►
From YouTube: City of Boulder City Council Study Session 04-24-18
Description
No description was provided for this meeting.
If this is YOUR meeting, an easy way to fix this is to add a description to your video, wherever mtngs.io found it (probably YouTube).
A
B
C
Then
Cara
is
going
to
talk
about
our
local
revenue
trends,
specifically
related
to
sales
and
use
tax
and
then
finally,
Katie
I'll
talk
about
the
budget
impact
and
solutions
that
we
are
looking
at
with
our
flattening
of
sales,
tax
revenue,
so
I'll
start
I,
think
by
reamping
that
the
city
has
a
very
strong
financial
position
now
and
I
thought
a
good
way
to
show.
This
would
be
talking
about
some
of
the
comments
that
we
received
from
Standard
and
Poor's
and
Moody's
in
our
last
geo.
C
Debt
rating
review
and
those
talked
about
first
are
sound
financial
management,
so
this
would
be
our
financial
policies
and
procedures
that
we
have
in
place
and
are
we
following
them
and
then
our
Reserve
position.
So
this
is
something
katie
is
gonna
talk
about
later
in
the
presentation.
We've
talked
a
lot
about
reserves
the
last
few
years,
because
we
really
think
it's
important
and
certainly
so
do
the
rating
agencies
and
then
finally,
our
very
strong
budget
flexibility.
So
this
it
really
incorporates
a
few
things.
First
reserves,
so
we
have
adequate
reserves.
C
Reserves
are
very
important
for
times
of
uncertainty
for
emergency
events,
and
we
saw
that
with
the
2013
flood.
But
another
component
of
this
budget
flexibility
relates
to
how
proactive
are
we
when
things
change?
So,
for
instance,
six
months
ago
we
came
to
you
and
we
thought
revenues
were
going
to
look
one
way
and
now
they're
looking
a
little
different.
So
we've
been
very
proactive
in
looking
for
reductions
to
ensure
that
we
don't
in
the
air
in
a
budget
deficit.
C
So
how
did
we
get
to
this
strong
financial
position?
It
really
ten
years
ago,
I
thought
with
the
the
Blue
Ribbon
Commission
would
be
a
good
place
to
start
and
the
Blue
Ribbon
Commission
looked
at
both
our
revenues
and
our
expenditures
and
at
the
time
they
were
formed
because
we
saw
that
we
were
going
to
have
up
to
a
hundred
and
thirty
five
million
dollar
gap
in
the
general
fund
by
2030
and,
interestingly
enough.
C
The
reasons
for
the
gap
are
the
same
reasons
that
we
have
budgetary
issues,
today's
so
decreasing
productivity
of
sales
tax
and
then
above
average,
inflation
of
what
we're
spending
our
money
on.
So
looking
at
the
revenue
steps
that
we've
taken,
we've
been
very
strategic
when
we
look
at
our
taxes,
so
we've
renewed
a
lot
of
our
taxes.
Our
voters
approved
removing
table
limitations
on
our
property
tax.
C
On
the
expenditure
side,
we've
implemented
priority-based
budgeting
we've
spent
a
lot
of
time
and
energy
on
the
personnel
side
of
things,
because,
certainly
for
the
general
fund,
makes
up
the
majority
of
our
budget
and
we've
looked
at
different
compensation
policies
and
strategies,
as
well
as
our
performance
management
system.
We've
proactively
managed
our
assets.
The
voters
have
approved
a
bond,
a
new
tax.
We
also
regularly
perform
asset
assessments,
so
we
can
find
out
the
conditions
of
our
assets
and
the
dollar
amount
it
would
take
to
keep
those
assets
in
the
same
condition
and
I.
C
Think
probably
me
personally.
What
I'm
most
proud
about
is
our
most
recent
edition
of
the
three
point:
six
million
dollars
added
to
the
general
fund
for
capital
and
we
are
taking
that
capital
expense
out
of
our
ongoing
revenue
to
ensure
that
that
program
continues
on
moving
forward
and
then
finally,
on
the
expenditure
sides,
we
continue
to
explore
our
efficient
delivery
of
services.
This
is
done
both
by
our
department
assessments
and
our
master
plans,
as
well
as
other
other
ways
reserves.
