 We have a call this meeting of the year for commission to order at 4.05 p.m. The first item on the agenda is the agenda to approve the agenda as presented. So moved. And a second. Robin. Second. Thank you. Any discussion. I have just one modification to the agenda that item. 11.01 should really be in follow up items and be 1301. So we'll still talk about it was just technicality that that Helen presenting. Today is Helen asking for a follow up on the airport sustainability plan. So that is the one modification I would propose to the agenda. I had just one question and clarification on the agenda to the last item 14. I know that we have discussed changing our dates to the first Wednesday of the month. Is that going to happen in December? Is that going to happen later on? So the current process is we meet on the third Wednesday of the month upon the ratification of the new rules and procedures. We would we're looking at moving that to the first Wednesday of the month. Although certainly if there are issues that we know are going to come before the council, we will sort of on a one off basis move those to be the first Wednesday of the month. And then I'll just add at the request of myself and the staff. That's what would be preferable so that we can be other city deadlines. Perfect. So I think about specifically just December 21. Work or would you prefer that be December 7. I would prefer it to be December 7. Okay. We have a couple of meetings in December. I think five and 12 December 5th and 12th. Or the 12th that we're trying to hit. So the seventh would be very good. Great. So we'll shoot for the seven. Any other discussion on the agenda. Hearing none, all those in favor of adopting the agenda as amended, please signify by saying aye. Aye. Any opposed. Okay. So we have an agenda. I have three is public forum. I can say. All normal crew is anyone on. From the public. So Donnie is. Okay. Okay. Got it. So I'm used to seeing, oh, it's, it's. They're under attendees. Thank you. All right. So we will close out public forum. Item four is the consent agenda to hear a motion to approve contents of the consent agenda. So moved. Thank you. Thank you, Helen. Any discussion. Nick, any comments you want to make on. Yeah, I mean, again, as I reiterate every month, we're not quite there yet with pre COVID numbers, but we're almost there. Marie's going to present the financial report. And she's going to have a lot of great news on our revenues as. You've heard in the last couple of months. But as you can see, September over last year is fantastic. But our real benchmark is that 2019 number. Not there yet, but slowly gaining traction. If you've driven around our parking garage, you'll see that it's quite full. And certainly this weekend into next with the holiday travel. It's going to be busy. Excellent. Any other discussion? Hearing that almost in favor of adopting the consent agenda, please signify by saying aye. Aye. Any opposed. Thank you. Item five orientation on public right now. Nick, would you like to introduce our guest speaker? I would love to. Yeah. So I asked a pH or Lynn of. Lynn Lynn and. Like minutes. To join us today to represent the, the airport. I'm hoping to retain a PHO and his firm for a couple of other things, but this is a great segue into an item that we've been talking about for some time at the commission level. And I've worked with the PHO and other boards that I'm involved with and really have learned quite a lot. Specifically related to public right to know and open meeting law. So. Great. So, so do you have. Correct. Perfect. Okay. So, so look, I know that I don't have a lot of time. I do want to talk to you about the open meeting. What I do know is I did a little research on who you are. Right. Like who, who is this airport commission and what do they do? And I don't think I need to tell you what you do, but it's interesting. You are clearly a public body. There are things that you do that are in a quasi judicial capacity. There are things that you do as a deliberative body and as a legislative body. And that means that you are governed by the open meeting laws. And this is actually. Let's talk a little bit about what the open meeting laws are and why it's important. For you that you comply with those laws. So the open meeting laws are a series of statutes that govern public agencies. And. They don't apply to labor negotiations. So, so if you are ever involved in labor negotiations as, as a board, there's a Vermont Supreme Court case to say that's different. That can never be subject to the open meeting laws. And so we don't need to worry about that as being part of your responsibilities. You know, all the things that you have to do agendas, warnings, all of that does not apply to labor negotiations. And that didn't matter because you have a highly unionized workforce in the city. And I think here at the airport. But, but other than that, if there is a quorum of you and you are together, that may be a public meeting and therefore governed by the open meeting laws. And the definition under the statute is on the screen. It's a gathering of a quorum of the members of a public body that we talked about for the purpose of discussing the business of the public body or to take action. And so what that really means is that if all of, if there is a quorum of you together, then, and you begin to talk about things having to do with the work that the airport commission does, that is likely subject to the open meeting laws. And I, you know, I get this question all the time, but, but can we send emails to each other? Or can if we see each other at a party, can we sit down and talk about these issues that we confront when we're all together? And the answer is no. The answer is that if there is a quorum of you and you are communicating in any way. About the business of that body. You are circumventing. The open meeting was, if you have not warned it, if the public is not there, if there's not an opportunity for the public to participate. So we have to be incredibly. Disciplined in the way that we approach these issues. Meetings can occur by audio camera or other electronic means. I see today that we have at least two members who are attending via zoom. And this is, you know, the wonders of modern technology. It gives us a sense of, you know, people not to be actually in the room and still get a quorum. I remember back in the old days where my hair was not so great. Where, you know, that was not an option. And if people were sick or away, meetings would fail. This is a wonderful development. And I encourage boards to use it when they can. It does not apply this open meeting law. The concept of. Warnings and public participation and all of that. Discipline. When you are acting in what is called a quasi judicial capacity. We'll talk about what that means. In a few minutes. Okay. So what I can tell you is that during COVID, there was a whole new set of emergency rules that were promulgated. That sort of address the issue, which is we can't all be together. And we should not try to be together. When there is this pandemic that we're all grappling with. You know, I remember, I represent the South Burlington school district. And there was a time where they were having a meeting. And the challenge was how do we do a meeting and not have anybody present, including the public. And there really wasn't any way to deal with it because these rules apply. Right. The board members can attend by electronic means, but they must identify themselves when the meeting is convened. So we're members who did not identify themselves at the beginning of the meeting. You need to do that next time. And, and it's pro forma, but it's important for purposes of the record we're creating for, I forgot Helen. And there was someone else who was attending remotely at the beginning of the meeting. You should say, I am this person. I am a member of the commission and I am attending to hopefully. If, if the quorum is remote, the public must have a location where it can physically attend and participate in the meeting. And then at least one staff member of the, of the commission or of the, of the airport needs to be present at that location to facilitate it. And I think it's important. Those are the old rules. Those are not the COVID rules, but the COVID rules are over. We have moved back to the old rules of remote attendance. So, so what is a meeting, right? Like, so we've talked to, we, we've talked about, yes, there's this thing, the open meeting laws. And we know they have to, they occur when there is a meeting. So, so this is, this is a meeting. When a quorum meets to consider governmental functions, including any matter over which the public body has supervision, control, jurisdiction or advisory pattern, how we talked about that already a little bit. But what is not a meeting? There's some things specifically in the open meeting law that are exempted from being a meeting ever. And one of them was this training, right? Like trainings are not meetings. It is not a meeting for, for you to have communications around scheduling, organizing agenda, distributing materials to discuss and meet, to discuss at a meeting. None of those things are a meeting. Not a meeting, social gatherings, conventions, trainings, press conferences, so long as members do not discuss governmental business, right? So you can all come to a press conference together. You can get up and say, it's a great day at the airport and hear all the great things that are happening. That's not a meeting. But what you can see is the scope of what is not a meeting is incredibly narrow and very specific. Most things, if you're talking about your business, are a meeting and require you to do certain things. We're not going to do my hypothetical. But this might be important, right? Like, Board chair sends an email to all board members that looks like this. Do you remember? I think the director is awful and should be fired. Here are the reasons why. He smells. I saw him drinking on the job. Let's discuss at a meeting, right? This is not, I mean, this is crazy. Of course we would never say this about Nick, but the purpose of a hypothetical is to get you thinking, can you send this out? Is this a violation of the open meeting law to have this kind of substantive discussion? And the answer is yes. Yes. What you can do. I mean, you can send out a new agenda that says mixed job performance, executive session item. We're going to talk about that. But what you can do is that. And of course the response. I got it. I had similar words. Let's discuss at the meeting. No, right? Anything that is substantive. That you communicate to a quorum is not permissible. Now the corollary is also true. If you do not communicate it to a quorum is not permissible. Now the corollary is also true. If you do not communicate it to a quorum, it's absolutely okay. So if it's just the two of you back and forth, not a problem, but you are not a quorum and you can say whatever you want. And that's okay. Next. So. Yes, please. Is it okay to ask questions? Yeah, yeah. No, I want you to. Scenario that you mentioned, I had a slightly different one. What if a group of missionaries. Realize that they would not have a form at the upcoming meeting. And wanted to have a group email. Just to discuss when the next meeting is. Great question. So. And you, you had me nervous until the end, right? It's the end itself. When can we have a meeting as you remember the earlier slide talked about scheduling. Scheduling is not a substantive discussion. Scheduling is specifically exempted from the open meeting laws. So that's fine. So no problems there. When you start bleeding over. Into, and this is what I think of this agenda item or this is an agenda item. And here's why I think it ought to be. Then you start wandering into an area where perhaps you're having the kind of substantive discussions that require that they happen here under the bright lights with the public present. And an ability for people to evaluate what you're doing. Now, so what I would say to you is this, there, there is a bias in the open meeting law. And that bias is that there is something magical about you having conversations in front of the public with an ability for the public to evaluate for the dynamic that exists between all of you to be in the open meeting. And that bias is that there is something magical about you having conversations in front of the public with an ability for the public to evaluate for the public to evaluate for the public to evaluate for the public to evaluate for the public to evaluate for the public that exists between all of you to be in the context of a warmed meeting. And so, so two issues, one is you're all together when it happens, right? And it gets to happen under observation from the public. And the other part is the transparency around, you know, the preview of coming attractions that we issue warnings and agendas so that people can know in advance, you know, if it's a business meeting, so I can know to come if it's something that interests me personally or from a business perspective. Those are the two, if you take nothing else from this presentation, those are the things I want you to remember, save it till the meeting if it's substantive and make sure that the public has their opportunity to come, observe, participate on the issues that matter to them. Okay. Now, as I read the rules having to do with the airport commission, you are involved in grievances, right? And grievances require that you act in what is called a quasi judicial capacity. This isn't you giving advice or making voting on action items or any of those things. This is you hearing evidence and argument from two sides, weighing what you have heard and making a decision that affects the rights of one of the parties or both of the parties who have come before you. Where that is the case, you have engaged in this quasi judicial capacity. And that is essentially what you see on this slide is that there will be statutes that define whether you get to go into executive session for those judicial proceedings. And there are certain rules that govern what you do when you are in them. They have to be governed by principles of due process. And ultimately there must be some writing that results from those proceedings that explains why you are making the decision you have made around this adjudication of rights between the parties. Right. So here, these are the principles that I just talked about, right? The right to the determination of that law, the right to a partial finder of fact, the right to hear the evidence used to prove the allegations. These are all it's a very formal process that comes before you when you are deciding grievances. Now, I would say this, what is very important for you as a board is not to get too far down into the weeks because the more you know about the issues that are coming before you when you're acting like a court, the less you have an ability to engage in that process. The courts require this concept of having impartial finders of fact. There is presumed bias if you go out and do your investigation before the issue comes before you. Or if you sit down with one side or the other and say, hey, tell me about this issue. And so what it requires from the commission is that you withdraw, that you keep distance between you and the parties who are going to come before you, that you not know too much about those issues before