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From YouTube: Burlington Public Works Commission - 12/21/2022
Description
https://www.burlingtonvt.gov/sites/default/files/Agendas/12-21-22%20Agenda_1.pdf
00:00:00 Agenda
00:00:30 Public Forum
00:02:33 Consent Agenda
00:03:26 Great Streets Main Street Intersection Control Discussion/General Project Updates
01:29:58 Director’s Report
01:33:20 Commissioner Communications
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C
A
E
Hi
good
evening,
my
name
is
Felipe.
I
am
hopping
on
board
and
speaking
out
to
make
sure
I
saw
the
agenda.
That
parking
is
an
issue
here
and
I
just
wanted
to
make
sure
that
you
know
the
original
Plan
called
for
a
reduction
in
parking,
and
now
a
study
has
been
commissioned
to
to
add
that
parking
back
on
and
I
just
want
to
make
sure
that
by
adding
back
that
parking
that
was
to
be
eliminated,
we're
not
sacrificing
any
accessibility
for
alternate
modes
of
transportation.
C
A
B
A
G
If
there's
action
that
you
guys
want
to
take
coming
out
of
this
informational
update,
we
will
do
that
at
a
next
meeting.
That
is
our
intent
for
tonight.
Just
before
we
get
too
deep
into
that
item.
I
do
want
to
highlight
in
your
memo.
We
give
some
really
brief
updates
as
to
where
the
project
is
at
right.
Now
we
do
have
another
communication
that
we
prepared
for
more
kind
of
broad
consumption
with
a
lot
more
meat
in
each
of
the
the
sub.
G
G
Is
the
parking
advisory
study
and
committee
study
committee
and
study
that
are
occurring
along
with
this,
and
really
that's
not
about
adding
the
parking
back
into
the
project
area.
It's
about
making
sure
that
we
analyze,
where,
within
a
five-minute,
walk
of
the
corridor
available
parking,
already
exists
and
then
also
being
able
to
make
and
review
some.
You
know
current
trends
as
it
relates
to
utilization
and
whatnot,
but
that'll
be
coming
as
a
future
update
it's
more
just
to
let
everybody
know
that
it's
happening
still
and
with.
H
That
I
will
I
think
the
one
thing
I
would
love
to
just
be
clear
about
if
there
is
any
interest
on
the
part
of
the
council
or
the
commission
to
add
parking
in
that,
there
will,
of
course
be
a
commitment
to
protect
the
enhanced
public
realm
bike
and
pedestrian
space
is
that
we
have
worked
hard
to
design
into
this
project,
so
the
caller
and
the
public
should
understand
that
this
is
going
to
be
a
fully
multimodal
project
as
we
move
forward
thanks.
Thank
you.
I
Thank
you
again.
My
name
is
Jennifer
Conley
I'm,
with
BHB
and
I'm
part
of
the
project
team,
really
looking
at
the
traffic
operations
in
this
case
and
also
participating
in
the
parking
study.
But
today
I'm
here
to
talk
to
you
about
traffic
operations
and
the
intersection
analysis
that
we
conducted
when
we're
looking
at
what
alternatives
should
be
considered
for
the
Main
Street
corridor
sharing
so
as
I'm
sure
you're
all
familiar,
but
in
case
there's.
I
I
And
we
do
that
a
number
of
ways
through
the
design.
Then
we
took
a
look
at
for
the
Alternatives,
which
were
either
roundabouts
or
signalized
intersections,
taking
a
look
at
right-of-way
impacts
of
those
Alternatives
looking
at
building
structure
impacts,
which
are
obviously
more
significant
than
just
a
right-of-way
impact.
Bicycle
and
pedestrian
operations
activation
space
impacts,
our
opportunities,
the
resulting
heat
island
effects,
the
safety
impacts
of
the
Alternatives
and
looking
at
the
traffic
operations
at
each
of
the
intersections.
I
So,
to
do
that,
we
started
with
what
the
design
criteria
should
be
now,
looking
at
the
roundabouts
you'll
see
on
the
slide,
it's
a
you
know
a
little
hard
to
get
into
the
detail.
There's
kind
of
two
different
options
for
the
roundabouts
there's,
the
mini
roundabout,
which
is
a
smaller
circulating
area
and
as
such,
requires
less
right-of-way
and
then
there's
the
standard
roundabout.
I
We
looked
at
the
mini
roundabout
and
the
mini
roundabout
is
a
smaller
diameter
and
obviously
then
takes
up
less
right-of-way
and
that's
for
a
more
appropriate
for
a
location
that
has
Lower
Side
Street
volumes,
less
truck
percentages,
turning
into
number
of
other
other
things.
Just
to
put
these
in
context,
the
Shelburne
Street
roundabout
is
a
standard
roundabout.
I
Looking
at
traffic
signals,
the
design
criteria
that
we
looked
at
was:
can
we
slow
the
vehicles
down
and
can
we
prioritize
pedestrians
in
the
way
that
we
were
looking
at?
That?
Is
we
want
that
pedestrian
phase
to
be
called
to
every
single
cycle
and
the
way
we
do
that
is
through
concurrent
pedestrians,
so
that
the
pedestrians
cross
the
side
streets
at
the
same
time
as
Main
Street
is
in
the
green
phase.
I
In
order
to
give
the
pedestrians
additional
safety,
we
give
them
a
leading
pedestrian
interval
so
that
The
Pedestrian
can
be
out
more
visible
and
almost
in
some
of
the
side
streets
almost
across
the
street
by
the
time
the
cars
get
the
green.
So
there's
an
all
red
phase
that
those
pedestrians
get
started
during.
I
The
roundabouts,
obviously
I,
don't
think
it's
a
surprise
to
anyone,
take
a
larger
footprint
and,
as
a
result,
have
a
larger
right-of-way
impacts
and
in
a
lot
of
cases
at
these
key
intersections
structure,
impacts
and
in
the
memo
that
was
in
your
packet.
We
get
into
specifically
which
of
those
structures
would
be
most
affected
by
the
roundabouts.
The
signalized
intersections,
we're
actually
reducing
the
cross-section
on
which
really
helps
slow.
I
I
Roundabouts
do
have
a
significant
benefit
to
pedestrian
operations
and
that
you're
you're
crossing
a
single
leg
at
a
time
and
that
in
general,
the
drivers
do
yield
to
the
pedestrians,
and
so
the
pedestrians
do
have
have
an
improved
operation.
Cyclists
end
up
being
a
little
more
challenging
at
roundabouts
because
they
need
to
be
in
with
the
traffic
or
completely
separated
and
over
with
the
pedestrians,
and
sometimes
that
that
yielding
situation
can
be
more
more
challenging.
I
There
is
a
potential
there
is.
There
are
studies
across
crash
modification
factors
have
shown
that
in
some
cases,
there's
a
potential
increase
for
those
bicycle
vehicle
crashes
and
then
the
only
other
thing
that
we
noted
is
that,
with
the
crossing
guard
situation,
it's
health
union.
We
may
need
to
have
an
additional
Crossing
card
at
that
location.
I
As
far
as
at
the
signalized
location
to
improve
those
bike
pad
operations,
as
I
already
mentioned,
there
would
be
those
that
seven
seconds
of
all
red
time
and
in
addition
to
that,
the
crossing
distances
would
be
significantly
shorter.
As
I
said,
the
cross
section
will
be
significantly
more
narrow
than
it
is
currently,
and
so
that
the
time
that
that
pedestrian
is
exposed
on
the
street
Crossing
is
significantly
reduced.
Over
what's
happening.
Currently
and
again,
the
cyclists
can
travel
through
the
intersection
or
use
a
separated
facility
at
the
signalized
intersections
as
well.
I
So
in
both
cases,
there
is
an
improvement
to
the
operations
for
the
bicycles
and
the
pedestrians
as
I
as
I
mentioned.
Briefly.
As
far
as
the
right-of-way
impacts
are
concerned,
they're
connected
to
the
activation
space
impact
because
the
great
streets
you
know
initiative
is
really
about
activating
the
street
and
making
this
the
street
more
usable
for
all
users.