C
So
that's
our
strong
position
now
I'm
going
to
turn
to
the
economic
climate,
both
domestically
and
here
in
Colorado.
So
nationally
we
are
in
the
ninth
year
of
economic
expansion,
and
this
is
the
second
longest
expansion
since
they've
been
keeping
track
of
that
sort
of
stuff.
Gdp
is
rising
at
a
moderate
rate,
a
little
under
3%
and
a
lot
of
that
growth
is
led
by
consumer
spending
in
business
investment,
and
certainly
we've
seen
the
business
and
investment
spurred
by
the
most
recent
tax
cuts
and
job
jobs
act.
C
Retail
sales
tax
are
up
by
our
nationally
up
around
5%.
The
housing
market
is
solid
and
the
global
economy
is
doing
better.
So
for
the
last
several
years,
several
countries
we're
struggling
and
we're
starting
to
see
those
countries
do
better.
Just
a
little
bit
on
the
moderate
grows.
Some
cautionary
things
we're
looking
at
is
the
demographic
change.
C
This
is
similar
to
what
Colorado
is
experienced,
where
more
of
our
population
growth
is
slowing
and
more
people
are
moving
into
the
retirement
age,
which,
of
course,
the
spending
patterns,
change
and
then
also
household
savings
that
are
down
in
consumer
debt
continues
to
rise.
So
we
all
know
this
was
a
big
part
of
the
Great
Recession,
and
things
are
starting
to
turn
for
the
worse
there
again
they
got
better
after
the
recession.
C
The
labor
market
nationally
is
very
healthy.
At
four
point,
one
percent
unemployment
similar
to
Colorado
people
are
our
businesses
are
having
a
really
difficult
time
finding
skilled
workers.
So
not
only
is
it
slowing
the
job
growth,
but
it's
also
putting
pressure
on
wages.
There's
a
lot
of
uncertainties
out
there.
Inflation
is
one
of
them
that
we,
quite
frankly,
we
haven't
seen
for
a
while.
C
The
pressures
mounting
we've
seen
it
in
the
price
of
oil
other
commodities,
and
so
what
the
Federal
Reserve
is
doing
to
try
to
fight
back
inflation
is
increasing
interest
rates,
so
we've
had
three
rate
hikes
in
seventeen:
twenty
seventeen
one
already
in
2018
and
they're,
expecting
two
more
so
that's
what's
happening
with
interest
rates.
We've
seen
stock
market
volatility
in
2018.
We
didn't
really
see
a
lot
in
seventeen
and
throughout
history.
C
If
you
look
at
the
stock
market
volatility
along
with
the
interest
rate
hikes,
it
generally
shows
a
sign
of
a
mature
expansionary
period,
so
we're
getting
near
the
end
of
our
expansion.
Perhaps
the
US
dollars
weak,
there's
several
policies
out
there
that
are
really
big
question
marks,
such
as
the
debt
ceiling,
terrorist
trade
wars,
tax
reform.
C
Much
of
the
growth
has
been
on
the
Front
Range,
but
more
recently
the
rural
areas
have
seen
some
growth
and
a
lot
of
that
has
to
do
with
the
oil
production.
It's
at
an
all-time
high
right
now
in
the
state
cautionary
related
to
Colorado
itself
is
we're
seeing
consumer
prices
that
are
rising
faster
or
outpacing,
the
national
average.
We
also
the
net
migration
into
the
state
has
slowed,
which
many
feel
there's
a
lot
of
factors.
Housing
prices
certainly
can
be
one
of
those
and
similar
to
the
nation,
the
aging
population.
C
C
A
number
of
permits
is
outpacing,
the
national
average,
but
on
the
cautionary
side,
the
inventory
still
low
and
finding
construction
workers
has
been
difficult
and
with
that
retail
sales
were
at
about
5%
and
17
for
growth
and
expected
to
be
a
little
less
than
18,
and
this
is
where
I'm
gonna
turn
it
over
to
Cara
who's
gonna
dive
into
the
sales
and
use
tax
numbers,
I.
Think.
