 Okay, we can start the transportation advisory board meeting for October 9th, call to order. Can we go ahead and do a roll call? Chair Lainer. Here. Board Member Bennett. Here. Board Member Wicklund. Here. Vice Chair Christ. Present. Board Member Kim. Okay, we can move to, I know on the meetings from the last meetings we have board member McInerney offered some edits, I believe. Is there anybody else on the board that has any notes on the September meeting minutes that they would like to put into the record? Okay. Then can we move for an approval of the minutes of the September meeting? I need actually a motion first. Second. Board Member Kim seconded. All those in favor say aye. Okay. Go to item four, communications from staff. Phil Greenwald. Go ahead. Great. We've got a couple of things for you tonight. We just wanted to tell you a little bit about what's going on, make sure we're still on board with signal work on Main Street. Yes, we actually just started camera polls today, so our contractor is currently pulling them wire for our new camera systems, we're starting at the south end of town at Pike and Moomer Way north. We'll integrate the first three sections, so it'll be Pike, Quail, and Quebec. Test out the new system, make sure it's running properly before we switch over everything through the Main Street corridor. That was, I'm not seeing anyone else. You want me to talk about it? I've got the list. Yeah. Can you talk about it? Okay. Just, if you've been on Main Street in the last week or so, you can see that at the mid block crossings. In the 300, 400, and 500 block, we have installed RRFBs, the rapid rectangular flashing beacons. So we have, we're still observing those, making sure that for the majority of the users that they have enough adequate time to cross while we were testing them, we noticed that a couple of elderly residents seemed to be, when they delayed crossing, didn't hit it right away. They ran out a little bit of time, so we're still keeping an eye on those and we can adjust those if we need to add out a little bit more time. So that's kind of a work in progress as that moves forward. Next item is, we've been working on 3rd Avenue for about a year and a half now. We are coming to kind of a closure on part of the road from about Sherman East. We just finished up the kind of repaving. We've added most of the new signs, some of the crossings. We put stop control in at Sherman and Francis. We've also got some flashing speed limit signs to note that those signs will now enable us to collect data on that road. So we will have real-time data of what the speeds actually are and if the improvements are actually working. The section from Sherman to the West will be delayed. Everything will be undertaken next year in part because at the 3rd and Sherman intersection we are working on a storm drainage project. The project was out to bid. It's been late in design, but bids are in there within our budget. So we anticipate moving that forward in the next several months. And then spring of next year, the first project we will undertake is finishing up 3rd with repaving. And with that, I'll turn it over to Phil for microtransit. I wasn't going to talk much about microtransit, but you know enough, I think as a board, that we did receive the dollars from RTD. So we're very excited about that. We've actually had some meetings with them now to do the next round, which is really the intergovernmental agreements to start that money flowing. So we are still on track right now to have those dollars in place before the or by the first of the year. And then we'll be able to hopefully go out to bid early in 2024 and then have hopefully something running within that first, probably the beginning of the second quarter, I would say, April-ish. We just want to start when it's good weather. I think we've told that to you before as well. So it's a little repetitive, but I just want to let you know that we're still on track for that. I also wanted to talk a little bit about Kaufman Street, unless there's some things on microtransit that you have questions about. But otherwise on Kaufman Street, that project, which runs basically from 1st Avenue North to 9th Avenue, Busway, Bikeway, New Walk, New Roadway, is on track to go to bid, I believe next month. So we are still on track to do that as well. Just a reminder that if anybody's listening out there in the wide, wide world of Longmont here that 2024, 25, and 26 are going to be rough years for construction. Just to remind everybody that we've got some things in place. We think microtransit will help with some of that. So that's going to be good that that'll be in place before we really get going in our construction schedule. We've got a couple other ideas working with the LDDA on some thoughts of how to get around some of the parking issues as well. So we're hopeful that with that project moving forward and the perceived loss of parking, people believe it's a loss of parking, but when only 30% use the parking, yeah, we're losing parking spaces, but are we losing the capacity? Anyway, I won't go into that, but just to let you know that those things are kind of going on. And finally, well, two more things. We're also working with more of a regional aspect. We're working with the city and county of Broomfield, Westminster, city of Westminster, city of Lafayette, Louisville, Erie, Boulder, and Boulder County to talk about e-bike share for the whole region, for this whole region. So that would look like if you've been in Boulder and seen B cycle in Boulder, they've got all electric bikes for that e-bike share. That's what it is. It's all e-bikes. So that's been a good conversion from them. They've seen amazing growth. We had the B cycle folks in town. We gave them a tour of kind of our bike facilities. They got very excited. A couple of them wanted to move here. So that was exciting too. We'll see if they actually move here from Wisconsin, I doubt it. But they were pretty excited about the weather and everything and the different facilities that we have. So that was exciting. I think there's a lot of positive things moving forward with that bike share too. That can get off the ground in the first quarter, second quarter of next year as well. So I know we've had some issues with other bike share companies in the past and with COVID, that kind of was the death knell for, I hate to say that, sorry. But that was kind of the end for bike share for the city of Longmont. We were doing okay, but we were lacking sponsors. So this e-bike share kind of runs on its own and does its own thing. They have self-supporting funding sources. So it's been a much better conversation so far. So just want to give you as the Transportation Advisory Board a heads up of what's going on in those different pieces. If there are any questions about, okay, yes sir. With the B-cycle program, there's not scooters because I know in Boulder that's a big issue with those scooters. So the B-cycle, is it kind of station to station bike sharing? Right, they are dependent on the stations for the charging of the bicycles. So they don't take them out, charge them and put them back on the road. They're charged every time they're put back into a station and that's