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From YouTube: Planning & Economic Development
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B
Good
afternoon
I'm
gwen
whistler
and
I'm
the
chair
of
the
planning
and
economic
development
committee
and
I'd
like
to
welcome
you
to
the
may
9th
meeting
of
that
committee.
All
council
members
and
staff
are
participating
virtually
to
help
our
audience
follow
along
I'll
state.
Each
section
of
the
agenda
aloud
we're
streaming
live
on
our
virtual
engagement
hub,
which
hub
excuse
me,
which
is
accessible
through
the
virtual
engagement
hub
link
on
the
front
page
of
the
city's
website.
B
B
Meeting
code
8187,
your
phone
will
be
muted.
You
will
hear
the
meeting
live
at
this
point.
Callers
will
hear
for
more
options.
Please
press
star,
pressing
star
3
will
allow
callers
to
continue
to
listen,
live
and
join
a
speaker
queue
if
you
are
watching
the
meeting
through
the
live
stream.
While
you
are
listening
to
the
meeting
by
phone,
please
be
sure
to
turn
down
the
volume
on
your
device
before
speaking.
B
So
now
I'm
going
to
go
through
and
introduce
the
staff
and
city
council
members.
If
you
just
want
to
unmute
your
phone
and
give
us
a
quick
hello
and
just
a
heads
up,
councilwoman
turner
will
not
be
participating
today
due
to
a
comp
another
council
conflict.
B
So
with
that
I'll
and
councilwoman
sandra
kilgore
good
afternoon
city
manager,
deborah
campbell,
hello
and
lucy
crown
planner
three
from
the
transportation
planning
division,
hello.
So
thanks!
So
the
first
is
the
approval
of
the
minutes.
May
I
get
a
motion
to
approve
the
minutes
so
moved
okay
and
I'll
second,
and
then
we
have
to
do
a
roll
call,
so
the
roll
call
is
councilwoman
kilcore.
I
and
me
I
so
the
minutes
are
approved.
B
All
right,
okay,
so
basically,
we've
got
one
item
on
the
agenda
today
and
it's
not
gonna
require
count
committee
members
action,
but
it's
so
I
believe
this
is
the
first.
You
know.
Is
this
the
first
public
airing
of
the
gap
report
lucy
or
not?
A
B
We
get
to
hear
it
the
first
time
out
so
with
that,
I'm
going
to
turn
it
over
to
lucy
crown
to
talk
to
us
about
the
gap,
report
and
gap
update
and
that's
down
stands
for
greenway
ada
transition
and
pedestrian
plans,
otherwise
known
as
gap.
Take
it
away.
Lucy.
A
A
Okay,
now
I'm
on
track.
Yes,
today,
we'll
be
talking
about
close
the
gap.
It's
a
planning
process
that
we
use
to
create
three
different
plans:
the
greenway
plan,
the
ada
transition
plan
and
the
pedestrian
plan,
and
this
outline
will
help
us
break
down
the
three
pretty
complicated
plans
to
make
them
easier
to
understand.
A
We'll
go
over
the
important
aspects
of
the
methodology
and
the
action
plan.
The
key
takeaways
are
that
the
gap
plans
are
three
plans
that
we
made
together
on
purpose.
The
ada
accessibility
within
our
rights
of
way,
which
is
a
way
to
say
streets
and
greenways,
is
a
federally
acknowledged,
equity
issue
with
potential
legal
ramifications.
A
A
What
is
the
gap?
That's
an
acronym
that
stands
for
greenway,
ada
transition
and
pedestrian
plan.
The
goal
of
doing
these
three
plans
at
the
same
time
was
to
create
a
pedestrian
network
that
could
allow
people
to
move
without
a
car
throughout
the
city
and
when
you
layer
all
of
our
plans
on
top
of
each
other,
it
will
look
like
this.
A
In
the
greenway
plan,
we're
really
working
hard
to
create
a
connected
greenway
network.
Our
vision
is
to
have
a
greenway
network
that
will
connect
all
areas
of
the
city
in
order
to
allow
people
to
move
on
foot
or
by
bike,
and
our
prioritization
goals
were
to
define
new
types
of
greenways
in
order
to
fit
them
throughout
the
city
and
create
that
prioritization
list.
