 January 18th, 2023 to order. Let's go around and introduce ourselves. Joe Kettmair, Rob Suzy Longo, Bering, Z. Arsha Martin, City Council. Tim Waters, City Council. John Kightman, LVDA. Karen Rodriguez, City Council. Shaquita. Your turn. PDR, Roe City Council. Kimberly McKean, Long Island Development Authority. Joe Farrell, Long Island Development Authority. Your order number. Harold Dominguez, City Manager. Chris Gilbray, LVDA. Wes Barker, with the LVDA. Tom Royce, City Council. Can we get a quick back here to introduce ourselves? David Warren Barker, City Manager, this office. Great. Jody Marcus, City Manager, this office. We're all transportation planning managers. Jody, next up, Public Works. OK. Alex. Whoa, whoa, whoa. Go on. Down. Down. I had an egg roll in my mouth. The towel with style is also like the city's. You can make some of your turn. Shouldn't go on the issue, but have some of those. Appreciate that. I'll work on the D&D for you. We're good. I don't think we need to do that, right? Yes. Go ahead. Everybody's introducing themselves. Shansley, so I'm going to put a video on top of that. Amy, would you like to come over here? All kind of hard. How do you do? I don't know. And Sandy Seeder just mentioned rooms. This is going to be turned to me. Is that a promotion or a demotion? So all in all, City Manager. Sorry, Eugene. That's all right. OK. Is there any? No. It's OK. It's very hard topics to be discussed as a pedestrian access and safety in the downtown area. And I'm going to turn it over to Chris McIlverry. All right. Awesome. Thank you, Mayor Pat. Thank you, City Council. Obviously, there's a lot on your plate. There's a lot of priorities that we're discussing as a city. So we really appreciate you taking the time to have a conversation about something urgent and really important to not just start downtown. This is a city-wide issue. But you all appointed us to serve in this capacity. And on the LDDA board and represent the LDDA, so we'll be discussing one of our six pillars within our master plan of our downtown, which is cognitive and access. And I just want to start this conversation by reading the cognitive vision that we all adopted back in 2017 and five years already. Access to our downtown is easy, safe, and low stress. Easy, safe, and low stress for people living, working, or visiting by any form of transportation, understanding that almost every person is a pedestrian at some point in their trip to downtown. We're all pedestrians at some point. And most of you know, I work at Front Ranch Community College. I teach there. And we're going through this massive change right now, where we're completely changing our structure, moving from campus-based right now. We have three campuses, one in Larimer, one in Westminster, and one in Boulder. And we're moving to a one college model where the new president, we're under new leadership. And so there's a lot of very, very important decisions being made across the college. And one of the things that I'm always reminding myself of as we're going through this massive change is, how is this impacting students? And how is this student experience to this change? Is it improving? And if it's not, that's a really big problem. And so I think we all want to keep that in mind as we have this conversation, is, you know, we've experienced adding 500 new units to our downtown because housing was a top priority for us coming out of our master plan in 2017. We've added a lot. We've done a lot of great things and we've experienced a lot of significant growth. And we also have over 1,000 units in the pipeline. So we're going to be adding a lot more houses and residents. And so one thing, you know, as we're experiencing this growth, a big concern is pedestrian. And the impact it has had on the safety of our pedestrian. I don't know if you've had the opportunity of walking through our downtown as of recent and tried to cross the downtown at any point and what that experience feels like. And so keep that in mind as we have this conversation. And so the goal today, we want to discuss safety, and right now in our vision, it's easy, safe, and low stress. And as a board, we feel that it's not very easy right now. It's not very safe. And it's definitely quite stressful throughout the day. And so we want to discuss our overall philosophy, transportation philosophy as a city and how that relates to the downtown. What are our clear priorities moving forward and how do these, how do the projects that we're currently working on in the LDBA align with the city's priorities? Discuss ways that we can make real change happen now. We have a lot of different plans. We've got Longmont 2.0 and Vision Longmont, the master plan. And so what are some real meaningful steps that we can take to address the safety of our community and then discuss funds and next steps? And so we have a residential advisory board that we created that actually brought up this issue. But we hear concerns every single day. Kimberly, the board, we hear concerns about the safety of our pedestrians every single day. And sometimes it takes, unfortunately, something very tragic to bring this to light. And someone really, dear to our hearts, passed away recently due to traffic. And so because of that, it prompted, it's always been a priority in our LDBA master plan. But that really is what brought it to an intensified, the discussion. We have a unique area that's meant to be pedestrian friendly, bringing our community together to sit at the heart of our town. And it's really meant to put people first, people above covers, and creating spaces for residents and visitors to walk, to explore, to feel comfortable, to feel invited. And the traffic is just too fast. And it's poorly timed crosswalks. There's several broken and incomplete sidewalks that are deterrents to the overall success that we've worked so much on over the last five plus years. And as we continue to grow and improve our downtown, taking meaningful steps on these issues is at critical importance. You know, we're going to go through some of the issues. Kimberly's going to walk us through some of our current projects, and that we'd like to have a deeper discussion around the overarching high level philosophy of transportation and safety with you all. Can't thank you enough for the collaboration and partnership, and again, taking the time to have this conversation with us. And Kimberly, I'll go ahead and hand the baton over to you. Just real quickly, I think Chris touched on the pillars of our master plan to remind folks their economic vitality, place making and urban design, our creative district, connectivity and access, land use and leadership. We're here today to talk about connectivity and access, although everything is important and really works together, of creating an environment where people can live, work and play downtown. You can see number five, those are the six overarching principles of all the work that we're looking at, and number five is improving and expanding the infrastructure that ensures downtown is well connected and easily accessible by multiple transportation modes. And like Chris hammered how we're really looking at it through that lens of easy, safe and low stress as we're walking around. And again, I just want to reiterate that we are our partners in all of this in this community and we can't be more thankful for the investments that City Council has made in downtown, and we are just here to continue to make it safe and comfortable for all of our residents and visitors. I quickly want to go through the goals and strategies. Under each of those pillars are particular goals and strategies that were created by the community by a working group for connectivity that was reaching of folks from the entire community back in 2017. The first one is to align those transportation and land use planning efforts to achieve a well connected downtown. When we look at this, the connections to the Greenway are absolutely essential to our success as we want to get rid of single vehicle occupancy and having everyone have to drive here. The Greenway is a jam, it is a fantastic asset. One of the things that we talk about all the time but it's not super easily connected to downtown if you wanted to come off around Main Street. There's not a safe protective way to get there. So looking at the continuation of our street grid as well as easy ways to get from the Greenway and developing easy and effective walking and biking connections from the Greenway and from other parts of downtown. I bike all the time but I would say I'm a B minus level C level biker, right? And if I get out of my neighborhood and really have to go around, it's not low stress or comfortable. So how do we get people here easier? Well, we look at enhancing downtown as a central hub of city wide transportation. We all know that first and main you are all actively working on that and that is going to be fantastic but there are many missing linkages around that to get into downtown and to walk around. If there aren't sidewalks or it doesn't look comfortable we do not want that first and main transit center to be a car