pretty critical to the operation. The idea of the scooters was something that was not forwarded by our city council a number of years ago, about two years ago. So that's a different company, which is good too. So we're just going to talk about the B-cycle model at this point and not worry about the scooter model unless there's pressures in the future. We do know that there's a likely changing council coming up in November. So with that change, we may be asked to bring that issue back. But we aren't going to push it at the staff level. So with the B-cycle setup, it is kind of electric station to electric station. Right, there have to be a number of stations. What B-cycle was doing with their tour around the city was to find places that they thought were good locations for the bike share system to be anchored and the docking stations will be placed. Fantastic. It's very similar to the one before, but try not to mention names. But Zagster and Pace were the two, they were the same company. Just trying to, they were trying to change into a e-bicycle model as well. But anyway, those docking stations are pretty critical for this to work out, right? And it does clean it up a little bit more, so the bicycles aren't just being parked on sidewalks anywhere. They have to be put away in order for you to stop paying. Fail any idea how many stations it's going to take for docking stations for the bikes? That's a great question. I do know when I look at the Boulder model, there are a large number of stations, so I think they started talking about at least starting with 10 stations, with 10 bicycles each, so the 100. But I think that their ideas go much higher than that, going to the 200 to 300 bike components, so 30 stations maybe. But I have no, that's just my guess and it's not a number from them yet, so. Is this something that we would build and how much space does it take? For 10 bikes, just think of 10 bike racks in a row and that's kind of the same. They're a little closer spaced actually, because they're meant to fit into a tighter space. But we have some pads from the old bike share that are still out there, so I'm sure that those could be easily reused. We looked at some other places around town and they thought they could find some pretty good locations that might be a little tight. They can also angle them and change them. They don't have to all be the same configuration, so you can angle them to get more bikes in as well. So we'll see what they do. This is kind of ongoing coordination and again, we're working with a number of other entities around this area, and so we're all going to have to get on the same page with an intergovernmental agreement. Yeah, the integration is a little tricky, because are they mostly trying to connect with microtransit or are they considering RTD routes at all in this? I think they're big consideration as RTD routes, and seeing that there's a bus rapid transit component coming online by 2026, so there's a major project with a raise grant, and we just finalized all the programming of dollars for 119, and so those buses should go online in 2026. We have our buses that are currently running in town now. That last mile connection, and if everybody was using the same application, the same app in all these different areas, we think that that brings a lot of merit to the idea of one company covering the whole group. So that's one of the things we're looking at, and of course there's a lot of procurement issues with that, so we have to be careful of going after just one company. So that's what we're talking about right now is how we go about doing a proposal. My concern with that is a lot of RTD is very centralized, and so once again, the East side needs more transportation, and I think the West side does too, and just those edges of town. The idea is to get docking stations out in those western and eastern edges of town as well, so that if you do need to take a bus into downtown, you can get to those edges. You can start with a bike and then you work your way in. Right. Which is what I usually do. Or work your way back out. Yeah, however you're traveling, and then again with that microtransit kind of overlay over the whole thing where you can just kind of get on an app and order a ride, hopefully for under $2, most likely under $2, if not just a dollar and get anywhere in town on that. There's going to be bike racks on those microtransits at least for two bikes, do you think? I think so, but I'm not sure if you'll want to put an electric bike on there because they're going to be a little heavier than a typical bike, so we'll have to think about all these things. Yeah, so integration. Interesting. Thanks. One last item that I have for you all, which is kind of important, and I may have wanted to put this in the bulk of the agenda, but we're just trying to push this a little faster than I think we thought originally, and Dave McInerney was part of the group that selected a consulting firm for the Transportation Mobility Plan. He's not here tonight, but he really helped us find the right folks, and we ended up going with a company called Fair and Peers, and so they're going to be doing our Transportation Mobility Plan in the future, and that's going to start up. We want to start up before the end of the year. In fact, we want to do a kickoff this month, so the tough thing to ask, and I know there's a number of other boards asking tonight as well, and this week for us Project Strain Committee member, a volunteer to be on our Project Strain Committee, and I can tell you a little bit about what is expected. I hope to be able to tell you a little bit about that, but let's see, probably forgot my sheet. But anyway, I just want to let you know that it's going to likely meet four times during our year-long process, so quarterly will meet quarterly, probably about two hours, maybe longer for some, shorter for others, but averaging about two hours per meeting, and the Project Strain Committee will be asked to review existing conditions for the Transportation Mobility Plan along with the draft vision and goals, so that'll be one aspect of the project, participate in a charrette to discuss the draft recommendations, participate in an interactive workshop to shape project prioritization through various applications, such as story maps and all these different things that we're going to send out to the public, so it'll be the Strain Committee's review of that public outreach to kind of come back to the TMP, and then finally review the updated draft recommendations, priorities, and implementation strategies, and provide final input, so those are the four meetings, and that's what we're asking for, so if you'd like to decide, as the five of you, to pick one member, and that might be somebody who's not here, but I'll leave that up to you. Well, I'm willing to, but if anybody else on the board would like to, we can go ahead and start with Garrison and come all the way across here. Yeah, for once I'm gonna say no. Yeah, you know, I got a lot of things going on. I can't participate this time, either, but I would say David might be interested also. You're good. No, thank you. Okay, well, I guess I'll be first, and then if David wants to, I'll ask him. Thank you