they arise and that you address them in a way that is fresh when they come before you and the people raise evidence in our case. Okay, so how do we protect the public's right to attend? Right. Remember the public does have a right to come to these meetings and they get to pick and choose the ones that matter to them. But what we know is that your decisions, any action items must be made in open session, except for these quasi judicial determinations, right? We don't make any decisions in executive session. We can talk about things, but there are no votes in executive session. We must have an agenda, which has to be available before the meeting if it's requested and the agenda should address with specificity, what will be discussed or decided and the commission should not act on items not on the agenda. So this agenda is an incredibly important document and there's a slide later on that we'll use to talk about agenda, but that's your, that is your preview of coming attractions, right? That's your advertisement to the public. And the vaguer that document is the less you have fulfilled your responsibility to provide the public with a specific agenda. So I'm going to take a moment to notice about what the issues are going to be. I am a firm proponent of a more detailed agenda so that people can pick and choose the items that matter to them. Meetings need to be warned if they're not regular meetings and regular meetings are adopted as a resolution, you don't need to warn them. You have, what is it the third Thursday of every month or something like that? Unless unless you have a special meeting or an emergency meeting. And if you have those, they need to be warned in the due course. Yes. Yes. Follow up because we were considering changing the date. Yes. On our next meeting, which is only three weeks from now or so. In terms of a calendar. What's the general rule of thumb in terms of the length that a meeting needs to be worn out because we might have a difficult time adequately warning this next week. Well, so, so the, the, for special meeting, let's assume you're going to call it a special meeting because it's not your regularly scheduled meeting 48 hours. That's all you need to do. And that's, that's all that's required under the open meeting. If you're going to change when you do your regularly scheduled meetings, then that's something that requires a little more formality. And you know, like you need to change your rules obviously that govern the procedures that govern the commission. And you need to notify the public through the normal channels, right? Like you posted on the, on the bulletin board and sent into the newspaper and something like that. But, but the, but the reality is that if it is a special meeting, not a lot of notice has to be given 48 hours. It's an emergency meeting. You don't have to give notice at all. You have the emergency meeting and you do your best to give notice at your pants. I'll talk about it in a minute, but the difference between a special meeting and an emergency meeting is quite significant, right? The emergency meeting with little or no notice potentially is something that requires, you know, like there's been a bomb found in the building and blew up and you can't fly planes in and out of Burlington anymore. That's an emergency. You know, it's not, you know, we've got a pressing matter. And there may be times where you'd all like to get together on really short notice, but I would suggest to you that that's really not a possibility that 48 hours for almost anything that I can think of short of this catastrophe is something that requires 48 hours. So in this scenario where we're contemplating moving the meeting. And I'm using that, I guess that we're using it, right? We're thinking of having the meeting on the seven instead of the 21st. Yeah. So that would be a special meeting, but does the cancellation of the regular meeting. Like how does it make it a regular meeting to cancel? Yeah, you know what I'm saying? It's like. Yeah. So, so I would encourage, I would encourage this. I wouldn't give people notice that you're going, you're going to cancel the regular meeting because that's, again, this is all about transparency and making sure that everybody knows what's going on. And at the same time, I would, I would comply with a 48 hours notice. Now, I mean, if you already know what you're going to do, then, you know, the more notice, the better. I mean, and, you know, like you get good turnout here, right? People come and people are on the TV and that's great. And so the more notice they get, the better off we are, right? And maybe you want to do more than just the minimum to let people know, because again, you know, I've never seen a board get criticized for giving too much notice. I have seen boards get criticized for not giving him. All right. So just for reference to Pietro, and I don't know if the commission knows this, we do post a physical agenda in various locations around the city. So we post at DPW at the library and a city, a city hall itself every single time. And that's inclusive of special meeting or, or of course our regular meetings. We also include that cancellation. We do post that it's being here. Okay. On top of all the digital formats that we have websites and board docs, which is fabulous, right? I mean, that's, that's exactly how we want to do it. Okay. So who gets to say what this is a, you know, this is for these folks back here. This is an important part of what we all do. You have this thing called public comment period. I think you called it something else. I forgot the name that you used for it. Yeah, so, so the principle is simply this, that people get to come and get to talk at these meetings if they want to. And what, so, so I don't know that it's ever going to get out of control at an airport commission meeting, but, but there are public agencies where things get quite emotional where people have very strong feelings about the issues and they, you know, it can be disruptive or they're very committed to saying what they want. And the challenge is to know, you know, what is the extent to which people get to, to say and do things? What are the limits? How do we make sure the limits are enforced in a way that's fair? And what I would say is that there are reasons that the chair, you can establish reasonable rules. It doesn't require a vote of the entire commission, just the chair. And the chair can inform people in advance what those rules are going to be. And I strongly encourage it, right? I mean, we all as human beings react better when we know what the rules are in advance, not when they're imposed on us mid, you know, mid-speech. So, so what are the rules? What we know is this from the statutes from the open meeting was they can't be based on what we say, right? So if somebody wants to come in here and my friend, Matt, who I just met tonight, comes in here and he wants to talk about the Red Sox. We can all roll our eyes and say, you know, Matt, dude, that's got nothing to do with why we're here, but we can't stop him. Matt's entitled to say whatever he wants. If he thinks it's important that you as a commission are aware of the Red Sox record, it's still be it. That's, that's Matt's right. But we can live at the amount of time. We can require stability and restrict the use of profanity. We can limit repetition. And we must be careful when we do this, when we fashion these rules to make sure they're applied in a neutral fashion, right? What we can't do is let Matt, who we like, go on forever and talk up, you know, and use bad words or whatever. And with a person we don't like, restrict them in ways that are different than what we did with Matt. And what I always encourage commissions, boards, agencies to do is to use the rules and apply them in the same neutral way to every person, no matter what, every time. So, so again, here are some rules that you may, and you know, like I, you didn't do it and nobody even wanted to say anything. So maybe I'm sort of barking into the dark here, but what I always tell boards is you never know. And it's, and what you don't do is dust off some rules when you need what you do is you have the rules always and then you can't be accused of trying to restrict speech, right? Because that's important, right? This is about free speech rights and rights guaranteed to Vermonters under the open meeting law. So if you're going to have rules fashioned by the chair, then let's, let's have those rules always and let's make sure that you announce those rules always. And here are some rules that work. They just have a quick question. Yeah, please. So we very rarely have a large number of. Members of the public at this meeting. So we don't have like a bullet one. We don't have a limit. If there were 30 people who showed up, yes, I would say before we started public forum that we would be living to three minutes or whatever like the time is that an issue that it's not consistent between meetings because it would be consistent within the meeting for everyone who's present that day, but it's not consistent from meeting to meeting. So, so let me, let me respond in this way because there's not a simple answer to it. It's a great question. Look, the, what is a reasonable restriction on speech? Depends on the number of people who want to talk. So for example, years ago, I was at a meeting where there were a hundred people who showed up and they all wanted to talk. So the board chair said, you each have 30 seconds, right? And that was reasonable under those circumstances. However, what I would say to you is that I think it's important. What I wouldn't want is for people to say, yeah, we're all here, all 30 of us, because we feel strongly on this issue. And the reason you're restricting us is you want to shut us down. And I think it's important to have rules around the duration of public comment for everybody at all times. And you can increase or decrease those rules given the volume of people, the number of people who want to talk. That that's what I was better to have a consistent rule and relax it if necessary. Well, I wouldn't relax it. I would restrict, right? Like I would not go up because think about it. Think about it. How many people who come to public comfort, right? This is not somebody talking on an agenda. This is somebody just coming to your meeting to talk. How many people really have something to say that is not repetitious that goes beyond three minutes. Not a lot. My experience is three minutes is generally enough time for somebody to say, you know, you've been dealing with this issue and I think you need to understand. I feel badly about this issue and I want you to do the following thing. That was 20 seconds. Right. So, so I just, I encourage, and maybe it's five minutes, maybe it's 20 minutes, but I just encourage a limited amount of time that is the general rule. And then if you have a gazillion people who want to talk, then maybe you ratchet that down to a, to accommodate more people so you can actually get to your. So those are the rules that, you know, like, I think you should announce in advance. I'm not going to do that. Before you go on, can I ask a question? Sorry. I had from the side here. This is Robin. Just wondering. It seems like sometimes people really show up because they want to get questions answered. And given the rules, it says, you know, we don't, we don't, there is no onus on us to answer questions. Yes. Is there. So we are required to ask him to answer questions. No, I get where you're coming from. So this is what I would say. Public comment is contemplated by the open meeting laws is just that comment. Right. And your job is to listen. Respectfully. And to take in that information and do what you think is the right thing to do. There is no obligation to answer questions and, and oftentimes what happens when you start answering questions is that it, it, it prolongs. It creates this new process. It gets you into items that are not on the agenda. And I would suggest to you that if there's something that's pressing, it needs to get on the agenda because it's not fair to the rest of the public who may be deeply committed to those issues. It's not fair to the rest of the public. It's not fair to the rest of the public who may be deeply committed to those issues or all of a sudden the board to engage in what looks like an agenda item at this on the spur of the moment, because somebody asked a question. You know, if somebody comes in and says, this is a really important issue. And by the way, I'd like it to be on the agenda. That, that's perfectly legit. And that's something that we ought to consider. But, but, but if once we start getting into a back and forth about an issue, we're on the agenda, but without that preview of coming attraction, so the rest of the public can know that that's what we're going to do. Does that make sense, Robin? Yes. And I'm so then the follow up to that would be. One of the things that I've. Of attending lots of boards around Burlington in public comment is there is rarely someone that actually makes that statement. This is, this is public comment. We're here to hear you. But not to answer direct questions that would have to be on agenda. Is it worth making that statement at the beginning of public comment of, of what is public comment. For those understand. So Robin, I am so with you on that, I think it's incredibly important so that people don't think you're being rude. You're right. And I think it's absolutely reasonable to explain why. So that people understand that this isn't just us refusing to answer questions. This is us respecting everybody else's right to be involved if we get into this kind of thing. Yeah. And so, you know, look again, if it's, if it's important enough, the chair can get it on the agenda. The board can vote it on to the agenda and it can become a full blown issue. And you can explore it in a way that satisfies everybody. Right. So question on that point because I see your second bullet there. It says the agenda made me modified at the beginning of a meeting. Yes. By the time we get to the public forum, the meeting has already started. Correct. So can it be modified to know, right? So, right. So we can't make it an agenda. You can write. You can say next time around, right? Because remember, we want to advertise it. Right. We want people to know it's going on the agenda. So we advertise it. We, we warned it. And we put it on the bulletin boards and wherever else Nick said it's going on the agenda. Right. So we can't, if it's not on the agenda. At the end. Or modified at the onset of the meeting. If something comes up before. We actually can't engage. In a discussion. You should not. I mean, look, so what I will always say to you is there are no open meeting law police, right? Nobody comes in and throws on the handcuffs and says, you know, you're busted. Because you bought it. Right. But really if we're, if we're going to serve the public the way we're supposed to, the answer is no, we don't do that. And we don't do that. Not because we're rude, but because we have an obligation not just to the individual, but to the community and so on. Okay. So, so like the agenda, right? So the agenda is this, this is a critical document that you've created. And I'm going to, I'm going to, I'm going to, I'm going to, I'm going to, I'm going to, I'm going to, I'm going to, I'm going to, I'm going to say this, this is an incredible