hub where we're having a call card where people are driving there, jumping on and then driving instead of walking around. So finishing those things I think are essential. Encouraging alternate use of transportation modes. And one of the things that we talk a lot about, I talk with Phil all the time, Phil's like on my bat phone, but talking about transportation demand management. And we all know that there will be a construction project here across the street and that we have a lot of concerns around parking. How do we dig deep and say what are some of these transportation demand management things that we can experiment during this time and really start to gather information and say what are residents or visitors willing to do? Would they do a shuttle? Would they park further if we gave them downtown dollars and advise them to do so and walk? What are these things? So I don't have the answers today but think that that's definitely an opportunity for us to explore. As we look at enhanced bicycle and comfort certainly our bike infrastructure remains very important as to what we're doing. We did have a dismount zone. I think that people chose to dismount for a while but are no longer choosing to dismount and are now just really flying up and down. So looking at further enforcement of that dismount zone, better connections to neighborhoods and then ensuring an adequate well distributed parking supply. Evaluating regularly, we do have a parking study that'll wrap up in January and we'll be able to give you the results of what does that true parking snapshot look like today? And preparing for future needs. I talk with Harold all the time and we're talking about what are some of these hot spots where people are gonna be living and playing that are new to downtown and how do we strategically invest in some parking that can be used in multiple different ways? You know, that's what we did with the Spokane Cops and we said we know that there's people that are working in the county that are coming but then at night they're leaving and all that parking is available. So we have that widely open to the public. So how do we really get the most bang out of our colorful parking? But the number one thing that we have that we really wanna focus on today is maintaining a safe and enjoyable walking environment for pedestrians of all ages and abilities. And I think that's really important to remember as we have an aging community, it's gonna get even, we're gonna walk a little slower. I know that I walk a little slower than maybe I did in my 20s. And so that's gonna be pretty important to focus on. So when you look at the goals that we have there, it's things like improving pedestrian connectivity, ensuring sidewalks are ADA accessible, expand the Allyscape project, ensure that mid-block crossings allow for high visibility, support and encourage building site design that enhances safety, and working with CDOT and the city to have automobile compliance with school posts and ski permits. So those are some of the things that are jointly adopted faster plan. So this is some results of a survey that we got about 2020, 2021 is when we got these. This isn't the whole survey, I really just pulled out the questions about what we're talking about today. But we asked, what prevents you from visiting downtown? Inadequate parking is something that we have heard probably historically since the first car hit downtown. But traffic issues is something that we have not heard since recently. And that matched what people were saying about parking. So it was very interesting that there's really starting to come to the forefront. These that you see beneath are things that people typed in. So I copied and pasted exactly what they typed in, but these were just a smattering. Tons of excessive speed, lots and lots and lots of stuff around speed. Traffic safety and noise are deterrents to visiting and spending time downtown. The highway makes walking and like difficult to track for the character. Traffic signals and crossings are not sufficient to keep people safe. Short street crossings for pedestrians. We hear that over and over and over. Vehicles are driving too fast and they're too loud in that main street is very busy making walking scary. This is just a smattering of the things, but that was really what we were hearing over and over and over within that survey. The survey was administered through CU Boulder. And so that's how we got these results. We did ask what people like most about downtown. They like community field, the local business and dining and the history of the vibe. Suggestions to improve better and more quiet connectivity parking and access. That was the overwhelming more shopping and dining and then increased gathering space and cleaning it up a bit. And then what do you dislike most about LUM? About downtown again was connectivity, traffic, parking, bike access, pedestrian issues, not enough choice and then the need for more social services for the community. So that's what we're hearing as we're asking people about what they think of downtown. In our 2019 parking study, one of the interesting things that they had said was they saw a bunch of people that would drive from one side of Main Street to the other. And they, some of them were working a system trying not to get a ticket, but they said many of them weren't even in a time slot, right? So they were just driving during the day from east side of Main to the west side of Main. And they said, in all of their time of doing this, they haven't seen anything that was that high or incredible of people driving from one side to the other. That's a pretty clear sign maybe that people don't want to cross the street. It said that traffic was observed to move quickly and some pedestrian crossings were difficult to navigate in the allotted time. And this was from the people that were collecting the data, who collect data in towns all over, right? So this was kind of their observations. They said there was difficulty crossing the highway and they noticed that if you did not start your walk the minute you got the clear walk sign that you probably wouldn't make it across without. And when you talk about low stress, it's always you take three steps in and then you get the red countdown. You know, that's not that kind of stressful. So that was just, I wanted to pull that out because that was right from the report of their observations as they were collecting the data. On paper, I think our downtown looks amazing. We have the mid-walk crossing, we have fall-outs, we have all of these things for traffic calming. It doesn't feel like the traffic has understood that this is for them to go slower or to call. And so I just think we've done great work in this in this realm, but we're just not seeing the traffic calming that we were hoping to see. Some of the things that we have done as a result of our master plan is better lighting. We changed out the lighting in all of our public parking lots and we added the string lights on Main Street. We didn't hear people saying that it was too dark and maybe they were worried about parking in one area and walking to another. The board took that very seriously and upgraded all of that lighting. We did initiate the dismount zone, I'm sure some of you that have been on council for a long time know that that has been something that people have wanted. We changed to two-way bikes in the alleyways, but we're still not seeing the compliance we would love to see for the dismount zone. We have made investments in parking, Spokane Cuffing Garage like I talked about before. And we did, we worked with you all and you were all fantastic to do the Bigger Heart Stronger Streets where during COVID we went down to the One Lane Main Street. And these are a few pictures that we captured and what I love about these pictures is man, those are full of the streets and people walking around the streets and that's the downtown that makes me happy when I see that of all of the people that are using our public space that are gathering. And some of the things that I knew blew me away when we did it that I wasn't expecting was it did feel easy, safe and stress-free. Not what I was thinking about. At the time I was thinking, oh my gosh, let's save the businesses and let's get people down here to do something. But it was so much quieter. I don't have the data, but I believe I was asking Phil because I think Tyler was the keeper of the data but it slowed the traffic down but I think so like 24 or 24 miles an hour and this fee limit's 25. And so knowing what that felt like to have people going this fee limit consistently and always was much more comfortable. And so those are the kind of experiments that I think were very helpful into what we're trying to achieve. We've also added a lot of infrastructure for bikes, a lot of different bike racks and things like that. And so, and we've commissioned a wayfinding plan that I'll talk about in a second. So here are some projects that are in the works because I don't want the great work that everyone's doing to go unrecognized. Right now we are, we had budgeted I think back in 2019 to