitive right you don't see that a whole lot the buses in a bus bypass lane on the on the median side of a highway so follow-up question would be excuse me a decrease in the speed limit because as you know when you leave the naiwat intersection it goes up fairly quickly and most folks are already hitting 70 before they even hit the 65 and we've had many conversations about that I'm sure you're well versed in how the speed limit sort of setting happens within the state of Colorado it's not always favorable if you pursue a higher or excuse me a lower speed limit I do know that we've talked with the traffic group that there's some some variability and some changes in that policy in recent years and so I think that's another conversation we need to have as the design is fleshed out some of those conversations about what the posted speed limit will be well I would just think sorry to ask these questions as a follow-up I would just think with the BRT and having we'll call it rapid transit with we'll call it mixed vehicles it should not be glass-eyed as like a full highway at 65 70 miles an hour just shouldn't be no it's a good comment and something we need to take into consideration but we haven't had that opportunity to kind of nail down exactly what those speed limits are we know what they are today which you're exactly right 55 going to 65 and I think as we we finish up the design and look at these improvements that can be evaluated thank you all right so also here at NYWA we are going to see and as part of actually a separate but still incredibly connected project there'll be transit signal priority incorporated into this intersection and all the other intersections and then we're also going to be doing a series of safety and operational improvements that don't sound big but do pay off and that's upgrading signage and roadway striping and lighting at these intersections and even some new signal poles so there's there's some of the smaller things that that maybe don't get noticed at the end of the job that will hopefully have some some good impact in terms of safety and operational benefits for the corridor and then the last one we've got to look at tonight is the airport road intersection so here we're proposing a change in and how access works at at airport in 119 and so what we're looking at as far as that adjustment would be that between northbound 119 and southbound 119 which you see here on the page currently that's that's two-way operations in the future we'd be proposing that to be a single northbound two sets of lanes and the that'll result in a couple different changes for airport road that would turn into a right turn only scenario at 119 and then also for the opposite intersection there overall would be a right turn only as well thank you that's perfect and so the reason or like the the thought process there is to help with both the overall operations of the corridor but also I know there's quite a few safety concerns at this area and there's a very unique interface with the bikeway in this area so the goal would be to reduce the number of conflict points to plan out for that future of I always get this wrong is it the orange line or the blue line that goes up airport road but orange orange line thank you but basically the goal here is to improve safety and operations at the airport road intersection and again very similar operational safety improvements as far as the signing striping and everything else that we talked about at Nyawa and then the other piece that I haven't talked about at the other two that are critical at all of these intersections which is since we are creating such a multimodal corridor connections to and from so how do I walk to this area how do I bike to this area there are a lot of connections that need to be thought out both today and the current condition that's going to get built and also future master plan conditions whether it's first and final mile type improvements or other improvements as well yes sir yeah at the airport road so the orange line is going to be turning left when it's going north on 119 that's correct that's correct right okay yep all right and if there aren't any other questions oh i'm so sorry yeah um i see that the long mountain boulder trail has no connection here to cross over 119 is that not going to be considered a trail anymore there's no pedestrian connection on I guess that's the east side of 119 can I ask just a quick question on the on the bike capacity for number one the buses how many are they going to be able to hold and will there be any storage or anything at some of these these BRT stations seeing that the buses may not be able to handle I have a question has it been considered to make a pedestrian and bike lane in the same down the middle to have a pedestrian side along with two bike lanes as we already mentioned both projects are reaching a really important milestone when it comes to design we're getting to 30 percent next month for both projects and expecting to have final design and advertise next summer 2023 and definitely when we get closer to that milestone final design we will know more about construction schedule and construction impact and then we're expecting to have better better idea of what that might look like and again I mentioned a public meeting that's happening on the 27th and that's the first one team effort again just just informing public of about both projects and in the meantime we're working with community advisory committee an equity advisory committee and both have been really great with their time and their input and help on both of these both of these projects and next one we're expecting as I said next summer and then if you are interested of course and we would love to help you there public meeting link is included here and you can register through this link it's again on the 27th and there's different ways to engage in the project and provide your input provide a feedback and ask us questions please I mean there's emails here to reach us and we'll be happy to answer any questions and take your feedback into consideration so once again go ahead sorry no you're fine just one last question in regards to the data collection on ridership so maybe it's an RTT question is there any sort of certainty in terms of and the numbers might be hard but do you know if it's more of a flow from Longmont to Boulder that's most important or is it from Boulder to Longmont yeah not Longmont to Boulder Boulder Longmont others is it a you know equivalent number or do you look at it as being heavier you know one way versus the other it's for to give you a better number answer I should definitely jot it down and get back to you but we were doing the modeling uh transit modeling for this it was predominantly in the morning it would be Longmont to Boulder and then the after it would be northbound but I can get you better better numbers if I look at the model that would be helpful just to understand sure yeah thank you any any other questions before we wrap up thank you I do have some questions although Mr. Lainer asked some of them uh when you talked about uh safety and how many vehicle accidents and how many bicycle crashes you mentioned two pedestrian crashes is that automobile pedestrian or automobile or I'm sorry pedestrian and bicycle do you know honestly I I don't know the details about that one so I apologize for that but it's definitely something that we can look into okay thank you um all right let's see I have a few a few other I notice on the bus rapid transit map it doesn't really extend to the east side of Longmont in terms of bus service but we're still gonna have bus service out on the east side is that correct on the east side of northeast side of Longmont and perhaps you could tell me whether that's a 15 15 minute interview interval or a 30 minute interval I can help out a little bit too just uh okay get back to that idea of partnership with uh with these folks uh we are working with RTD to expand our local bus services once BRT is up and running so we are looking at those local bus services being expanded and um a little bit more robust on the east side of town especially when we're talking about the UC health center and those type of new facilities that aren't currently covered by fixed route but they do also have a used to be called a call on ride now it's called a flex ride which covers the whole city so that will also provide some of that access on-demand access um to our first main