very much. That's all we needed tonight from the communications from staff. Thank you. Oh, we got one more. We're on it. So if you've been out and about this week, you'll notice the leaves are starting to change. That's a little cooler in the morning, so that means that operations is gearing up for snow season. So each year, working with communications, we publish a snow-savvy guide, which I wanted to provide for you for information. No need to look through it now. You're more than happy to answer, you know, nail us with any questions for the next meeting or at the next meeting. It's got a lot of good information in it. Talks about kind of the miles of roadway, the miles of roadway we plow. The core objectives in line with our goals. It's got some of our information on our anti-icing in conjunction with plowing. Some of the tools, the tech tools we use to forecast storms as well as the live street cameras we look to observe conditions. And then just some of the snow routes. It's got area on bicycling and snow operations as well. And one of the other items is shoveling sidewalks. There's city code that all property owners that have a sidewalk on their frontage are required to clear the snow off of their sidewalks. And then also some information on reporting problems. We know with our operations that there are some hotspots we keep a track of that we, after we kind of do some of our plowing operations, the second level is to go back and hit some of the hotspots with ice where we have plowed in some streets, some low lying drainage areas that collect and with the melting builds up ice. So it isn't just, there's a lot of activity after the storm is completed that we work on as well. So we wanted to provide that for you for information. And then I'll turn it back over to Phil. Now we have nothing further from staff. Thank you. Is there any questions from the board on the snow savvy? I do have one quick one. Will this be website posted as well, section on the website or? Yes, I believe it is. There is a snow section in the city's website and we do post this information and we print up a couple hundred of these and put them in city buildings for distribution as well. Jim, we have a lot of trails up on the northeast side and I notice they're not on the bicycle and snow operation map. But occasionally they do get plowed and sometimes they do and sometimes they don't. But there's a lot of people use that for transportation of one kind or another. So trails falls under our parks and rec group. Okay. So if there are areas where you feel they should be plowed either at a higher level or don't get plowed, you can call the service works number that is on the. I guess what I'm talking about when I say trails, I mean the fairly large sidewalks that people bicycle and walk on to get through, say along the U Creek golf course. Right, those are trails that fall under parks and rec. Okay. And they have a separate operation. I think they do some of the downtown areas. But I'm not exactly sure what their priority is. I could probably dig up. They have a map that I recall of their operations as well. I could probably dig that up and get that to you offline, send it to the whole board as well as a follow-up. Okay. Great. Thanks. Okay. It doesn't look like we have anybody from the public here to speak. So I guess the moment we've all been waiting for no crash report. We want to start with that. All right. City of Longmont 2023 annual crash report says 2023, but this is the timeframe. It is a five-year compilation of data. It is the 2018 to 2022 timeframe. Main reason is it takes us the better part of a year to collate all this data. Some of that includes going through accident reports one by one to pull in some of the circumstances of those accidents crashes. And so we usually bring it back to in front of and release it this time of year. I think we're ahead of last year's schedule. So that's a positive thing. General crash informations. We all can acknowledge, I think nationwide deaths have we've heard it in the news have increased. Coming from a federal website, there's about 42, 43,000 deaths in 2021. That's a 10.5 increase from the previous year. In 2022, Colorado had 745 deaths. What's critical to note in those numbers, that is an increase as well, but 36% of those were outside of the vehicle. Those were peds and bikes. So over a third of the accidents in Colorado involve pedestrians and bikes. In Longmont, 2021, we had eight fatalities. I noted that because in last year's report, we showed seven, but since that time, the state patrol has provided us information on one of the roads within the city. It is still a state facility, but they added one more fatality. So we wanted to bring that to light on that. And in 2022, there were seven, 2023 to date, we've seen three fatalities in the city. So why a crash report? What's the importance of it? Why do we do it? For the most part, it helps identify locations and areas concerned. I know locations or intersections, areas of concern. We've added some items, more data in this report, to show segments of roadway, where we might have not, you see one accident every now and again, but as we see some of those larger segments, we wanted to make sure that data gets included. It guides our future work and priorities. The trends can demonstrate success or a need for additional work. One of the success stories I'll note, and I've, this is maybe repetitive, but the intersection of Maine or 287 and Pike Road, where in, number of years ago, we saw it uptick in accidents. We looked at it, we did some changes to the signal. And then when we brought the Pike Road project in, we added even more changes to it. Now that intersection has dropped off of the high accident list. Transparency is another reason. And then we also assist when public inquiries. Staff is when we get calls from the public. We usually, we get here from the press. How many accidents, what's the history at this intersection? Gives us a quick tool, we can go in and pull that data rather quickly rather than going back into the database and kind of trying to have to root around. So in this crash report, it's gonna be a little bit different than last year's. We have removed the indexing from the report. Whereas before we kind of were showing and rating intersections at, with an index of kind of a formula that called for anything greater than the number one would have been kind of a higher rate we'd start looking at and then below one. We just listed the data pretty much in raw form and listed it by number of accidents and intersections, broken out some of the intersections of the use, signalized, non-signalized, arterial, non-arterial. The data focuses on crashes, injuries, excuse me, and fatalities. We've added segments of roadways to the report as well. And then additional data has been included on vulnerable road users, which is our peds and bikes. So it is broken out into eight sections plus an appendix. Section one is the long-term trends. Section two notes injuries and fatalities. That's one of the sections we delved into in the accident reports. And we only went back, we only noted a three-year history on that. Next year when we really support it, it'll be a four-year history till