do some preliminary alley planning. It got kind of kicked down the road for a while because of a number of issues but we'll be kicking that off this year to really looking at that 200 block alleys and the 600 block alleys but especially the 200 block alleys as we were trying to connect with South Main Station and then down into Steam. Having that as a pedestrian corridor is super important and probably not one that's super walkable today. The wayfinding that we did with the city, I think a lot of our parking is maybe hidden. There's maybe some confusion as to is this public parking, can I park here? How long can I park here? As well as just how do you get around and what is that kind of curated experience? So that plan is done and our board has allocated over $400,000 to implement that within the downtown area and we'll start to see that in 2023. We will be starting with all of the parking ID signs and the parking trailblazer signs to be able to give the community to know where parking is. We're working with the city on a camera project to be installed in the alleys to soon help elevate safety. Our colleagues in Fort Collins said that was a complete game changer for their alleys when they did that. That it really deterred a lot of the negative activities they were seeing. We talked about our parking study that will be coming out in January and we can share those results with you. We have been working with traffic engineering on mid-block crossing lights and having headlights. If you remember, we had a tragic accident on the 500 block in 2021 and it took out that mid-block crossing pole. And so we have said, it looks not just replace it with a pole, let's see if we could replace it with one with the flashing lights. And so CDOT has been amenable to that. So this summer we're going to do that and hopefully we'll also be doing that at 300 or 400 blocks because I feel very strongly that it has to be consistent. So you know, okay, I'm looking for this and this is where I'm going to stop. So that's a great progress. The lights alone maybe aren't just the answer but it's a great step forward. That's like the flashing lights. Yeah. And we're in the whole foods area of Boulder. Yeah, exactly. Yeah. I don't know if that was exactly like that. I would just general idea. Yeah, exactly that. Third Avenue improvements, which I can't speak to but I know that those are coming this year. The first and main project, like I talked before, we know that there's a pardon garage coming there. There's going to be great bus transit there but those connections are essential making sure that we don't just build it without thinking of how is it going to connect to everywhere else. Quiet zones certainly wanted to have some questions around the quiet zones, the timing, when would that be happening? When would that be happening in downtown? What would that look like? So, Vision Zero, we have been listening in on your conversations around Vision Zero. I think that that's very consistent with the things that we're looking at. We know that a transportation plan is coming. Kauffman Street is something that we've been talking about. Possibly I might have heard rumblings about changing the timing of some of the signals and I'm not sure if I missed anything else on this list. So as we go into our discussion, we can come back to this. I know there's some questions. I know that there's things that we really like to be on the forefront of that's going to be forward. And if I missed anything, I apologize, but I tried to spell it through all of the CIP and budget documents to get a good reflection of what's happening in there. I forgot to mention Emory Street is also a planned connection to the greenway through downtown, but to the east and inside of Emory Street. So that might be a little outside the LVDA, but I think it's on your border and it does connect down. So those are those connections that we were talking about. Is it just in a planning in theory we wanted or is it in a plan like it's coming? It's in our enhanced multi-use corridor plan. Same plan as public streets. So I forgot to mention that to you earlier, so my apologies. So it would happen when COVID is connected or just sometime in the future? It happens with development time. So if development comes in, we'll make a connection on Emory Street down to Boston Avenue. Are you talking about changing light signals? Is that the timing that you've been talking about or is it just another question? Well, it's, so right now I think it's adaptive signal system. So there's cameras that are looking to say there's this many cars and there's a radio car. So I think maybe that might be changing. We'd love to see changes in the timing, but I don't know if there's any talk about that. So the next slide, we commissioned the way finding and you kind of see a little glimpse of what that will look like. We do have a test sign right in front of the smoke on Coffman if you kind of wanna see, it's kind of a poor man's version of what we're gonna do but we wanted to get it up to kind of show that that's public parking. It'll be better, but it's done for real. But one of the things that we also commissioned was a place making plan. And these kind of artistic cross-box are happening all around the country. And they did certainly say this might be a good way to kind of show number one that you're in a creative district. Number two, really say there's pedestrians and there's pedestrians all over this place. And so when I'm driving here, it's gonna feel different because it's meant and built to be a pedestrian district. And I know that's what downtowns are about, that you're not in a car. The day is very walkable. And so how do we work together maybe to implement some bold pedestrian statements like this to say Long Island is a place that we encourage you to walk and how do we make sure that it's not only a proper parking, clear and understandable what is the driver you're supposed to do with these situations. Again, we wanna make sure that it's safe for everyone. So there was a CIT that was adopted in the 2023 budget for the Main Street corridor plan. The LDDA board has committed $250,000 in 2023 and put it on for 2024 as well. In that CIP, this is all from the very community-driven plan of the Main Street corridor plan of how things that could help in this area. Improvements of the alleys was on there. Median installation, the 200 block of main. If you've noticed, we worked together to raise the median that was in the 100 block between Sheets and Quarters and South Main Station. So that's raised up the same way as the medians are raised in the 300, 400 and 500 block. The DDA has budget, this year we'll be planting that to make sure that it's a beautiful gateway. But then when you go to the 200 block, it's kind of like a real fast auto bond. Over the way up again, there's no median, there's no nothing, and then you back down into the historic core. So putting that median is in that CIP. Looking at the mid-block crossings and improvements in the downtown character area, which includes also maybe looking at adding a mid-block crossing on the 200 block of Main Street, adding those flashing lights, finishing the sidewalk connections and fixing those that are in disrepair, super important. And then speed mitigation. And in that CIP, it talks about what is going to a one lane look like in Main Street in that core. How do we slope traffic? But what we want to make sure is the $500,000 that we've put in this CIP that we're working together with things that will be implemented, that are in agreement with the philosophy that we have here for transportation in our communities. We are here as partners. We have money on the table to help tackle some of these issues. So I'm gonna turn it back over to Chris for the conclusion and then we can start the discussion. So council, do you have any questions at this point? Arsha. This is actually for the staff because I'm on the senior advisory board. And I've been there for five years because I love them so. And every single year, it used to always be Tiber. I think Jim and Caroline, thank you. I know Caroline, she's lovely. But every year, we are promised that crossing times on Main, the walk lights will get longer every year. And I believe that somebody's trying to keep those promises. But what I think there must be is a quality assurance problem. You make a parameter adjustment and there's this program, right, that calculates the adaptive light controls and stuff. And what I think is happening is that the adaptive software must be putting it right back where it was before because all those old folks say it's just the same. I measure it with my phone and it's just the same. So my question is, after you make those adjustments, you guys send people out there to measure and make sure that it really is longer after you make the adjustment? Because I mean, people swear up and down that there's no change. Susie, you're saying, it's not the advisor seniors only, but I think you're trying and it didn't happen. So I just wanted to get that out there. Appreciate those remarks, Marsha. So just to summarize what Kimberly