D
D
We
also
just
wanted
to
remind
that
when
people
make
retail
purchases
in
the
city
that
not
all
of
it
goes
to
the
city
of
Boulder,
that
for
every
retail
tax
dollar
collected,
only
44
cents
goes
to
the
city.
The
majority
of
that
goes
to
the
city,
general
fund,
19
cents,
but
the
rest
go
to
these
special
revenue,
funds
that
have
very
designated
purposes
and
then
the
balance
of
it
goes
to
the
state
rtd
in
Boulder
County,
some
more
facts
about
sales
and
use
tax.
D
We
just
wanted
to
reiterate
that
there
is
this
collection
lag,
so
the
current
report
that
will
be
released
this
week,
hopefully
within
the
next
day
or
two,
will
be
the
February
report
and
that's
for
February
retail
transactions
paid
at
the
register
in
February.
Then
those
retailers
remit
that
revenue
to
us
in
March
and
then
we
collect
it
and
process
it
and
put
the
report
together
and
report
on
it
in
April,
so
that
will
be
out
shortly.
This
analysis
is
largely
through
2017
year.
D
End
results,
but
the
two
months
of
results
that
we
do
have
for
2018
really
have
not
changed
the
overall
picture,
so
we
still
have
great
caution.
The
the
focus
of
this
presentation
will
be
on
that
biggest
piece
of
that
pie
or
donut
chart
and
that's
the
retail
sales
tax,
because
that
portion
of
it
makes
up
more
than
80
percent.
There
are
the
three
other
types
of
use:
taxes,
business,
use,
construction
use
and
motor
vehicle
use
tax.
D
We'll
talk
about
two
of
those
at
the
end
of
this
part
of
the
presentation,
so
this
chart
shows
both
our
retail
sales,
so
we
you're
showing
retail
sales
as
opposed
to
tax
revenue,
because
then
this
controls
for
the
fact,
if
you
have
tax
rate
changes.
So
this
is
just
retail
sales
transactions
and
you
can
see
that
it
was
steadily
increasing
in
a
nice
rate
until
2016
and
then
2017
was
basically
flat
and
we
have
decided
with
that
and
looking
deep
into
the
data.
D
So
we
have
two
charts
here
that
our
month-over-month
sales
tax
trends
and
when
we
say
month
over
month
we
mean
we're
comparing
January
of
one
year
to
January
of
the
previous
year,
and
that's
because
sales
and
use
tax
or
particularly
retail
sales
tax
is
very
seasonal.
And
so
you
always
want
to
compare
to
the
same
month
of
the
previous
year.
And
so
this
chart
we're
just
showing
20
13,
14
and
15.
And
what
is
interesting
to
note
here
is
that
month
over
a
month
it
does
move
up
and
down.
D
So
you
know
if
we
say
the
sales
tax
for
a
year
was
flat.
It's
not
that
it
was
flat
every
single
month.
It
moves
up
and
down
when
compared
to
the
previous
month
or
the
same
month
of
the
previous
year,
but
in
2013,
14
and
15.
Each
of
those
years
only
had
one
month
where
the
month-over-month
trend
was
negative,
but
then,
when
we
look
at
16
and
17,
16
had
I
think
four
months
where
there
were
actually
negative
results
and
then
17
had
six
months
say.
D
D
Correct
so
we
did
put,
even
though
we
haven't
released
that
February
report.
Yet
we
did
put
the
data
that
we
do
have
for
for
February,
and
then
we
also
put
the
results
for
January,
and
so
January
was
a
little
bit
less
than
2%
growth
over
the
previous
January
February
was
about
one
point:
3%
growth
over
the
previous
February.
But
again
those
results
don't
give
us
a
lot
of
confidence,
particularly
if
you
look
back
at
2017.
A
D
I
think
it's
just
like:
are
we
growing
or
we
contract
you
know?
Is
it
is
the
sales
tax
revenue
growing
or
not?
And
so
it's
often
reported
in
just
that
percentage
change.
We
do
have
some
slides
later
when
we're
looking
at
the
industry
analysis
and
the
geographic
area
analysis
where
we
do
tell
you
the
dollar
amount,
and
we
are
actually
looking
to
make
some
rather
substantial
changes
to
the
revenue
report,
because
I
do
feel
like
that.