station is really what we're planning for for that too but it'll provide access across the city but sorry oh you're right I said things I didn't know so but yeah so um this is what was envisioned from the PEL study that planning and environmental linkage uh which came up with the two scenarios that you see here after years of you know going through that process but um along the what you see here we also anticipate we're going to be looking into um some microtransit alternatives like the flex rides that you see in other areas that RTD serves um I'm not saying it's for sure gonna happen but they're going to be looking at them I'm not sure if Longmont currently has one though right so there may be expansion to that to help with that first and last mile issues like with any other service currently there's a a route that goes down 21st and when that goes down pace is that going to continue or is that going to be eliminated until all of this is active they're planning on RTD is planning on changing some of those route configurations on the east side to better serve the east and provide more trips per day okay but that's all contingent on resources and those kind of things so um not not definitely a given but certainly something we've been working with the planning group which Ali is not part of he's more of the engineering group right so we've been working with the planning group on that to really bring up that fixed route system on the east side of town because of exactly what you mentioned is the original idea was to have maybe three branches at Longmont an east side a center and a west side uh it it didn't really make sense to to have that those three level because we couldn't keep we couldn't have the buses run as often as we do in this in this in this configuration so um the supplement is to bring on the east side local bus service to bring people into into town and bring them to the first and main station so people from the east side will have to get into the first and main station and we had talked last time uh mr. Greenwald about uh expanding bicycle opportunities down well county road are people expected then to bicycle down to first and main or will there be a way to to catch a bus to do that you should be able to catch a bus or take a bicycle so we're opening it up for both well for all options you can you could you know we have a parking ride there so you could park and ride park park your bike park your car or your bicycle um there you could also there's also a drop off point if you take an uber lift or if you have somebody drive you down uh you can be dropped off there'll be a drop off lane at first and main as well so then you'll have direct access to the save rain greenway which is just to the south of there so it'll have direct access from that point so you'll have that good east west bicycle connection and pedestrian connection and then into downtown so we're we're trying to cover all the different options to try to get people covering that first and last mile to first and first and main specifically but then along those corridors that you saw as well so up at 17th and main not the same situation but a similar situation we have a very robust bus station that rtd is going to be providing and then we'll have those connections that the city provides to those to those new stops there as well as at 66th and and main street and you saw some along hoover as well so that that's another corridor and along airport road that's more of that orange line that olly was talking about so with all of those we're trying to provide as much coverage as we possibly can with all the different modes we can it seems to me with only um eight positions available for bicycles on buses that you're either committing to a bus ride or a bicycle ride but it's hard to do both um during rush hour am i correct in in that statement um yeah it it's definitely been an issue even on flat iron flyers um they are we're we're striving to come up with better ways to transport bicycles and allow for more storage on board um that's said i'm not sure brian do you know any of any new ways that we're going to be doing things i didn't think so but um um go ahead yeah sure so we're also working with this city of boulder has has decided to contract with b cycle continue that contract and that's a bike share program that also includes electric bicycles in fact i think most of their fleet is electric bicycles now so we're working lewisville lafayette longmont superior um into broomfield in fact and west minster we're working along the whole corridor just to try to bring on the same a same or similar type operation within our cities so you could technically pick up a b cycle in longmont ride it to first in main leave it there get on the bus pick up a b cycle in boulder and finish your trip in boulder so you would never have to necessarily own a vehicle for that entire whether it's a bicycle or whatever but you wouldn't have to necessarily hoof your bike everywhere you wanted to you could you could almost you know kind of rent a bike or bike share so those are the other options that we're looking into as kind of a longer term solution to what i think you're yeah i think i think that's a great idea because having that bicycle sometimes becomes a liability then right and you look at the distance and you think well and as discussed earlier uh if it's an e-bike you know that can't be going up and down the bus that easily so right right it's heavy so i'm glad to hear about the other b cycle okay so i made my comments as we went along um so if you're commuting from other cities like say from fredrick or mead do you then have to drive into longmont in order to access this system or is there's going to be some kind of um suburban commuting via bus so currently rtd is doing a system optimization plan which they're going to be looking at the entire system within the district um unfortunately i don't know much about it but my colleagues do because they're very involved with that that would be a better question for them to answer and i would be more than happy to take your question and see what's is happening in in those areas oh i'd appreciate that and usually what we do is we give all that to mr greenwald and he disperses it to us one other answer to that might be that all the areas i think you just mentioned are outside the regional transportation district boundary so they do not get taxed and they do not have service except through service the bus will go through some of those areas but they won't stop so they've been working with and southwest welt county has been working with uh via mobility services and so via is starting to provide those trips those those pretty critical trips from those those smaller towns and that you mentioned in welt county too longmont too bolder and i think a majority of those trips have actually come to longmont is what i understand from via so what we'd like to do is probably enhance that service and look at some other operators that could provide that service or you know that those towns could look into annexing into rtd as well so those are a couple options and mr greenwald and i have talked about via before and and i guess what i remember is in a prior meeting we talked about a lot of pass-through traffic in longmont in terms of on on the diagonal and a lot of that comes from suburban towns that are not part of rtd and don't have bus service so i'm just wondering how that was going to be handled and then okay so i think it's the slide before the bus rapid transit the safety and mobility and bikeway projects there's on the the green uh that is the bikeway underpass and trail it has a line that says northern limit and southern limit and so i was just wondering and i think i understand that airport is one of the places that we can access it via bicycle but do we have adequate trails throughout longmont to access this portion of the bike route i would say at this point in time we don't have all the adequate pieces that we need but we do have a great new underpass that was created a couple years ago that's underneath the diagonal highway that connects both sides what we are missing is that section that goes down to left hand and that's being constructed with the new development that you'll probably see on hover on the west side of hover south of pike at this point in time so they will be constructing that piece that missing link piece up and so with the different things that are coming online and the