I
One
of
the
key
things
in
either
design
as
I
said,
is
that
we're
lowering
the
travel
speed
of
the
vehicles,
and
that
is
a
very
significant
indicator
towards
Serious
injury
and
death,
is
the
side
the
speed
of
the
vehicles
that
are
traveling
and
because
again,
we've,
regardless
of
whether
it's
signalized
intersections
around
about,
are
going
with
the
design
speed
of
20
miles
per
hour.
That
will
really
slow
down
what
is
happening.
This
is
not
just
signing
speed
limit
20
miles
an
hour.
I
This
is
including
the
progression
and
or
the
design
features
that
will
really
slow
that
traffic.
Some
of
that
will
come
from
the
two-phase
operation
of
the
traffic
signals,
because
now
Turner
people
who
are
turning
Vehicles
will
be
will
be
slowing
down
through
traffic
by
being
in
that
traffic
stream
and
not
being
pulled
out
of
the
traffic
stream
and
or
at
the
roundabouts
through
the
design
features
of
how
how
the
traffic
is
entering
the
roundabout
and
exiting
the
roundabout.
I
As
far
as
the
only
other
thing,
as
I
already
mentioned
there,
there
have
been
mixed
studies
as
to
the
benefits
of
roundabout.
As
again
with
with
through
the
design
speed.
You
do
reduce
the
speed,
but
there
is
you
know
some
concern
for
the
potential
for
cyclist,
related
crashes
increasing
actually
at
the
roundabouts.
I
Looking
at
traffic
operations,
a
few
things
in
general
roundabouts
are
not
typically
installed
at
locations
with
high
pedestrian
activity,
and
the
reason
for
that
is
because
the
roundabouts
Effectiveness,
the
usually
the
big
selling
feature,
is
that
it
keeps
all
the
traffic
moving
and
that
all
the
traffic
continues
to
flow.
But
in
this
case,
because
of
that
incredibly
large
friction
caused
by
the
significant
pedestrian
volumes.
That
flow
is
going
to
be
interrupted
very
frequently
and,
as
a
result,
we'll
back
up
the
vehicles.
I
The
vehicles
are
not
going
to
get
that
free
flow
condition
and
at
some
points
it's
good.
You
know
if
the
pedestrians
are
traveling
in
trips
or
drabs
across
the
street,
the
vehicles
will
encounter
significant
delay
and
that's
what
we
ended
up
seeing
in
our
modeling
once
we
included
the
pedestrians
in
the
modeling
for
both
the
roundabouts
and
with
the
signal
at
the
level
of
the
pedestrian
traffic
that
is
out
on
this
quarter.
We
saw
that
significant
increase
in
delay
associated
with
the
roundabout
alternatives.
I
You
know,
evaluation
between
roundabouts
and
signals,
and
what
you
can
see
on
this
slide
is:
there
are
a
number
of
categories
where
the
results
are
equal
or
mixed,
which
is
the
bike,
pedestrian
operation
and
the
safety
impacts,
but
really
the
signals
then
take
the
day
as
far
as
minimal
right-of-way
and
building
impacts,
the
increased
activation
space
opportunities
associated
with
the
signals,
the
reduced
heat
island
impact
and
then
the
resulting
traffic
operations,
foreign,
and
that
is
all
I
put
together.
Happy
to
you
know,
answer
if
there's
a
question.
G
F
So
the
question
that
I'm
asking
is
about
that
South
musky
Avenue
intersection,
and
this
kind
of
includes,
like
all
of
them
on
the
corridor,
but
that
one
if
I'm
not
mistaken,
is
like
among
the
most
dangerous
in
the
state
of
Vermont
and
part
of
that,
isn't
just
Main
Street
right
the
corridor.
That's
like
the
main
focus
of
this
particular
project,
but
also
also
South,
Michigan
Avenue,
so
I'm
wondering
if,
when
considering
these
roundabout
versus,
you
know,
signalized
intersection
Alternatives
in
particular
or
in
particular,
and
then
also
more
generally
throughout
the
project.
I
That
we
really
looked
at
as
we
did,
this
modeling
was
not
processing
the
side
streets
to
Be
an
Effective
through
root.
What
we
did
is
we,
we
impacted
the
side
streets
so
that
they
encountered
more
delay
so
as
to
not
encourage
folks
to
work
their
way
down
through
the
Grid
in
this
area
again,
knowing
the
number
of
pedestrians
and
the
fact
that
this
this
is
not
an
area,
we
want
to
encourage
additional
traffic
or
create
capacity
on
those
side
streets.
I
F
J
C
J
J
B
G
B
C
H
H
Me
North
Avenue
Corridor
would
where
we
did
the
four
to
three
lane
configuration
having
worked
through
that
traffic
modeling
and
for
crash
data
to
get
significant
crash
data
to
be
statistically
significant
industry
standard
is
such
that
you
want
two
to
three
to
four
years
of
data
to
really
have
robust
information.
So
we're
really
just
at
the
two-year
point
at
this
point
and
I
think
we're
gonna.
We're
gonna
need
a
longer
stretch
to
really
fully
understand
what
the
impacts
are
long
term,
as
people
have
adjusted
now
to
the
new
traffic
pattern.
B
Oh,
it's
good
I
mean
I.
Remember
that
striping
there
were
some
people
who
thought
we
were
gonna
like
fall
into
the
Earth
and
think
we
all
kind
of
survived
that
and
it
feels
a
lot
safer.
So
any
information,
because
that
impacts
that
that
intersection.
The
main.
It's
really
that
Main
Street
point
that
commissioner
murtana
was
talking
about,
and
so
you
know
from
from
your
work.
Pine
battery,
St,
Paul
and
Winooski
would
need
the
larger
roundabout
I.
Think
about
that.
B
G
So
the
Consulting
team
did
just
complete
the
preliminary
plans,
we're
working
on
getting
a
set
to
Post
online
as
part
of
the
Outreach.
That's
about
to
happen
so
that'll
be
available
very
soon
for
you
to
be
able
to
see
how
the
curved
lines
are
changing
throughout
the
whole
Corridor.
When
the
council
approved
the
concept
study,
the
general
curve
line
goes
from
anywhere
from
55
to
75
in
each
block
down
to
40.
G
B
Change,
okay
and
then
related
to
the
grasswalk.
Is
you
talked
about
the
two-phased
signal
operation?
I
cannot
express
how
important
that
is
to
be
a
pedestrian
and
to
have
a
light
turn
you
have
now
a
Target
on
your
body
and
the
vehicle
is
the
assault
weapon.
So
I
think
that
that
two-phase
is
that
what
that's?
B
B
B
I
Were
asked
that
that
question,
as
we
were
doing
our
analysis
and
the
the
benefits
of
once
you
once
most
locations
are
going
to
be
signalized
are
to
have
the
whole
Corridor,
be
progressed
and
get
all
the
way
through
and
and
so
to
put
a
roundabout
in
the
middle.
If
that
splits
up
those
platoons,
so
then
you
would
end
up
on
either
side
of
the
roundabout,
with
the
potential
for
longer
cueing
and
and
challenges,
and
our
challenge
at
church
is.
I
I
B
A
L
To
start
with,
you
know
when
I
first
we'll
talk
about
this
today,
there
was
actually
three
different
design
options
for
those
intersections.
The
first
one
was
the
roundabout,
the
second
one
was
signalized
and
the
third
one
was
the
always
stop
like
we
have
at
Pearl
and
and
winningski,
so
that
one,
the
one
that's
the
always
stop
right.
Now
that
hasn't
isn't
in
any
of
the
materials
here
on
my
or
am
I
missing,
something
talking.
I
So
is
that
not?
Is
there
a
reason
why
that
wasn't
an
exclusive
pedestrian
phase?
The
challenge
with
the
exclusive
pedestrian
phase
is,
then
that
is
added
on
to
then
the
vehicular
phases,
which
really
ends
up
increasing
your
cycle
length.
It
increases,
then
your
delay
for
the
pedestrians
because
they
have
to
Wade
through
all
of
the
time
that
the
vehicles
are
going,
whether
it's
the
main
street
with
side
street,
and
then
they
get
their
time
and
it
increases
the
delay
for
the
vehicles
as
well.