we get up to a running total of over five years. It was just a significant amount of staff time to dig in to go back beyond three years. Section three is crash incident and timing. Section four is the fatal crash comparison. Section five is the highest injury locations and those were broken down into segments and intersections, the regional arterials, which are kind of our state roadways, the city arterials, and city collectors, local streets, and collectors. Section six was information on vulnerable road users and high crash locations and segments. Section seven was on impairment and other factors, noting accidents with alcohol, medical, or electronic devices that were related to those kind of three broad topics. Section eight, similar to last year's, we went into more detail on some of the fatal crash details. It's basically an Excel spreadsheet that broke so that we added in the 2022 crashes. And then we have an appendix that is basically the raw data of crash tables. So I didn't want to delve into this, in this presentation, delve into kind of the individual sections of the report, but I wanted to show kind of the main trend we're seeing. So in 2022, we saw the uptick from 2021, about 1,900 crashes, on total crashes, an increase, still a trend going up from the low during COVID of around 1,200. But then it was still less than what we had seen in previous years, between 2015 to 2019. The fatal crashes, or the, I shouldn't say fatals, excuse me, the minor and serious injury crashes, down slightly from the 2021 number. And then the fatal was down one year from last year's number as well. That is the number in green at the bottom. The report has that on the index there. On that graphic on the one section. So just some general information, overall crashes continue to rise. The injury crashes dropped slightly from 2021. High number crashes usually occur between three o'clock and six o'clock, p.m. More likely more road users, school that's out in that timeframe. Highest days, usually Friday. And then the highest month, for some reason, is still October. Not sure why. We try to delve into looking at that and we think it's probably because it starts getting darker earlier. Maybe you see some more people out and about. It's football season, time change. That's later in the month though. That's in November, pretty much, if I recall. Google that quick. And then most crashes, we're seeing, are on the major arterials. Ken Pratt. It's also 119. Sorry, I didn't wanna fill it all in. I know it's so much room in the slide. County Road State Road, Colorado Road 66 and 287. Those are high travel roads. Granted, Hover gets a lot of accidents. That's up there as well. City Roadway, but those are where we see the most crashes. Not just the intersections, but along the segments. Some of the things we looked at, and I noticed and I know in last year's report is, Main Street in the downtown area has a lot of small scale crashes. In part, a lot of vehicles on the road and parking allowed on that road. So we also, this isn't necessarily included in the report. It's still kind of a work in progress. So we provided some kind of what we call heat mappings. Shows the number of the accidents throughout the city for we did pedestrian bikes and fadals. So we're still reviewing the data on this, but we wanted to provide it for you. And these maps are much better viewed at 24 by 36 when you print them out on a large plotter. But we'll get these electronically to you when we finalize them. But this is the location of kind of the pedestrian accidents, bicycle accidents. Yeah, they have copies of them. And the fatal crashes for the timeframe that is noted in the report. So on this, in closing out this presentation, this is the first draft of this crash report. We're really not looking for typos. That's our job to review those. This is an overview. And we wanted to just ask the question, does the report cover the things that TAB wants to see? And then kind of asking the question, what has the city done well in the report? And what could staff do better in this report? And that's information that can be brought back at the next TAB meeting. Give you time to digest it. There's a lot of information in this report. Covering a number of, throughout the city, hundreds of intersections we have as well as, you know, you can see the crashes. So with that, I will go to the last slide, which says, thank you. So as I understand it, you'd like us to digest this. Come back with comments on the next meeting. I think we can answer some questions now, but I think, like I said, this is a lot of raw data. Okay, and we've tried to look at it on how it would be helpful as we get into vision zero and looking at what, where are we seeing the most crashes? Okay, and where are we gonna start prioritizing some of the work we wanna do? Now we're gonna be starting on that in the next couple of weeks as we start looking at next year's work plan. What I mean by that is, as we look at some of the roads we're gonna be working on for asphalt management. Okay, our pavement management program. Are there roads where we want, as we repave those, do we wanna add bike lanes? Do we wanna add curb extensions? Do we wanna add in, are we gonna look at some intersections for stop control? So we're gonna start that work right now because, you know, we call it the low hanging fruit. We'll be doing those improvements as part of that other work to add, you know, make our roads safer. Same would go for chip seal, okay, which is what we did with a few years ago with 9th Avenue and then we also did it last year with 3rd Avenue. This year we really didn't look at any of our collectors or arterials for chip seal, so we didn't really incorporate anything for this year. But next year we'll be looking ahead to that and then what other improvements we want, we may wanna do. As we, you know, as we repave a road, we wanna restripe it, do we wanna add in, you know, narrow lanes to slow people down? Are we seeing, now would be the time to start doing some of the counts to start looking at, are we seeing people creeping up over the speed limits? One road I will point to in particular is Gays Street from 3rd Avenue to 9th is scheduled to be repaved next year. So we're gonna start looking at that. How do we, you know, it is an enhanced multi-use corridor, but that plan called for removal of parking from one side of the street, which may not be acceptable to a number of the residents. So we're gonna be meeting in a few weeks to look at what are some of the other options. So don't be surprised if we bring back a couple crazy ideas for you to take a look at before we, we got a little, we got time, and now's the time to plan out the, some of the work for next year and incorporate a lot of this information or utilize this information for some of those hot spots that we can take care of. Now that's not the only work we'd be doing. You know, Kyle also looks at some of the traffic signals. If we see a lot of left turn incidents, that's gonna be an opportunity to make those, some traffic signals, signalized intersections, protected versus, what's the other word? Permissive, there you go. Yeah, FYA, yep, so. I do have a question on the Pure City comparison chart, which