different ways that we've put together some of these segments we feel like we'll have pretty good access but we don't need improvement so we'll look at that just as a as a bus rider and a long time bus rider it's sometimes really helpful to have a bicycle if you've missed the bus i'm just saying okay so uh if we go down to this in iWatch or let's see what comes next the Colorado 52 intersection i notice the does the bus queue lane exist are you needing more land or is the center land adequate to create that extra lane for buses and do you have an idea of the cost of the project for this um renegotiation of the traffic pattern do you want to take this or sure yeah tandem or tactical yeah the easy answer is the the right away or the land exists today so there's just about a 12 or 16 foot expansion of the pavement that you would see out there today into the middle except here where we're reconstructing obviously that'll all be reconstructed but that's all right away that is owned by CDOT today with the exception of a series of easements both on the IBM property and to the east that have been negotiated in the past for previous projects that are going to need to be revisited but the right away are those easements are by far in a way negotiated or in place already so that that part of it is the easy part the cost estimate piece uh is we have a number today and i'm not sure it'll be good tomorrow or a week from now but the number we have for 52 this full set of improvements you're seeing here was in the range of 25 to 30 million dollars just for this one intersection alone but again i wouldn't i wouldn't say that number is good a week from now or a month from now okay in today's dollars yes ma'am and so the the right to the land exists and is it mostly in the center median or is it invading the outer portions so i guess yeah just in general terms the northbound or the the lane you see at the bottom are sort of staying right where they were before where northbound exists today okay so the shift is actually where southbound is shifting to the west still within uh right away it's kind of hard to see faded back in the back but just for for purposes of orienting yourself you can almost see the solar farms up in the corner there and then you can see sort of the faint right away line that's just outside the solar farm there you can see where we're staying within that everywhere through that area there but it is a shift northbound will be staying largely on the same or similar alignment of the pavement today and then southbound will be moving out to the east which actually i'm getting way into the weeds but from a construction standpoint it'll be pretty advantageous to be able to to construct that those lanes offline be able to safely shift people over and then build the new lanes northbound it's very advantageous from a safety perspective during construction excuse me yeah and it it makes sense to move more towards the solar and not be closer to where the train comes through absolutely yeah absolutely now the bikeway underpass there i think is longer than the 10 by 14 that you had discussed for the other underpasses well yeah and i guess i can clarify that but the 10 by 14 is the opening in the box gulver each one of these is somewhere between like as far as length of the intersection maybe 200 feet and 250 feet this one may be even a little bit longer than that and that's just based on the grades out there and and how to tie in the elevation so that it's ADA compliant and has the the right um slope to it and and so on i couldn't tell you maybe stacy can that exact length of that box but they vary throughout the corridor and they're in that 200-ish foot range and i guess um the reason why i ask is i'm just coming from a big city perspective i'm just concerned about personal safety not just um transit you know transportation safety is you know a concern about um that's a great place to get out from the weather and so sometimes you you get into those underpasses and it's full of people so i'll get out of the way quickly for stacy to answer this the one thing i will say that's advantageous about this alignment in the middle like you have here is you have more space for those slopes to kind of lay back and and the trail leading into the crossing doesn't have to have quite the substantial walls and things that you might see in other more urbanized areas so i think that's great as far as like a sunlight and a visual coming in and out of the box culverts because you if we were more constrained it was up closer to the roadway or a more densely populated area you'd be looking at walls to come down into a box and then have a distance where you're underground um so that's one benefit but i'm sure stacy has hey before you go steven yes ma'am and in that area i'm in this by 52 is there going to be a weather issue with it being underground there do you think we had talked uh stacy had talked about wetlands and i just wonder about would there be precipitation or or standing water in that area i don't know that there are any wetlands in this specific area there are wetlands in the corridor adjacent to some of these crossings they're going to have to be addressed and in all of these areas there's going to have to be some kind of drainage mechanism to collect the water and pump it out of these areas but sorry yeah no you're good yeah thank you yeah i was just gonna say the other um safety personal safety that we're looking at is just lighting i think is important in these long box culverts so we'll be looking at that and then um in terms of yeah the drainage is just going to be a challenge it's a low area a lot of water so we are going to have to pump the water yeah so we'll and you know all of the cul underpasses so we're planning that and designing that okay and i'll just say sometimes even in the short um underground i had one in longmont where a gentleman was spraying the weeds on the other side and he was you know like kind of standing on the trail and also spraying very close to the trail and i had to stop and say um are you finished you know i'm saying coming through yeah and if if you're not paying attention i mean that could be a pedestrian bicycle accident yeah all right just a few more and i should have asked as we were going like mr. laner did um so i asked about the personal safety and i think he asked this question there will be some pedestrian traffic as well you think in those yeah i mean we anticipate it'll be more around the bus stations but the us 36 bike way has people who run on it and walk on it i see them yeah often i mean it's not a lot but there are some people who use it for that purpose yeah we have some people that enjoy long marathons and what have you yeah all right i think that's all my questions and thank you for answering all of them thank you for the update it's been very informative i'd like to hear more about how signal prioritization for buses will work so the transit signal priority the way it is designed is if the bus is approaching the intersection and you set that check in period for the bus to be like so many feet from the stop bar you know as you're approaching the intersection once it's in there it'll send a signal via a cellular connectivity if you will to the traffic signal controller to hold the green phase that has already happened to make sure the bus gets through the intersection that's really how it works and that's one of the very effective types time-saving measures that we're implementing on this project will it require an action by the bus operator no is it automated automated okay and also i've noticed that the the brt stations are situated such that after a bus has picked up or discharged passengers the operator has to merge into the leftmost travel lane of the highway does the signal prioritization somehow create a gap for the bus to do that the signal prioritization is really to get the bus through the intersection to get to the far side of the intersection where the station platform and then the parking right is there is adequate length the graphics only show you know sort of what has happened in there but there is going to be adequate merge for the bus to get up to speed and then merge merge into the it looks like there's just a couple bus lengths worth of merge area on this graphic but it'll be longer how long would it be it'll be longer than that because we've the traffic study yeah i don't know the exact distance but we're talking you know hundreds