document that you've created. And the chair does it. I mean, like, what incredible power the chair is responsible for deciding what the agenda is, right? You get to decide who gets to talk about what. And, and so that is the power of the chair. There can be conversations with the chair in advance of the agenda saying, Hey, what about this and what about that? And that's all acceptable. And then the chair decides, except when you show up at the meeting and the meeting, a majority of the board can vote on motion to amend the agenda. Right. But, but it requires emotion. Right. If you want to change the agenda, it is, I moved to change the agenda by doing this thing. And then you need a second and then the question is, do we vote on, is there a majority that's votes yes. And if so, then it finds its way onto the agenda. I strongly discourage that. I'm not going to do that. I'm not going to do that. I'm not going to do that. I'm not going to do that for all the reasons I talked about before because this is a sneaky way of not letting the public know what you're going to be talking about. Right. It is far better to defer it to a later meeting, get it on the agenda, have it warned, give people that opportunity to show up and shake their fists at you if they want to. Okay. And again, the, the, the body, the other item is this, this one here, right? It's not going to be a description where everybody understands what you're talking about so that they have an ability to choose whether they want to attend. Yeah. So the, the board wishes to discuss the aviation director's performance. The agenda indicates that the executive session will be regarding a confidential personnel matter. Is that enough? And the answer is no, right? Like we need something more specific. So for example, we're talking about executive session items. We want to have the public to have an ability to know with specificity what's going on so that they can challenge it. If they think it's inappropriate for you to be going into executive session to talk about that. Now, how would we discuss that? Like, you know, whether Nick is doing a good job or not, we wouldn't say whether Nick is doing a good job or not. But what we might say is evaluation of administrators performance, right? We're not identifying Nick, but we're making clear that this really is a personnel matter, which might be subject to executive section rules and get a set of public session. Okay. So, so this is, this is the kind of thing that I think is super important, right? This might be what we do with an agenda that's longer than what you're doing now. And, and again, just descriptive, right? Duration of the time that will be, this is what's in the statute, by the way, the duration of the time that will be dedicated to the item that we're going to be talking about. And then, you know, we're going to be talking about the time and location of the meeting, you know, adjustments to agenda, what must be on the agenda, if you're going to adjust the agenda and good descriptions that have people know what's going on. Minutes, right? So, so we talked about previews of coming attractions, the agenda. And now, and now this minutes, what did we actually do? And this is for people who were not here. And I would say this minutes are an overlooked and under what you do. And it's really the only official record of what you have done here in your work for the public. And so we need to pay close attention to the minutes that we create. And there are a lot of places where minutes are sort of an afterthought. And I just urge people to reevaluate that approach. They're required for all meetings. They cover the, they must cover topics and motions that arise at the meetings and give a true indication of the business of meeting. That's, that's for the set. Banditory information includes who's there. All active participants, right? Everybody who participated motions, proposals and resolutions. And what was done by the whole board. The result of any vote with a record of individual votes. If we're all called is taking voice votes, you know, there's no, there's no requirement just that it pass. And proposals. I don't know what a proposal is, but it's in the set. Executive session. I'm sorry, Nick. I'm going long. I apologize. It's, it's board's meeting. All right. I'm sorry. I'm going a little bit long, but let me talk to you about executive session and then I'll wrap it up because I know you've got other important business to do. Are we going to have a copy of this? Absolutely. So executive session is this, is this exception to transparency. They're like, it's doing things in secret. And I always encourage boards to do it as little as possible. And then to make sure you have really good reasons when you do. The concept here is that there's some things that are, you know, that as a matter of course should be kept secret. And we'll talk about those. And then there are other things that depending on what they are, maybe secret, these are the two categories, right? And the, let's, let's move to the first. These are the maybe, maybe they ought to be an executive session. And the test in terms of whether they go into executive session or not is this specific finding that premature general public knowledge would clearly place the public body or somebody else, some other person at a substantial disadvantage. Okay. So I'll breathe deeply for a moment. And so what am I talking about? Well, there's something, you know, these are all items where you go, you know, I can see where that might put us at a disadvantage. So let's start with contracts. If Nick's negotiating with the United Airlines and wants to talk about it and wants to talk about, you know, his negotiating positions and where he'll go and where he won't clearly disadvantage to us if we do that in public, right? Because the United people are sitting on the side of the world. That's good to know. We don't want that. So that's easy, right? And all it would, all it requires is that when you vote to go into executive session, you say there are two parts and you can do it all at once or you can do it in two separate votes, specific finding of disadvantage and that is about contracts. Right. And this, and this extends to labor relations agreements or penetrations, deviations, grievances, pending civil litigation or attorney client communications, all of those things. Now this, here I am at a public meeting. I'm doing a training, but I'm giving you advice. Now somebody has decided that, you know, it's okay for me to give you this advice in public, but there may be times we're getting advice from a lawyer you wanted in private and that's what this statute says. So here are those are the list of things where maybe probably you get to do it in executive session, but only after really thinking about whether there's a disadvantage. And then there are those things, which are the things where you always get to, doesn't matter, advantage, disadvantage doesn't matter. Here's a list of things that might get you into executive session, buying real estate, hiring, firing, evaluating employees, disciplinary actions. This would matter, right? Like security issues, right? If we're going to talk about things where there's a peril to public safety, right? Like what are our security plans for the airport? We don't want just everybody to know about it. Those are kind of the kinds of things that get you into executive session. And then there's some records, if you're going to talk about those records, things that are exempt from the public records act, those all go in, can support executive session. Okay. Executive session rules only need to know is this, right? Don't take notes. You can if you want to, but you probably shouldn't. All it takes is a majority for you to go into executive session, and you can't do anything there other than talk. If you're ever going to do anything, you have to come out and phone in public notes. So let me, should I talk to them, Nick, about a conflict of interest? Yeah, so it's a look. A conflict of interest is those are terms that are thrown around a lot. And it's a very specific thing. And this is what I would say, this is I borrowed this from the Vermont school boards association because I've always felt like it's the best definition I've run into. It means that a board members private interests as distinguished from their own personal interests. So they're from the public interest would benefit or be harmed from their actions as a board member. So the way to think about this is, you know, like if this is something specific to you and there's some advantage, some disadvantage that flows from the decision. If a relative is involved or if there's financial gain that will come to you or someone you love, these are things you should not be involved in. These are areas where there really is a conflict of interest. And if you're dealing with a conflict of interest, you know, like if you, if you've been, you know, sort of delayed by the airlines 20 times in the last 50 days, and, you know, like you feel very strongly about some rule that will deal with it, that's, that's, that's absolutely okay. And that's not a conflict of interest. There's this other thing called an appearance of a conflict of interest. And you know what an appearance of a conflict of interest is? It's not a conflict of interest. It's something else, right? We talked about what a conflict of interest is. This is something where somebody is saying to you, hey, that doesn't look and smell right. Or you look at it and you say, yeah, I don't have a conflict. As we just talked about it, but, but maybe I need to disclose it because somebody looking at this might think I did. And what you should do when that happens is, hey, get it out on the table, right? Talk about it, right? Describe what the issue is. Explain why it's not a conflict or acknowledge the conflict if it isn't, you know, and then withdraw. And when you have a conflict, it doesn't mean that you get to sit and talk about it and not vote. It means like get out of the room, right? Like this is not your thing, right? You've already decided that you're, you've got a conflict and your facial expressions or your body language or whatever it is may impact the conversation. So what I always tell members of boards or agencies who are involved in open meeting laws issues is get out, just leave the room until that issue is over. That's the safest, best, most integrity filled way of doing things. And then no one can later say or claim that you were, you know, engaging in some form of nonverbal communication to get your way. Nobody can say that, you know, you didn't leave and therefore your presence altered the outcome. Okay. Confidentiality, you probably know about that. Let me just quickly talk about this issue and then wrap up. Look, it's not just open meeting laws that governs the public's right to know what you're up to. It's also the Public Records Act. And believe it or not, almost everything you create, every document, every note you create in connection with this work is a public record. And the public will be almost always entitled to see those documents if they make a request of the commission or the city. And so our job is to make sure that those documents are available. And so what we know is this, any emails, text messages, notes that you create, they all have to be preserved. They're public records now because they were created in the context of the work you were doing for the city of Burlington and the airport commission. There are some things that are exempt, but let me give you my tips. What's important is use, always use the city or the airport email system. Don't use your personal system. And you may ask why? Because we don't have to, we don't want to have to go piling around through your personal emails to find city, you know, city documents. You know, keep it, keep it separate. Make it easy. If you have it all on the server and as, as to your notes, don't take them home and destroy them. You're probably going to have to give them up to Nick and they probably have to be preserved in some fashion because they are public records once they're created. Executive session notes don't need to be produced, but they too are public records and have to be preserved. So, so I guess what I'm saying to you and I'll wrap it up here because I've gone well, well beyond my 20 minutes. I apologize for that. There's much more we could talk about if you had more time. Look, this is, this can be onerous. I get it. But in the end, if we're, if we're just very disciplined about how we go about running our meetings, how we communicate, what we, you know, on what medium media we communicate with. This is all very do. Questions, concerns, criticisms, what I'm all ears. Do we touch on, or did pH or touch on everything that. Yeah, I have a couple of these big questions, but I want to let other commissioners go if they have. And we'll send out the presentation after this too, which has even more information. Yeah. Robert's rules of order, we didn't even get it, right? Like in you are governed by Robert's race of order. So let me say this. You know, like this is some very informal group. Guess what? I have not seen Robert's rules of order views too. Right. Like it's very specific. And I'm, again, nobody's going to come and put you in jail for not enforcing Robert's rules of order, but it contemplates that we're going to do things in a certain way. People have to be recognized before they get to speak. Right. I mean, we've got to make sure that people speak only on agenda related items. And all of that is sort of the responsibility of the chair. So when you took that on, you didn't realize all the things you're going to have to do. And I would just encourage that level of formality and it's hard because these are small groups and people become familiar with each other. But the realities we really do need to make this incredibly formal. That's, that's what your rules say. Speaking of formalities, you mentioned that we should use our city or government, our non personal email. Correct. And I thought I remember early on Hannah talked about that or we would have access to that because I've been using just my personal one. You do have a city email account and we'll make sure we're connecting you to the right. Right. And again, this is, I mean, it's not a violation of the open meeting laws for you to do that or even the public records act. But what it means is if somebody wants to see your communications, it may include looking through your emails and that's not comfortable. Any other questions? Helen or Robin, do you have any questions? I'm sorry. I'm not looking at you, but I can't see you. So I'm. That's okay. I would turn on my, it, the, the host hasn't enabled the video. So it's, it's not available to, to undo. But the, so you covered sort of if you are worried that you have a conflict of interest, then you can. You can just be transparent. Is this a conflict of interest? But it sort of leads one to wonder, okay, we get the agenda. We look at the agenda and we go, oh, that might be a conflict of interest. And instead of, you know, maybe waiting until you get to the, the next meeting, is it appropriate to reach out to the chair or someone else prior to that meeting and say, does this sound like a conflict to you? So, look, what I, what I would say is this, that the more you announce your, you know, your conflict or explore your