I think is, that's the really important information in regards to looking at Westminster, Thornton in terms of similar in population, real close in numbers. I'm just curious, do you work at all? Kyle, I know you came from Thornton, but is there any conversations, let's say like a Westminster, and asking them what are the challenges that you see with your crash report and see if there's any similarities and or things that they're doing that maybe we could adopt that would be helpful? Yeah, so yeah, me personally have a pretty good relationship with Thornton and Westminster and their traffic crew over there. And even my previous position, we talked a lot about metro areas, a whole of how to have different enforcement options and how to co-operate work together to reduce a big issue was street racing. So we worked the PD to do some joint task force on those. They are seeing about the similar stuff we're seeing. I will say traveling from place to place. I think every city has kind of a unique flavor of drivers. So it's always a similarity between these cities we see even if they're a similar population, but sometimes each city brings its own culture. And so unfortunately in that aspect, sometimes Lamont is unique for just Lamont issues. Well, Jim got out of that really fast, huh? See you next meeting. Yeah, so we'll take a look at this. I'm sure as everybody dives into the data, there'll be questions. And I see that there is a quick question here. Well, one, I do like the report much better than last year, especially the including more of a multimodal data set. Let's say I'm trying to find it now. I just wonder, you know, I get it. It's just a lot of data and trying to grapple with it and then figuring out what to do in the future. And I'm just wondering how do we prioritize this, especially as, you know, we're trying to reeducate the population and kind of change the paradigm shift of mobility priority. So I'm trying to ask is like, you know, how do we, I don't know. I'm just, I don't know. I'm trying to work my words here. Like, you know, like leading pedestrian intervals, is that more of a requirement now or is that just something that happens as we improve an intersection? Yeah, so a lot of this is gonna be addressed through our Vision Zero program. That's really gonna start what culture we want in Lamont when it comes to our signalized and unsignalized intersections and mid-block crossings. As far as pedestrian intervals, that's kind of the first step of this traffic signal upgrade project we're just started through Main Street is once we get the system in, we can really evaluate and change our pedestrian intervals. That's the limitation we have of our current adaptive system. It doesn't give us much control personally and to make these changes is a lengthy and expensive process. So that's kind of why this project was initiated. But as soon as we get this system up and running and comfortable where it is, it's a system that we really want to push towards having pedestrian safety features integrated with it to really help reduce some of these crashes we're gonna be seeing or have seen in the past. And I know a previous month we talked about, I know two board members weren't too keen on red light cameras, but data from other places that use red light cameras, does that help in terms of safety? Or is it just, we get to have a fee? Some of the safety fixes that we've seen used throughout time. The hardest issue is how long is that safety last? I know we get a lot of concerns about increased patrols having speed trailers put out. They do help mitigate speed in the area, but only temporarily. So things we're trying to really focus on is what are effective methods that would perpetually change that driver behavior so that we're not continually just chasing from intersection to intersection. And then we see our reports every year. It's just roller coaster of which ones go up, which ones go down. What we really want to see is the entire system as a whole going down. So a big core of our Vision Zero program is gonna be data back decisions. And with that, we're gonna be tracking a lot more in depth data besides just spot speeds, just spot volumes. Our real aim is to create a data network of our city so we can really see how those changes affect the city as a whole. So we're not improving safety in one area while degrading safety in another because those aggressive or bad behaviors are just being pushed to a different section of town. And then I think another kind of metric is, I know that as we plan for the future, we always talk about potential future traffic volumes. I'm sure that's a conversation with CDOT concerning that I know Council and LDDA want to reduce the lane traffic in the downtown area. But then how do we see, we see a crash report, but then also preparing for the future of mobility. I see a confused look. Throw that one by me again about lane traffic on the LDDA. Well, there was a study session with the LDDA board and Council many months ago to advocate for a reduction of lane, bringing it back to what we had during COVID where traffic was slowed down in that downtown quarter. So I'm just wondering, we have a crash report and then we also prepare for future traffic volumes is a key thing. I think a big thing with a crash report is also to look at maybe a little bit more that multimodal but look at the transit use as well, encouraging that. So then it's pulling cars out of the road. Because it seems like cars, you know, they're two tons and they're the main problem of death. So I'm just curious how we prepare for that future rather than always preparing for more and more cars, if that makes sense. It's a broad question. I'll give you a broad answer. So what this crash report focuses kind of on is just, as I said, raw data on numbers, it's about safety. So what you're asking I think is beyond that, how do we move from a car-centric society and push other means of transportation. And I think that's gonna get involved into the microtransit. That's gonna get involved in maybe expansion of RTD. It's gonna be e-bikes. It's gonna be other means. And I think part of that needs to be communication and education. And that's gonna be a broader picture or a broader, I think, program than what we're talking about here today, okay? And that's gonna be part of Vision Zero, I think. And I think part of that education is to get people out of cars. You know, our direction kind of through the city manager's office and from council is we're not looking at a lot of road, any more road-widening projects, okay? On our level, we may do some improvements on pace in two years, simply to finish the section off. But we're not gonna widen the road out for cars. If we widen the road out, it's gonna be for multimodal facilities. The other item is maybe we look at Nelson Road as a widening project that's been talked about for a number of years. It's in the Capital Improvement Program, but it is not budgeted. But I think the kind of what, at least this city council's vision has been, is pushing for that future transportation. What's that gonna look like? And Phil and I have sat in a number of meetings scratching our heads about, we don't know what it's gonna look like. And about, we're