D
The
format
that
the
city's
revenue
report
has
been
for
years
and
years
I
don't
think
it's
changed
in
a
very
long
time.
It
has
really
focused
just
on
percentage
changes,
but
we
should
be
reporting
more
on
those
actual
dollars,
and
so
we
we
do
plan
to
incorporate
more
dollar
reporting
and
more
month-over-month
sales
tax
analysis
also.
F
D
So
this
is
the
slide
that
has
a
lot
of
information,
so
this
slide
was
intended
to
just
sort
of
at
a
glance
see
within
all
of
the
different
industries.
What
has
been
the
trend
over
time
and
so
I
think
the
big
picture,
what
you
can
see
and
the
color
coding
should
hopefully
be
intuitive-
that
bright,
green
is
strongly
positive.
D
Bright
red
is
more
strongly
negative,
then
in
2013-14,
if
you
look
at
it,
there
was
a
lot
of
green,
very
little
bright
red
and,
as
we
move
to
the
right,
we're
seeing
more
and
more
industries
that
are
bright,
red
are
slightly
red
and
very
little
of
the
bright
green.
So
it's
just
sort
of
in
general.
Over
time
we
are
seeing
this
softening
across
many
industries,
and
so
we
will
look
at
a
few
of
those
industries
in
specific
detail.
D
So
the
next
four
slides
that
we
have
are
these
specific
industry
slides.
There
are
three
pieces
of
sort
of
information
on
each
of
these
slides.
The
top
right-hand
chart
that
PI
shows
you.
The
blue
sliver
is
what
portion
of
all
of
retail
sales
is
apparel.
So
this
isn't
a
significant
piece
of
the
pie,
but
it
is
an
industry
that
we've
seen
sort
of
steady
decline.
The
second
piece
of
information
is
the
bar
chart,
and
that
relates
to
the
left
side
axis,
and
that
is
retail
sales.
D
So
this
is
showing
the
the
dollars,
but
again
it's
retail
sales,
and
then
the
line
chart
goes
with
axis
on
the
right,
and
then
that
shows
you
that
growth
so
you'll
see
that
2014.
We
had
strong
positive
growth
15,
it
started
slipping
to
2%
and
in
16
it
was
right
around
zero
percent.
It
was
actually
just
slightly
negative
and
then
in
2017
it
actually
fell
down
to
6%,
so
it
just
continued.
D
It
was
slowing
growth
and
then
it
actually
went
to
declining,
and
so
what
we've
seen
with
apparel
is
90
percent
of
apparel
sales
are
actually
in
three
different
areas
of
the
city:
29th
Street,
Boulder,
Valley,
Regional,
Center
and
then
the
downtown
Pearl
Street
area
and
all
three
of
those
areas
saw
year-over-year
declines
in
apparel
and
some
of
them
quite
a
bit,
and
we
also
saw
it
at
a
number
of
those
places.
But
we'll
speak
to
it
more.
D
When
we
look
at
29th
Street
that
there
have
been
more
apparel
store
closings
than
openings,
so
it's
something
to
look
at.
We
will
also
see
on
a
later
slide
that
apparel
stores
have
been
sort
of
declining
across
the
United
States
as
well,
so
this
is
actually
sort
of
in
line
with
what
people
might
be
seeing
elsewhere.
D
So
that
is
one
industry
of
concern.
The
next
is
consumer
electronics,
and
you
can
see
here
that
there's
some
volatility
in
this
industry.
Again,
it's
a
very
small
piece
of
the
pie,
but
we
did
decide
to
speak
to
it.
In
one
reason,
we've
had
a
lot
of
questions
about
it
and
I
think,
possibly
because
of
that
significant
decline
in
2017.
D
This
industry
does
have
some
institutional
sellers,
so
there
can
be
large
sales
in
one
year
that
that
adds
to
that
volatility,
and
then
there
has
been
I
think
a
lot
of
competition
in
this
industry
and
possibly
also
some
deflation
in
consumer
electronics.
Some
products
are
actually
cost
less
than
they
did
in
previous
years.
So
this
is
one
that
we'll
continue
to
watch,
but
there
is
just
some
volatility
in
this
industry.