or thousands of feet a thousand feet not what's shown here which looks to be maybe a hundred and fifty two hundred feet but again you know trying to show the whole graphic and get to a scale where everyone can see it that was kind of the purpose of the red highlighted areas there's just to show both that that length of bypass lane coming into the intersection and then you go to the station and then you've got a an acceleration lane on the other side of the station to help the bus get back up to speed before it merges back over into the lane and there'll be a distance of that acceleration then there'll be the you know standard taper and everything like that so there's going to be a a space for the bus to be able to get up to speed and move over got it thank you just one last thing on that on um i'm curious as to how you're going to maybe do a public education campaign on brt and and these sorts of issues because obviously it's going to need to be more of a driver change as opposed to the bus driver change yeah it's a fantastic question i'll just throw out there you know as we move into the public meeting um the county's put together a really good video that highlights a lot that's going on with the project and does provide an example of how this will work um there are some things that continue to evolve as we go through design i think we'll want to use a tool like that a video um i mean i will be honest if you go online and you start searching uh q buy bypass lanes or bus q jumps or whatever you might search online you'll get a whole bunch of materials about the bus being on the outside of the corridor and and the bus jump being on the outside you'll get lots of pictures of downtown denver and so on this is a very unique application of this so your your spot on the education will be key i think you know through the course of this public meeting and from feedback from folks like yourself we do need to figure out the best way to engage and educate the public on this um i think you know the video is a good start we'll see how that goes during the the preliminary design meetings and public meetings and as we continue to do outreach hopefully we can hone in how to best explain it because it is a little bit different than what you might see or expect in a in a downtown area but then again we do have a little bit of a different corridor because a lot of the other places you would see this application would be in the middle of a downtown scene so this is a bit of a different context as well just yeah no i i'm i'm good yeah just as a quick you could do with these when it does get built maybe information kind of sessions at each one of the parking lots when it's first built and and if you will try to get a captive audience of motorists to understand kind of like what's going on yeah that's a good suggestion i i think there's a lot of benefits to this median approach and i think once people get used to it they're gonna really like the way this is set up comparatively to those outside buses um it is just a piece to get people to understand it's almost like once you first go there you're gonna like it i promise let's just figure out how to get you safely to and understand how things work yes ma'am yeah absolutely that's a great analogy right everyone's like what's these crazy roundabouts until they realize the safety and operational benefits so to piggyback off was what mr. lanner said and actually his earlier question i'm wondering if this would be a good place to have more of a concrete barrier rather than striping because i'm thinking about on 63rd there's room there for the bus to ramp up and everybody sees the bus and yet they never seem to realize that it's going to merge and i know this isn't going to fully merge but there's just something about a bus gathering speed that causes disruption in the traffic flow yeah and i think there's a lot to evaluate there in terms of the grade right i mean if they're going down a hill it's probably a different scenario than if they're going up a big hill and so on and so forth i think those are things we can look into both with the acceleration lane and kind of the configuration in that area barrier creates its own potential concerns of safety issues for the the motorist driving and the spacing there and running into the barrier and so on and so forth and so we're gonna have to balance all of that we're absolutely gonna have barrier at those stations and some configuration there to protect those those folks that are going to be waiting to get on the bus but but what extends out from there and how far i think we'll contextually we'll have to look at it um what process is done between people designing and building these roads and say ways or google maps or things like that is their communication from you to say we're changing how this is going to lay out so the instructions need to change do you communicator do they kind of kind of find out after the fact so there there's a good well we have a p i team in in place with representation from each of the agencies that you see here and they're quite active but very much so active so we did the video thanks to bowler county and stacy to spearhead that effort and the website keeps changing we will definitely be communicating the public we're gonna have outreach programs christy if you want to add anything to it or i love that question i don't know the answer yeah so there will be a lot more coming down the pike that would be great i know that when denver recently did the underpass for 70 it took about two months before google caught up with it and i think it would be especially with that left turn situation we have we probably would be good to be ahead of that thank you any other questions great well yeah thank you so much again for having us here tonight and thanks for all the questions and great input really i mean it's just we enjoy getting together and talking about these projects and we are very excited so i hope you can you can make it to public meeting and looking forward to more coordination and making things happen around here for for you know for the whole region improving transportation and all mobility options so have a good evening thanks thank you i think between presentations we're going to just make sure that your monitors are all set to presentation mode so jane might help with that thanks jane so if we're ready we're going to go ahead with um tom street is going to start the presentation on capital improvement program projects for lawnmower fiscal year 22 through 25 thanks chairperson stewart board members my name is tom street as phil mentioned and i work within the public works and natural resources department tonight i'm here with alton jenkins and jace to fair and we're here to present some of our transportation related cip projects wanted to mention a couple things before we get going one if you do have questions feel free to jump in at any time and two we group the projects into three different categories we have one group of projects that is projects that are under construction we have a group of projects that will be nearing construction in a very short term and we have a group of projects that are currently under design tonight uh one of our younger engineers jace to fair is going to kick off the presentation jace has been with the city for just over one year and uh he's going to start tonight's presentation talking about our pavement management program other chairperson stewart members of tab i'm jace to fair as tom mentioned um i'm going to start out with trp 001 which is our pavement management program uh this is the most critical annual program the city has to maintain and rehabilitate the long months transportation infrastructure longmont has roughly 1200 lane miles of roadway and this pavement management program allows us to evaluate maintain and rehabilitate these roadways this pavement management program has four main activities or programs uh concrete rehabilitation asphalt rehabilitation chip seal projects and uh crack seal projects currently the asphalt rehabilitation and uh concrete uh rehabilitation have 10 areas going for this year 2022 uh there it includes main street 17th avenue and airport road just to mention a few roads and can you click do i click um so if you notice this picture the picture before was before concrete rehabilitation and asphalt rehabilitation went through uh this is the after picture um this cip project is estimated to cost we it's budgeted at 6.9 