A
The
ada
transition
plan
we're
working
on
existing
facilities
within
the
public
right-of-way.
Our
goal
is
to
have
our
priority.
Pedestrian
corridors
to
be
ada
compliant
to
the
maximum
extent
feasible,
and
our
prioritization
goal
again
was
to
find
and
prioritize
the
most
urgent
corridors
to
bring
them
into
national
compliance
and
also
ways
to
train
staff
and
educate
developers
for
future
development
to
be
built
correctly.
A
With
the
pedestrian
plan
we'll
be
focusing
on
new
facilities
in
the
city
and
how
to
fill
the
gaps
in
our
sidewalk
network,
our
vision
is
for
people
in
nashville
to
be
able
to
walk
from
their
house
to
key
destinations
along
a
network
of
streets
which
are
which
are
designed
for
pedestrians
and
again.
Our
prioritization
goal
is
to
identify
and
figure
out
a
way
to
prioritize
this
long
list
of
projects.
A
A
So
now
I'll
touch
on
a
little
bit
of
our
planning
process.
Our
public
engagement
and
outreach
was
robust.
We
had
three
working
stakeholder
groups,
the
think
tank
was
our
internal
focus
group
working
with
all
the
departments
that
would
need
to
weigh
in
on
greenway
and
sidewalk
projects.
Everyone
from
public
works
to
equity
and
inclusion.
A
We
had
three
public
meetings,
which
was
not
easy
during
a
pandemic.
I
remember
the
day
we
went
home
for
two
weeks.
We
thought
we
would
be
over
this
really
fast
but
turns
out,
and
luckily
for
us
we
had
already
planned
to
have
a
pretty
robust
online
engagement
portal.
We
have
a
project
page
and
the
meetings
that
we
did
have
we
recorded
they're
available
on
our
project
page.
A
A
We've
been
showing
this
presentation
to
many
boards
and
commissions,
as
well
as
interested
groups
at
neighborhood
meetings
in
may,
we'll
refine
the
ada
transition
plan
and
I'll
give
you
a
few
more
details
about
that
later
and
then
in
june.
We
would
like
to
come
back
to
the
ped
for
these
updates
and
a
motion
to
approve
and
hopefully
go
to
council
in
july
for
adoption
of
the
gap
plans.
A
So
we
had
to
figure
out
a
way
to
look
at
every
street
in
nashville
and
figure
out
a
way
to
score
them
in
order
to
prioritize
them,
and
our
goal
was
to
identify
the
corridors
in
the
city
with
the
greatest
need
for
connections
and
maintenance.
These
were
the
four
criteria
and
I'll
detail
them.
The
first
is
destination
and
equity
score,
which
is
to
identify
the
essential
places
where
people
need
to
access
and
the
areas
of
city
with
the
greatest
equity
needs.
A
This
was
done
with
census
information
and
we
use
not
surprising
factors
in
order
to
get
to
these
scores.
We
use
medium
income
percentage
of
bipod
community
percentage
of
poverty,
households
living
in
poverty,
households
without
vehicles,
people
older
than
65
disabilities
percentages
and
percentages
of
homes
with
limited
english
proficiency.
A
A
A
A
The
data
that
we
had
available,
that
was
that
we
were
the
most
confident
in
using
was
between
the
years
of
2014
and
18.,
and
the
reason
we're
looking
at
the
pedestrian
crashes
in
the
score
is
because
we
have.
We
have
a
lot
of
pedestrian
crashes
in
this
city.
We
had
271
crashes
in
those
four
years.
A
Some
of
them,
sadly,
were
fatalities
so,
based
on
that
on
the
on
the
style
of
street,
you
could
get
up
to
five
points
and
then
an
extra
point
for
crashes
and
bonus
point
if
there
was
a
fatality
or
more
than
two
crashes.
A
quick
example
is:
are
these
two
photographs?
This
is
murdoch
avenue
near
weaver
park.