So
your
operations
suffer
on
both
sides.
I
In
addition,
usually,
when
you
have
an
exclusive
pedestrian
phase,
you
make
it
push
buttons
so
that
in
those
off-peak
times
or
at
like
you
know
tonight,
there
might
not
be
as
many
people
out
there.
You
wouldn't
necessarily
call
it
every
single
phase.
It
would
be
on
what
I
call
recall
the
advantage
of
the
two
phase
with
the
leading
pedestrian
interval.
I
I
I
know
every
single
time
and
the
driver
knows
every
single
time
that
I
that
I'm
going
during
that
time
as
well,
so
the
exclusive
phase
can
be
effective,
especially
in
a
situation
where
you
know
you're
going
to
have
a
lot
of
diagonal
movements
or
there's.
You
know
a
reason
to
include
it,
but
here
on
this
quarter
again
to
get
progression.
L
L
The
questions
that
I
have
I've
got
some
other
comment,
but
I
just
wanted
to
I
had
made
some
notes
on
my
on
my
document
that
you
had
sent
us
in
advance,
and
you
talk
about
the
design
is
to
make
sure
that
it's
20
miles
an
hour
flow
through
for
the
drivers
to
get
through
down.
Main
Street.
That's
the
goal
it.
What
is
the
current
average
speed
right
now
on
Main
Street,
that
you
were
trying
to
reduce
it
from.
L
The
reported
speed
of
vehicles
so
right
now,
it's
like
so
you're
gonna.
You
want
it
to
go
down
from
24
to
20.
and
okay.
So
that
was
one
of
the
questions
that
I
had
and
on
on
your
page,
one
of
the
I
think
it
is
page
one.
You
I
had
a
question
about
the
prep
projected
anticipated
an
increase
in
traffic.
Yes,
and
there's
like
three
three
different
numbers:
you
you
have
in
one
place.
L
It
says:
traffic
volumes
were
increased
by
seven
percent
to
represent
background
traffic
until
2037,
which
is
what
we're
trying
to
design
this
thing
for,
but
then
a
little
farther
down.
It
says
the
conservative
approach
results
in
volumes,
approximately
40
percent
higher
than
the
traffic
volumes
originally
modeled
for
the
Champlain
Parkway
project
and
then
later
on
right,
after
that,
it
says,
and
90
percent
higher
than
the
ccrp
C
2040
Regional
model.
Yes,
so
what
are
we
anticipating.
C
F
I
Well,
they
are
all
actually
the
the
same
number.
So
we
looked
at
what
was
available
for
traffic
volume
projections
for
this
time
period,
and
there
were
a
few
things.
There
was
the
Champlain
Parkway
future
volumes.
There
were
the
ccrpc
regional
model
volumes
and
then
we
developed
volumes
based
on
that.
We
went
out
and
did
counts
and
showed
how
volumes
compared
to
those
other
sources.
We
increased
them
by
the
seven
percent,
and
then
we
also
added
the
traffic
associated
with
permitted
developments.
I
So
then
we
did
add
in
how
how
is
the
Rail
Yard
Enterprise
going
to
affect
downtown
traffic?
How
is
the
Champlain
Parkway
going
to
affect
downtown
traffic?
How
are
all
of
these
small
condo
developments
going
to
affect
downtown
traffic
and
added
those
all
in
and
our
point
in
that
last
sentence
that
you
read
was
just
to
say
when
we
built
it
that
way,
we
ended
up
with
volumes
that
were
higher
than
was
predicted
when
the
Champlain
Parkway
was
permitted
a
long
time
ago
and
when
the
2040
Regional
model
was
created
a
while
ago
as
well.
I
I
I
could
find
out
what
that
exact
number
is,
but
what
we
did
is
we
increased
that
traffic
by
seven
percent
and
then
added
those
particular
developments
which
had
every
intersection
affected
traffic
differently,
because,
as
you
know,
the
Champlain
Parkway
is
going
to
change.
Some
traffic
patterns
is
how
people
get
through,
so
it
isn't
just
along
the
entire
quarter.
A
set
percentage
increase
the
what
the
40
and
the
90
are
just
comparing
to
what
people
thought
20
years
ago.
Traffic
would
be
it's
not
actually
what's
happening
out
there.
It
isn't
an
increase
over
today.
Okay,.
L
C
I
From
other
projects
we
started
by
counting
the
traffic
we
went
out
and
counted
the
traffic,
or
in
this
case
we
actually
looked
back
because
it
was
coveted
when
we
started
this
analysis.
We
looked
at
the
2019
counts
that
were
available
for
the
corridor
and
we
used
those
pre-coveted
numbers
as
our
Baseline,
so
that
would
have
been
like
the
existing
chart.
That
would
have
been
like
that's
the
one
that's
listed
existing
and
then
quite
possibly,
yes,
okay,.
G
If
I
can
just
kind
of
regroup
and
clarify
that
and
maybe
just
kind
of
quantify
it
in
a
different
way,
you
know
we
started
with
exactly
what's
what
was
our
Network
in
2019.,
we
added
in
everything
that
has
drb
permitting
so
everything
that
already
has
a
permit
to
construct.
We
took
their
traffic
reports
and
added
that
in
and
then
we
added
the
growth
factor
on
top
of
that.
What
is
the
natural
growth
of
the
region
that
is
going
to
continue
to
add
possible
vehicle
trips?
G
So
this
is
very
conservative,
even
even
Parkway
or
v-trans
or
Regional
planning
would
say.
This
is
really
conservative
at
the
same
time,
what's
happening
in
the
downtown
as
it
relates
to
adding
residential
units
to
our
downtown
wouldn't
have
been
reflected
in
Regional
models
because
we
didn't
have
residential
units.
There
wasn't
a
lot
to
factor
up,
but
there
is
some
substantial
growth
of
residential
units
and
other
development
in
the
downtown.
That's
kind
of
creating
this
Spike,
but
we're
capturing
that
and
making
sure
that
it
still
works.
G
L
Just
like
sort
of
confusing
to
me
that
there
were
those
three
different
percentages
and
I
was
trying
to
figure
out
how
much
more
traffic
are
we
talking
about
between
now
and
2037.,
the
so
you've
compared
yeah
I.
Think
one
of
my
questions
was
about
comparing
the
Shelburne
Street
Dimensions
to
so
that
one
was
like
130
foot
diagram
just
for
the
sake
of
comparing
yep.
G
Know
you
used
to
speak
a
little
to
the
right-of-way
acquisition
piece.
The
design
team
did
work
on
trying
to
mitigate
as
much
building
impact
with
the
positioning
of
the
roundabout.
So
as
you
looked
at
the
different
examples
that
they've
laid
out
for
us,
they
are
not
an
exact.
You
know.
Dead
center
line
of
Main
Street
just
going
down
through
take
four
corners
of
four
different
buildings.
They
did
work
to
strategically
minimize
as
much
right-of-way
impact
as
possible,
with
citing
each
of
the
different.
L
Maybe
your
document
I
mean
some
of
you
mentioned,
but
in
here
it
really
talks
about
more
heading
preventing
head-on
crashes
and
broadside
crashes,
but
there
isn't
any
real
mentioned
specifically
about
The
Pedestrian
safety.
I
know
you
mentioned
a
little
bit
about
the
roundabouts,
but
yes,
you
may
there's
a
footnote
in
here,
too
and
I
think
you
mentioned
it
in
your
comments
about
the
this
footnote
study.
That
says
this
cmf
Clearinghouse
says:
there's
going
to
be
an
increasing
accidents
with
vehicles
and
bicyclists
with
roundabouts
yeah.
I
L
I
F
L
Yeah,
and
and-
and
that
was
a
study
that
was
done
in
the
Netherlands
in
in
2017-
and
it
doesn't
have
very
much
specific
specificity
about
it.
So
and
I
sent
quite
a
few
links
about
safe
roundabouts
for
bicyclists
to
to
the
two
folks.
So
I
just
want
to
know
for,
since
you
created
this,
where
you
got
that
38
more
accidents,
because
it's
a
very
ominous
figure
sure
that
I
think
is
not
supported
by
the
the
document
that
I
looked
at
online
at
the
citation
that
I
was
provided.