million for this year moving on to trp 011 17th avenue and pace street ada improvements ada stands for americans with disability act this project was really brought to the city city's attention by um a resident filed a formal complaint uh via the online portal and the city was able to react and if you notice i'm gonna go to what this project looks like now this is the northwest corner um you can see the pedestrian facilities have been upgraded hugely the as as far as truncated domes were added uh crosswalks were added um and some drainage aspects were added too you can see all the curb and gutter um within around each all four corners um this happened in conjunction with asphalt rehab and concrete rehab earlier this spring i'm gonna hand it over to alton to talk about some next projects hi good evening chairperson stewart and board members my name is alton jenkins i'm a senior civil engineer working with tom and jace within engineering services we're gonna go ahead and move on excuse me from projects that are under active construction or recently completed to those that are very near to construction first project that we're gonna be taking a look at here is the boston avenue bridge replacement project uh this project will replace the existing bridge structure over the saint brain river which you can see in the far distance of the photo there and sort of bleed blue uh water feature in the background uh the new bridge will actually be lengthening the bridge span uh from what is existing uh and at the same time the creek bed will be lowered and combined with the new longer bridge span and the lower creek bed the overall hydraulic capacity of this bridge structure will be increased what this does is it'll actually make the structure uh more capable of conveying the 100 year floodplain and it's really a continuation of the downstream improvements which you can see in the photo which were recently completed by the resilient saint brain project so beyond just improvements to the floodplain the replacement of this bridge structure has a multimodal component to it in that it will be improving the um pedestrian and bike access across the bridge which right now doesn't meet our preferred standards for a collector roadway uh this project uh i think was mentioned by gm a little earlier tonight planned to go to construction uh or sorry bid uh this month still and ideally construction would be happening in august or september of this year right now we have an estimate estimated construction cost of around eight million dollars uh for this project yeah go ahead yes so it's a very good question question being where is the detour traffic going uh when this is under construction uh that was actually partially uh why this project was part of the third uh open house the gym angst that had mentioned earlier because uh while this bridge credit me if i'm wrong gym is not going to be closed fully traffic will still be maintained traffic will still be maintained uh people may uh learn to and want to take different routes uh we're not going to be promoting different routes necessarily during construction but third avenue uh through the old town area may be used by motorists to avoid bridge construction even though we're not going to be promoting it or closing it it may be used for that we are not okay yes all right so moving on to another project that is very near to construction is our third avenue multimodal improvements project this project is not only a multimodal improvement project it's also a preventative maintenance project uh in terms of multimodal improvements uh primarily include striping changes along third avenue from martin street to kenpratt boulevard or state highway 119 uh the existing existing conditions that you see here right now and the photo is uh at end to just the east of the lashley street intersection our proposed striping changes at the same location include the addition of on street buffered bike lanes and that's for the entire length of the project from martin street to kenpratt boulevard we're going to be accomplishing that without eliminating any travel lanes or turn lanes it's going to be strictly the uh reducing the width of the existing turn lanes and travel lanes which are wider than they need to be uh project will also plan to install green pavement markings as you see as well uh those are intended to be installed at conflict potential conflict areas for bikes and vehicles uh really the intent there is to provide a greater visibility of the bike lane facility and those that are using it as they pass through those conflict areas i mentioned this is also a preventative maintenance project uh that is because it is going to be getting getting completed alongside sorry the striping changes are getting completed alongside a chip seal or resurfacing project uh that will happen simultaneously design for the striping is uh just about complete right now and we are hoping to go to construction for this project in mid-summer of this year so i have a question yeah go ahead um looking at that corner going uh third to lashley this i one reason you're going to be able to narrow the lanes is they are too wide because it was originally a much faster road and i noticed that most people don't come down to the new speed limit and so i'm wondering what plans there are for signing and helping the drivers really learn other than stopping them and giving tickets really learned that that's a much lower road will the narrowing be part of that and what other plans do you have for signage or encouraging people to slow down so to kind of two-part question uh to that in terms of getting traffic to slow down part of the design is to narrow the travel lanes and that the lane narrowing inherently has the effect of slowing traffic down some um just posting a speed limit doesn't necessarily mean that people are going to follow it uh so by go by designing it for traffic to travel slower uh the intent is that they will then follow that lower speed limit i think currently it's posted at 45 miles per hour right all the way to kenpratt boulevard uh in terms of getting people used to the new facility itself there's going to be quite a bit of signage that gets installed for yielding to bikes at some of the merge locations it's adding a new facility on street where there's no bike facility and so there will be that learning curve with vehicles and we're going to be using signage to support that and educate up and down the quarter beyond that this project does not have any plans to install any sort of speed limits signs i think there's one existing for westbound right now uh so in terms of those two questions that's thank you that's what we've got so okay any other questions for this project so i witnessed today going down lashley it's kind of a complicated place for bicycles to travel and i witnessed people in the right lane traveling into the left lane to avoid bicyclists and i'm just wondering i noticed you've got some dark striping here and you know the green merging i'm just wondering if the lanes are are tighter if you think there might be some traveling then between lanes when they see a bicycle lane next to them um would you mind clarifying your question so i can understand a little bit better okay so the lanes on third are are wide at this time and you're going to make them more narrow to accommodate a bike lane but i'm wondering if um because the lane is more narrow if that might cause motorists to actually travel into the left lane to you know to kind of accommodate bicyclists there is this um i think it's a psychological factor i know there's room for it but i witnessed this on lashley just um driving on lashley today and said hmm okay sure okay so just sort of wandering into the adjacent lane to to move away to give a bicyclist a wide berth is sure with the narrow lanes it certainly does provide less maneuverability for that vehicle but these buffers are sorry the bike lanes are five feet minimum and the buffer itself is two feet that has been our standard so far for buffer bike lanes that we've been installing there's uh various locations throughout town uh pike road west of main street and then also on pace street north of 17th avenue uh i can't speak from my own experience but generally i we found that to be adequate in terms of providing that uh safe buffer for a vehicle not to want to wander into the the adjacent lane there will be sections of third avenue where the buffer is larger uh specifically