D
So
the
third
is
eating
places
and
this
is
actually
a
bright
spot.
It
is
a
significant
industry
if
you'll
see
the
piece
of
the
pie
on
the
top
right.
So
this
is,
we
are
very
sort
of
reliant
upon
a
sales
tax
revenue
from
eating
places
and
you'll
notice
that
the
axis
on
the
right
now
is
all
green.
So
that's
good,
that's
a
good
sign,
so
we
have
not
had
declining
tax
revenue
from
eating
places.
It
has
just
slowed.
D
So
it's
the
slowing
is
something
of
a
concern
and
will
speak
to
some
reasons
why
we
think
that
might
be
later.
But
it
is
a
good
news
story.
If
it
weren't
for
this
strength
in
this
industry,
we
would
have
seen
sales
tax,
more
I,
think
sales,
tax
revenue,
retail
sales
tax
revenue
would
have
been
negative
in
2017
and
it
was
just
flat.
So
this
is
part
of
the
good
news.
The
other
good
news,
part
of
the
report
is
general
retail
and
again
we
in
recent
years
I
have
still
positive
growth.
D
D
D
D
Other
thing
that
we
will
talk
about
a
little
bit
when
we
get
to
one
of
the
geographic
areas
is
one
of
the
reasons
why
we
think
it
looked
like
2017
slowed
and
that's
really
just
because
in
2016,
some
online
retailers
started
voluntarily
collecting
sales
tax.
So
that
sort
of
explained
that
big
increase
in
2016.
And
then
you
know,
if
you
look
at
the
blue
bars,
that's
already
in
the
base
for
16.
So
the
growth
over
that
and
17
wouldn't
be
as
significant.
A
These
last
two
illustrate
to
me
why
I
think
it's
confusing
to
people
because
mapping
the
rate
of
growth
makes
it
look
like.
Oh,
my
god,
it's
the
our
overall
sales
tax
is
declining,
at
least
in
general
retail,
and
it's
just
increasing
more
slowly,
right
anyhow,
I'm
pretty
certain
that
people
do
not
catch
that
nuance,
but
anyhow,
I'm
glad
that
we're
showing
it
both
ways,
because
I
do
think
it.
Ok
and.
D
E
D
We
could
probably
report
on
growth
from
some
of
our
some
of
our
retailers
that
we
could
go
through
and
sort
of
call
what
we
think
are
strictly
online
retailers.
It
would
be
a
little
bit
of
a
manual
process,
but
we
can
do
that
and
try
to
see
what
the
growth
has
been
for
those
and
then
we
could
also
look
some
of
our
retailers
that
have
a
physical
presence
but
then
also
have
online
sales
and
they
remit
sales
tax
for
those
online
sales.
Sometimes
they
have
separate
licenses
for
the
online
piece
versus
the
brick-and-mortar
piece.
E
A
I
can
just
riff
on
that
I
sent
out
something
from
CML
about
what
the
Supreme
Court
is
looking
at
in
terms
of
online
sales
and
sort
of
the
the
nuance
that
direct
sales
versus
third-party
sales,
which
kind
of
has
a
huge
impact,
so
any
other
the
extent
that
we're
unpacking
that
I
do
think
that's
another
piece
of
that
at
least
for
the
Amazons
out
there
and
I
hope
it's
an
issue
that
we're
going
to
address
I.
Don't
know
it's
only
a
piece
of
the
puzzle,
but
understanding
that
physical
and
online
presence.
A
F
C
D
Here
back
line
here,
so
construction
used
to
have
like
8
percent
okay,
perfect
and
then,
when
we
go
to
the
go
to
the
industry,
to
a
ball
just
like
this
construction
use
tax
here
is
it's
actually
construction,
sales
and
use
tax,
and
since
right
here
we're
only
reporting
on
the
retail
sales.
This
is
not
reflective
of
the
use
text.
I
see
so
I
should
have
taken
that
use
tax
label
off
okay
as
a
slide.
This
is
construction
sales
tax
because
we
do
collect
like
on
lumber
crimes.