It's
got
a
low
speed,
low
volume,
two
lanes,
lots
of
traffic
calming
and
the
polar
opposite
of
that
would
be
patton
avenue
up
to
eight
lanes
very
hard
to
cross.
A
A
A
And
we
we
were
able
to
score
them
in
a
pretty
straightforward
way,.
A
A
We
got
a
lot
of
comments
and
they
were
all
filtered
and
put
into
various
bins
of
of
topics
and
were
actually
very
helpful
for
us
to
be
able
to
get
down
to
the
fine-tuning
of
our
prioritization.
A
So
this
is
the
final
slide
about
our
scoring.
You
could
get
a
maximum
of
20
points
based
on
five
for
destination
and
equity,
seven
for
safety,
five
for
connectivity
and
three
for
the
public
input,
and
then
those
scores
were
broken
down
for
the
pedestrian
plan
and
the
ada
plan
and
broken
down
one
more
time
for
the
streets
that
are
owned
and
maintained
by
the
state
and
the
streets
that
are
owned
and
maintained
by
the
city.
A
Our
highest
ranking
streets,
so
between
3
and
17
points
are
on
this
map.
As
you
can
see,
they're
mostly
really
big
arterial
roads
you'll
find
our
rush
hours
on
these
streets.
Most
of
them
are
d.o.t
owned
streets.
With
the
exception
of
these
four
patent,
avenue
being
east
of
the
jeff
bowen
bridge
haywood
street
just
received
a
new
upgrade,
so
they
might
be
able
to
be
taken
off
the
list
at
this
point
and
lexington
avenue
and
ashland.
A
But
with
these
with
this
rank
of
scores,
the
policies
that
we're
wanting
to
consider
are
definitely
working
on
the
ada
upgrades
and
maintenance
in
these
areas.
Sidewalks
should
be
wide
and
separated
from
the
streets
and
on
both
sides
of
the
road
in
these
areas
and
crosswalks
should
be
enhanced
for
maximum
safety
of
pedestrians.
A
The
next
ranking
is
10
to
12
points
and
these
roads.
The
type
of
the
road
starts
to
vary
here,
are
some
examples.
These
are
starting
to
look
like
roads
that
are
coming
off,
arterials
and
heading
towards
neighborhoods,
and
they
also
experience
a
lot
of
traffic,
especially
during
rush
hour.
A
The
policies
that
we
need
to
look
at
for
these
streets
also
vary
because
the
type
of
road
varies,
but
they
definitely
need
ada
upgrades
and
maintenance.
We
should
be
considering
sidewalks
on
both
sides
of
the
road,
but
that
can
be
looked
at
more
granularly
depending
on
the
road.
If
we
look
at
the
safety
score
of
these
roads,
maybe
a
sidewalk
on
just
one
side
of
the
road
would
fit
the
bill
and
then
enhance
safety.
A
A
A
These
roads,
with
proper
studies,
could
be
very
good
streets
to
have
shared
roads.
Instead
of
full-blown
additional
facilities,
they
could
possibly
be
a
neighborhood
greenway,
which
I'll
explain
in
a
little
bit
and
then
crossing
and
design
standards
and
also
whether
it
needs
one
or
two
or
no
sidewalks
really
depends
on
the
traffic
data
and
the
studies
that
we
would
need
to
make
those
determinations
and
then
ranking
four
and
ranking
five.
A
As
you
see
we're
getting
more
and
more
into
the
neighborhoods
more
and
more
into
quiet
streets
by
the
time
you're
down
to
the
lowest
ranking
streets,
we
could
probably
use
shared
road
design
guidelines
to
answer
our
problems,
but
we
won't
know
until
we
actually
are
able
to
study
them.
When
I'm
talking
about
design
guidelines,
I'm
referring
to
the
nakto
standards,
that's
a
guidebook
that
is
updated
regularly
and
it's
written
by
the
national
association
of
traffic
officials
and
it's
considered
the
bible
of
street
designs
and
cities.
B
Thank
you
sandra.
Do
you
do
you
have
any
questions?
I
have
a
couple
here:
okay,
so
lucy,
when
when
you
were
doing
this
work
and
looking
at
destinations,
what's
considered
sort
of
you
know
a
reasonable
walk
versus
you
know,
like
you
know,
is
it
a
quarter
of
a
mile?