gonna get there slowly. And I think it's gonna be a combination of things. And that can be further discussion for the Transportation Advisory Board as well. Yeah, no, I know it is hard. And I know what one council member always brings up. The future thinker, Tony Siba. Yeah. Who talks about cars took over cities within a decade. And who knows what's coming for our future, so. Yeah, I just, I think it's rather eye-opening to see the number of bicycle related crashes down Main Street, specifically between 9th and 17th. And I'm mostly shocked just cause like, I wouldn't wish like biking down Main Street upon my enemy. I mean, it's just, it's not a good idea to bike down Main Street in the first place. And I'm just curious to see if you've thought of any ideas to deter bicyclists on Main Street, like extending the dismount zone from like up to, like to 17th Street or anything to get those bicyclists off of Main. Yeah, I think what we're looking for is alternatives. So not, not restricting restrictions on Main Street. However you feel about them are, are there because you have front doors that are so close to the sidewalk? And as people exit, it gets really dangerous for bicyclists and pedestrians to mix so closely together without separation. So I think the Main Street corridor or master, or mobility, well it's master plan, is really looking at the idea of separation of modes along those other stretches of Main Street. And we're also building, we should have, we talk about not widening roads, but we are trying to build a better connected system. And so up there at 15th and 16th and Main, there is a portion of, not Kaufman, but Terry that's gonna go through in the back. And so that'll offer some options for people to be able to go, you know, use the Main Street corridor. So within, you know, a couple blocks of Main Street. We're also talking about actually on Main Street within the right of way that, that corridor plan has some options as well for some of that. And you'll see more of that as we start to talk about bus rapid transit, mid block signal crossings or rectangular rapid flashing beacons. I like to say the whole thing for some reason because I never get it right. But we're talking about those different things to also help people move up and down Main Street without using Main Street, without using the street. Like you said, you'd never wanna bicycle that. But we do have a lot of people who bicycle on the sidewalks. So how do we separate that? So that's what we're looking at is different options to get people either a block or two off of Main Street or enhance the facilities that we have on Main Street to make it easier for bicyclists to use and safer. Can I have a copy of the crash report, please? So just to clarify, all the pedestrian and bicycle crashes and fatalities also involve a vehicle. It sounds reasonable, but sometimes it's a bicycle pedestrian. We're pretty sure it's true. And the reason I'll say that is when you had asked me a few months ago about the pedestrian accident with a train on 119, that never made it into a crash report because it wasn't a vehicle. So we had, when we were looking in records, we didn't have a crash report of that. We knew it occurred because it was in the press and we'd heard about it. So these will all involve a bike and a motor vehicle. Also, how long has Boulder been participating in Vision Zero? Does anybody know? I think it's only been about four to five years. Okay. And then, do you have any data about how many, must be an issue tonight, Taylor. But how many vehicles are actually going through these towns? I see that it's based on the population, but as we know, there's a lot of people that pass through Longmont. There's a lot of people that drive to Boulder. So it would be interested to know how many actually transportation miles they have on their streets. I wonder if that's something that their transportation department keeps. I think, as I recall, Boulder does publish vehicle miles traveled in their community. I think it's part of Vision Zero. I'm not sure. We'd have to be delving into each of those cities, but that might be good information to have is just a comparison, because I know that we see a lot of commuter traffic coming north through south and then east to west. East to west in the mornings and west to east in the evening. So I know that some of the, and it's also kind of a, it's a lot of projections because it's going to be difficult to have without having accurate accounts on your major arterials and other streets. And I know we're working on it with the new signal system on Maine to get, kind of that will be able to be recorded as part of those new camera systems. So, but we'll try to see if we can put some stuff together for it. Just real quick for your city of Boulder, I just found it online, it's 2014. So they've been incorporating vision zero since 2014. Okay. And then whenever we talk about the through traffic, we actually did a survey about 10 years ago and we're surprised to see that most trips along Main Street, Hover and 119 actually had a stop in Longmont. So only about, I think it was less than 10% were not stopping in Longmont for at all. They were, they may have been through trips and not, you know, their origin and destination were not in Longmont or their final origin and final destination were not in Longmont, but there was some stop that was made in Longmont. So I'm not sure how to, if that helps or hinders your question, but it does tell you a little bit more of the story that even though people are traveling through, typically they'll make a stop for something. It could very well change those numbers, but then you also think about, well, we have a new Costco, we have new shops along, you know, that are more popular. We have different restaurants. We have things like that that are maybe more attractive to people first to stop a couple Starbucks, you know, have come up. So it's all those different factors, the kind of factor that would be really interesting. I think we're gonna have much better data as we get into the more electronic age rather than stopping people and asking questions on the side of a road. I think we can actually get better data coming up here in the future. Okay, so I just wanna bring to the board's attention that Boulder is doing quite a bit better than we are in their fatal crashes. And they had one seventh of the fatal crash in 2022 because they only had one and we had seven. But if you look at the prior years, it's been really good for five years. And their five year average is a 2.4 considering their population is very similar to ours. And I just wondered, I wondered if they had been participating in Vision Zero or if it had to do with the fact that their streets are more narrow, and I think it was a combination of things, but it might be worthwhile to study a bit what has led them to a better result. One of the things I'll note is on our report, we do include the state roadways, which we have limited control over. And I know that a few months ago or a few years last year, where was it Newark? No, Newark was touting that they had reached zero accidents on their roads. But they didn't count the state roadways within their community. So we, in our