east of lashley or east of alpine the buffer i believe expands to three feet and the bike lane itself is actually going to be larger than five feet as well so there should be more than enough room for the bike to comfortably move or be cycling on the shoulder edge and then for a vehicle to pass it without feeling uncomfortable being too close to the cyclist and do you think some of this is the responsibility of the bicyclists i noticed sometimes they tend to be closer to the striping than than to the side of the road and i i'm not sure why that happens and so then it kind of crowds the motorist and this is all it's all striping there's no barrier there correct that's correct there is no vertical barrier between the bike and the cyclist or the bike lane sometimes i can happen because there's debris in the bike lane and a lot of that debris gets pushed there and by the by the vehicles or by whatever so uh there's a lot of reasons why bikes will move outside of the the bicycle lane and so or people riding bikes are moving outside the bicycling lane so this does provide that extra as alton mentioned two feet at least buffer and some of it is taken away from the lane but the lanes are still very wide as compared to a car so typically we like i think they're even wider here than our typical 12 foot uh no we're not going yeah we're not going greater than 12 feet and actually at third avenue in particular or sorry lash lane particular i believe we're 11 feet uh for comparison the travel lanes through downtown uh north of third avenue on 287 are i believe 10 feet in a lot of areas there might even be some nine and a half in some areas and so these are going to be 11 feet at the minimum in some locations they'll be up at 12 so in this example that i'm using today i was i was behind the motorist and and the bicyclist so i was observing this and i think some of it is just the nature of bicycling i think the gentleman on the bicycle was just enjoying his ride and wasn't aware that he was you know traveling into the the lane to where the motorist was uncomfortable and so i'm just wondering is there something we can do to make sure that those lanes are clean and that bicyclists know that maybe they should you know try to give that lane in that line a little room um so that they're not affecting motorists or you know or motorists are like you know aware of bicyclists which is a good good thing but also then not always you know they're watching the bicyclists and they're not always watching what's going on in the left lane it's just an idea sure uh and i don't have an answer to is there you know an education piece to cyclists to make sure that they're going to be um staying closer to the center of the facility they're using or not uh in terms of maintenance it's a matter of just making sure that any sort of street sweeping uh it's no removal things of that nature are aware that that facility exists uh and that it's the intended to keep it clear okay are you doing any community engagement in the in regards to these projects we have uh we've provided uh before design started uh we had provided an indication that we were going to be installing this new facility on 3rd avenue um we have gone to our bicycle issues committee to get their feedback and thoughts on this particular project and any sort of design modifications that the cycling community would like to see uh to my knowledge beyond the bicycle issues committee there has not been a lot of feedback from the general public comments um there are no houses that are directly adjacent to it we're not removing parking in any locations because there's no parking that exists so by and large uh there's not been a lot of feedback okay thank you and I can just add on just a little bit that we do have a traffic safety coordinator as part of transportation planning group so we can pass on your concerns about education and and making sure bicycles understand how to use the lanes correctly so we'll move that into our group a little bit about how we try to educate folks on that okay thanks thank you yeah um I feel pretty strongly about this so there's a three foot rule that's by law a car has to give a cyclist three feet it doesn't matter how wide the lane is and if they can't pass safely they don't pass it's a lot so it's not the motorist response it's not the cyclist's responsibility the motorist actually has a responsibility to do no harm a cyclist is a vulnerable user on this this road and so you're doing a typical road diet from what I can tell and is this just a section to because are there other are there are there examples of road diets that you've done in longmont and we'll say what the success rate was in terms of pushback from the driving public versus the users of of the space we have done a couple of road diets within longmont probably one of the first ones was on sunset street from pike road north to kansas avenue I think that was completed in possibly 2019 it's actually the photo that was provided our pavement management program slide by jace was that project I don't personally have the I wasn't personally getting any responses for that after that was installed however I did hear through one of our prior engineering administrators that there was some pushback from the traveling public when that was installed but I think the proof is in usage now in that even though we did take lanes away and installed bike lanes did not have a detrimental effect on traffic loads within that corridor the same can be said for a more recent project ninth avenue from francis to bowland we actually took two lanes each direction and changed that to a three lane section with bike lanes on either side that from my experience have the same type of feedback where the initial response was negative with some traveling public but again I think the proof is in that it still functions adequately and well from a vehicle perspective is there any thought about besides sharos which my personal opinion is sharos don't do anything because it's just paint so rumble strips even the little turtles that they use in europe to anything else that's not something that would cause a car obviously to to run over and and you know possibly kind of I don't say hurt the car but you know cause an accident beyond you know what would normally be used beyond just the buffered striping yeah currently we don't have anything planned for that along those lines part of the challenge is any anything that's going to be beyond striping is going to be an issue for snow removal and maintenance we did run a pilot project for separated bike lanes protected bike lanes on pike road a few years ago to evaluate the reception from the cycling community as well as our own operations department's ability to maintain that facility and the the conclusion from that pilot project was that buffered bike lanes was going to yield the most comfortable experience for the cyclist and the best maintenance record for keeping them clear of snow and and and debris so at this time now just the striping is is what we've we're opting for with this project but that doesn't mean that we may revalue the future future if it makes sense but for now we're not great thank you no i appreciate you put on there welcome any other questions about third avenue great all right so i'm moving on to our boston avenue connection phase two project what i what i'd like to do is just a quick reminder of what our phase one is some of you may be wondering what is phase one of boston avenue connection and so what that is or what it was was a connection that was completed in 2016 that made a new connection of boston avenue between main street and martin street this phase two connection is actually going to be west of south parkway and price road and it is a long planned project to create a new at-grade crossing to make that connection of boston avenue across the railroad tracks to price road you can see with this new connection that just showed up on red here it is critical to the city's overall transportation network in that it will provide a new uninterrupted east west connection along boston avenue for an airport road all the way to martin street at the same time it's going to act as the primary access route for i remember right it's the blue line for bus rapid transit which you've heard quite a bit about this evening from our friends at rtd so this connection would be used for the blue route connection to make its way over from the cough mastery busway