Is
it
a
mile?
Is
it
three
miles?
A
Good
question,
so
a
walk
would
be
up
to
a
mile,
but
we're
also
considering
that
people
without
cars
would
possibly
take
a
bus
from
their
neighborhood
into
the
area
where
their
destination
is.
So
it's
important
to
consider
a
quarter
mile
walk
to
any
bus,
stop
from
those
destinations
and
what
the
facilities
that
connect
them
look
like.
B
Okay
and
when
you
were
looking
and
prioritizing,
you
know
make
it
you
know
scoring.
Were
you
considering
like
a
whole
street
I
mean
or
where
you
can,
did
you
kind
of
cut
it
up
into
pieces
of
a
street.
A
So
I'll
I
will
show
you
our
prior
prioritization
list.
A
Which
was
the
next
thing?
Okay
on
my
presentation,
but
this,
I
think,
explains
it
better
than
I
can
so
we
we
broke
the
roads
down
and
in
the
prioritization
schedules
it
will
show
you
the
segment
that
we're
considering,
because,
for
example,
tunnel
road
is
such
a
long
road
and
it
changes
character
and
the
road
type
changes.
So
the
segment
will
give
you
the
parameters
of
the
analysis,
the
score.
A
It
will
also
show
next
steps
or
any
kind
of
studies
that
that
are
underway
now.
It
gives
a
pretty
good
project
description.
So
in
the
project
description,
it
might
just
say:
oh
it.
This
only
needs
ada
improvements
or
there's
several
sidewalk
segments
that
need
to
be
filled.
B
Okay
and
then
later
on
down
the
road.
Are
you
gonna
talk
at
all
about?
I
mean
one
one
of
the
areas
that
you
know
I've
seen
is
like
long
shoals,
which
is
more
in
you
know
my
neighborhood
and
one
that
I
walk
and
run
on.
But
are
you
going
to
talk
at
all
about
right-of-way
acquisition
because
it's
my
understanding
that
that's
one
of
the
big.
A
A
So
I
just
showed
you
what
I
wanted
to
show
of
the
prioritization
list.
There's
several
pages
of
them.
There's
a
lot
of
information,
so
they
are
good
to
dive.
Deeper
looks
like.
A
A
Leave
it
to
transportation
engineers
well,
moving
on
to
the
greenway
plan,
it
has
a
slightly
different
methodology.
The
first
step
that
we
took
was
looking
at
the
existing
greenway
master
plan
and
through
a
tool
that
our
our
consultants
made.
A
We
have
the
ability
to
kind
of
quickly
determine
if
it's
feasible,
to
construct
the
the
corridors
that
are
in
our
plan,
so
some
of
our
corridors
have
been
taken
off
because
they
are
not
very
feasible
to
construct
and
we
did
not
feel,
like
it's
honest,
to
leave
a
greenway
corridor
on
a
master
plan
when
it
would
never
be
able
to
be
built.
A
So
we've
taken
a
few
corridors
out
two
off
the
top
of
my
head
and
in
addition
to
constructability,
we
did
run
a
similar
process
as
the
pedestrian
road
corridors
with
destination
and
equity,
and
the
input
that
we
receive
from
the
surveys,
and
we
realized
that
we
needed
to
come
up
with
different
types
of
greenways.
Typology
is
a
fancy
word
for
it,
but
they
were
broken
down
into
four
groups:
the
spine,
greenway
being
like
the
highway
of
our
greenway
plan
and
our
natural
surface
trails.
A
A
A
We
finally
have
some
greenway
design
guidelines
that
we'll
be
putting
into
our
standards
and
specification
design
manual
and
our
spine
greenways
will
be
at
least
14
feet
when
we
can
do
that.
The
wilma
dyckman
is
a
16
foot,
wide
greenway.
When
you
combine
the
dedicated
bike
lane
and
the
multi-use
path,
we
also
suggest
that
the
greenway
spines
should
have
lighting
on
them
and
as
much
park
amenities
as
you
normally
see,
such
as
benches.