conflict, the better off you are. And it really is. It's a question of transparency around your particular situation. So, you know, if you're asking, you know, Oh, I see something on the agenda. It looks funky. Totally. Totally. Hi, Robin. So it's totally appropriate for you to be in touch with the chair and say, Hey, what is this agenda item because I may have a conflict and explore that issue. And then when you get to the meeting, say, I do have a conflict and here's what it is. And for that reason, I'm going to get up and, you know, go down and get a smoothie or whatever it is you're going to do and come get me when it's over. Yeah. It just seems more potentially more efficient. Yeah. No, and there's nothing. There's nothing to prevent you from doing it. And look, efficiency matters. I think it's an awesome idea. Okay, thanks. Okay. My only comment is that was an excellent presentation. I think you. Thank you. That's great. I'm quite familiar with it, but it was good. Chair. Yeah. Of course. So my only question. And again, I have a house was really helpful. And some things I go to start reading about, I guess, but as you saw, before this meeting, we were. Watering it for a moment. We would have corn for these meeting today. We have had it happen where, you know, because of technology in the middle of the meeting, he suddenly moves core. And so, just curious what the rules are around. That you can't meet without a quorum, right? And so if you lose a quorum because somebody's. Connectivity goes away. I'd wait until they come back before you do anything else. Okay. And so the way we then sort of follow up to that is the way we structure our agenda. We try to put. The action items towards the end of the meeting. And then we have a lot of reporting that happens on the back end. So financial reporting updates on construction. Are those updates permissible? If we are not. If we do not have. So the short answer is no, right? Because you are not supposed to do anything. Even take in information in a meeting. Without a quorum present, right? The quorum is what creates the meeting. And so if you lose your quorum, you should not be doing anything. And I know it sounds silly and formalistic. And maybe it's both. But, but there, there is this. The underlying bias, the underlying tenant is that there is a magic of having a quorum present. That is what creates the meeting. The underlying tenant is that there is a magic of having a quorum present that makes this. Better, you know, and, and that you should not have any meetings, any actions as a board, even listening in the context of a meeting without that. Anything else? Sure. Questions. Thank you very much. I appreciate it. And I'm very sorry I went too long. That's okay. It's all good. It's all good. Thank you so much. Take care. Bye everybody. All right. So that wraps up item five. We move on to item six, which is the sustainability implementation. Is that yours? Well, it's, it's mine, the teams. And I'm going to introduce another speaker tonight. So Danny is with us from VHB. If you remember, we signed a contract with VHB. About a year ago to start inventory and undertaking our sustainability plan. We're not there yet to present the actual findings. So we're still gathering an extensive amount of information. And Donnie and his team are able to, to help us with that because it is truly extensive. They have the amount of information we're gathering. We have the amount of information we're gathering. We've heard some VBAC, not, not only from Helen and the, the South Burlington city council and the staff of South Burlington as well as the folks in Burlington and the city council of Burlington to make sure that we're including aircraft carbon emissions, which we are also doing in our inventory process. I am happy to report actually Larry and I just returned last month from Chicago. Him and I were at a, what's called an airports going green conference. It's a worldwide conference. We had folks from New Zealand, the Puerto Rico, all sorts of Bogota. And of course all over the country as some of the major airports that Larry and I were able to participate in. Specifically regarding of course airports and what they're doing for their sustainability and their climate action plans. Not just related to aircraft but related to building, building buildings to incorporate some really sustainable efforts in that food waste, solid waste, water conservation, diversion of some of the waste. So there's an extensive amount of information that we brought home. I haven't been able to catch up with the team just yet, but also an extensive amount of action items that I'm excited to start sharing. So I'm excited to be here. Slightly off from where we are with the sustainability plan, but Donnie, I've asked to come here to kind of present again, what the scope of work that Donnie is and his team are, are pursuing as well as his status update from there. So if you're all right with that, take it away. Thank you, Donnie. And Nick, did you see my colleagues? Carol and Katie Shannon over there at the airports going green. I knew Carol was there. I wasn't sure. There's a couple hundred people, but I thought that was her. She was wearing masks. Yeah, she's, yeah, she's always wearing masks. I think she was there just for the one day. So greetings. You might have to come up. We can talk about that later. Okay. So we're good to start Larry. Yeah. Okay. So greetings. Donnie Gores Cole with BHB. I'm based in, in and around Boston area, but I'm working across the country actually in New England mostly, but I've worked on other airports outside of the New England region currently working on Tucson as well, but worked at something like city and other airports as well, including San Francisco. Tonight we're going to be talking about the BTV sustainability brochure and plan, giving you an update. I know that you guys have taken a look at our scope of work prior to tonight, but like Nick said, I want to give you just a brief overview of that. What we're going to be doing. We're building off of the 2019 highlights report. So the sustainability brochure that I'm sure all of you are familiar with. We produced that as part of the master plan update some years ago that brochure includes a wealth of information, but very little analysis on, you know, where BTV's performance is, particularly with, you know, in itself compared to its trends, but compared to a bunch marked against other airports within the region and outside the region. What we're doing here today again is building off of that brochure, but developing some baseline studies. So the baseline studies include energy and greenhouse gas emissions, waste management, ground transportation, water resources and passenger experience. I highlighted the energy and greenhouse gas emissions baseline study on this slide because I have a couple of other slides that I want to showcase here. Focus on the greenhouse gas emissions inventory, which is the current our current focus as part of this project. Now the actual inclusions of these different topic areas and how they're assessed and how they're looked at is yet to come. I mean, there's multiple topics that could be assessed as part of waste management, as part of ground transportation, water resources, et cetera. But we want to make sure that we're going to be addressing and talking about the topics that are most relevant to BTV and, you know, areas where you can have the most impact. And the greenhouse gas emissions inventory is going to, you know, traverse all of these different topics, but it will provide the information necessary to determine, you know, where those areas are that you may want to, you know, send your and make your investments. Once we go through that and develop the baseline studies, we want to work with you to develop the sustainability policy and a set of goals stemming from those goals, identifying and evaluating strategies, developing phasing for those strategies, developing a program and performance monitoring framework that you can, you know, take with you. So we will have some baseline numbers as part of the baseline studies. We'll measure those against the goals and the strategies and the targets that we identify. And through performance monitoring and a progress program, you'll be able to say, okay, well, we've made, you know, X amount of progress since our baseline back in 2022, 2023. Prepare the sustainability management plan, just wrapping it all together. And general assistance services, we're providing sort of on-call support to Nick and Larry, Shelby as well, in terms of anything that really pops up from the sustainability perspective, whether it's reviewing a grant, looking at some solar sighting, really being the go-to resource for sustainability at the airport and to do so. And anything that we learn through those endeavors gets built into the sustainability management plan. You have a lot going on at the airport. So this is an opportune time to develop the sustainability program and understand where your emissions are and where your impact is overall from the sustainability standpoint. So the greenhouse gas emissions inventory, the last one that was produced was 2010. And that's my understanding that it was produced by the city of Burlington. And it didn't emanate from the airport itself. There was very limited information within that climate action plan from the city. And from what I gather is about circa 2012. So about a decade old now. And then the baseline that was used for the airport was 2010. So it is quite old. And what we're going to be doing is updating that inventory, but using a process and a program that is more specific to the airport. There are certain protocols and guidance documents that are specific to airports that we will be following. And I'll get into that in just a second. But first, we're going to be using a 2019 baseline. So we went back and forth with the VTV team. And it's our understanding that really you haven't completely recovered from COVID. So using a pre COVID number is likely the best scenario that we could utilize to estimate what your real emissions might be. So we're going to be using the 2019. But the idea is that emissions inventory should be updated, at least every five years, if not every year. And obviously from a 2010 to a 2012 to a 20, now 2022, 2023, you know, that's a big gap. So we want to start closing that gap moving forward. What is the purpose? Really, we want to identify the sources. And I have a table on the next slide that I helps to you identify what sources or emissions are at the airport. And other of carbon dioxide and other greenhouse gas emissions, you know, emanating from airport activities. And we want to quantify those emissions, whether they're airport controlled or tenant controlled or public controlled. There are certain sources that are generating and that may not necessarily be the airport itself. Compare the 2019 emissions to the 2010 baseline and observe trends. So you've done quite a bit of work from an energy efficiency standpoint between 2010 and today. You've installed solar panels. You've upgraded building equipment. You've done some lighting retrofit, lighting retrofits. And we want to make sure that we're taking credit for that and normalizing that against the growth that the airport has seen over that decade. Now, I say as possible here, because I don't really, I don't have the background data on how that airport emissions inventory was done in 2010. But it'll give you a good sense of, you know, the trends that are, and how you're trending. And then use the information, like I implied earlier, to identify and evaluate the impact policies of programs and to reducing those emissions. So where are your biggest bang, where is your biggest bang for the buck and what projects are really going to make the most impact at the lowest cost and at the, you know, lowest or greatest ease of implementation. So that's what we're really looking for. We're looking for the sweet spot of where are your emissions? What is the level of implementation for a strategy? Is it high? Is it low? What kind of partners do you need to get it done? Are you, do you need to have a conversation with bed for additional solar generating capacity? But the sweet spot when I'm referring to is ease of implementation, cost and, you know, GHG reduction potential. So just to give a little bit of background, scopes and sources. So the GHG emissions inventory is going to be clearly denoting the scopes, which are scopes one, two and three. Scope one is direct emissions. Basically anything that you as the airport operator are associated with. So the fuels that are burning in your stationary equipment, in your fleet equipment, in your general maintenance equipment. Scope two is the emissions that are generated and through and via your electricity purchases. And scope three is everything else that's indirect and optional to report. Because they're owned by the tenants, owned by the public and owned by, you know, employee commuting back and forth to the airport. And you can see here in the title, in the table to the right-hand side, this is direct from the guidance document from the ACRP owning, controlling entity, the airport operator, which would be you tenants. For example, heritage and beta and the public, of course, sources. Generally speaking, from your perspective, not necessarily the aircraft operations, but you might want to consider taking, you know, the emissions that are tied to the aircraft when they're plugging in. Well, that would be scope two, I'm just speaking there. But there is, you know, APU usage, GSE usage, stationary sources by your training. That's happening at the VTANG construction, waste recycling, other, there are a number of different sources that are up controlled by you. And what may not necessarily or that may not necessarily fall within the scope. So it gets a little complicated when it breaks out between the scopes and the sources. Basically, these are the sources that we're going to be looking at as part of the inventory. And the one thing that I did want to point out is what I talked to Nick about and what Nick, is it okay that I talked about the airport carbon accreditation? Yeah, please. I think that's great. Okay. All right. We haven't confirmed anything just yet, but the airport carbon accreditation is something from ACI. It is a global carbon management certification program for airports, basically airports produced there at greenhouse gas emissions inventories in a manner that is consistent with the program. They submit it for verification. There's a verification process where they look at your numbers. They ask you questions. They make sure that we're covering everything that we need to cover as part of the inventory. And that we send it and submit it. And they give you a certain level of accreditation. Once everything is verified and everything is okay. There's about six levels, or there is six levels rather. There's the mapping, which is the first level. Basically that's what we would be doing. You know, we're just doing the inventory. We're just getting going started. There's the reduction. There's, and the reduction is level two. Making sure that, you know, you have your inventory. You've mapped it, but then you've also compared it through to it. The previous three year average to demonstrate that you've reduced your emissions over the course of that. Or between those different