is presenting, people don't feel safe in the downtown. And we have budgeted funds over 500,000 over the next two years. And so we wanna make sure that these funds are targeted and catchable and providing the right value for us. And with all the growth that we're gonna be experiencing, I mentioned we have 1,000 units in the pipeline. So what does our future look like? What does that plan look like to support that growth? And then what are some meaningful short-term tactics that we could deploy that could really make a difference? So we're balancing short-term impact versus the long-term plan. So what I've noticed, I'm glad you're gonna be putting in the blinking lights for the walkways, but what I've noticed is that it's very difficult to see if someone's gonna be crossing because there's a car there. And from the sidewalk to the end of the car, how far does that person have to come out so that the driver can see them? So I think that makes it very unsafe for pedestrians. The other thing I noticed is sometimes trees are hanging down and you can't see the signs. So those are very short-term, immediate things that we could do, I think. I've also had complaints when I, look at me, I don't know where the bus stops are there, but that during snows like this, that who's going to clean those bus stops? That's an argument that people don't want to walk between the buses they cannot get to their stop, which is much snow. And that comes from, I think, the snow plows. You know, when they plow, where does that snow go? Is it right up on the sidewalk or in the shelter? So, especially in the Copland Street, you're right across from the Roosevelt Park. That's a walkable place for them, for people getting off the hop for. So we have to make sure that those responsible for that. Our TV sets that out. I know that the street people are busy, I mean, the streets. So I think we need to make sure that those places are successful. That's good, thanks for that insight. John, Wes, Joe, fellow board members, what's your question? First question is sort of what's on my mind is from a starting point is are we, what is our priority? Is it moving auto and the bills through the community as quickly as we can? Or is it creating a pedestrian friendly environment? The answer to that question, from my perspective, drives a lot of other answers. And unless we're explicit about it, we're all in agreement on it and implicit decisions about that drive a lot of decisions. And so I think really what we need to hear from you and understand from you all is philosophically, which is what is the priority? Is it moving auto and the bills through town? Or is it making us a pedestrian friendly area that does feel easy safe and stress-free? I also think it's a critical type right now when you have an increase in density with 1,000 in and out. It's just a little bit harder to make the changes. For me, it's calling on the airport to find me. Thank you. I think the simple answer in certain ways is that the more driving a bus or car a bus, as far as moving traffic through town, the more pedestrian friendly you're going to get. I think at Adobe, we saw that when we had the one lane and it really did bring the speed down and it brought a lot more kind of safe sense of walkability to the downtown, right? And then when we opened it back up and went back to a very thick stream of traffic, right? And so the more comments I see from people saying, I don't like driving downtown is going, well, the more people that don't drive downtown, the more pedestrian friendly you get. And to expand on that, if I go to downtown Denver, I don't like driving downtown Denver so much that I will park somewhere, just get out of my car and walk to wherever I'm going, right? Like at that point I'm like, I'm not even worried about parking within 50 feet of the door I'm trying to go to. I just want to get out of my car because this is really stressful to drive, Mike. And so, I think that first question is really the process of the transportation philosophy. Do we really want to make downtown that traffic averse to promote that kind of walkability, pedestrian safety? And from my perspective, yes, I have all. I remember, because I'm a native, as Mr. Council Member McCoy is, some of the very first art walks where nothing was closed off, you're literally just tons of people walking up and down the street and traffic just going up and down the street. And that felt a little sketchy, but as we've been able to close off main street on the occasion, obviously they made it a lot more friendly though. And so, I think that's going to be the big challenge here is, it is a state highway and I think there's going to be certain warrants and things that CDOT will require. So, to what extent can we push CDOT to allow us to restrict? I think that's a good question as well. From my point of view, yes, for strong pedestrian-friendly driving downtown, you need to make it as unfriendly to cars. It's possible, as I heard a business owner recently say, I've never seen a car buy a dinner or buy a restaurant store. I've only seen people do that. So, I think that's what we kind of have to worry about as far as that's concerned. That's the point. I think this is maybe for Sandy or Harold because my memory, I mean, I distinctly, after that very high profile of fortunate traffic death on 3rd Avenue, we vary distinctly as a council express our support for moving toward vision zero. I don't recollect what the degree of officialness that policy ended up having. So, can one of you? Well, I think you directed us to move forward with vision zero of which we're, the staff is working to put that together to bring that back to you. Sure. So, that means that vision zero is a big policy. It will inform future smaller decisions about what we do. And I think that that is, that's good enough. And that is, in one way, the answer. I also think, and this is especially important for downtown, because one of the things for compliance with a less car centric policy is making it harder to use cars. But the other side of that calling is making it easier not to. And we don't want to pay to have the downtown merchants pay a penalty in terms of people buying dinners and dresses and stuff like that, because it's harder to drive. So, I just want to hear a discussion, I think, about what we do to achieve that balance. And in particular, what we're gonna do during the construction phase for the hotel, which needs to become the beloved hotel. There's an observation for that. You know, when you think about, actually, a lot of parking that is downtown and the spoke that people are just learning about and those apartments that are parking available, all very walkable to downtown. I think the fact that driving is so easy to do downtown that people don't even, that's why they want to park in front of the place that they are A in the parent point, but also then from a pedestrian perspective because people are trying to get right in front where they're starting, it makes Main Street and Kimbark to a lesser extent Terry and Kaufman, but all those very intimidating streets for pedestrians to cross. And so if it was difficult enough that people would walk for walks, then it's still easy to get downtown, but then once you're downtown, it's walkable. Do we actually, I would make a case in the parking saying we'll prove whether I'm right or wrong. We have an abundance of parking. It's just everyone wants to park in the same spot and we're right in front of their store. So it's, you know, we need to create the conditions that they'll use the abundance of parking there. Into your point that I think the Wayne Finding Initiative should really help. Yeah, we've done it. But I do think that starts with this notion of pedestrians first. And I think, you know, my hope is that you all might consider what are things that we can do to plan a flag and say that, yes, we are for pedestrians first. And well, you know, I don't want this comment to take us off track, but I think a down payment that you can make is that there's four way stops at all intersections on Kinbark and Kaufman in the downtown area. I mean, that's a very simple, quick thing that could happen that says, yes, we take the district more seriously than cars. So I'm kind of near. The idea here is, you know, it's a philosophy that I think you guys are really hitting on here. And I think it's a good way of approaching it. All I think you have a well thought out plan here in general. You know, of course, we do have to focus on parking, we do have to focus. And I hadn't thought of John's point there, putting on Kaufman and Kinbark all those stopsites. But again, that's an excellent way of making it more pedestrian-centric. And again, looking at where we want to go, if we had success with making the main street down to one lane, what's that look like? How do we get to there? And at some point, because if that's what we're, you know, we've got these ideas that you said about making it to where people kind of understand where they know this is an art district and everything, and this is a place where you can come and have dinner and do a variety of