project which you'll hear about in a second over to hover this particular project because it is going to have a connection across the railroad requires approval from the public utilities commission or puc that's the next critical step in securing this connection and our plan is to submit that application to the puc in mid summer of this year we're hopeful to start construction in 2023 however and that comes with a large however uh with application to the puc uh that could uh depending on the circumstances of how that application goes uh could extend our ability to start construction our delay construction and and the likely scenarios that we won't be able to start until 2024 more than likely uh this project is currently estimated at a 3.3 million dollar construction budget so as i mentioned uh our next project here is our coughman street busway project with some which some of you have heard of i believe we took this project to the transportation advisory board in 2021 to evaluate different types of alternatives uh and uh what the recommendation would be from the from the board this multimodal transportation project goes through the heart of downtown along coughman street from first avenue to ninth avenue it is a through multi multimodal project in that it has a variety of improvements uh first of which is the inclusion of dedicated dedicated bus lanes in some areas these bus lanes will serve as the primary access routes for the bus rapid transit system that will be coming to longmont beyond that it also includes separated bike lanes uh that are not on street they're fully separated and a separate grade from the roadway itself for both north northbound and southbound coughman street for the length of the project it also includes pedestrian improvements in the form of wider sidewalks various midblock crossings as well as intersection improvements at all the intersections up and down the corridor this project is well under design with completion expected in early 2023 we've had extensive state stakeholder engagement thus far with the general public at large property owners business owners tenants that work and live along the corridor of coughman street as well as external stakeholders at c dot bnsf and rtd there is federal and state grant funding included with this project of about six point nine million dollars six point one five of which is slated for construction our total estimated construction cost right now uh and i guess i'll say the caveat of in today's dollars is 13.5 million dollars uh this was previously scheduled to start in 2023 we are looking at our targeting now a 2024 start date to better align the opening day of this project the coughman street busway with the opening day of the first and main transit station which is a key component of the brt system for the entire longmont corridor or corridor in longmont in particular so any questions about this project okay with that i think i will be passing it off to jace thank you thanks all then uh moving on to the next project trp 105 is 17th avenue sidewalk improvement projects so if you'll notice the red is the limits of our project i don't know if you guys have ever walked on the north side of 17th avenue but the sidewalks are in very poor condition so the goal of this project we're going to go through and remove the asphalt sidewalk you can see and replace it with a concrete sidewalk that will meet all current standards our design is 100 complete but we have some caveats not with the design but we're working on land acquisitions right now and right away we actually have had 12 of 19 go through city council and be approved and we're hoping the other the other land acquisitions and right away make it through this next month so that that'll be pretty good the fourth quarter of this year we want to advertise for construction and then we're hoping to go into construction spring of next year this current this project is currently estimated at 750 thousand dollars the next project i would like to talk about is drn 028 spring gulch number two phase three so if you'll notice there's a red dotted line that is going to be the north to south greenway connection and when i'm saying north to south this is actually a really big deal for long month this is going to connect uke gulf course to the sandstone ranch um nature area so this is a huge improvement for long line this phase three includes a pedestrian underpass underneath the great great western railroad our design is currently at 90 percent construction slated for 2023 and we are estimating the cip project is going to cost around three million now i'm going to hand it off to tom if you don't have any questions our ken pratt boulevard and sunset street project has two primary objectives we have intersection improvements and we have a road diet associated with it the so-called road diet will change the existing section on sunset street halden talked about it just a little bit earlier currently we have four lanes we have two through lanes in each direction and with the road diet will change the striping will have one through lane each direction a center left turn lane and on street bike lanes in each direction and this section of the road diet will extend from kansas avenue north to nelson road as far as the intersection improvements we're going to be widening sunset street at ken pratt boulevard the widening will accommodate one through lane for each direction of sunset street but we'll now have dedicated left turns and right turns for both directions in addition to on street bike lanes the project also includes some improvements at the railroad crossing and these improvements will facilitate a future quiet zone at this location design is approximately 30 percent complete we did uh we did uh get a grant for this project a safer main street grant in the amount of 1.2 million dollars and that's for the construction phase currently we're estimating the construction costs of this project to be 3.7 million and we believe this project will be ready for construction during the spring of 2024 our next project is our dry creek greenway connection project this project will design and construct an eight foot wide concrete multi-use path along dry creek it will connect into the existing trail along the eastern portion of the village at the peak small it'll head east and tie into sunset street uh looking at the slide uh to the right it shows the conceptual alignment of the new concrete path adjacent to dry creek in addition to some planned on street bike lanes for court parkway this project is almost at a 30 design level we're estimating construction will cost about 900 000 for this project and again it's another project that we think will be ready for construction in the spring of 2024 these two projects uh are very similar they're both on county line road one is on the south end of county line road the other is on the north end of county line road and both of these projects will bring multimodal improvements to this busy transportation corridor the segment uh to the south from slate and drive to the same rain river is a project that is currently under design it's a joint project with boulder county currently we're splitting design costs with the county we expect a city share to cost around 80 000 and the design is approximately 50 complete at this point we're estimating the construction for this project to cost about 700 000 and the scope will include widening of county line road to facilitate on street bike lanes in each direction the project will also include various drainage improvements and an asphalt overlay uh we've been discussing potential cost sharing arrangements with boulder county but at this point we haven't actually started working on any type of of agreement uh as far as the segment to the north from 17th avenue state highway 66 another another project that will bring multimodal improvements to this section of county line road uh the scope will include widening of county line road to facilitate on street bike lanes in each direction this project also includes an asphalt overlay and striping improvements the city did uh acquire an outside grant for the design phase of this project uh we have funding coming in through dr cog in the amount of 225 000 that funding requires a local match by the city that local match is 225 000 so that sets our total design budget at 450 000 currently we have staff working on the selection process to acquire a consultant to work on this project um