inventories. Optimization is you're moving forward. And producing even more efficiencies in line with a carbon reduction plan that goes along with your reduction level to accreditation. Neutrality. You're offsetting everything that you can no longer reduce from an efficiency standpoint. Transformation. You're really making some impact within the larger industry and transition. You're really moving beyond even more the transformation stage. And really taking your carbon accreditation to, you know, the highest levels. And what we're going to be doing is using the airport carbon emissions reporting tool for this particular project. It's nicknamed a cert. It is a self-contained Microsoft Excel spreadsheet. It basically outlines all of the different sources, all of the different across all the different scopes. We input the data and Nick mentioned that we're in the process of collecting a lot of data. This data pertains to the utilities, your electricity consumption, your natural gas consumption, your refrigerant usage, your fleet inventory, all of these different things that maybe you weren't thinking about, you know, documenting or gathering. But, you know, if you're doing it today and you're thinking about moving forward with the airport carbon accreditation and advancing across all of the different levels, like many airports have done, you know, within North America globally, you might want to process, develop a process for developing or gathering this data in an efficient manner from year to year or from five years, within every five-year period. So this Acer tool is basically the bones of the application for the airport carbon accreditation. We submit it, it gets, again, it goes through that verification process. But the tool itself is going to output your scope one emissions, your scope two emissions and scope three emissions. And I would like to open it up to any questions at this point. I'll just add. So I just noticed that Robin has dropped. Oh, no. So we don't have a quorum. How precious. Can I ask you a question as we try to figure out our forum? I'm sure that you are aware that the airport is growing. And what I heard you say is to try to get some base level information so that we can get a trajectory going and determine that we're moving in the right direction. How, I mean, there must be some sort of factor in, in terms of grown, how you grow, but also maintain a certain degree of sustainability. Or is that just a, a lost cause that can't be factored in? Well, it's factored in. Are you talking about this in the general sustainability management plan sense or the ACA carbon accreditation sense or both? I guess both. Again, what I, what I really heard you talking about was the idea of, you know, we want to compare things where we were in the past and that we should be doing this every five years. And I'm just wondering, it looks like we're going to have a difficult time maintaining sustainability as we grow. You know, simply because we're growing and sort of like, is this sort of like the problem of a, of a developing nation? How do you develop, but maintain sustainability? Right. So I'll answer that in two ways. One is that we within the reporting and the baseline studies will provide some normalizing factors. So we'll do energy per passenger and placement, for example. Or, you know, the energy use intensity is going to be automatically normalized by the square footage of your facilities. So, you know, that's one way that we capture that growth is that if there's a growth in, in employment or a square footage, it's, it's sort of baked into some of the reporting. I mean, we'll, we'll also report on the absolute values, but we'll report, you know, them in a manner that is, you know, showcasing, you know, what it means compared to, you know, your levels of growth from, but I will also add that, you know, many airports and many, you know, many entities are looking beyond just, you know, setting targets to, you know, reduce energy consumption by 20%, 30% on a project by project basis or, you know, airport wide. They're really looking at driving toward, you know, net zero or carbon neutrality. And, you know, that really doesn't make too much of a difference when it comes to how the airport is growing because it is an absolute reduction, you know, a zero end game. So, you know, when you're looking at new construction, when you're looking at your, your operations and your purchasing and your procurements, thinking about it from a net zero perspective and a carbon neutral perspective. So if you're going to be purchasing, let's say you need a, you know, let's take, for example, you know, you need an extra snow melter because it's probably a bad example, but you need an extra piece of equipment because your implementments are going up or the number of aircraft operations are going up. And, you know, you have a choice between, you know, a natural gas fire version of that or an electrified version of that, you know, that electrified version is going to have an opportunity to help you reach net zero regardless of whether or not you're adding that because you're going to be hopefully supplementing that with, you know, renewable sources of energy at some point. So I'm getting into a little bit too much detail for probably for your question, but I think from a growth perspective, that's one thing that you want to consider is that many airports and many organizations are looking at net zero and carbon neutrality and making their decisions today to, you know, enable that target achievement regardless of how they're going to be growing. But today for the sustainability management plan, we're incorporating those normalizing factors such as, you know, energies per square foot or energy per, you know, use per passenger, those types of things that will, you know, account or capture that growth rate. And I think it's important to know from the direction of the airport that the inventory, the sustainability plan, the baseline that we're performing today, even looking at the past, looking at the baseline today, and then adjusting it as we move into the future, is critical concurrently with some of the growth that we're seeing, whether we're talking about new solar panels or new windmills, working with our tenants like Heritage Aviation on providing the next generation of fuel systems, like sustainable aviation fuel, but beyond that too, our concessionaires, where does their food waste go? Where does their garbage go? How much goes to the landfill versus actually getting recycled or reused? So that's really important, but as we grow, like Donny said, as we grow physically in size as well, we need to make sure that we're kind of thinking outside the box a little bit here. We've learned so many different things, and we know of so many different things, whether we're talking about alternative ways to build a terminal apron to sustainable ways of building a new build that contributes to our future inventory and our net neutrality as we move forward. And that's 100% going to be the goal of this process and a policy of this airport moving forward. And one thing I want to note is that the airport is somewhat of an island, but it is in an island. It operates within the larger community, so there's a community aspect to this as well. So the community is in two respects that I can think of off the top of my head. One is they're going to be interested in what you're doing, particularly with respect to reducing environmental effects of operations. And a lot of the med zero and a lot of the sustainability pieces that you're going to be thinking about from an action standpoint are going to kill two birds with one stone, so to speak. Installing EV charging stations, increasing the adoption rate or enabling the adoption rate of EVs within the larger community, reducing localized air pollutants, of criteria pollutants, for example. But the city of South Burlington also has a climate action plan that they're working on and they're thinking about transportation and they're thinking about all of the vehicle miles traveled. So it's a good opportunity within the ground transportation section and chapter that we're going to be looking at with you guys is how to kind of synergize those efforts, make sure that you're working together to reduce those vehicle miles traveled to and from the airport, either through enhanced or public transit or ride sharing or the use and installation of EVs and EVSE charging infrastructure. I have a question. And it doesn't sound as if I can certainly understand it, that included in the baseline is really an understanding of the fuel emissions from both the commercial and the military planes. And so I guess my question is, I mean, we certainly, the commission as well as South Burlington City Council and the Burlington City Council hear from lots of people are very concerned about that and that it should be included. And from my perspective, I think if we can work on ground transportation and buildings will and not wait until we have that information, we're better off kind of not having the perfect baseline. But I guess I'm curious how if the airport's plan will include kind of partnering with the airlines and sort of encouraging them or finding out or doing whatever you can to have them embrace some climate action plan. Well as the military, the military is a little bit harder. Helen, I got one point to make already with the FAA, there's a federal regulation just going to require 10% of sustainable aviation tool by 2030 and 100% sustainable aviation tool by 2050. Okay, so that takes that. All right. So, I mean, that's already in play. And I won't get into it right now, but when you look at airplane fuel in comparison to other things that you might not think are that big a deal. Well, no, I think that's important, Larry. So the EPA release, they're what they call a US greenhouse gas emissions plan just this past April. And of that plan, 27% of greenhouse gas emissions is coming from the transportation sector. But as you dive into that 27%, only about 8% is coming from aircraft, which is about a 2% to 3% greenhouse gas emission when we look at the whole big picture. And that doesn't mean that it's, that still means there's so much work to do. And we have to be a part of that solution. And how we as an airport can be part of that solution is like Donny said, through some of our inventory, our buildings, our concessionaires, our policies that would create, including like you said, Helen, with our airline partners. They're so far ahead of where we are on this overall. They have, just like the FAA has, they have committed and purchased in our actually flying aircraft with sustainable aviation fuel. In fact, just the other day, we had a Boeing 737 that flew into this airport using that fueling system. And that's what's going to cut those greenhouse gas emissions and hit those thresholds that the FAA in the airlines have by 2030, which is only eight years away and then 2050, which is 28 years away. So it's critical that we have to join. We can't do this alone. We have to join. Absolutely not. So will we get a baseline of that information or a reporting? I mean, that satisfies me that they're working on. And making progress and have really good goals. But I just think the public, you know, in light of total transparency, would we, will the public ever learn that out of Burlington International Airport, there's X, you know, amount of pounds of CO2 and they're going to reduce it by X. I'm just curious. It's not our power to report that. I just hope that maybe in conversations, we can encourage them to educate the public about that. Yeah. So Helen, we're working with Nick and his team on gathering data on aircraft. So we're intending to include aircraft as part of the inventory. We'll see what the data shows and what we can, what we could provide. You know, at the very least, I think, you know, there's going to be a, we, the amount of fuel that's being consumed at the airport by, whether it's Gen A or Avgas, we should have that information. So we may be able to leverage that and give orders of magnitude estimates based on, you know, what industry best practices are. So yes, it'll be included in the baseline to some extent and hopefully within the full inventory itself. Yeah. On the second point, you know, one of the issues with SAF or sustainable aviation fuel is currently the supply. So it is, you know, very, a lot of it's been pilot programs and pilot efforts. You know, at a commercial scale, it's not as where it needs to be. And, you know, I guess there were a little bit of question as to how it's going to get to scale. It's much further along in the West Coast than it is on the East Coast. So it's an opportunity for partnership at the airport, airport partnering, partnering with the airlines and partnering with other airports within the region to develop and advance and advocate for policies that, that advance it or infrastructure or supply. So that's something that we could explore as part of that as part of the management plan. Thank you. So, you know, I just add, I'll add to that too, Donnie, real quick about sustainable aviation fuel. You know, Heritage has been doing great research and progress on what we can right now, right? The supply that, how it gets, there's so many different factors, very complicated factors to this. I think one of the important pieces as part of sustainable aviation fuel is it's still a commodity. There's still a cost to it. And we need to, we need to understand both at a local level and of course much bigger than Burlington at a national reach, at a national and international level. Well, how are, how are, how is the cost of SAF or sustainable aviation fuel going to be compared to the cost of jet fuel? And how do the airlines, how are they encouraged to continue to use it? And those partnerships and collaboration, airport collaboration, airline collaboration needs to occur now. We're talking about this now. And I think that's one of the most encouraging things I got specifically out of the conferences. There was, you know, 200 people at the conference that these were policy makers. These were, you know, representatives of Southwest Airlines and of so many other airports like Los Angeles and Dallas and Chicago. And these are the big airlines that have this capability, excuse me, airports that have this capability now. And we need to fit into that, that working group of encouraging that growth. And it's not all about this new fueling system. It's about operational changes. It's about increased efficiencies in the airspace. And it's about new fleet technology as well. Specifically related to aircraft. So there's lots of things that we can help with, partner with and encourage and grow. And maybe even talk about as our contractual negotiations with the airlines. But there's also so many things we can do right here at the local level right now, like, like building a new infrastructure, including, you know, working with demonstration units or, like the orb wind turbine or new solar panels or exploring geothermal for our terminal building. And that's what I'm really encouraged to do concurrently while Donnie and his team go forward to make sure that we're headed down the right path right now. And I totally support that and understand that that's really what we need to focus on and can focus on. I just wanted to understand that other reality. And I think the cost factor is