different other activities. Okay, so then, if that's the way we want it, then we've seen how the positive effects of making it down to one lane. Let's see what happens with that. I did, you know, for years onward here, we've talked about this, I mean, literally. We've talked about making Kinbark, we've talked about going out and then to over at pace, we've talked about all of this. And I think, I don't think people were against it. I think there was just not enough will there. And I think that probably is the biggest. One of the things that I would just say in my observation, because you would ask about SIDA and just bringing that up, in my tenure here, recently I see SIDA bringing up grants that prioritize bikes and heads, right? And I don't know if that's new, it seems new to me. And so it feels like to make it, even to investigate if this is the right change, but to do it and to do it in conjunction with SIDA, now it's probably the time because it seems like they are, and who knows if other administrations or other SIDA administrations will think that way, but right now it seems like they're more open to, and I know that from a downtown perspective, I go to those conferences and meetings as well as the creative district. Many folks are on a state highway, so it's not just us alone. It's what many people are dealing with that. And as SIDA reps come, or other communities come, they are doing and they are experimenting or implementing these strategies that are maybe different than a conversation was open to previously. So I think it's a great time to really start that conversation and see if we can work. We'll see that. Do we have any signs? I haven't noticed that town where public parking is. I know in other cities, especially, if I've never been there before, there will be signs that say public parking with an arrow, or how do people know where to park? So this year is part of that way of finding, if you could go back and do slides. The first thing that we'll implement are what's called a parking ID sign. And so it'll be a large sign at every parking lot that says the same parking lot is open and then parking trail blazers that along, so if that lot's full, they'll be a sign down the street that says parking this way kind of pointing you to the next lot. And so those are the two first things that we'll implement to make sure that system-wide, people are understanding where those choices are. Great. Kimberly, what are the degrees of freedom in terms of CDOT? And whatever those are, the degrees of freedom in terms of what we can do, because I know we've been concerned, what are those and, of all the things we've talked about from your perspective, what would be the, maybe the highest impact, and then along with high impact, the most easily implemented and to the degree that those might be the same thing or different, but a couple on a couple of different scales, something up at high impact, but high cost and hard to do that, be interested and interesting to know. Also, there's something that's immediately actionable, may not be as impactful, but something we could do, right? Maybe it's four way stops, but do you have those set of recommendations? Well, first I'll say about CDOT. I'm certainly no expert on CDOT. I know that they are, that what we're hearing is they're more willing to talk about strategies, and we were told to, if they're doing it in other communities, they'll really look at it and their grants are trending toward how do we make things more walkable in life? So I do think that that, I don't know enough about working with them on what it would be, but I know enough that they're saying, yeah, now it's a great time to engage in the conversation. You know, go. I can help you on some of that. I think when we went in and we went to one lane on Main Street, if you all remember, we openly talked about this would potentially be a test case for us to look at what would the opportunity be? And so I'm teaming Phil back here. I think if you said, I think honestly to one lane, my opinion probably has the most significant impact to safety and walkability. And I think it, not to completely overshadow the amount of comments that you all had to deal with when we decided to do that, but I think if you really looked at safety and you said what would be the thing to target and go after, because we're so close to when we tested it, is to start having conversations with CDOT in terms of how do you neck it down to where you could go one way. And that actually then would match potentially with work that we're doing on Confluent Street where we're moving the buses off of Main Street. And I think the cost of that could, I mean, it could be a varying degree as I'm looking at Jim. It could be minor adjustments into where you're just necking it down, curving or something. I mean, we would have to work the design to where you fully build it out. And I think we could do the work, but, you know, Kim really got to talk about this a lot. And there's a lot of people that will probably string me up on my toes for saying this, but I think if you wanted to really focus on what would have the most significant impact, I think it's having that conversation and start engaging with CDOT. And I think as we look at the hidden easy, safe, and home stress, you know, I always come back to that because... We're talking about for us, easy, safe, and home stress, or for the guest room, so. Yeah, yeah, not for us. There's no easy, safe, and home stress council jobs. Yeah, right. But I think that what we see is people are avoiding the area because they don't feel it's easy, safe, and home stress. And so that's, you know, that's definitely a issue. When you asked about other priorities, I think I would turn it over to my board members to chime in on, you know, if they have different opinions of that. No, it just feels like just listening to the conversation that there's strong alignment in regards to what the council is talking about versus supporting vision zero and the suggestion of the viability of going one lane and how that aligns with our vision and the master plan. So, I mean, this is all positive. I always think too, those connections. So really talking about those connections and as we are building out and as we are planning for the future, really thinking first, how would a pedestrian get from here to there? Especially at things like in the steam area and at first in main transit and from the greenway. Again, I can't speak enough to how important those connections to the greenway are and not having to navigate kind of to main street and you can't be on the street, you can't be wherever or you know, it's such a gem that it's a missed opportunity in downtown. So Kimberly, thinking of the future and hopefully not that far into the future. When we really designed downtown for rideshare for other things, we need drop off points that are easy for people, especially people with disabilities. So, some of those side streets instead of on main street, if we could maybe start now letting the residents know this is not going to be a place where you can park. We've already started it with the pickup, you know, the food pickup and I think that's where people have gotten used to it. We can't park there. So, I think that we should move in that direction slowly changing the behavior that this will be a rideshare drop off point because we are going to go that way at some point, hopefully sooner than later. You know, too, you made a lot of great points to one of the points you made earlier about the cars being parked there and having it hard to see the pedestrian in the mid block. You know, the traffic engineer when we met with him had said maybe these are no longer parking spaces or maybe they are those drop off and pickup, you know, right there at every mid block. And so, I think if council wanted to look at that or if that was a change, maybe do both things that you have suggested in that area. It's not on the side streets, but it would help with that. Wherever it's feasible. I'm not an engineer on this one. Thank God. Washer. Yeah. Kimberly mentioned the connections and I think that's really important. The connections are the reason that I haven't flipped in my e-bike yet, right? Now, I mean, okay, and the last two weeks of snow are another reason. But seriously, the connections are the year round problem for someone like me who is like a C minus to D plus biker. And we've got this thing that keeps getting, you know, we zoom across it, which is we work on the pedestrian and bike adaptations when we work on that piece of the infrastructure for some other reason. And maybe we've got the tail lagging the dog a little bit. Maybe we should prioritize by the connections that are, and I understand you can always do this because, you know, if a water main breaks, it breaks, right? But if you prioritize by the connections that people need for the vision, instead of the other way around and saying, well, it's been seven years since we've done it up the street here, so let's dig up the street here and put it on the bike lane, maybe we would get to the answer faster. So I like to throw out