i did want to mention that uh one of our big goals as we're moving through the design process for this project is to really look for outside funding options to do the construction of these improvements so we're going to be looking at various grants and also we're going to have conversations with some of the key area stakeholders weld county and bold boulder county as far as potential funding partnerships for the construction phase of this project quick question sure on the trp um 011 the 17th avenue to sh 66 how did you get that picture with the gentleman walking on the side of the road that's perfect it actually is you didn't photoshop that i didn't photoshop that's a real life picture we spent uh we spent about a year and a half constructing county line road just south of here and i happened to be out there on that particular day taking pictures to the south and then when i saw that i couldn't resist trying to trying to trying to take that picture at that moment in time but yeah a great picture and it's obvious from both both photographs that there's definitive needs along this corridor it's just lots of improvements are needed one thing i'll just add is that we came to you previously at a previous tabi meeting and talked to you about possible what we call tip project transportation improvement program projects through dr cogan so this was one of them and we just wanted to put that out uh tom's talking about the design piece of this uh we're hoping to get uh awarded the next stage of funds to do the construction of what gets designed thanks uh you mentioned did you mention weld county is there any uh plan to have cost sharing with them are they involved with any of this they certainly will be they'll be involved in the review of the project um we actually had conversations with weld county last week as a matter of fact and there were some high level conversations about potential cost sharing options during the construction phase of the project but we'll we'll definitely be talking to boulder county and weld county both thank you well this is our final slide of the night uh this shows most of the transportation related cip projects that we have in progress and uh really at this time we just wanted to open up and see what type of final comments and questions you may have we just looked at a photo of a gentleman walking right on the edge of the travel lane does does that improvement include sidewalks as well as bike lanes not with this phase of the project so next time we see it he'll be walking in the bike lane well it'll be a much safer condition than we have today but uh to to be upfront and transparent there are no pedestrian facilities dedicated pedestrian facilities uh being planned with this project at this point thank you and then going back to your very first project when you design a da ramps for an intersection do you study the potential for water to collect and ice to build up at the low point of the ramps it's one of the primary focus we've had so many problems over the last five or ten years either with maintenance or poor drainage that it's certainly a focus for us great based on my personal experience i'd urge you to redouble your efforts in that regard thank you yeah i just want to thank you guys for the time and the effort you put into this because this is very comprehensive and it is good to see that dr cock for example on the um the last two slides that we saw that were moving ahead with that and i know you had mentioned phil prior or during the last discussion is a city facility going to be put in there a park or something on the west side currently the city is the full owner of all the property along the west side of county line road from state highway 66 coming down to 17th avenue the way i understand it there are two future uses we have some open space and that will remain as open space but right at the corner with state highway 66 there is a future park being planned for that location last i heard it's not imminent it's not in the next five years but it might be in the next five to ten years so that might that might facilitate then us being able to move towards pedestrian facilities it'll definitely drive that need okay thank you that was the development of the park we will add um what's called side paths along that section of state of county line road and state highway 66 quite frankly i should also mention that it's going to be a buffered bikeway so it will have the extra two feet to help bicycles get around pedestrians possibly thank you i just want to say thank you mr street and mr jenkins and and mr turfer jays i thank you for fielding all our questions it was really very comprehensive and as you can tell we're very concerned about bicycle safety on our our board so appreciate your consideration in that regard thanks for your time and interest thank you and thanks to the other members of the board i i thought um miss michelle and miss osborne i mean great ideas things we hadn't thought about like with google and and and mr laner also thanks for being in the trenches with me and bicycle lane safety and especially mr meccan urney for signal prior prioritization it was a question i had that i missed so i was glad that you asked it anyway great presentations to all that presented today and appreciate all of you thanks so much for coming that's my cue thanks for your presentation was very informative and uh no further questions or comments at this time thank you again thank you very much for for all the time in the effort you put into this yes thank you for the detailed information and in general i just like to say i've learned a lot being on the transportation board it's my final meeting um along with sandra so uh had a great opportunity to serve in the public capacity and learn about policy and it's been a great experience thank you thank you um thank you to everyone it has been i love the pictures i love the effort you took to make these very everyone took to make very visual explanations it really helped us to think or helped i should not speak for others helped me to think of the things that i wouldn't have thought without those pictures so that was very good presentation and i wanted to to thank chairperson steward and board member michelle for being patient during the time that i was learning how to do this in the great example in the work you've done thank you yes i don't get the last word okay thank you the last word here we go thank goodness it's the last word um i'd like to thank phil and ben and caroline and jane and stacey and all of you that were here tonight um and all the engineers and planners and supportive staff in the department for your continued excellent work specifically during all the challenges that coven 19 has brought to bear i believe you all are working extra hard due to staff openings and i have great confidence in the staff that with your knowledge your experience and your thoughtfulness to details will continue i appreciate that the staff works so well with our transportation partners throughout the county the region state and federal to secure much needed funding from the major projects that are currently being constructed as well as making future funding for projects may i say that i'm encouraged as i see a continued emphasis on all the projects addressing multimodal choices really appreciate that and i know that you all will continue to put safety first as a priority thank you for your dedication to this most important work thank you we have one more item oh gosh all right no okay the item are we don't have a council person here this evening but the item for upcoming agenda no oh phil oh gosh we can go through the agenda items too for next next month that you will not be present for but in saying that we wanted to also thank you and show our appreciation for you and Courtney's perseverance through all this i mean it is it has been tough and it's been very interesting but you've stuck with it and we appreciate your time on the board so with that we have a couple certificates we'd like to present to you um sandy you didn't get to sign your own um certificate because didn't seem right so anyway we want to give you a certificate to just acknowledge that and we do have some little snacks up in the at the top for uh once we're off camera and you you can uh have have a little bit of social time back there to say goodbye thanks thank you again okay i have the ability to adjourn this meeting so we're adjourned thank you thank you