D
D
So
this
again
similar
slide
we're
moving
a
lot
from
a
lot
of
green
to
much
more
red
and
sort
of
light,
red
or
pinkish
colors.
So
overall
trending
in
seeing
sort
of
flattening
or
decline
in
a
number
of
industries,
I
I
will
say.
I
did
not
say
this
on
the
previous
slide
that
looked
like
this
is
that
the
coloring
is
takes
into
account.
Both
the
percent
change
and
sort
of
the
piece
of
the
pie,
so
we
did
use
coloring
based
upon
how
important
is
it
in
terms
of
total
dollars
and
what
was
the
percent
change?
D
D
D
Those
stores
there's
been
more
store
closings
than
openings
in
those
categories
and
even
the
stores
that
remain.
There
are
a
few
that
have
had
real,
strong
year-over-year
growth,
but
the
good
news
story
for
29th
Street
has
been
eating.
Clay,
particularly
fast-casual,
has
been
doing
well
at
29th
Street.
We
did
here
recently
that
they
are
a
hundred
percent
leased,
so
I
think
there's
been
some
turn
in
the
last
year
and
so
maybe
that's
an
opportunity.
Maybe
there'll
be
some
changes
there,
but
that
is
an
area
that
we've
seen
some
weakness.
D
The
next
area
is
based,
Mar
and
again,
there's
a
map
right
there,
so
you
can
see
that
it's
on
either
side
of
36
right
near
baseline
and
this
area
it
was
growing.
The
growth
was
slowing,
but
then
we
did
you
see
this
precipitous
sort
of
drop
in
2017
and
that
is
largely
I,
think
responsible
or
because
of
three
closings
one,
particularly
the
Whole
Foods,
and
then
also
Bo
Joe's
closed
and
Denny's
closed,
so
those
are
very
visible
closings
that
we
all
saw
in
citizens
and
residents
all
saw.
D
D
So
it's
nearly
all
of
the
city
except
for
these
very
specific
zones
that
are
named
a
large
part
of
that
area,
of
course,
is
residential,
but
there
is,
there
are
pockets
of
retail
in
those
all
other
areas
of
the
city
when
in
this
category,
in
the
monthly
revenue
report,
it
is
just
all
other
within
the
city,
but
we
combined
the
numbers
for
this
presentation
to
include
metro,
Denver,
all
other
in
Colorado
and
out-of-state,
which
would
be
retail
sales.
So
this
sort
of
combines
what's
happening
outside
of
the
name.
D
Two
Geographic
zones
in
the
city
and
so
you'll,
see
again
that
2016
sharp
increase
was
both
online
sales
and
we
are
seeing
some
strength
from
up
in
these
other
pockets
of
Boulder
and
then
also
some
metro
Denver
sales
into
Boulder
that
we
were
collecting
sales
tax
on,
but
then
again
to
the
mayor's
point
that
sharp
decline
makes
it
look
like
it
fell
in
2017,
but
it
didn't
fall.
It
just
is
growing
at
a
slower
rate.
D
E
D
We
do
collect
sales
tax
from
some
businesses
that
do
not
have
a
presence
in
the
city,
but
they
do
have
a
presence
in
metro
Denver
and
there
are
some
stores
that
are
emitting
sales
tax
to
us
on
those
purchases
for
deliveries
to
the
city,
furniture
store
in
Denver,
delivered
into
the
city,
and
they
are
collecting
the
sales
tax
for
us.
I'm.
D
So
looking
at
Colorado,
this
was
presented
at
the
January
economic
update
and
it
Cheryl
mentioned
it
in
her
part
of
the
presentation
that
for
Colorado
in
total,
the
growth
has
been
closer
to
five
percent
and
they
are
projecting
4.6
percent
growth
for
2018.
So
again,
what
we're
seeing
here
in
Boulder
is
not
really
reflective
of
what
we
are
expecting
them
for
this
date
in
total.
D
So
that
leads
to
the
question
of
why
are
Boulder
retail
sales
flattening.