there. Does anybody else feel the same way? Do we think that the connections are the big deal? I think it might have been one of the biggest problems right now is we're not enforcing what, or like the speed is a great example. People are just blowing through downtown knowing that it's 25 miles an hour and they're going, who knows how fast. And so I think that would make an incredible difference in short term as we're kind of working through the long term stuff as to just enforce the speed. I think that would, you know, I rarely see a car getting pulled over in downtown. And it'd be nice every once in a while because we're knowing we're enforcing what we, what we should be enforcing. I had a resident say to me, what are you doing about the people speeding downtown? I go through there five over like a nice person. And because I don't want them up my tail, five and they zoom around me anyway. Well, I told him, first of all, get off main, go on tariff or something. And second, don't go five over, go five under, you know, if you want to make a difference. So, I mean, we have a big reeducation program. Well, same with enforcement of the dismount zone, by the way, that's a difficult image. I, of course, I do wish a public safety represented by the manager of these questions. Yeah, I can jump in on some of them too. Actually Tim's question is the enforcement apparel said, I too think that it's probably the single most important thing we can do is to make single lane traffic from the south of Main Street. That's not a small undertaking. So whatever the case may be, what are the down payments on change that can be made? Whether it's longer crosswalk signals or some of the other things that we've discussed. But we also want to acknowledge that, you know, we vote for ideas, we allocate money to make parking more affordable. But when it comes to some of these bigger things like one lane traffic, we understand you all get the calls out of us. So we appreciate you all taking that heat when these kind of things are discussed. Well, so it's one thing to have a philosophy about transportation. And I don't think there are many degrees of freedom or much like between everything that you've shared and the conversations we've been in. But there's also the theory of action, right? You go big or go home. Or you would do a bunch of little things, low cost, lower impact as a way to start messaging and maybe modifying behavior. If I take that and go back to vision zero, I recall the five priorities that Phil and Jim put up on board. Accountability, et cetera. If I were to take those and put them up and then take the things we've talked about and say, okay, let's translate those five criteria into a set of decisions, that would be an interesting exercise for me to see how that lines up. Then the question, how big do you want to go? If I'm going to get phone calls, I'd just soon get phone calls because we would be. Might probably get them anyway. I think I totally agree. And I feel like, but if go big means seven years from now. I don't know. I'm not talking about seven years from now. Okay, as I'm making those small changes are important. And I didn't want to go back to your point, Marcia. The things that you described to me are what we were talking about preparing for the future, right? And making sure that when these things, or even as a catalyst to get some of the needed housing that we have or those kinds of things sometimes. So I think we need to look at that too, those connections and how do we do that? I think you're right. How do we not just wait, okay, this is nine years from now, right? So how do we look at what is impactful today? Because my fear is we do these little things here and there and they just become car-centric that we build first in main transit and everyone's like, yep, I get in my car. I get in my bus, I get in my car and I go home. And I'm really using it the way we want it. Well, if I recall the five, I know they're principles, values, what would you label what you put up? Well, what did you label at the time? This is a test. Yes, we can fill that. All right, we'll just call them five principles for the moment. As I recall, one of them is accountability. One of them is the right set of policy decisions. So in the name of accountability, if we put that up there and said, seven years we'll get there, so that we're not serious about accountability. Let's just take that off the board, right? Because there are some things that are gonna be, I said it when we sat in here, if we're serious about those things, there are some things that are gonna have to be different for our behavior, our policy decisions, our resource allocation decisions are gonna have to reflect that set of principles. And if not, let's just be quiet and not try to fool somebody that we're serious about that, because we won't be, right? If we're serious about it, let's just lay it out and decide we're going for it. That's for me. Now, I'm a short timer here, so I'm not gonna get as many phone calls as these others, but I'd say let's go hard. Absolutely. You heard all those barriers that we had out there, though, that they just kind of moved it up. I think we still have, they were meant to do it, they were meant to do it, they were meant to do it. We have the right ones, we have those wider, small, water-filled blocks, those are on the right in the city, but the larger ones that were to close off all the way to each direction were meant to do it. So I was just thinking that the ones that we did have on each street, those are the water. So, we put the park goods, and then we put the water barriers in front of the park goods to help if somebody's, but we do have the water barrier. When we did the, the first time we did this, we used the Jersey Marriors, which were the concrete areas. So, you could do different versions on that. I was just thinking, you know, there's a little bit of a run-up, but on the other hand, getting those back in place might be the trick to get the, to Tim's point, go big or go home, you start putting in an area out there right again, you get the community around the idea that we're going to start doing these things and it's gonna be where the park is. These are different barriers, and then we're perfect. I think if I can add something to... Shaquita, you've got her hand up as well. Just want to let you know. Oh, Shaquita, go through your room. There you are. There I am. You all make a really good point, and I agree with all of you that I agree with Councilor Waters, go big or go home. I definitely would love to have to see downtown one way, at least if we can get the process started or the research started to see what we need to do. But in the meantime, I believe we definitely need to make sure that we have enough time for people to walk across the street. That is a huge issue. I myself experienced that with the assistant, I think it's the assistant living across from Pump House. I literally was out at the Pump House on the patio and it was raining, and these senior citizens were walking across the street and the light, I mean, a lady with a walker and her friends and her friends left the lady with a walker. I ran out from the patio with my own brother to walk this lady across the street because the light was changing. So they would have had to hit both of us because she was in the middle of the street, she was on a walker and it was raining. So of course she's gonna go slower. So I think that's an immediate change is to make sure that it's consistent up and down Main Street that people have enough time to cross the street and not be afraid. Two, I have been going, when I drive across the different states all the time, and when I go into a Main Street or downtown of a city, a small town, there's all, most of the time there's this flashing light to tell you that the speed is about to decrease. So is there something that we can put up that's a flashing light at the beginning of the street to let people know, hey, this is about your speed is about to decrease. So you have been warned visually and you see that. Maybe that's something immediate to start making people, I mean, we can't make anybody do anything, we know that, right? But at least being a little bit implementing those tools or those wayfinding the flashing lights, maybe that's a little bit better for people. And that's a warning. So of course, we don't know what all is being enforced downtown from a police standpoint, how many are out there giving warnings or violations. I'm not sure, we don't know that. But I'm all for the one light and definitely those little pieces of just making sure that people have enough time to cross the street. People with wheelchairs have enough time to cross the street and a visible sign or lights that flash when the speed when it changes. So that's what we're going to do to save. So I have a question for Harold. As you mentioned earlier that we would be starting on a stretch with going big, going bold, going light, some of the work we've potentially. So can you help us understand where are the steps moving forward to proceed? Well, one of the things I was going to say