certainly an important one. And just in a sense, kind of to give some of the critics, perhaps some more information that might be helpful. And at the same time, as I keep emphasizing, there, there were, you know, we have to be part of the solution today. You know, I agree with some of that, that, that conversation. We have, we're controlling and we're managing and directing a large, maybe the largest asset in the state of Vermont in the region. And we need to be part of that solution for sure. And I'm super encouraged by it, but I also see the challenges with it. And there are challenges, whether we're talking about cost or, or funding costs and then of course time. But we certainly have to work on it now. You know, working with even South Burlington and you and your team, Jesse Baker's team is really, really encouraging for us too, to make sure that we're aligning our climate action goals with our, our neighbors and being, being your neighbor and being the Burlington neighbor and Winooski's neighbor and making sure that we're all headed down the right path. I believe Helen also there has to be a lot of education because I mean, everybody's looking at, you know, the, the burning of fuel, right? These big jets when you think about some of the other things that you touch in everyday life that seem minute compared to that, they're a lot more significant than the jets. So I think there's a lot of examples of how relative this is not the downplay it. Everybody should be doing their part. But there are comparisons that will blow your mind on, on things that you wouldn't even think of that are, are a lot more powerful than dead engines. Yeah. Just a quick thought. Just so everybody knows it's for the sustainable aviation fuels are buddies up North and Montreal there at IKO International Civil Aviation Organization track these globally. And it's a thought to just put some of the links on our website because I think that people don't realize how much work is being done in just the, just the conversation of sustainable aviation fuels, which they label SAF, there's a tracking tool that tells exactly how many airports are using it, how many airplanes are in the air at any given amount of time using sustainable fuels, which airlines are using them. So the data is being collected globally. And then it has like latest news. JetBlue announces partnership with sustainable fuel. So there's a ton of stuff out there. It just doesn't really trickle into the news as, as, you know, as every day, but it's, it would be an easy link for, for those, you know, trying to answer that exact question because it's not well known. Great. Well, that's great information. Thank you. I'd encourage us to put that link. I'll send it. I think that wraps it up for us. And of course, if there's any, any questions for Donnie. Nice job. Okay. Thank you very much. Thank you very much, Donnie. All right, bye bye. All right, that wraps up item six item seven. It's supposed to two action items today. So the first is. It's utility easement. I'd like to entertain a motion to recommend to the board of council to approve the approval of utility easement with GMP in the, in the valley. Move. All right. Let's move by Helen second by Greg. Discussion. Shelby. So this easement is one of three that's being sought. This is specifically for our properties here at the airport to allow green mountain power to provide additional electrical needs that are underground to get to DaVinci drive, which is where the beta facility will be manufactured. So this is to allow them to have the adequate. Means that they have for that facility. Commissioners, any questions for Shelby? Hearing none, all those in favor of recommending approval, please signify by saying aye. Aye. Aye. Any opposed. Animals. And 701 carries next for this item 7.2. I'd like to entertain a motion to recommend to the board by the city council, approval of purchase of liquid be Iser. Of a liquid user unit for the runway uses usage. You hear. Motion to that. So move. All right. Seconded by Helen. Discussion. Sure. That'll be with me. Okay. team made a kind of a makeshift unit that provide us the ability to experiment with liquid deice, which provides a synergistic effect in conjunction with the sodium formate, which is solid deice that actually increases the effectiveness of the solid deice. And instead of waiting an hour sometimes for the solid deice to actually start to work, the liquid deice rapidly activates the solid. And so based on that, we experimented last year, but this year I want to get a tow behind unit that will allow us to accurately monitor the application rates, because last year with the unit that we had, it was only basically on or off. So this will actually allow us to accurately put down the chemical to the application rate that's needed that's recommended by manufacturer. So yeah, it's $68,000 for the unit. And it'll be here, I believe, if it passes the next few weeks. So I would just add that this is let's call it phase two of really getting into a liquid deice system for us. Last phase one was last year with the ingenious way that our crew was able to add this to an existing truck. This is phase two with a small trailer, 1,000 gallons. Phase three is to get proper storage right here on site right now with only purchases in 275 gallon totes, which then eventually go to this trailer system. And that's going to help us alleviate and lower some of our costs for just in larger quantities versus small totes. Super, super critical. I think it saved us more than a handful of times last year. I'm sure it will last year as well. There's any discussion on this thing? It seems as if there's a lot of advantages to this and certainly the previous easement also. And I'm just sort of curious because of what we just talked about with sustainability. It seems as if the trucks aren't running as long. It would seem as if Green Mountain Power is providing some electricity, but to a company that really tries to promote a positive use of those things. And I would just encourage the staff to maybe make a laundry list of some of these things. Usually there's minor things, but these are all examples of things that are right. Any other comments by commissioners? You know, I just wonder, relative to the last comment, if it might be useful, if you can, on different items like that, if there's also included just kind of a environmental impact or climate change impact statement that is related to this use of dollars. Not only savings, but in terms of just its impact on the environment and climate. It might be just a cool thing to have. I love that. I mean, I think that's exactly where we need to start thinking, right? As I stated, as Greg said, as you said, and hopefully we're all thinking it, everything that we do should have that element. Every decision we make internally, on a day-to-day basis and adding it to this, to keep that inventory of that list going, I think would be incredible. I really love that. Team, we're going to do it. Well, that would be great. And I think the Burlington City Council in public would really like to see that. And maybe that can be the pro forma for all the city government. Love it. Great. Any other comments by commissioners? Hearing none, all those in favor of approval, please signify by saying aye. Aye. Any opposed? And 7.02 carries. We move on now to item eight, which is the construction update from where? All right. I'll be quick. First of all, when you read through the report, you saw a lot of projects that are finished or being closed out. Marie's putting a lot of effort into closing those out because we don't receive 10% of the final payment until these projects are closed. So if we retrieve that money, it makes Marie real happy, especially with a real big one we've got hanging out there right now that we're anxious to call the FAA and bug them a little bit more again. Anyway, however, to follow up on that, the report is what the report says. But also, the big thing is a couple of weeks ago, we had our annual planning and CIP meeting with the FAA. And that's where we look at, especially this upcoming fiscal year and the next four on what our spending will be and what we'll be looking to get. And it's all within listed in those projects in that list. But there's some good things that came out of that meeting were very positive. We talked about, Nick's talked about a large carrier, a cargo carrier that wants to come in here with a bigger plane, and we need more cargo space. The FAA is going to allow us to apply for a design-only grant to get that process going, which is big because in the past, they would never allow that because they don't want to risk their money, they want us to risk our money in case it really doesn't happen. But the effort and the team here is a lot of effort into making sure the FAA gets what they need. And that's what we get out of that is they trust that we're going to move things forward. So that was huge. It's only about $280,000 grant, but that'll design that apron. And then within two years, we will build that apron. The second thing is, which will be, we're doing a rehabilitation of a taxiway output because it's not in good shape. And when we got into that process, we had to remove some of it from last year's grant that we received that already been processed and approved. So we are putting back in that alternate that we did because we knew the money was tight last year. And we're going to get all of Alpha done and part of Charlie done as part of this whole entire project. That money will come as a grant this year, which is big. The South apron, the one that goes down into the corridor here of the new beta facility, we have applied for it. We have already prepared the application. It's been submitted and we're going back and forth with them right now. And that was money that was secured by Senator Leahy. And it's a $6.1 million project. The grant will be about $5 million. We have to come up with 10%. But also, we can only build up to a certain distance to within a structure like beta or something like that. So they have to take responsibility for part of that cost to build the rest of it, to come out of their building. So that was another good thing. That will be coming. So the other thing, the other big thing was we were wondering, we know we need to do something about our main runway 1533, which is the busiest commercial aircraft and all that needs rehabilitation. So we have had on the books for years, the rehabilitation or mill and overlay of that project, that runway that we did affirm that they have programmed discretionary money for us to be able to do that in 2024. So we will be moving forward. In this case, we're not going to get the engineer at front. We're going to have to do the engineering. By next year, we have to prepare for a very large project, which will all have to be done at night because we cannot shut down the runway in a five-hour period. We have to do that entire project. So that was good news. It's programmed. The other news is, because we're not spending all of our entitlement this year, we're putting some of that towards that next year to help secure. We get everything we need to do the mill and overlay of runway 1533. In part, to move that forward to this year, though, is we're going to do an updated payment management plan that looks at the condition of all our payments and also the strength and all that type of stuff. We will apply for a grant. It's only $150,000. We'll get that done. We'll help support what we need to do with regard to runway 1533. The other, the bill funds that grants we have applied for is the North Terminal Renovation, which Nick, I think, will probably get into a little bit more later, with regard to the TSA being moved out of the North. We're going to redo all that area. We have a contractor lined up, ready to go. We're waiting on a grant, but we can actually start without the grant, because the bill money, you can do that. So we have applied for the grant. We have submitted the grant. We're waiting for that. That'll come this year. This is huge. This next one is huge. With bill money, again, the FAA is going to support a design-only grant for our new SRE, well, can't really say maintenance building, but mostly SRE storage building that will also do maintenance in. They're going to find an upfront design project for that, which is huge. It's like $1.6 million. So that does the magnitude of what this project will be. And then over the next several years, we'll use that bill money to build that project, which is much, much needed. Let me see what else we've got going here. Yeah. Then there's the big picture things, which I won't get into now. We did revise our application for the competitive money for the bill portion for the terminal projects with regard to the south for design of the south concourse, the new one and replacing the old one. Last year, we put in $35 million. And realistically looking at what money is available in that fund and all that, they're not just going to give us that much money. So we said, let's ask for the design. That puts us on track for having on the shelf to move forward over the next several years. So we have put in the paperwork to compete for those dollars. That's really important, too. Like Larry said, the competition part of it is really getting another $35 million from that FAA. It's going to be hard. We're talking about competing with all airports of the United States. Very, very difficult. So at least if we get this design work started over the next couple of years, if we're able to secure this grant competitively, we're one step ahead of the game, not just on the line for another grant, but there's a possibility of this really coming to the timeframe where we are debt-free on our existing bonds and we're able to secure potentially a new bond in the future to start this project. And at least have the FAA fund the design work. That's a huge criteria for getting design on the presses. If the FAA is not going to fund the construction, how are you going to build it? What's the risk of the FAA giving you this money if you're just going to sit on a grant for that game? So that's really, really important to really thoughtful and great idea by Larry to scale back a little bit, but still be ready for the next step. Shelf ready is really nice when money becomes available that somebody else doesn't use and they say, hey, Burlington, we're red. So and I'll make the rest of this really quick. So the other thing, I think, Nick's reported that Senator Leahy put in money in a congratulatory directed spending bill for the North Concourse. That is our CIP to move forward. We have signed a contract that has been reviewed by to start the preliminary design of that. We're doing foreings and seismic and structural and all that right now to get ready to decide how to move that forward as we watch that legislation move forward and make the decision to really move forward. And then the last thing is, which is really a very most important thing is the noise mitigation program. We are our typical amount is about five million a year. And actually, Nick's got a report on where we are with respect to the drawing and everything later on where we are with the 16 homes that we are signed a contract for to get done. The 54 that we're moving forward with design. And then obviously upon design of that, there'll be an application to do those 54 homes in May. So that's