Trash
cans,
spikely
bike
racks
things
like
that,
and
our
this
is
a
list
of
our
spine.
Greenways.
A
The
ones
in
bold
are
the
ones
that
have
been
prioritized
on
our
list,
but
mostly
I
just
on
these
slides
thought
that
these
maps
are
a
quick
view
of
what
we're
looking
at
so
our
with
the
spine
greenways
we're
hoping
to
achieve
really
good
east
west
and
north
south
connectivity
with
the
idea
that
a
lot
of
the
spines
are
in
rivers,
river
corridors,
and
so
we
expect
to
see
a
lot
of
people
there
recreating
a
lot
of
tourists
there,
but
also
these
spines
will
be
very
important
for
commuting
on
greenways.
A
A
A
And
then
the
neighborhood
greenway
we're
not
inventing
these
these.
We
can
find
great
examples
of
this
style
of
treatment
on
our
roads
throughout
the
country
and
lots
of
north
carolina
too.
But
the
idea
of
a
neighborhood
greenway
is
to
be
able
to
convert
the
existing
road
bed
into
something
that
can
be
more
safely
and
easily
shared
with
pedestrians
and
cyclists,
and
we've
got
a
lot
of
them
going
into
little
to
neighborhoods
and
then
connecting
to
the
arterial
greenways.
A
This
is
an
example
in
seattle
and
the
these
little
shots
of
wayfinding
are
a
very
important
part
of
being
able
to
let
people
know
how
to
get
through
the
neighborhoods
to
the
next
greenway.
A
I'll
just
skip
that
slide
stay
on
time,
so
this
is
our
list
of
neighborhood
greenways
we've
got
some
that
are
prioritized.
Several
of
them
could
be
a
temporary
sort
of
tactical
urbanism
that
can
give
people
an
idea.
What
having
a
neighborhood
greenway
and
on
that
street
would
look
like
thompson
street
would
be
a
great
example
of
the
of
a
road
that
could
possibly
be
a
tactical
urbanism
street.
A
Yes,
so
tactical
urbanism
is
kind
of
a
quick
and
dirty
way
to
change
the
the
way
the
street
is
used
by
creating
more
narrow
traffic
links,
for
example,
so
that
you
have
room
for
a
wider
sidewalk
or
dining
area
or
a
bike.
Lane
cox
avenue
was
a
tactical
urbanism
project.
If
you
remember
that
a
few
years
ago,
and
with
very
cheap
ingredients
like
diverters,
which
are
these
little
plastic,
things
that
look
like
armadillos,
lumps
or
linear
ones
can
be
put
in,
the
road
planters
could
also
be
diverters.
A
They
just
keep
cars
in
the
traffic
lane
and
then
have
a
defined
place
that
isn't
supposed
to
be
driven
on
with
a
car,
and
it
can
it's
a
great
way
to
try
out
an
idea
too
or
use
it
for
a
weekend.
So
the
neighbor
could
can
get
a
sense
of
it
because
they
might
not
be
able
to
understand
a
plan
without
actually
being
out
and
being
able
to
walk
it
or
drive
it
in
their
car
to
understand.
B
And
lucy
is
a
tactical
urbanism.
The
idea
that
you're,
not
really
you,
know,
you're,
not
going
in
and
actually
changing
a
road
you're
just
kind
of
putting
some
things
in
there
right,
as
opposed
to
redesigning
the
whole
road
and
either
getting
more
right-of-way
or
reducing
a
lane
size.
Whatever
I
mean
permanently,
it's
more
yeah
just
putting
things
in
there
to
slow
down
traffic
a
lot
of
times.
A
A
So
we
took
these
steps
looking
at
the
importance
of
a
network,
the
economic
and
community
benefits
the
construction,
readiness
and
the
public
input
that
we
received
to
come
up
with
our
top
10
greenway
priorities,
and
these
are
them.
The
ones
that
are
in
green
are
the
spines.
The
ones
that
are
in
blue
are
the
arterial
greenways,
and
some
of
them
are
on
the
list
because
they
have
a
certain
level
of
design
or
funding
available
already.