because I think understanding the framework that we're working on is going to be pretty important. So when we look at one of the things I was going to tell council, I've got meetings coming up to figure out both of these issues. When we look at what's in play, two of the anchor projects that we're talking about that gets to this is actually First and Main, Transit Station and the Coffin Street project, of which both of those are coming in once again, projected we're going to need money for both of those. And I think generally right now I'm looking at the back of First and Main we could need an additional million dollars Coffin Street, not the Transit Station, right? We're looking at another additional potential million dollars. Coffin Street can be upwards of four to five million based on what we're seeing. I haven't seen David going even more than that. So when we look at those anchor projects into the point of what's our accountability, if those are the two core projects, then I think we're going to have to really focus funding on those two core projects to really set the stage for other things. And that's the problem that's going to tell us we're looking at everything within our transportation budget. And if that's what we want to see done, it is highly likely that we come back in and say we're going to have to cut this amount of money off of rehab or some other section of the transportation fund in order to see this project through because of those costs demands. So I wanted everybody to understand that. So as we're talking about under this, know that there is a pretty big bogey out there for us financially that we're already seeing of projects that we're substantially down the road on. What they are and I'm tangentially involved in the conversations is we're partnering with NDC, which is a national development council, and they look at other funding sources. And Kimberly and I were talking about this, is how do we aggregate these and work with them to try to bring in additional funding sources so we can look at the aggregate of what we're trying to do and fill some of these gaps because there's definitely going to be financial pressures on all of these projects. And I haven't thrown out another project that I think is incredibly important to this that we haven't seen is the work that Jim and his group is doing in terms of the Boston Street crossing on the railroad because that's been a whole traffic on the third. And so there's cost parameters there. You know, we're dealing with the quiet zones. And so Jim. Boston Avenue Bridge. And Boston Avenue Bridge is part of Brazilian St. Brain. So there are all of these pressures financially that we have. And I think to the point is, you know, we know we have two projects there that are foundational to everything we're talking about, but we're going to have to be reviewing these and counsel from a funding perspective to really figure out where we go and or look at how do we get increased funding for it? Oh, of which, and Kimberly can talk about the NDC work because it's how do we bring what we're talking about into it, but how do we look at a more holistic approach to the parking in the entire area? So Kimberly, I don't know if you want to. Yeah, I think as we were working with NDC, we kind of put on a map all of the things that are in the pipeline right now and looked at what's on the pipeline and what are those missing connections and what would we need. And NDC said as opposed to looking at, there's a parking project here and there's another project here and another project here. Maybe you look at it as one huge kind of city center project. And so how do we look at those, put them together and see what kind of, if we wanted to do a bond or is there other funding sources out there, how can you look at it more holistically as opposed to a one-off here and a one-off there and then you know kind of connections to nowhere. And so I think that's the work we would like to look at further. I did want to say some of our next steps is we're five years into our master plan. And so our board retreat in February, we're really going to say, where have we been and what have we accomplished and what are the next steps? Part of that was this conversation, having this conversation and finding out your philosophy and understanding a little bit more on what Council's thinking. Now, if we talk about traffic calming or one lane Main Street, we will go back to stakeholders. We just want to really point out that this was the first part of that conversation that didn't really work for us to go out and rally the troops if we didn't meet city council's philosophies, right? So now we'll be having starting those stakeholder conversations and engagement. So I just want to make sure that folks know that yes, we will be going out having those conversations, looking at our master plan and then looking at the funding for these and other critical needs that address parking, to that address other things, we'll be holistically at what we need to get to this vision of busy state. So I didn't want to make that crystal clear that we really want to start those conversations in a work hand in hand, but I wanted to make sure that the philosophy was right. Yeah, I did not get to weigh in on the first part. And I am in alignment with what I've heard from my council colleagues, as well as what you all are talking about in regard to pedestrian first, ideally. So we made my husband and I made an accident and years ago, we parked at second and now that's part of our state of the fold. We used to never do that. But when you just park on one end, we just kind of work our way and focusing on that, looking at shops that are in downtown, you know, there are clothing stores that I've not noticed before and a lot of people have said, especially when businesses are going under, oh, I didn't know that that was there. Well, no, you didn't because you're driving up. So I am very much in vigor of that idea of going down to one lane. I've had to commute on the north side of town and having to commute to the south side to go to work. I survive, you know, we will live. It's not as convenient. But the other thing that is very dangerous is we have people passing each other on main street. So that's, and I understand that it is a highway, it's 287, but if CDOT is available, allowing us to do it for that section, I would be in support of that. Other things that I would like to see done immediately would be those traffic lights across the street. I've gotten it so far in my old age. I just don't remember. Don't talk to me about that. I can say I get paper, especially post COVID, it takes me forever. And I never made it on time, even when I do. This is slow walker. We swear they're not changing. Yeah, I, yeah, even last week I was walking there to be honest, it did change this fast. So, and the other one would be looking at where those cross midway crossing, mid block crossing, to look at eliminating a lot of those barriers, whether it be car or tree. That's something that could be done pretty fast. It's one of the things we talked about. We do have one of those flashing lights on the ninth, and that can be an interesting experience too. Because sometimes people don't pay attention to that. And I've seen so many, because that's all my way home. And those just aren't completely safe because I've seen a number of near misses even with those lights. And so, I think you do need to clear side lines. Because the side lines are gonna be incredibly important to even things like that. You know, most of our community believes that those crosswalks flashing lights are the answer. So, if they're not, we need to do a better job of messaging, why not? Because the only conversation I recall, there was a time early on when Tyler was still with us and we talked about that and what resonates where I think I recall is that somehow there was data that somebody had to indicate that those were not as safe as we thought, or at some most people assumed. If that's the case, it would be good to get us that information. Because I have to tell you, I got full calls today in emails knowing that this meeting was gonna occur with expectations that people have for us doing something. And one of the things we keep hearing is that, is give us those crosswalks. You're all opening those. Yeah, Kyle, he was his new traffic engineer for the city. And he has, he said something really clear that I didn't pick up on earlier, but he mentioned it's the intention to walk. So when you push the button, you're telling the traffic that you intend to cross that street. And so that helps everybody involved. It's a communication. Yeah, I think where I've seen it, where the danger really comes in, I think Boulder may have passed this. When somebody gets it, and as soon as it starts flashing, they just go. And even in crosswalks, I think where we've had probably as many car ped accidents as anywhere is the crosswalk between safety and justice and city hall. I mean, of which a lot of people from SNJ, even there, when that box starts, I think we've all trained ourselves to really look at the people that are driving