all I have in my reports. My report, like I said, there's plenty on the table to do. So if anybody have any questions. He's going to put one more plug in for you, Larry. He just talked a lot about the future. His report talks a lot about what we're closing up. But we're really working on over 150 million plus of capital projects right now. I would say the highest in the history of the airport. There is a lot going on, a lot of steps, a lot of thresholds that we need to meet. Shelby, Dave, Marie, we're all part of it. The layers are advantageous. A lot of that day-to-day operation. So much work, but so critical, whether we're talking about how we're going to build these future projects on these pictures back here from a sustainability perspective, but also from a time perspective. This is the core team right here. This is the leadership team of a tens of millions of dollars capital footprint. And the opportunity is here to try to move it up or down. Excellent. Thank you, Larry. Did you have a question? I guess for the entire team. But again, since my mind is on this sustainability, and you mentioned how competitive some of these contracts can be, I'm just wondering if we demonstrate some of the sustainability, if that sort of gives us a little bit of level up on some of the competition it's action to show if so, we can make ourselves a role model for other airports. I mean, what we can do can be done by other people. Yeah, I think that's a great point and actually part of the legislation. So when Secretary Buttigieg announced some of these big bills and of course, President announced these big bills, a big motivation was what are the sustainable projects? What can you fund from a standalone project, like solar fields, et cetera, to phase terminal projects, especially for small other airports and how can they incorporate some of these next to the generation systems? HVAC got to move this over and things like that. It's also a tricky scenario to get the FAA ready to check off on, because as you add more of this to it, the cost of the project, the cost of going green sometimes does go up right now. There's a premium to that, so we need to balance that, making sure that if the FAA is not funding all of that, we still need to make sure we go as far as we possibly can and there might be some local funding associated with that. Of course, probably not, I think even the local FAA funds comes back, but it does give us that, that slight competitive edge when they start comparing us to somewhere in the Midwest on the same level. And one last thing that I forgot, it's harder than before, the group is the improvements to the lighting and the parking garage, the contracts on my desk ready to be signed by Nick, for a two and a half million dollar upgrade to our all new lighting in the parking garage. So that's really close to moving forward, obviously with a lot of help from Shelby and Marie and everybody to get that going in coordination or what that's going to take to get done. So, that's all I got. Thank you very much. Thank you. Larry, one question before you go? Sure. Sorry, it might be totally available and maybe I missed it, but people are asking if there's any movement in the change to runway one and one nine. I think at one point there was on the table, possibly shortening it or taking out kind of the hump in the middle where the intersection with one and five and three three, is there any change on the goals for that at this time? That is on our CIP. And if you give me a second, or Nick, maybe you know off the top of your head what year we're shooting for that. It was 26 or 25 guys. It was two years after the one five project. Yeah, right. Okay. Yeah, there is a shortening is in 20. Right now it's, well, from a CIP standpoint is 2026, Robin. Okay. And then, and is that like, that's a done deal. It's happening. No further discussion. Right now that's what's approved and recommended and not only by the FAA, but by myself and the airport staff. And that's through an extensive amount of safety research, studying with the FAA. Big thing is funding, because we don't get funding if we don't. Yeah, and it's more than just, right. We don't get funding. We've already went through so many extensive shifts and policy changes to that particular runway, including without getting into the specifics too much or the technicalities, I should say too much, including right sizing the classification of the funding so that like to Larry's point, we do get funding that we can call it our crosswind runway, but we have to look at this, of course, the safety factors associated with that particular area. And it's not just the runway, there's multiple nodes and multiple issues with that particular intersection. But I wouldn't say it's a done deal. We're four plus years away from probably two to three years away from starting conversations of the design work. And in the meantime, we're gonna be talking about really, really publishing it and understanding and sharing it with the general aviation community, especially because that's, of course, who it should impact. The biggest impact, yeah. Okay, thank you. Thank you. We're on to item nine, just the financial update. Thank you. So this month you have for you a finance package where we're looking at the revenues and the expenses for the month of September and looking at the metrics for the revenues through September, as well as looking at the cash position and what is owed to us by the FAA under our grant program that is through the end of October. The one thing that not a whole lot of changes to the grants from what I have reported in the past month, I did update the grant anticipation note. We'll be going ahead and renewing. This is something we do annually. And so we must renew it annually. We wish to continue with the grant anticipation note. It's called, we nickname it GAN, our GAN. We currently owe two and a half million dollars on the GAN. We borrow this amount. This project is for one specific AIP, a large one. And that the closeout was submitted to the FAA in August and we are waiting for them to finish their review and receive our money on that. But we'll be going ahead, we'll be going ahead and renewing the renewal of the GAN, the clerk treasurer's office downtown. It really gets sort of run by down and they negotiate with the bank and they work on that. We tell them how much they wanna do. They're gonna be putting together a resolution that is gonna go to the board of finance and city council for approval. I think that's gonna go either the end of this month or the 12th of December. And at least then we'll have the authorization to go ahead and do that. But that literally is just, we just, that just came up actually this week. So I don't have it as a separate item in here, but I did want to bring that to your attention. The other thing that I wanted to point out is the interest rate on the GAN had been pretty low for a long time. It follows the lever rate, but as interest rates have done in all of the markets, we are seeing that go up, unfortunately. So I wanted to let you know how much interest we had paid so far since June on that one AIP, which is $32,000, which is getting to be a lot of money. A lot of that's due just to the interest rates variability and the increases of that. The good news is that the interest that we pay under the GAN is reimbursable under, we can put that as part of our next application when we do a PSC application and we can use PSC dollars to reimburse ourselves for the interest cost. So that's the benefit of using the GAN. And we do try to, we try to turn things around as quickly as we can, but sometimes it's out of our control a little bit or waiting on the FAA. Our revenues, I'm really pleased to report that our revenues continue to be very strong. I think the, you know, the garage revenue and even though the revenues I'm reporting here are through the end of September, when I look at, we have a full number through for parking garage revenues. I don't have them for L revenues for October, but for parking garage revenues, we're at 101% of our revenues compared to pre-COVID 2019. So just to give you an idea, and I think it's really interesting when we're looking at revenues to look at this separate sheet that looks at the sort of our biggest revenues and see how we're doing. And you can see if you look at that, that the recovery is continuing to climb upwards and continuing to do really well, particularly the car rental concessions are 113%. The CFCs are 110%. The CFCs are going to start to flatten out because we, when we negotiated with the car rental companies a year ago and signed a contract, they increase the CFC charge from $4 to $6. So we, a lot of this is even depending on the volume, we're getting $6 for every transaction and that's gonna start to phase out. That was for a year. So we have two family brands that initiated that first and then we have one that initiated it in the early spring. So we're gonna have a little bit of, you're gonna see those revenues are gonna flatten out a little bit more. But these are great. These are really reassuring that the airport has done well in the revenue recoveries. As far as our expenses go, they were $3.4 million through September. So for the first three months, this is a little bit higher than last year. A lot of that is actually due to the fact that we opened the quick turnaround facility for our car rental companies, which is on this side of the airport, on this north side of the airport and we're purchasing fuel. Now, all the fuel that we purchase, everything that the car rentals use we build, we calculate that, we have a very sophisticated system that tracks which car rental companies using and buy the gallon in that time and we bill them at the end of each month, we bill them for their use and they pay us. So it looks higher, but the expenses, but that's the primary difference and all of that detail is in there. So if you have any questions, you should always feel free to ask. Yes. Just a quick question on that. Again, coming back to the sustainability issue, it's just nice to connect those things whenever possible. Does the rental companies, do they have electric charging stations? I'm going to let Shelby, she's got some exciting news. So go ahead, Shelby. They began installing yesterday or Monday? Monday. Monday, eight Tesla chargers as a initiative of Hertz. They have a fleet of 100,000 Teslas that are being delivered in the spring. So they're going around to all these airports and they did all the level one, two and we're a level 10 meter airports on the large medium, small and they are getting to us for the full roll out. So they are Tesla, but they have a headpiece that will also accommodate Volkswagen. Contract requirements. Oh, yes. We have contract requirements as well that by the end of the contract, they have to have at least 10% of their fleet at minimum. And that contract grant five years started in 21. 22. 22, yeah. So, we're already in 23 and I think we're making some good improvements. Following suit will be enterprise. I'm not sure who they're partnering with and then Ava's budget has not implemented a plan of this kind yet, but usually they all kind of fall in domino. But yes, we're really excited and we have spaces that were earmarked for this at the QTA, so they're not spaces that were assigned to anyone because we were kind of hoping to do a universal charging area for this initial piece. This is being submetered to Hertz themselves and they'll be paying the bill directly, which was kind of a savvy part of their program that they initiated. And that could be a part of this laundry list of examples again that sort of push us more in the direction of sustainability. Well, we write these memos, I'm just gonna call you. Craig, what do you think? I think it's gonna be all right. I've never answered my phone. Our cash position as at the end of October, we continue to have sufficient and strong cash revenue. So $8.1 million we had in our check and count. We did not let the city any money. The highest didn't happen even since I've been tracking it. Yeah, yeah. So we're positioned very strongly right now, which is good because we have Larry mentioned that $2.5 million lights, which we're gonna have some things that are coming up and that's an operating expense as part of our operating budget. So we'll see some of that going on, but we're positioned well, we're planning ahead to be able to adequately, smoothly cover the expenses that we know that are coming up. And we rode $5.2 million from the FAA at the end of October. Again, two and a half million of that is just one AIP. So it, we turn things around the best that we can, but there's always a little bit of a lag on some parts. We have respired on that one, we're just waiting and we just wanna give a little more time for you to vote because there are partners. There are partners, there are partners. Really good practice. The last thing that I will just let you know is I was putting together, we're gonna be bringing a, as the year goes on, we have to make adjustments to our budget. Things will come up and I realize I don't have enough. We have to budget at the very detailed account level. So we have cost center and then within cost center, we have account. So sometimes I've got plenty of money budgeted for airport, but sometimes it's just not right place as we go along and things come up. So putting together a budget amendment that will try to break down. And yeah, so it's under $100,000, but just to sort of step and cover where we've seen some expenses be a little maybe different than we thought they were gonna be, but certainly not out of the realm or worrisome or anything. And that is this month's report, but I'm happy to take any and all questions. And if there's any questions or comments for Marie. One, just related to that gentle reminder that Larry sort of spoke of, there is talk that the federal level that they might not be able to negotiate payment in order to keep the government operating. I'm just, that might be an incentive to speak to them but if it sounds like they're not gonna be able to reach that agreement, you might wanna contact them sooner or later because part of that agreement may be that they just don't send out anymore money. They're obligated. These grants that we have had been earmarked and we'll say budgeted in the FAA's budget and prior years. Okay, so if we have a grant that we got in 2022, that grant feels good. We're not at any risk for them not to pay on that particular grant. Any going forward, they have to rely on the monies, the entire FAA gets, that has to get budgeted and obligated to them. So it would be future monies that might be delayed and somehow or they may have to say, well, we're not getting everything we planned on or whatever, that can happen, but not on anything we have existing. Any existing grant is, we are safe with that, there's no risk to us. I'm finding source. Check some of the mail. Check some of the mail, yeah, great question. There's somebody here that sent it. One, two, three, four, five, six, seven, eight. For most of the people I've worked with, I'm just saying, you're not letting your number work. Right, that's the biggest impact with any of these continuing resolutions or any of these other things is the staff. That partners, you know, one-on-one and might not be able to click the button to send the ACH or whatever it is, maybe, but that's