A
Some
of
them
are
just
needed,
but
we
don't
have
a
clear
path
on
implementation,
yet
two
of
them
are
rail.
With
trail
projects,
one
is
going
up.
The
rail
line
that
parallels,
sweden,
creek
and
hendersonville
road
and
the
other
is
going
from
west
asheville
down
to
the
inca
inca
heritage
trail
near
the
sports
park.
A
So
the
last
component
are
the
natural
surface
trails.
We
have
been
working
with
a
group
of
about
15
non-profit
groups
on
an
effort
that
we're
calling
asheville
unpaved,
where
we
are
wanting
to
implement
some
natural
surface
trails.
I
hear
it
a
lot.
People
really
want
dirt
trails
because
they're
faster
they
can
get
them
in
and
they
can
make
some
really
quick
connections
that
group
looked
at
the
entire
city.
A
This
is
an
early
working
map
and
identified
areas
where
there's
large
chunks
of
public
land
and
what
we
could
do
with
them,
and
we've
come
up
with
five
pilot
projects.
This
is
one
of
them.
It's
on
mountainside
park
or
up
where
the
boat
catcher
greenway
will
be
there's
more
information
on
asheville
on
bikes
webpage,
and
we
have
a
story
map
on
our
project,
page
with
more
details
about
the
concept
of
asheville
unpaved
right
now,
we're
taking
our
concept
maps
to
different
neighborhoods
that
are
directly
impacted
by
these.
A
These
would-be
projects
to
get
to
share
with
them.
The
idea
get
their
comments
and
concerns
so
that
we
can
address
them
and
fine-tune
the
plans
a
little
bit
more
before
we
do
a
full-on
city-wide
public
engagement
for
asheville
and
paved.
But
the
idea
will
be
that
these
partners
will
do
the
fundraising
for
these
projects
and
hire
the
professional
trail
builder.
Who
will
build
them?
A
We
have
a
lot
of
user
conflicts
on
this
mountain
and
the
trails
that
have
been
built
are
built
poorly
and
eroding
quickly.
So
effort
like
asheville
unpaved
could
really
help
with
with
things
like
that,
and
this
is
a
quick
map
that
the
actual
unpaved
group
made,
that
kind
of
compares
the
locations
of
their
pilot
projects
to
our
greenway
master
plan.
A
A
And
the
action
plans
are,
the
action
plan
is
chapter
10
in
the
master
plan
and
in
it
you
will
see
several
tables
each
one
of
the
tables
talks
about
one
of
the
goals
and
we'll
spell
out
the
action.
That's
needed
how
you
can
measure
it.
What
departments
will
need
to
be
working
on
this
with
the
transportation
department,
a
guess
on
how
fast
we
can
get
these
done,
etc,
but
to
make
it
easy
for
today,
I've
just
developed
bullet
lists
on
our
on
the
presentation
for
each
goal:
there's
none.
A
None
of
them
are
too
surprising.
They're
kind
of
typical
action
plans
like
upgrades
to
the
udo
and
to
the
sm
ssmd,
the
design
manual
that
we
use
in
the
and
we
share
with
our
developers
to
use,
but
we
have
some
innovative
ones.
I
think,
such
as
the
cree
create
a
keep
it
clear
program
where
people
are
responsible
for
keeping
the
right-of-way
along
their
property,
clear
of
debris,
trash
cans,
also
poison,
ivy,
aggressive
dogs,
all
the
things
that
make
it
really
hard
to
walk
down
your
neighborhood
street.
A
A
A
Another
one
I
like
is
promoting
civility
among
oops
among
all
roadway
users.
We
are
having
a
lot
of
problems
with
people
of
all
modes
of
transportation
being
pretty
rude,
and
cars
in
particular,
are
used.
Drivers
are
using
their
cars
as
weapons
on
the
road
and
so
figuring
out
a
way
to
get
us
all
to
understand
that
our
rights
away
are
for
everyone
to
use
and
how
we
can
all
just
slow
down
and
be
nice
to
each
other
that
we
really
aren't
going
to
waste
too
much
time.
If
we're
just
kind.