So
there
has
been
a
lot
of
conjecture
about
this,
and
people
are
hypothesizing,
as
are
we,
and
we
looked
at
a
lot
of
different
data,
sets
to
try
to
help
us
explain
what
might
be
happening
here
in
Boulder,
and
we
decided,
based
upon
that
analysis,
to
focus
on
and
talk
about
these
four
explanations:
competition
from
surrounding
communities
again
online
retail
sales,
some
of
which
we
are
not
collecting
sales
tax
shifts
in
demographics.
D
So
this
map
shows
comparisons
of
the
increase
again
in
sales
tax
revenue
for
different
cities
across
the
Front
Range.
The
blue
dots
are
growth,
Boulder
is
shown
in
gray,
and
we
have
a
point
three
nine
percent
figure
there.
That
figure
actually
is
sales
tax
revenue
increase.
If
you
exclude
audit
revenue-
and
you
exclude
the
additional
sales
text
that
we
have
for
recreational
marijuana
because
that's
not
that
only
goes
to
the
general
fund
and
it's
not
part
of
our
base
sales
tax.
D
If
you
include
those
two
things,
that's
actually
flattered,
it's
point,
one
eight
percent
and
then
the
yellow
dots
are
cities
that
had
declines.
So,
while
you
do
see,
if
you
look
at
the
blue
dots,
mostly
the
great
the
growth
is
quite
strong.
Three
five,
eight
point:
seven
more
than
nine
percent,
so
many
of
the
cities
across
the
Front
Range
enjoyed
quite
strong
sales
tax
revenue
growth
in
2017
Lake
had
this
pretty
significant
decline
of
2.4
percent.
D
That
was
largely
due
to
the
hailstorm
that
had
the
mall
out
of
service
for
much
of
the
year
and
then
Broomfield
has
a
slight
decline
and
so
I
think,
probably
that's
largely
due
to
Flatirons
and
unfortunately,
I
think,
retail
preferences
change
and
there's
been
a
lot
of
sort
of
press
about
those
traditional
style
malls
are
falling
out
of
favor
with
shoppers
they
like
more
easy,
in-and-out
retail
choice,
some
of
the
shopping
areas
around
the
mall,
those
retail
pad
sites,
have
vacancies.
Some
anchor
vacancies,
so
I
think
they're
having
some
analysis
to
do
there.
H
Just
gonna
ask
one
factor
that
seems
to
me
could
affect
this
is
growth,
in
other
words,
if
there's
closed
and
the
number
of
places
people
can
shop
because
I
know
long
months
been
adding
commercial
retail
space
Fredrik
brighten
those
are
places
that
are
growing.
Have
you
looked
at
kind
of
growth
rates
and
commercial
space
versus
retail?
We.
D
Have
in
fact,
on
our
next
two
slides,
we
have
at
least
one
representation,
and
that
certainly
is
an
old
adage
in
the
development
world.
Is
that
retail
follows
rooftops
and
of
course
that's
not
the
only
consideration
when
retailers
make
choices
about
where
to
locate.
But
it
certainly
proves
true
that
if
the
more
rooftops
are
built,
then
they
get
to
a
certain
tipping
point
and
then
all
the
retail
follows
and
so
I
think
that
that
definitely
has
been
happening
in
our
neighboring
communities.
So
I
think
that
is
a
significant
that.
G
Was
exactly
my
question?
You
know
in
the
retail
world
a
lot
of
times,
they'll
do
the
same
store
sales,
comparisons
right
in
other
word,
you
have
a
store
and
you
compare
that
store
to
itself
year-over-year
as
opposed
to
the
universal
stores,
because,
as
Sam
pointed
out,
you
know
long
odds.
A
good
example.
Long
must
have
been
growing,
don't
lay
it
residential
Eva
commercially
right
in
so
we
don't
know
if
that
8.7%
is
the
fact
that
they
have
a
point.
Seven
percent,
more
stores,
as
opposed
to
the
same
stores,
are
selling
more
stuff
and.
I
J
D
So
we
do
have
long
mountain
here,
and
this
is
a
chart
of
their
residential
building.
Permit
so
you'll
see
there
was
a
lot
of
growth
in
the
late
90s
to
the
early
2000
everything
stopped
during
the
Great
Recession,
but
then
there
was
a
lot
of
building
again
in
the
last
few
years,
so
with
all
those
rooftops,
then,
in
these
last
few
years,
yes,
even
more
commercial
has
been
built.