fine, so. We are anxious, we're waiting, not anxious, you know, we are anxious, call, just be careful. Yeah, there is, there are relatively small staff too when they are at local airport district office down in Wellington, Massachusetts. All right, commissioners, any other questions for Marie? Thank you, Marie. Thank you. We move on to item 10, noise monitoring data. Stand in for Anna. Stand in for Anna. So she put together multiple graphs as she typically does both on type of comment that we received based on aircraft type, also based on geographic location in which town the comment is coming from. The new one in there is a breakdown of unique commenters. You've seen something similar in the past. These are generally individual commenters. So a single household that's making the sky, I call it household because of, but a single household making these comments. The exception to that is the dark blue and the dark green on the top left corner there. So 8% is 8% of our comments of the 498 comments since June of last year are coming from individuals, 8% of those numbers. Whereas 70%, the 46, 12 and the 12, the gray, orange and the light blue, 70% is coming from three individuals. And that's of that 500 comments. Again, to many of the points made in the past, this isn't all comments. We don't receive every single comment associated with the F35, the FAA in fact has their own commenting website that they are trying to promote more. The Air National Guard accepts comments directly to them. These are strictly the comments that we are receiving on our new vector system, our online portal. We are working on other data solutions for that as well. In fact, we're working with some of our department leaders within the city of Burlington and a new GIS system. I have no idea what GIS stands for. Do you have that information system? Yeah, certainly. GIS, but I mean it encompasses so much more but specifically we've talked about maps and they're gonna help us try to figure out how to improve some of these comments together or report some of these statistics come from our noise monitor and from the comments. Can we roll right into the next? Yeah. So this is an updated map associated with our noise insulation program. We do need to change the heading of this agenda item. I just saw that. But the noise insulation program led by Larry. Again, as you look at this graphic right here we're attached to board docks, the purple and the greenish color, the large green parcel is all airport owned properties or in our vacant properties that have previously been purchased through the F&A's noise acquisition program. The red and the highlighted green there is new houses or parcels that are being either designed or finished design, bid it out and are gonna be starting construction in this brand of new insulation. We are exploring right now 121. I wish Eric was here to relay this, but 121 houses right now are on the list. That does include some of these parcels that are on this map. And of those 121, we are now embarking on new towns and offering this to Winooski. There are a handful of houses in Winooski. Some have declined the program. Some are participating as well as Wilston and of course the majority right now are within South Burlington that are going through. We had a couple of nice homeowner meetings recently in the last month or so. I'm going through the steps and the logistics of what's gonna be offered. And yeah, very exciting to see 121 as we go to the next round of grants. So we're on our progressive path to continuing our noise insulation project. This is a huge, I think, piece to the sustainability program, a positive spin to a complicated and challenging project. And that is, of course, massive energy efficiencies, not just noise insulation, but energy efficiencies that have come from this program. Any questions for Nick on his noise presentation? Just had a question that just sort of a follow-up. The last meeting, I think I've just brought up the sort of the story of driving on the highway was cloudy day and all of a sudden, I thought a car or a huge truck was running into me. I don't sort of go through this story again, but mentioned the possibility of maybe contacting the Department of Transportation and maybe they can coordinate something with the National Guard to just alert people to be on the ready for noise, yeah. Yeah, Larry and I have talked about that and we're gonna be working with the Highway Department as well as South Burlington because of the line kill road there is their jurisdiction to at least post some signs there. I was actually touring Bradley Airport a couple of weeks ago and they have their very similar signage there. I'm gonna look at the last one. Just a quick question and in our noise monitoring plan, I know we're doing residences. Have any of like, has there been any like public use spaces like Winooski schools or anything else that have reached out or are targeted as something that would obviously benefit? Being at a campus that is literally under the flight path and I can tell you that we have to all stop classes every time they fly over, literally stop, pause, wait and continue. So I'm sure others are impacted even more than me. Yeah, so most recently the Chamberlain Elementary School went through a substantial renovation project with new heating units, air conditioning units, I should say, and windows to make sure that the interior noise levels were reduced because they were within the 65DNL and classified by the FAA to be eligible for these noise programs. I don't recall off the top of my head any other public use space or schools that are eligible, which would mean that they would need to be within the 65DNL contour line, but we do have a list of all of those non-compatible areas again as defined by the FAA. We are working our way closest outwards. Chamberlain was higher level and more at the request of many folks to be initiated as part of our first insulation project. But if they are within the 65DNL, whether it's this map or our future map, because remember we are undergoing an update to this map right now, they would be reached out to be included in the projects if eligible. And it's particular too, it's very different than a residential program. For example, the Chamberlain School, not every room in that building was eligible, only there are specific rooms. Okay, thanks. I'll just add education facilities and usually places of worship, hospitals, those types of facilities would be eligible. Thank you Nick. So as we discussed earlier, there is no animal evidence, so how long we'll come back to you in 1913 for that. So we move on to item 12, which is the directives report. Perfect, I know we're going on a long meeting here, so I'll try to keep it, I will keep it very brief. Quick staff update, Dave sent out an email to the whole airport team, but one of his senior staff, Stacey Levely, was recently down in Washington DC going through what's called the Literata Scott accreditation program. And she went through a very, very extensive and intense training process to receive her certified member accreditation through the American Association of Airport Executives, which is amazing. I have my CEM and Dave actually has the accreditation, which is next, which is far greater, including master's degree and a very, very intense interview process, but super proud of Stacey and happy to report that she received her certified member accreditation. I'd be remiss if I didn't talk about snow, especially on today. Dave's been up a long time today with his team. Our team came in early to start our first snow event we saw heritage in their team out using some of the old BTV equipment, which as you remember, we recently sold to heritage making really good use of it. So I just want to say thank you to publicly to our entire team because it's November 16th and it's the start of the snow season. Unfortunately, I'm really proud of the work we did. All right. Larry already mentioned a bunch of items associated with the Terminal Integration Project completely completed in the actual building. We have some final pieces that are happening downstairs. It still looks really beautiful. New carpet is in downstairs in the existing portion of the building. We have about a week left and we will be 100% complete from the project. It'll go into next week a little bit more. We're open by the end of Friday, but a little bit longer. Looks fantastic, really great flow. Now we're able to go to the next project, which is the $2 million North renovation project. I don't have any pictures right here, but this is another bill funded project that we're gonna change some of the layout of our North concourse area, open up the space to the capacity that we really need up on the North side. So that's gonna happen in about two weeks. The first week of December, we're gonna start taking that up. Another intrusive project because it is inside of the existing building. So we're gonna have areas shut down and detours associated with traffic flow, but the end result is gonna be really, really spectacular. And then the final piece is this graph right here. I just wanted to share because it was extremely excited. I was able to share it with Tim a week ago. We are the busiest airport in New England, outside of Boston, the low caveat. And that, I'm glad actually Matt is here because that's a huge caveat to the amount of work that Heritage does every day and not just on our terminal, we're at the commercial operations, but the general aviation operation which really contributes to this orange number on the right hand side of this particular chart in our air traffic operations. I think I've reported in the past that air traffic recently received a great increase on their salary scale. And that's because they are busy. We are very complex at this airfield. Again, we are busier than any North, I'm gonna say Northeast airport. And that includes Bradley, Manchester, Providence, Portland, Maine, Bangor and Albany. We have more operations. Of course, that's not passenger numbers. So that's a total number of operations, landing, stay-offs and traffic in our airfield right here. That's super exciting. As we went further along in this analysis, air traffic and the FAA also helped us gather additional data which I'll probably report on in the future. But there's other larger over one million population metro areas that we are now busier, like Milwaukee and like I said, Providence and some of these other airports right here. Million, one million population metro areas and our airport is seeing a massive increase to that number of operations. Not general, like I said, and not a lot of it is contributed to commercial traffic or commercial traffic is actually consolidating to larger, more efficient aircraft or main line aircraft. In fact, we're on a main line aircraft coming home last night. But this is a huge contribution to all of our general aviation partners. Beta technologies is, from our flight academy, huge contributor to this massive increase over the last year or year and a half. Super exciting. So I couldn't not share that with you all. Matt, does it for me for the report? And that particular point I happened to notice, I didn't notice the first time you shared it, but we're also the only airport in this table that is busier in 2022, 2019. During the, oh, we're on an increase. So from pre pandemic, we're the only one that's busier. Yeah, that's great. All right, commissioners, any questions for Nick? Any observations? I just have one. I think this is the right time. I had the pleasure of flying through BTV last week. So I got to experience the new TSA portion. And it was great. And every person who works there with whom I spoke, I asked them, how do you like it? And there was a lot of smiles and a lot of positive things. So it was a very happy staff there. And it was just really satisfying to see. So, here it goes. Thank you for sharing that, Helen. And I'll let go of the same thing I flew out on the first of Halloween. I didn't know that people would dress up on planes for Halloween. The answer is no, you're the only one? No. Fuck. I want to say TSA-H. No. But similar experience to Helen. Like, everyone seemed really happy, you know. One person was like, hey, I'm still learning the machine, but overall, I think people were happy. I can tell you, my experience, Larry and my experience through Chicago yesterday was not nearly as pleasant. I love Chicago. And I loved having the partnership with United, of course, to go to Chicago. But the experience was very, very different with their checkpoint. All the machines, slow lines. You got to take out all of your electronics from the back. Here, I was able to throw my bag into a single bucket and I'll take out my toiletries or machines out if I did not fly a pre-check to kind of see what that experience is also on my pre-check. Although I do encourage everybody to get pre-checked. Shelby is forcing me to go out and have a cup of coffee. Yeah, very vastly different with Chicago. All right, thank you, Nick. So item 13 is follow-up items. So Helen, this is Swiss Roars here. We had the presentation today from EHB. Does that address your outstanding follow-up item or is there more you'd like to see on that? Helen, are you there? Oh, I'm sorry. I didn't hear you. Well, would you say that? Sure, so we had us a follow-up item from many meetings. I don't remember exactly how many that you wanted to hear an update on the Air Force Sustainability Plan. So we had a presentation. Oh, no, what I heard today was great. And I think, and I like the idea of having a sustainability report on a lot of the action items. So the world and the public knows that we're really serious about it. So no, I'm fine. That was perfect. Thank you. And then just for all commissioners, just as a reminder, because I don't know if I've ever heard really, this is really more for Greg and Robin. The concept of the follow-up item is as we come to the end of the meeting, if there's anything that you feel airport staff needs to follow up on for a future meeting or outside of the meeting, we add that here so we don't sort of lose track of the various little things that need to be done. So commissioners whole, are there any items that we should add to follow-up items for next time around? Anything you're looking for airport staff to follow up on? A little worried that the next time I come to the park, that that large tractor is gonna still be there. You probably saw that. The tractor? Yeah, there's a lawnmower in one of the, in a couple of lawnmowers in the airport, if you're sure about that. It wasn't. It wasn't. It wasn't. We would follow up on that. That would be my team moving them another way to get them to follow up. First of all, it's kind of a problem because we don't have enough airport commissioners. So that's the problem. That's my tractor, actually. I'm driving that. Robin left her's here. Oh, gosh, that's funny. We'll have about it tomorrow. All right, so that concludes follow-up items. Item 14 is adjournment. And just before we adjourn, just wanted to reiterate our next meeting will be supper seven at 14. Do I hear a motion to adjourn? So moved. Motion. Second. All right, thank you. All those who have adjourned, please signify by saying aye. Aye. Aye. Any opposed? I don't think so. We are adjourned. Thank you, everyone. Thank you. Good meeting you. Can I make a comment before you all leave and now that we're adjourned?