L
So
just
I
think
that's
something
you
guys
can
look
at.
Fortunately,
we're
at
the
we're
at
the
phase
here
that
we're
just
assessing
how
best
to
do
this
and
and
I
realize,
there's
so
much
complexity,
I'm
taking
a
digression
here.
It
is
very
complex
to
decide
whether
you're,
using
what
you're
talking
about
of
trying
to
get
all
of
the
signals
lined
up
so
that
everybody
goes
20
miles
an
hour,
which
is
what
they've
tried
to
do
on
Shelburne
Road.
To
make
sure
that
you
know
that
you
can.
L
You
know,
design
a
30
mile,
an
hour
you're
going
to
keep
going
it.
That's
one
technique
that
is
interrupted
when
you
have
what
what
you
talked
about,
what
you
call
the
all
stop
or
something
like
that,
and
it's
also
interrupted
by
the
roundabouts.
So
you
have
different
different
things
that
can
conflict
I
I
totally
get
that
I've.
I,
probably
studied
more
about
this
than
I
really
want
to
know
about
of
all
of
this,
but
in
fact
I'm
I'm
sensitive
to
what
you're
trying
to
do.
L
L
You
had
mentioned
on
page
six
of
your
your
thing
under
signal
operation
that
Battery
Street.
The
intent
is
to
have
the
Battery
Street
signalized
location,
a
red
arrow
display
when
the
walk
signal.
You
know
one
of
those
youth,
no
right
turn
kind
of
things.
Yes,
and
because,
frankly,
one
of
the
difficulties
is
people
getting
hit
when
a
person
makes
a
left
turn
or
right
turn
and
they're.
Looking
for
cars
and
they're,
not
looking
for
people
is
that
possible
that
that
could
be
done
at
more
than
just
the
Battery
Street
Main
Street
intersection.
I
Something
that
we
considered,
but
what
we
really
wanted
to
do
at
most
locations
and
it
is
an
appropriate
battery
because
of
the
heavy
turn
volume
at
the
other
locations.
We
want
that
turning
traffic
to
be
in
with
the
through
traffic,
so
that
it
creates
that
friction
that
keeps
that
driver
speed
down.
We,
we
don't
want
someone
to
be
in
their
own
lane
to
take
the
right
turn
and
get
it
get
an
you
know
an
arrow
and
be
able
to
end
that
through
traffic
to
speed
by
it.
L
I,
don't
think
I
understand
what
you're
saying
I
I
I'm
you're
saying
that
you
only
use
those
do
not
turn
right,
arrow
things
like
there's
one
now
at
the
Maple
and
Battery,
and
so
you
know
there's
certain
times
when
the
right
turn
coming
West
on
Maple.
You
cannot
make
a
right
turn
or
you're
not
supposed
to
the
red
arrow
to
go
up.
Battery,
Street,
North,
so
you're
saying
that
that
is
not
used
when
you
have
a
straight
through
Lane
and
a
right
turn.
I'm
I'm,
not
sure
I,
understand
how
you
are
differentiating
this
yeah.
G
C
C
C
L
One
other
thing,
I
know
that
is
relevant
at
some
intersections
is
sensitivity
to
actual
traffic,
and
some
Cycles
are
skipped
for
a
particular
direction.
Is
that
also
going
to
be
incorporated
in
on
Main
Street
so
that
when
there
is,
you
know
the
cycle
doesn't
just
automatically
cycle
through
and
there's
nobody
to
go
in
the
other
direction
and
people
are
sitting
there
and
waiting
and
getting
impatient.
We
are
be
sensitive
to
the
traffic,
that's
actually
needing
to
get
through
the
intersection
and
also
the
people.
Frankly,
we.
I
Know
we
are
fine-tuning
the
design
in
that
regard.
It
I
understand
your
frustration,
especially
that
happens
say
late
in
the
evening
when
you
know
you're
on
the
side
street
and
it's
staying
on
the
Main
Street,
and
you
want
to
turn
to
you
and
it's
not
coming
too
quickly.
What
we
want
to
do
in
this
quarter,
though,
is
set
it
up
so
that
again
that
pedestrian
has
that
expectation
that
they're
going
to
get
the
walk
signal
and
so
chances
are.
We
will
set
the
the
phases
so
that
they
do
again
at
each
of
these
locations.
I
It's
only
two
phases:
it's
either
Main
Street
is
green
or
the
side
streets
are
green
and
so
I.
We
would
likely
still
keep
everything
on
recall,
so
it
does
keep
switching
back
and
forth,
but
instead
of
waiting
for
150
seconds,
like
you
do
at
some
intersections,
our
cycle
length
is
going
to
be
at
100
seconds
or
less,
which
really
makes
a
big
difference.
It
really
reduces
the
amount
of
time
you're
waiting
for
that
for
that
green
to
come
up
over
you.
L
L
I've
been
walking
through
there
for
30
years
and
that
made
a
big
difference.
The
the
the
the
cycle
is
sensitive
to
the
traffic.
So
when
there's
a
lot
of
traffic
on
North,
Street
North
Street
keeps
going
green,
green,
green,
green,
green
Green,
there's
no
time
it's
not
on
a
timer,
apparently
right.
So
so,
and
that
is
that
conflicts
with
your
other
goal
of
the
and
maybe
I'm
under
I've,
got
to
ask
this
question
because
maybe
I
misunderstood
that
too,
when
you
say
all
Main
Street
is
green
and
then
or
all
side
streets.
L
I
Wrong,
but
the
details
you're
talking
about
is
really
fine-tuning
that
we'll
get
into
in
the
final
design
and
we'll
be
making
you
know
we
would
make
those
decisions
as
to
whether
it
makes
sense
it's
in
like
in
some
locations.
Folks
may
do
make
the
choice
that
no
in
11
to
6
a.m.
You
know
11
at
night
to
6
a.m.
It's
going
to
rest
in
the
Main
Street
Green,
and
only
change
the
side,
streets
or
pedestrians.
If
there's
a
call,
I
mean
those
are
decisions
that
can
be
made.
I
That
was
not
our
assumption,
though,
that
that
was
not
because
we
really
wanted
to
meet
the
goal
of
really
processing
those
bicyclists
and
pedestrians
in
a
reliable
regular
way.
So
we
were
really
thinking
of
you
know
all
day
being
a
two-phase
operation
that
that
will
keep
cycling
to
the
side,
streets,
yeah.
L
And
the
information
that
I'm
trying
to
share
is
that
I,
don't
I,
don't
think
that
that
expectation
that
people
will
feel
like
there's
a
certain
Rule
and
it's
all
going
to
cycle
around
and
I
will
wait
is
going
to
work,
is
the
it
is
works
as
safely
as
as
the
is
when
it's
on
call
and
it's
sensitive
to
the
traffic
and
people
are
not
sitting
there
it.
It
encourages
bad
behavior,
which
I'll
mention
separately,
but
so
that's
a
separate
thing.
L
I
know
that
I
had
sent
a
spreadsheet
that
I
assume
got
sent
of
the
different
delay
times
and
the
delays
and
the
cues
between
you
know
that
you
had
and
and
I
just
my
quick
question
about
that.
Is
it
look
from
the
data
here.
It
looks
like
the
same
number
of
cars.
Queued
up
are
are
coming
up
with
grossly
different
durations
of
weight.
Yes,
yes
and
I'm
and
I
I
know,
and
so
so
just
and
I
this
I
could.
This
is
all
posted,
so
you'll
get
this.
L
You
can
look
at
it
between
when
we
have
to
make
decisions.
I'm.
Just
referring
to
my
fellow
Commissioners
here
so
I.
Don't
understand
that,
and
maybe
you
can
explain
explain
that
that
you
know
like
your
comparison,
your
your
performance,
comparison
of
2037
says
that
that
that
that
that
in
the
eastbound
or
heading
for
I-89,
at
that
intersection
of
Winooski
and
and
Maine,
there's
going
to
be
a
backup
of
15.8
vehicles.
Roughly
if
they're
25,
I
just
estimate
25
feet
of
vehicle.