group, we include Main Street, we include, when 19, we include 66. But one thing to add, kind of quick changing topics back to vehicle miles traveled. You know, we are, well, we're moving forward right now with a new adaptive signal system on Main Street. We have future plans to change out the adaptive signal system on Hover as well as 119. So that same system that'll allow us to note those vehicle miles traveled will be within the next two years, I think, that's the schedule, on 119 and Hover, which are, again, highly traveled roads. So, you know, as we build that database of both accidents, you know, miles traveled or vehicles on the road, speeds, that's all part of, you know, kind of that network, data network will build through Vision Zero. And part of that is in data collection, we'll be hiring another staff member next year for that as well as another planner. The current status real quick on that is that we are getting ready to recruit for the kind of the Vision Zero manager, transportation planner this year. Currently it's getting held up in HR, I checked. So we're trying to move, cut that free so it can start recruiting on that. Thanks, and then he reminded me, Jim, that I noticed there are two fatal crashes on North Main, North of 66, and the businesses up on North Main mentioned that people just come down 287 and try to run into Longmont as fast as they can in their cars, and they were saying that it would be nice to have some mitigation, you know, maybe starting around Walmart just to slow them down by the time they get to town. Did you notice there were two fatal crashes there? So I thought, well, that reminds me of that topic. So I just wanna bring your attention that Boulder County, conjunction with the CDOT and a number of the communities has been working on the 287 corridor. I think they're about to release their report. In fact, I think we just got the draft this afternoon. So we'll look at that to see if they are proposing any mitigation measures. I think they were talking about at least north of the city, some barriers, median barriers to restrict kind of the crossover traffic. But I think we saw in the paper a week ago another accident north of the city. So we'll take a look at that and see what that shows us. But that is a concern is I think as soon as you get off of North of 66, it goes to 55 miles per hour, I believe, going northbound and then to 65. So yeah, an area of concern and particularly in light of the fact that in case you didn't know already, there's some development coming in north of that traffic signal. That's still in the city, an annexation as well as that northeast corner is they're looking to develop. So there will be increased traffic. And if you look at development taking about three to four years in the next four or five years out there. So backing it up to Walmart or earlier just slow people down a little sooner. All right, thanks, Jim. I just had a couple of items. Jim, you mentioned the no road, no road widening projects and hopefully the board appreciates. That's a very huge step by the city to say we're not gonna widen roads. So I commend you on being able to kind of, I'll say plant that flag at least for now because I know road design, road diets, all that effectively can help regulate speed and that sort of thing when we're talking about speed control as we were earlier. I noticed Boulder might have also a little bit better track record based on network of streets and how it's designed obviously narrower streets as well as they have red light cameras. Right, so that effectively does help folks realize that they can't kind of do stupid things in the intersections because they're gonna be on camera. Again, is that something that's even been talked about at council level in terms of enforcement? I know that's not speed control but that's more of enforcement. Red light cameras, I think that's an issue that I would not want to speak to that without public safety chiming in. I believe that they have been looking at it. That is something I think they have budgeted in this year's budget as well as carrying over to next year. And it is I think one of the challenges they've been looking at that if you hire like kind of in most cases an outside vendor at least for those like those red light portable speed trailers type things, they do not come inexpensive. They are not cheap. And it's just some of the one of the items that I think that we still leave in the toolbox for now and it's an item to flesh out as we do the action plan in the coming year. So it is still on the table, yes. And not to put you on the spot, Kyle, but I know you meet with public safety on a regular basis. Is there talk about looking at certain arterials, corridors that you want to do, you would like to see speed enforcement because you know from at least anecdotally from crash reports as well as otherwise from complaints from residents where you'd like to see maybe some temporary speed enforcement or even just show of, you know, police are on the road, obviously that slows people down. Oh, it's just great to see your thoughts on that. Yeah, so I'm a strong believer in cooperation with our police and enforcement and having more targeted enforcement that can help both of us mitigate speeds. We have been working this last year, PD to purchase some mobile speed radar signs that we've been actually moving throughout the city. We've had them at 8th Avenue and Main Street, which seemed pretty effective. And if you notice, there is a permanent one there now coming into 8th. We did see some great feedback on that getting people to slow down as they enter that downtown area being so dense as it is. But we have rotated those through 9th Avenue, 11th. We have plans to put them on our major arterials where you see most of our segment accidents. So, you know, 17th Pace Main Street and then wherever we feel that there's some temporary need for it or some day of collection as well. Okay, any other questions on the crash report or we can move on? No action items? Okay. So we'll do comments from the board. We'll start with board member Kim. Earlier point, I live right there on the East side. So I hear like all night zooming back and forth. So I 100% am looking forward to possibly some mitigations there because it's just a straight shot. So, and there is new development happening over there too. And for people like me who just walk around that area it is kind of dicey. So I'm very happy to hear that there's progress moving there. And I just had a general question too. Regarding, you know, the new developments, when does data start being collected in these new areas that are currently being in the process being built right now? What kind of data are you specifically maybe asking about? Is it pedestrian, traffic, speeds or a specific type of data set you'd like to see or hear about? I'm not 100% sure, but a lot of the info here is really like insightful. So I guess, yeah, incidents involving non, I mean, isn't that the point? Like all of this data is gathered from, you know, versus vehicular vehicles, right? So, yeah, information about. So in accordance with our municipal code for most developments, developments of a certain size, they are required to submit a traffic