A
So
I
did
want
to
touch
on
the
funding
strategies
with
the
elephant
in
the
room,
the
ada
transition
plan,
there's
one
part
of
it
that
that
makes
it
an
important
thing.
This
is
a
plan
that
actually
shows
our
community
people
with
disabilities,
but
also
the
department
of
justice
that
we
are
making
a
good
faith
effort
in
upgrading
our
aba
facilities
in
our
city
and
doing
the
best
job.
A
When
cities
are
sued
and
have
to
go
to
court
because
of
their
ada
facilities,
they
typically
walk
out
with
a
very
hefty
annual
amount
of
recurring
funds
that
they
must
put
in
if
the
department
of
justice
tells
them.
So
it
would
be
in
our
best
interest
to
move
forward
as
best
we
can
with
a
good
faith
effort
of
recurring
funds
that
will
show
that
we
are
trying
to
be
the
most
accessible
city
that
we
can
be
in
the
mountains
as
we
are,
and
that
can
be
a
combination
of
many
things.
A
One
of
the
things
that
we're
looking
at
right
now
is
how
much
do
we
spend
on
an
annual
level,
for
example,
our
resurfacing
schedule?
How
how
many
ada
facilities
are
we
improving
while
we're
doing
those
projects?
What
about
our
capital
projects?
So
once
we
have
an
idea
of
how
much
we're
already
spending
that
will
be
the
first
start,
we're
also
considering
a
full-time
employee
for
to
be
an
ada
coordinator
that
could
be
addressed.
A
B
Looks
like
a
lot
of
work,
but
one
other
thing
I
guess
I
would
like
to
you
know
add
as
an
idea
on
the
action
plan,
especially
around
funding
is
to
encourage
our
neighborhoods
to
give
right
away
or
minimal.
B
You
know
minimal
costs
relative
to
allowing
sidewalks
or
greenways
etc
that
you
know
if
we
could
get
some
of
our
neighborhoods
to
I
mean
you
know
for
me,
like
lakeshore,
you
know
a
lot
of
those
folks
have
beautiful
yards
and
you
know
allowing
a
sidewalk
of
you
know
from
the
street
to
back
15
feet,
wouldn't
really
cut
down
on
their
yard
too
much.
B
B
So
I'm
wondering
if
we,
if
there's
a
a
way
to
encourage
that
kind
of
thing
you
know
if
other
cities,
other
municipalities,
have
had
any
success
around
things
like
that
to
you
know,
reduce
or
eliminate
some.
You
know
one
of
the
big
costs
of
these
kind
of
things.
So
I
guess
I
just
asked
if
we
could
kind
of
put
that
in
as
an
idea.
A
B
Yeah
sandra,
do
you
have
anything
okay,.
A
Okay,
quick
slide
on
our
next
steps.
We'd
like
to
come
back
to
you
and
june
I'll,
give
you
an
update
on
the
ada
transition
plan,
details
and
hopefully
get
your
approval
to
come
to
council
in
july
for
adoption
of
the
gap
plans
where
we
also
would
like
to
identify
priority
action
plan
strategies
to
include
for
future
work
programs.
A
Actually
we're
already
doing
that
in
our
own
spare
time.
We're
updating
policies
and
design
standards
as
recommended
and
there's
a
lot
of
need
in
the
udo
and
the
ssdm
for
that
and
then
continuously
seeking
funding
on
all
levels.
A
So
in
june
we
would
like
a
recommendation
that
we
go
to
city
council
to
adopt
the
greenway
master
plan,
the
ada
transition
plan
and
the
pedestrian
master
plan.
B
So
if,
if
councilwoman
gilbert
doesn't
have
anything,
I'm
gonna
go
ahead
and
open
it
up
to
public
comment:
okay,
so
the
net
next
we'll
move
to
the
general
public
comment.
Callers
will
have
three
minutes
to
come
in
at
the
end
of
three
minutes,
staff
will
ask
you
to
wrap
up
your
comment
staff.
Do
we
have
anybody
in
the
speaker
cube,
there's,
no
one
in
the
queue
okay.
So
since
there's
no
one
in
the
speaker
queue,
I
will
close
public
comment
and
adjourn
the
meeting.