C
L
Your
statistic
that
you
provide
is
that
it's
going
to
have
you
know
a
19.4
vehicle
backup
which,
but
but
it'll
only
take
a
minute
for
each
car
to
get
through,
so
that
that's
one
thing,
and
then
you
have
the
the
new
one,
the
signalized
in
2035,
with
those
numbers,
the
it's
going
to
have
a
a
backup
of
13.9
vehicles
during
the
morning
commute
and
it'll
take
just
3.2
minutes
for
a
car
to
get
through.
So
it's
doubling.
L
I
Yeah
as
you
increase,
as
as
the
traffic
volume
increases
and
congestion
increases,
what
ends
up
happening
you
know
is
someone
may
not
be
in
the
leg,
may
not
be
in
the
section
they
may
back
up.
Their
cue
might
back
into
the
next
intersection,
in
which
case
they're
counted
then
as
being
part
of
the
queue
for
the
next
intersection.
Although
that
vehicle's
delay
is
still
associated
with,
what's
causing
the
problem,
which
could
be
the
downstream
signal,
so
your
Q
length
is
maximized
by
how
long
that
length
of
that
leg
is.
L
I
L
L
G
M
C
G
Downtown
during
the
pink
hour
with
the
roundabouts,
because
there's
nothing
to
do
side
streets
can't
move
it's
it's
a
really
tough
location
for
a
roundabout
application
with
our
pedestrian
that
we're
encouraging
that
already
exists
today
and
I.
Don't
know
how
those
are
actually
factored
up.
That
would
be
no.
L
Well-
and
it
doesn't
help
that
you
have
a
stoplight
at
UVM,
which
is
what
backs
it
all
the
way
up
down
to
downtown
right
now,
I
mean
it
is
backed
up
all
the
way
down
to
South
Winooski
every
night
from
the
Main
Street
North
Prospect
intersection.
So
we
know
there's,
we
know,
there's
a
problem
anyway,
so
I
that
it
the
these
are.
These
are
some
of
the
things
that
make
me
concerned
about
the
information
and
I'm
I'm
not
trying
to
shoot
down
what
you're
suggesting
I'm.
L
So
let
me
just
see
if
I
know
sorry
I've
taken
a
long
time
here,
but
so
your
numbers
that
you
have
on
the
signalized
performance
chart
on
page
eight.
That
includes
the
seven
minute
our
second
seven
second
Advanced
walk
times
for
all
those
intersections,
for
the
signal
is
yes,
the
signalized
ones?
Okay,
so
that
does
and
just
thought
of
curiosity,
how
do
you
define
an
a
level
of
service
versus
an
F?
What's
the,
how
does
that.
I
L
A
C
A
L
L
You
had
mentioned
that
you
were
saying
that
there
was
intentional
to
slow
down
the
side
street
and
increase
the
delay
on
the
side
streets
so
that
people
don't
try
to
whatever
use
an
alternate
okay,
so
I
I
I,
think
that
also
you
know,
could
also
feed
into
this
problem
of
people.
Thinking.
Oh,
it's
gonna
be
a
long
wait,
I,
better
step
on
it
when
I
see
the
yellow
okay.
L
As
of
the
2012
2016
data
at
bat,
Winooski
in
Main,
Street,
location
and
and
and
rest
in
peace,
Tony
lennington
would
be
here,
and
it
would
have
spoken
to
this
that
you
know
the
the
cost
is
you
know
in
injuries
and
and
property
damage
is
significant
to
the
population.
So
the
goal
of
reducing
traffic
to
20
miles
an
hour
doesn't
really
solve
that
problem.
It
reduces
it,
but
it
doesn't
remove.
L
It
doesn't
cut
back
on
crashes,
it
just
cuts
back
on
the
the
the
the
intensity
of
them,
and
and
for
that
you
know,
according
to
one
of
the
documents
that
Tony
reading
put
together,
I
didn't
you
know
verify
whether
this
is
accurate,
but
this
is
what
he
provided,
that
there
was
literally
there's
like
78
different
injuries
that
have
taken
place
over
that
10-year
period.
And.
C
L
Like
15
million
dollars
of
expense
for
the
population
that
those
poor
people
that
got
stuck
with
that,
so
this
is
a
this
is
an
important
decision
for
us
to
be
making,
because
I
have
a
little
bit
of
a
concern
that
we-
and
this
is
why
I
asked
the
question
about.
Is
it
seven
percent
increase,
or
you
know,
if
we've
already
recognized,
that
we've
we've
cost
people
15
million
dollars
over
10
years
in
accidents
on
Main
Street?
L
What
are
we
doing
to
make
sure
that
we're
we're
we're
not
going
to
be
continuing
that,
just
because
we're
continuing
to
have
this
the
the
the
the
same
method
of
intersection
control?
If
I?
Could
it's
really
a
serious,
serious
question?
It's
you
know
we're
spending
30
million
dollars
on
this,
and
you
know
it's
going
to
be
a
bill
that
we're
paying
debt
on
for
I.
I
Mean
a
critical
issue:
one
thing
I
want
to
point
out
and
I
don't
have
and
I
can
look
up
a
reference
for
it,
but
I'm
quite
confident
that
when
traffic
is
moving
at
20
miles
an
hour,
it
is
much
easier
to
avoid
a
collision
than
it
is
when
you're
going
25
30
miles
an
hour.
So
there
is
still
not
only
is
the
severity
decreased.
There
is
the
expectation
that
the
you
know,
crashes
are
easier
to
avoid
the
slower
the
traffic
is
moving
so
I.
L
Obviously,
that's
why
the
roundabout
that
the
example
that
we've
used
about
the
15
mile
an
hour
approach
to
the
one
in
Athens
Ohio?
You
know
you
do
have
time
to
be
looking
for
pedestrians
separately
from
looking
for
cars,
which
doesn't
happen
at
a
signalized
intersection.
The
cars
are
looking
to
make
sure
they
can
get
a
quick
get
between
the
cars
and
that's
when
the
person
gets
this
pedestrian.
That
has,
you
know,
used
more
than
their
seven
seconds
of
free
time
gets
hit.
L
L
You
know
the
top
50
crash
locations
in
in
Vermont,
not
just
Burlington
we're
talking
Vermont
number
one
is
that
Maine
and
southwindowski
the
24th
is
Maine
and
St
Paul
31st
is
Main
and
Battery
52nd
is
Maine
and
South
Union.
This
is
across
the
state.
These
are
the
most
crash
prone
locations
and
then,
obviously
that
one
at
Pearl
and
Pearl
and
Winooski
was
one
but
I,
don't
know
what
we
don't
know
the
statistics
now
but
I'm
going
to
just
mention
what
I
had
said
before
and
you
can
Factor
this
in.
L
However,
you
want
I
had
said
that
that
roundabouts
do
provide
24
7
traffic
calming
they
create
a
safer
intersection
for
both
pedestrians
and
bicyclists
and
I.
Think
if
you
look
at
those
other
statistics
about
the
bicyclists,
I
think
there's
more
information
there.
They
they
they
keep
the
traffic
flowing.
L
So
what
happens
is
there's
this
intersection
waiting
experience
that
that
that
can
induce
drivers
and
pedestrians
to
unsafely
ignore
the
signal
and
move
through
the
intersection
without
regard
to
the
signals
and
I
see
this
happen
all
the
time
at
at
Main
Street
in
church,
when
people
are
trying
to
get
over
to
the
Flint
I
see
it
happen
in
other
places.
I
do
not
see
it
happen
at
the
Pearl
and
and
Winooski
intersection,
where
you
have
to
always
stop
that's.
Why
I
think
that's
a
good,
a
good
design
thing
compared
to
the
roundabouts?
L
The
signal
the
signals
actually
unfortunately
induced
Vehicles
drivers
to
step
on
the
gas
at
yellow
signals
causing
collisions
with
other
vehicles,
I've
seen
a
decrease
in
the
number
of
people
going
through
the
Elmwood
North
Street
intersection,
who
step
on
the
gas
when
they
see
yellow
since
that
cycle
has
gone,
there's
more
sense
of
fairness
that
I'm
not
going
to
be
waiting
here
forever.