impact study. And that we'll note with, and I'm probably gonna have Caroline come up and delve into that a little deeper on what the requirements are in an impact study. What he usually shows levels of service at intersections, the trip generations coming off the road, it project off the development, it projects kind of where those trips might be traveling. There is prior to almost every development coming in, we sit down with them to a scoping meeting. So if there's certain requirements or certain items we may need, the city may need because of resident outcry, you know, or incidents we've seen, we may ask for additional analysis and study. And then usually it comes in an annexation. So we can see that it'll note where their access points are, how it impacts the surrounding area. And then we ask for maybe an update when they come in later on for their development plans are submitted. So we do see a traffic impact study. If you're interested in any of those, they are public documents. So once they're pretty much finalized, they're open for public scrutiny. Awesome, thank you. Love the maps. And it's a very well done report actually could really compare data. I just wanted to share with the board a little bit of personal experience. And that is, I think I mentioned in June I had an accident on 119. And so I've been, just have had back pain. So I've been doing chiropractic and what have you. But they've kept me off my bike, which has made it hard for me to connect with the bus. But then also I didn't have a car for two months. So I was borrowing rides and I was, you know, just kind of thumbing it down here. And then also, you know, just driving was a little bit painful for a while too. So my husband has another truck, but you know how a truck runs. So I was like, okay. And I, it just was a big eye opener in terms of how hard it is to get around this town nowadays. And it's about a mile for me to catch the bus. So, so very psyched about microtransit. Think we're on the right track. I felt this was field experience to me to learn how other people are, you know, getting around all the way downtown. So just wanted to share that. So just a perspective. Thank you guys for all you're doing. I think we're on the right track and we're really getting some good data here. So we'll know where we start and we can map our progress. You know, thank you for the report. You know, like I said, I like the multimodal part to get that data in because level of service was kind of mentioned. I am curious, does that do our level of service? Are we only looking at roadway when that data comes out or are we looking at, you know, even pedestrian safety? Like in other words, what, what level of service is safest for a cyclist and a pedestrian? Is a curious question of mine. So the level of service I was speaking of is it intersections and it is mostly for, for vehicular traffic. Okay, stipulated in time delays with an A, B, C, D, E. Can you handle our knee? E, rating. So, and that's kind of the standard that's in our, or that is in our standards, what we follow. You know, we've looked at, have thrown ideas around of, what are we looking at for capacity of roadways? What are we looking at for time-based travel? Delays across the city. So, you know, that's what we have to work with with the record, you know, kind of recordies according to our standards. I don't see why that wouldn't change in the future, particularly as we go into the action plan. But we, you know, we may factor in pedestrian incidents or bicycles. We're starting to see more of that now, but that's not necessarily noted in the, in our standards for what is required in a, in an impact study. Okay. And then, oh yeah, I can't talk at all tonight. I would also second, board member Chris, you know, being in a car accident, you know, isn't fun. I've been in one as well. And then I just think of, you know, for getting basic necessities being without a car. So that's where I am extremely hopeful for the microtransit B cycle. And hopefully a little bit more land use changes to maybe allow that walkability throughout town as well. So I'm extremely hopeful for our future here in town. Thank you. That's very insightful. Thank you for your time putting it together. I'm excited to look at this data over the next month. I think it also gives a good insight of how we can make marked progress. And I look forward to Longmont, like being more safer than cities like Fort Collins and Broomfield. Yeah, I feel like a victory. So like now I have like a goal of like what does the vision zero look like? So thank you for your time. Yeah, just reiterate the crash data, putting this all together. I know it's a big, big lift every year. And I do like that. That last section, that's great. So look at it, have comments. I'm sure in the next meeting, and that jumps to items for the upcoming agenda. Phil, do you have anything in regards to that? I've been furiously writing down a lot of things. Yeah, let me go through the list here. It's not too bad actually. So in November, we plan to come back with the crash report part two. So you talked about that, which is great. I would like to just update you with flex ridership because we said in the work plan that we would do that. And so I want to make sure, regardless of kind of how important that is to folks, at least we'll get the information to you and you can kind of delve into it. We'll just see if we wanna talk about that next year as well. But that kind of brings up that in December, we would like to do the work plan and get that finalized. Front range passenger rail. We've got some folks who are interested in that. So I wanna make sure that we're covering front range passenger rail and just kind of the different things that are going on there. There's been a lot of updates and maybe that's more of an item from staff, but we wanna make sure we bring that to you. And then we typically bring the traffic safety fund report. So that's that $5 that's collected on each ticket and what that's being spent on and how we're using that money. So I just wanna make sure we're reporting that to you as well. And then that usually goes to city council as well. So we'll ask for your recommendation on that. So those are the kind of the five things I have written down for the next two months. Well, November and December. Great, thank you. Okay, unless there's anything else, I need a motion to adjourn. Oh, yeah. I forgot to mention that I participated in the budget sessions with the city council. And just after our September meeting, I know board member McInerney was concerned about certain items in the transportation budget that they met the requirement of the street fund. So I just brought, I just represented for the board and said that we had some concerns about that, but the alternative to some of those capital improvements would be they would come out of the general fund. So I mean, they have to be paid somewhere. So I think maybe that's something we could discuss later if board member McInerney is still unsatisfied. And I just wanted to throw that in. Thanks. Okay, so I'll need a motion to adjourn tonight. I move to adjourn the meeting. All those in favor say aye. Aye. Okay, meeting is adjourned. Thank you very much.