and turning, just don't go. And I think that's part of the education pieces to say, just because it starts flashing doesn't mean you go. Yeah, but that's still upside down. The burden of not getting pedestrians is on the automobile. Oh, I agree. I just, yeah, I just think that's part of it. So I think in terms of direction, you know, one of the things we were talking about is, I think if council is interested in approaching the one lane concept, I do, Kimberly talked about a public involvement process and really overtly engaging in that because I think that's gonna be necessary. And we can look at some of those other options. I think it would mean looking at those signs to put in the mid-block crossing is correct. We're working on that with CDOT. So that, and again, CDOT's the one that has to say yes to all of this. Yeah, I just want to just clarify. I did not want to ever give the attention that CDOT said, yes, that was a good, I know that in these things, there's a more open to hearing about concepts and talking about it. So I just want to be crystal clear that I'm- For the Fifth Avenue, the mid-blocking. And the- Sixth, we have put in the data for them and they said, go ahead and put it in for them. And we're working on the other two crossings to get that and strut going. Should I correct the tweet that I just said that- Yes, yes, yes. Do I have to correct me? And I do think that's important is this is a state highway. It's unlike many other places. And so at the end of the day, CDOT is going to make the decision as to all of these things. And I think based on your direction, if that's where it is, I think we'd start conversations and work collectively with CDOT versus surprising and shocking. Both, this is a nuanced thing. If you're negotiating with CDOT and they've got all these rules that we don't see until they wave them under our nose sometimes. Narrow lanes are also traffic calming, I believe. And so I wouldn't want to have real absolute direction because it may be that they can't take us to one lane that they could take, they could allow us to make our two lanes in direction skinnier and put back in pedestrian safety pools and mechs and stuff like that that would have much the same effect. So can we be broad-minded about this? I mean, I'm severe in a no back there and I was just making- Well, I was just saying that Harold can't signal like that. Our lanes on the main street are already three feet. Narrow lanes are the standard CDOT 12 foot lanes. So we're not doing that. We're doing that. So we're doing that. We're not on the 200 block, which is there. Yeah, just the one thing is, I also just want to encourage you to keep in mind, it's not just Main Street. I mean, Kimbark, the Civic Center here and Seals and some of those and the parking lot to the east and up past the busiest parking lot. Kimbark is equally treacherous right now as Main Street. Just thought of all of those turnouts. Okay, thank you. So I noticed on Kauffman, we'll go on Kauffman, there are either lights or four-way stops. I mean, pretty much lights going. But then on Kimbark, there are words just, you stop on the two going east to the west, but if you're on Kimbark, and that is that I've tried to cross it again, it's a little awkward, so. And so that, if that is something that we can look at doing four-way stops in some of those areas, especially where there are restaurants in Missouri, so there's a lot of cross traffic. So, okay. Just one last question. I just wanna reiterate that we really think of downtown as an extension of everyone's neighborhood. And we don't want this to be, we want everyone to come here and feel welcome from every neighborhood in Longmont. These changes are gonna be helpful for every resident, every visitor. So we really just wanna reiterate that we feel like downtown is an extension of everyone's. I do wanna bring some to your attention. During COVID, of course, that is why restaurants extended their restaurant out and the municipalities, the hungry departments were agreeable to that. But now in some states, the municipalities, the restaurants want to keep that space because it's lucrative, and it's what you said. But they are now, it's now very valuable property to the city, to Seagod. They may want to rent that to you because it's probably that they are losing but that they can rent to you. But I've seen that in some states, in some, just FYI, if we make it into a permanent, that's their real estate. So one thing to add to that, 287 is a federal highway as well. And there are requirements. We ran into it when we were doing the parklets and how about, I believe it was, Phil brought it up that federal highway had to have, does have issues with private businesses using that public right-of-way for their benefit. One thing I will add, just so everybody is aware of it, there's about 25,000 vehicles a day running up and down Main Street. So if we add more time to the crossings, I understand that the group consensus is that, council's consensus is that you want to make it safer but we'll do that. It will cause more congestion on Main Street. It will, there will be offshoots that people will go elsewhere. Right, and narrowing those roads down, we can certainly start talking to Seagod and start looking at groundwork now. That's not an issue. We'll look at the timings, we'll look at the crossings on Kimbark as well to see if we can do anything about some of the crossings about waiting for the four-way stops if they meet our criteria. But this is, can really be a note, just want to wait seven years. This might be a seven-year project of getting funded and getting improved and permitted and it will be expensive. And I think there are changes we should make instead of waiting seven years, not waiting two years. But we won't be looking at, we can certainly look at those things in the coming weeks. So I think so I'm clear with the council is start exploring the idea of one lane. That's probably the biggest one for us. They're already looking at and working with Seagod on the mid-block crossing signs. The council wanted us to look at sidelines as it relates to trees and cars parking in those areas, which may mean losing some parking spots as we're looking at sidelines. And then we did talk about looking at a more holistic approach and working with NDC in terms of parking generally in the area as part of that project, understanding that we have two key projects that are gonna have funding constraints as we see them today. So looking at it in with NDC and his broader concept of parking, is that? But I'm still concerned about enforcement, right? Yeah, so to give you a sense in enforcement, it's interesting I got these numbers for a different reason. So I think last year we had about 157,000 calls into 911. Of that 157,000 calls, 95,000 were calls that we actually dispatched police to. And to give you a sense, that's about 260 calls per day, 10 calls per hour. And then the nature of those calls depend on how we dispatch officers. And as you all, as counsel knows, probably more than anything, we went to a take home car program this year because of recruiting and hiring police officers. And so we've been riding this wave of staffing just based on where we are right now. I did send back a note to talking about it. Our traffic control division is one that can get beaten up pretty fast. So we have accidents with serious bodily injuries or fatalities, which they got a fair amount on 66 and 119. As they're investigating that processing, we can lose our traffic control pretty fast when we have things like that occur. And it's just compounded by the staffing issue. So I will talk to Zach's dot enforcement. I know I've seen it a few times because maybe check my speed. I've seen him by a long speak in some other areas. But when we look at that, we're also managing capacity to call volume for the entire community as well. And depending on the nature of calls, we could lose three officers immediately. If you know domestic violence calls, automatically get two officer response. So if you look at what we have on the street and you get two DBs, we've lost four officers in the blink of an eye. And then depending on the time, but yeah, I'll talk to Zach and then we'll get more information on that. Harold, one last thing. We'll add it to the grant list. Sure. Let's start looking at it. See how it's coming out with the highway safety grant. That criteria is certainly going to be used against our hands. This may be a little more than that. So we'll add it to the list. I still think we should just have those pop up tire shredders. What? Anybody goes up to the street. Oh, I know that one. That's very intriguing. So in terms of my overview, did I miss, I don't want to miscount this direction. Is there anything that I said in that overview the council disagrees with? Faster, faster, faster. I don't see, I don't see anything else coming up. So do you have what you need? Thanks for that. We need a party group. Yeah. So we're going to go through this pre-set. So, second, all those papers, we can't hide. Pollards, yeah. Yeah, that's what's going on. That's what's going on there.