Even
though
you're
you're
saying
that
the
design
you
have
is
predictability
of
weight,
the
people-
people
are,
you
know,
you'll.
Never
you
never
I,
don't
think
mind
read.
L
L
Absolutely
the
cars
are
looking
for
other
cars
they're,
not
looking
for
a
pedestrians.
Compare
the
roundabout
signals,
leave
motorcyclists
and
scooter
riders
vulnerable
to
being
hit
from
the
rear,
while
turning
or
there
get
rear-ended
and
frankly,
roundabouts
in
the
Long
Haul
are
less
expensive
to
maintain
they
require,
you
know,
don't
require
electricity
costs
and
canop
repairs
and
Equipment
upgrades
year
after
year.
L
L
I
recognize,
like
I,
said
they're
competing
ways
of
dealing
with
this
problem
of
cars
and
people
trying
to
get
through
Main
Street,
I,
I
I
recognize
you
have
a
challenging
a
challenging
thing
to
do,
and
I
just
I
just
feel
like
we,
we
we
we
we
we
have
an
opportunity
here
to
spend
the
30
million
dollars
that
we're
borrowing
and
we'll
be
in
debt
until
2037
on
this
stuff
to
get
it
in
a
way
that
is
not
old
school.
You
know
signals
you
know.
As
usual.
L
You
know
we
just
use
the
same
old,
same
old,
nothing,
new
I,
think
we
do
have
an
opportunity.
It's
not
I,
don't
know,
I,
don't
know
what
we're
gonna
do.
I,
don't
know
what
you're
going
to
do.
I
just
feel
like
this
is
our
opportunity
to
do
something:
that's
going
to
actually
be
good,
and
otherwise
we
wait
until
2037
and
try
something
else
and
and
that's
expensive
thing
at
the
expense
experiment.
L
K
K
K
I
Made
no
adjustment
for
that.
We
really
just
looked
at
those
traffic
studies
and
traffic
analysis
for
any
of
those
permanent
developments,
as
well
as
those
infrastructure
projects
and
the
anticipated
traffic
relocations.
So
we
did
not
factor
in
any
potential
benefit
from
increased
TDM,
alternate
modes
Etc.
K
I
think
what
has
gone
on
in
the
past
I
think
it'll
be
helpful
in
future
communications
around
this
particular
project
and
specifically
the
the
traffic.
The
intersection
control
study
portion
of
this
for
for
staff,
to
sort
of
elaborate
more
on
why
staff
is
recommending
all
signals
versus
some
a
mix
of
roundabouts
and
some
signals
just.
K
G
A
B
G
Clear,
but
that
will
basically
take
the
flow
off
the
existing
section
of
the
Ravine
that
goes
kind
of
in
this
odd
angle,
across
the
parking
lot
and
put
it
in
a
purposeful
way
across
the
parcel
so
that
if
and
as
that
parcel
redevelops,
it
can
be
worked
around
in
a
meaningful
way.
And
it's
a
Brazilian
piece
of
infrastructure.
A
B
A
Of
Landing
here
we
don't
have
a
lot
of
specifics
for
things
to
mention.
In
suppose,
the
traffic
is
controlled
with
signals,
I
think
there's
a
lot.
We
can
do
there,
intervention
of
course,
like
the
leading
pedestrian
intervals,
but
also
in
terms
of
the
treatments
for
people
on
on
bikes
at
the
current
signalized
intersections.
C
G
A
You
look
forward
to
that
and
the
other
concern
I
have
with
the
protected
bike.
Lanes
is
the
ability
to
turn
and
turn
left
a
gather.
Part
of
that
is
like
a
sort
of
a
cueing.
It
area
the
intersection
to
be
able
to
cross,
and
then
turn
yourself
wait
for
your
turn
for
us
yoga,
very
good.
Okay,
I
look
forward
to
further
details.
There.
I
It's
a
great
question
and
I'm
going
to
guess
in
the
morning
Peak.
What
you
don't
have
is
the
commercial
trips
that
you
have
in
the
afternoon.
Peak
I
mean
think
of
even
just
you
know
from
doing
the
parking
study,
there's
a
bunch
of
parking
available
in
the
morning
that
is
not
available
in
the
afternoon,
because
you
have
those
commercial
trips
that
are
occurring.
Not
only
do
you
have
the
reverse
commuting
trip
home,
you
know
from
workers,
but
you
also
have
been
those
shopping
trips
at
that
other
activity
and
that's
pretty
typical
in
most
locations,
yeah.
G
C
A
A
A
A
N
F
A
L
Yes,
can
I
tell
you
a
correction.
The
the
Athens
Ohio
roundabout
is
on
the
campus
of
a
high
University.
It
is
not
a
suburban
area,
it
is
in
a
highly
trafficked
student
Crossing
location.
So
it's
not
that
just
didn't
happen
to
be.
When
I
took
the
picture
there,
wasn't
anybody
walking
it's
not
a
Suburban
roundabout
just
for
clarification.
L
A
D
E
Well
done
I
think
it
demonstrates
that
the
signalized
intersections
are
the
best
option
for
Main
Street
I
recognize
I,
acknowledge
the
concerns
of
the
other
counselor
had
and
they're
strong
advocates
for
for
roundabouts,
but
I
really
think
they're
not
congruent
with
an
urban
setting
that
should
prioritize
pedestrians.
One
thing
that
a
roundabout
really
does
is
very
effectively
is
that
it
totally
separates
corners
from
each
other
right.
E
The,
Crossing,
diagonally
is,
is
just
a
lot
more
difficult
to
the
designers
that
wanted
to
ask
if
they're,
considering
or
if
they
have
considered
already
raising
the
intersection.
I
think
that
would
be
extremely
effective
in
meeting
their
goal
to
reduce
the
flow
of
traffic
to
25
20
miles
an
hour,
and
also
to
prevent
that
any
collisions
that
might
occur
when
vehicles
are
turning
at
the
intersection.
G
E
E
They
will
regulate
traffic
flow
to
to
be
slower
right.
So
you
won't
get
that
situation
where
somebody's
gunning
it
for
a
yellow
because
there's
a
big
speed
hump
in
the
way
yeah.
That's
all
that's
all
I
have
but
I'm
glad
that
the
council
sounds
like
they're
gonna
go
forward
with
recommending
the
signalized
intersections.
G
F
D
E
Yeah
sorry
I
was
waiting
for
so
long
to
speak,
I
kind
of
forgot
one
major
point
and
that's
exactly
what
Michael
Arnold
had
just
mentioned,
which
is
a
signal
priority
for
mass
transit,
I.
Think
that's
going
to
be
extremely
important.
The
committee's
own
own
projections
state
that
the
you
know
vehicular
traffic
is
is
above
Trend,
so
we
want
to
be
able
to
as
a
city
encourage
alternate
Transportation
modes
and
part
of
that
means
giving
them
priority.
A
G
C
G
Engaged
already
through
our
process
that
are
interested
as
well
as
just
kind
of
letting
people
know
that
it's
out
there
and
available
the
comments
that
we're
collecting
are
coming
back
to
the
design
team
mid-January.
So
they're
still,
you
know
time
to
be
able
to
have
this
out.
There
have
the
plans
we're
going
to
have
our
our
larger
communication
more
than
what's
in
your
memo,
the
intersection
study
and
it's
kind
of
where
we're
at
with
everything,
so
that's
going
to
be
out
there.
G
G
F
G
So
with
that
thought,
you
know
the
design
team
is
on
hold
until
mid-January,
at
which
point
they
will
kind
of
pick
this
back
up
with
our
comments
in
any
directions
that
that
potentially
could
change
the
course
of
where
we're
going,
but
really
the
direction
we're
pointing
is
towards
advancing
with
signalized
intersections.
At
this
point
in
time
and
we'll.
G
G
F
G
H
All
right,
thank
you
for
the
commission
for
meeting
this
month
and
being
able
to
focus
the
bulk
of
the
meeting
on
this
important
issue
for
Main
Street
I
I
just
want
to
Echo
that
this
30
million
dollar
generational
opportunity
is
here
because
of
Tiff
Tiff
has
a
timeline.
The
property
rights
and
Acquisitions
that
would
need
to
be
managed
would
blow
out
of
the
water.
The
timeline
you
just
heard.
H
In
my
director's
report,
we
talked
about
the
chicken
Solid
Waste
drop-off
center.
Thank
you,
everybody
and
trying
to
move
ahead
with
that
stuck
issue
that
we've
been
struggling
with
for
years.
As
you
know,
currently,
the
cswd
operates
compost
only
at
339
Pine
Street,
which
is
a
sub-optimal
range
of
services
for
our
Burlington
Community.
H
We
have
worked
to
try
to
unlock
this
issue
by
offering
to
cswd
to
have
the
city
purchase
outright.
The
Flint
Avenue
parcel,
which
is
three
acres
behind
Metal
Works
195
201
Flint
Avenue.
Instead
of
entering
into
what
was
a
very
complex
20-year
lease
purchase
agreement
for
that
property
that
could
be
revoked.
That
would
enable
us
to
move
our
soil
management
operations.
H
We
were
currently
happening
at
339
Pine
over
to
Flynn
Avenue,
which
could
open
up
the
potential
to
have
a
drop-off
center
at
339
Pine
or
at
Flynn
Avenue,
to
give
the
community
some
choice
so
we're
very
bullish
about
this
step.
It's
going
to
the
solid
waste
District
board
tonight,
I,
just
it
got
approved
by
the
council
earlier
this
month,
and
that's
good,
because
the
option
to
purchase
the
Flynn
Avenue
expires
at
the
end
of
this
month.
H
So
I
very
much
look
forward
to
working
with
you
all
to
improve
drop-off
center
services
for
the
public,
as
well
as
our
own
soil
management.
I
included
an
update
on
the
GMT
budget.
Fy24
I
serve
on
the
board
with
another
commissioner
Meg
polite
as
well
as
two
alternates,
and
the
budget
coming
forward.
Staff
has
done
a
very
good
job
in
trying
to
make
the
best
of
a
challenging
situation.
H
A
K
Sure
my
only
one
is
excellent
job
on
the
winter
cleanup
this
past
weekend
that
went
I
think
really
well.
I
had
a
sort
of
a
three-part
sort
of
question
to
that
is
one
is.
Could
you
just
Briefly
summarize
what
the
Department's
sort
of
communication
plan
is
for
after
parking
winter
parking
band?
Specifically,
second,
is:
do
we
collect
any
data
when
folks
I'm
assuming
pay
their
ticket
online?
They
go
pick
up
their
car.
K
J
J
D
K
This,
too,
is
that
I
live
near
where
all
the
cars
that
get
towed
so
I
hear
the
tow
trucks
all
through
the
night
and
that's
not
a
complaint.
That's
just
a
comment,
and
this
is
sort
of
my
first
time
being
on
the
commission
and
going
through
a
winter
parking
ban
and
sort
of
sort
of
making
that
connection.
D
We'll
hit
the
first
two
and
if
the
third
one
comes
into
your
mind,
we'll
we'll
hit
that
one
too,
and
this
is
a
great
timing.
We
just
had
another
kind
of
debrief
of
how
this
last
snowband
went
internally,
which
focuses
on
everything
from
decision
making
to
the
operations
and
the
communication.
So
we
we.
C
D
D
We
want
to
use
many
different
modes
to
reach
people,
even
though
in
ordinance
the
the
official
way
is
the
overhead
parking
band
lights.
We
recognize
if
you
don't
go
outside
because
it's
snowing
or
if
you
know
you're
out
of
town
somebody's,
got
your
keys.
You
know
you've
got
to
have
other
methods
to
reach
people.
So
tactically,
we
have
a
bunch
of
things
in
our
wheelhouse
that
we
use
first,
most
powerfully
probably
is
the
VT
alert
system
that
is
a
state
system.
D
It's
a
pass-through
Grant
from
the
federal
government
that
the
state
makes
allowable,
makes
the
technology
allowable
to
municipalities,
thankfully
free
of
charge.
It's
allowed
us
to
reach
you
know,
but,
depending
on
the
issue
between
a
few
people
to
about
14
15
000
people
for
really
high
profile
events
when
we're
trying
to
reach
everybody
in
the
system,
VT
alert
goes
out
for
snow
bands
via
text
via
email
and
Via
robocalls,
which
we
use
for
snow
bands.
D
Given
that
we're
trying
to
help
people
avoid
150
fine
as
well
as
we
want
the
streets
to
be
safe,
we
want
the
opportunity
to
clean
them,
so
I
think
Saturday
morning
the
decision
was
made
rather
early
to
go
out
with
snow
band,
so
VT
alert
went
out
about
9,
A.M
I
think
that
morning,
hopefully
giving
people
who
got
that
enough
time
to
prepare.
At
the
same
time,
once
this,
the
decision
is
made
our
operations
teams,
kind
of
dispersed,
and
so
the
overhead
parking
band
lights
are
going
on.
D
We've
got
three
pretty
active
social
media
channels,
Facebook
Instagram
and
Twitter,
and
we've
more
than
doubled
our
followers
on
two
of
those
channels
we're
starting
to
get
more
active
on
Instagram,
just
looking
at
the
demographics
and
the
trends
of
how
social
media
is
going
nowadays.
So
we
are
now
posting
to
all
three
of
those
channels.
D
The
burlingtonvt.gov
website
for
any
really
high
profile
event,
including
snow
bands,
we'll
have
a
yellow
kind
of
red
alert
on
the
main
site
that
will
transmit
to
every
burlingtonvt.gov
site.
So
that's
only
applicable
for
some
for
things
like
snow
bands
or
boil
water
advisories,
where,
if
you
go
to
any
Burlington
PT
page
you'll,
see
the
message:
there'll
be
a
link
with
more
information.
There's
some
DPW
specific
messages
that
you've
got
to
come
to
our
Pages.
D
But
tactically
we're
oh
and
then
we've
also
translated
our
some
of
our
most
important
messages
into
a
couple.
Different
languages
we're
at
now,
I
think
seven
for
snow
bands
and
in
fact
one
of
our
internal
employees
was
just
able
to
translate
into
a
new
language
so
before
the
next
snowband
we'll
have
both
zanski.
If
I'm
saying
that
correctly
translated
to
hit
that
that's
important
for
us,
we've
just
taken
on
the
Pine
Street
team
side,
our
first
tele
language
call
The
Water.
Resources
teams
now
had
about
three
or
four
of
those.
D
That's
an
opportunity
where
people
can
call
in
and
get
real-time
information
interpreted
patched
through
immediately
to
an
interpreter
that
worked
really
well
myself
and
Val
charm.
Our
customer
service
Supervisor
was
able
to
talk
to
a
new
Resident
about
setting
up
the
recycling
services,
trying
to
get
everybody
that's
kind
of
relevant
to
that
trained
up,
so
that
more
and
more
of
us
can
speak
such
as
following
the
enforcement,
the
parking
services
enforcement
team
about
where
their
car
might
be.
D
We
want
them
to
be
able
to
help
anybody
who
might
have
a
language
barrier,
so
that
is
an
important
tactical
goal
of
ours,
but
we've
expanded
our
Communications
to
have
the
snow
bands
translated
into
a
couple
different
languages.
Those
go
out
a
few
different
ways:
we've
tried
to
encourage
the
media
to
push
those
out.
I
haven't
seen
a
ton
of
success
with
that,
but
we're
hoping
that
they
can
be
good
partners
on
pushing
out
translated
languages,
I
I
think
tactically,
that's
probably
where
I
can
leave
it
for
for
our
Communications.
D
D
We
did
put
out
a
message
through
all
those
channels
except
VT
alert,
because
we
can't
use
VT
alert
for
none
urgent
things,
so
that
didn't
that
didn't
allow
us
to
send
one
out
on
Friday,
but
we
did
let
the
community
know
as
broadly
as
we
could,
including
through
the
media,
other
channels
that
we
wouldn't
be
doing
a
snow
band,
but
we,
but
we
would
reconsider
one
for
Saturday
morning,
I.
Think
for
this
recent
round.
D
A
lot
of
the
anecdotal
feedback
we
got
through
our
parking
services
team
is
that
folks
didn't
didn't
think
we
would
call
one
when
there
was
no
more
kind
of
snow
falling
throughout
Saturday,
even
though
the
cleanup
was
clear
to
the
operational
team
that
they
needed
the
curb
to
curb
to
clean
up.
So
we
do
try
to
collect
that
data
anecdotally,
but
we
never
I,
don't
think
formalizing
approach.
K
K
C
K
D
K
L
H
L
Of
what
drove
that
is
a
friend
a
person
asked
me
about
the
employee,
downtown
employee,
discount
or
free
parking
at
the
at
the
new
downtown
Lakeside,
slash
cherries
or
Cherry
Street,
the
garage
or
College
Street
Garage
and
expanding
the
whether
or
not
it
would
be
something
that
could
be
considered.
Expanding
the
employee
free
parking
to
the
marketplace
garage
and
with
the
construction
under
obviously
not,
but
I
also
thought
that
wasn't
possible
anyway,
and
and
I
noticed
that
Bank
Street
is
now
like
one
way
and
has
had
the
parking
meters
removed.
H
Is
the
encumbrance
for
City
Place
Partners
to
construct
City
Place
on
Bank
Street
between
Saint,
Paul
and
Pine,
and
the
developers
anytime?
The
adjacent
property
owner
wants
to
use
the
public
right-of-way.
They
need
to
go
to
the
license
committee
and
then
go
to
the
full
city,
council
and
so
City.
Place
Partners
did
that
for
this
first
phase
of
work
on
their
foundation
and
there
will
be
a
right
now.
There
is
no
reduction
in
parking
on
street.
They
have
reduced
travel
Lanes,
but
no
parking
to
date.
L
C
H
L
D
F
F
You
know
aware
and
was
happy
to
find
him
like
all
all
readied
up
before
all
of
the
other
sidewalks
and
all
around
I
found
that
yeah,
the
you
know,
pedestrian
rights
way
were
clear
and
I
think
that's
a
good
signal
for
Burlington
residents
and
people
who
use
those
modes
that
yeah
the
city
city
really
does
care
and
I
hope
that
we
can
keep
keep
that
up.
Yeah.
That's
all
happy
New
Year
everybody.
J
Yeah
I'll
Echo
that
to
clean
up
the
prep
and
clean
up
fight
I
saw
was
really
good.
We
heard
them
all
night
long
and
I
I
almost
suspected
that
maybe
college
students
didn't
research,
studying
and
not
paying
attention
to
anything,
and
maybe
that's
why
all
the
cars
were
there.
My
street
is
predominantly
college
students
in
the
evening,
but.
J
Because
it
it's
new
on
my
street
and
maybe
the
plows
came
by
and
took
them
out,
but
it
just
seems
like
all
of
them
are
gone
now
and
I
I
did
a
c
click
fix
to
see
it,
but
I'm
just
curious
if
that
might
become.
If
that
is
just
a
phase
thing
I'm,
not
remembering
if
we
were
actually
going
to
do
a
bump
out
there
and
and
this
would
go
for
anywhere-
you
know.
Let
me
try
these
stage.
Events.
H
Yes,
we
are
evaluating
that
intersection
bump
out
for
whether
it
design
or
the
geometry
of
it
works
for
a
permanent
installation.
Same
thing.
We
did
at
other
quick,
build
installations
like
five
corners,
so,
yes,
they
can
be
a
challenge
and
we've
struggled
with
bollards
and
plowing
around
them
on
our
narrow
streets,
and
that's
why?
Ultimately
curbing
is
our
best
friend,
because
the
plow
follows
the
curb
line
instead
of
plowing
through
it.
H
B
Don't
know,
commissioner
muchano,
if
you
got
a
UVM
one
about
the
Snowman
and
I,
don't
know
if
it
was
because
the
technically
the
end
of
the
semester
but
I
so
I
was
just
checking
my
deleted.
Email
and
I
didn't
see
it
in
there
because
when
we
get
it
from
UVM,
that
can
also
hit
the
students
when
they
do
a
blast,
because
it
was
the
end
of
the
semester.
Maybe.
D
D
Gentlemen,
it's
on
my
kind
of
Broad
Street
from
from
the
one
office
I
think
I
have
a
few
officials.
I
did
learn
that
my
president's
office,
so
there
are
a
few
books
on
that
list
and
end
the
conversation
you
had
me
on
something
made
it
clear
that
you
know
we
prioritize
not
enforcing
our
students.
We
want
them
to
know
about
this.
So
if
I
understand
that
yeah
snow.
B
F
I
I
also
had
a
little
trouble
hearing
that
last
part,
but
I
got
an
email.
Oh
man,
I
got
the
date
not
about
the
specific
parking
ban.
So
on
the
14th,
just
like
a
reminder
that
hey
it's
winter
times,
there
might
be
parking
bans,
but
not
for
the
particular
weekend
one
and
it
wasn't
really
sent
kind
of
as
like.
J
F
F
D
Yeah
well,
I
will
say
you
know.
One
of
the
reasons
we
are
trying
to
be
more
proactive
on
Instagram
is
to
reach
what
you
know
just
looking
at
some
of
the
demographics.
If
there's
a
younger
crowd,
that's
much
more
active
on
there.
So
that
was
one
reason
we
wanted
to
make
sure
our
information
is
out
there
too,
just
to
recognize,
there's
a
trend
line
and
how
social
media
is
being
used,
we're
seeing
way
more
feedback
there
than
we
are
on
Facebook,
which
used
to
be
our
big
platform.
D
J
J
J
B
I
know
thank
you
for
that.
One
is,
could
we
add
meters
to
South
Union
by
the
old
YMCA?
It
used
to
be
the
drop-off
spot
for
preschool
and
I.
Think
they're
like
three
spots
there
that
have
no
meters,
maybe
three
or
four
on
the
right
in
front
of
the
old
y
on
Union
Street.
Before
you
get
to
City
Market,
then
there's
like
a
bank
of
four
or
five.
H
C
B
A
Great
thank
you.
A
couple
things
heard
a
report
of
a
sketchy
left
turn
at
the
Shelburne.
Street
roundabouts
be
coming
down
the
ledge
not
familiar
with
the
area,
probably
following
GPS
guidance
to
turn
left
at
the
bottom
of
ledge.
This
was
a
couple
weeks
ago.
I
looked
at
the
mass
at
that
time
and
I
think
they
were.
They
weren't
quite
caught
up.
I
checked
again
yesterday
on
Apple
Maps
and
Google
Maps,
and
they
both
seem
to
be
up
to
date.
C
D
D
A
A
Things
I
don't
have
timestamp
fixtures
or
anything
to
go
with
those
anecdotes,
but
just
a
reminder
for
all
of
our
service
providers
and
talented
the
respecting
that
right
of
way.
Thank
you
for
the
update
by
email
today
about
what's
going
on
with
the
construction
portal
and
maybe
future
directions
of
our
getting
project
status,
updates
out
out
to
folks
look
forward
to
follow
along
on
that
future
meetings.
Good.
H
We're
struggling
with
that
one,
as,
as
you
pointed
out,
we
are
seeking
to
install
this
year.
The
north
Champlain
Street
two-way
separated
bike
lane
with
concrete
curb,
and
we
are
hopeful
that
this
will
be
a
much
more
viable
separated
design
technique
that
better
withstands
plowing
and
is
much
more
durable.
Given
the
narrow
right-of-way
on
Union
Street,
you've
really
struggled
to
keep
those
bollards
in
place
and
then,
frankly,.
F
H
Been
struggling
with
summer
Staffing
with
streets,
we've
had
a
number
of
open
positions.
That's
limited
our
production,
so
sidewalk
production
this
year
by
the
street
team
was
down
significantly
and
we
had
to
get
the
contractor
our
contract
team
to
step
up
their
production
in
order
to
get
the
sidewalk
production
we
needed.
So
this
the
we're
coming
to
the
realization
that
either
we
need
a
more
durable
tool
that
is
more
resilient
or
we're
going
to
need
to
add
fte's
Physicians
to
be
out
there
much
more
regularly
reinstalling
followers
that
get
knocked
over.