You
know
that
was
pretty
slow
through
the
Great
Recession
as
well,
but
these
last
three
years
have
been
quite
significant.
D
G
G
D
G
A
G
I
mean
I
think
that
dictates
our
solution.
In
other
words,
if
we're
concerned
about
retail
sales
flattening,
you
know,
the
first
question
is
why,
and
if,
if
long-lost
magic
solution
is
we'll
just
build
more
stores,
we
have
to
ask
ourselves:
do
we
want
to
build
more
stores,
the
instrument
that
maybe
no,
but
at
least
we
will
make
an
intentional
decision,
knowing
that
it's
not
that
our
stores
are
bad,
it's
just
that
we
don't
have
as
many
stores
as
they
do,
in
other
words,
that
I
think
that
dictates
our
solution.
I
It's
it's
also
a
what
issue
right.
I
mean
what
is
being
sold
and
at
what
cost
to
the
consumer
that
drives
a
lot
of
it.
It's
like
I,
don't
know
with
this
retail
analysis.
That's
supposedly
happening.
I
wasn't
in
on
the
beginning
of
that,
so
I
don't
know
quite
what
it
is,
but
saturation,
for
example,
how
much
apparel
saturation
is
there
in
Boulder
of
a
particularly
high-end
type
that
isn't
going
to
bring
people
in
so
they're?
There
questions
like
that
as
well.
That
I
would
think
would
be
included
in.
G
G
If,
if
people
are
buying
all
their
clothes
online,
then
let's
just
stop
opening
apparel
stores
and,
let's
obviously
restaurants
seem
to
be
doing
gangbusters,
but
maybe
that's
the
thing,
in
other
words,
I
think
it's
really
important
for
us
to
know
what
people
want
and
provide
provide
response
to
those
needs
and
those
desires.
Well,.
H
It's
interesting
that
your
mother
is
growing
fairly
slowly
and
a
half
percentage
range,
so
our
numbers,
year-over-year,
are
gonna,
look
very
similar.
If
we
see
the
increased
or
decreased,
it's
gonna
be
not
because
population
change,
but
because
the
trend
changed,
but
we
look
at
Longmont
and
Louisville
and
other
places
like
that
I
mean
it
seems
to
me
like
we
should
be
normalizing
somehow,
whether
it's
you
know
subtracting
the
percentage,
growth
and
either
commercial
square
footage
or
in
number
of
people
right,
so
that
grew
at
a
3%
in
one
of
those
places.
H
You
just
back
that
out
because
it's
hard
to
compare
for
me
to
look
at
these
numbers
and
compare
and
say
how
we're
doing
relative
to
some
place.
That's
growing
and
it
there
are
other
factors,
as
Cindy
pointed
out,
but
I
think
that
would
be
one
that
would
be
easier
than
some
of
the
more
esoteric
factors
to
just
pull
out
to
normalize.
Somehow
and
if
we're
gonna
do
a
retail
study
I
think
that's
something
the
consultant
can
help
us
take
a
look
at
absolutely.
D
So
then,
again,
another
possible
reason
is
competition
from
online
retail,
so
online
retail
sales
definitely
have
been
increasing.
They've
been
growing
about
a
1%
a
year
for
this
data
source,
and
it
looks
like
it's
accelerating
slightly,
but
it
still
is
not
a
significant
portion
of
all
retail
sales,
so
it
is
growing
in
2018.
They
think
about
10%
of
total
retail
sales,
which
is
significant,
but
still
90
percent
of
retail
sales
are
not
online.
D
E
E
If
you
look
at
from
2016
to
2018,
is
going
from
8%
to
10%,
it's
actually
a
25%
increase
in
the
share,
but
probably
the
base
sales
of
the
whole
economy
are
also
growing,
so
actually
I
think
those
are
some
pretty
substantial
increases
in
there
and
and
so
that
I'll
be
interesting.
This
next
demographic
slide,
because
I
would
speculate
that
our
community
might
order
at
higher
rates
from
online
retailers.
D
G
D
I
would
say:
I,
don't
think
we
have
a
very
good
handle
on
that
and
I
would
I
we
can
look
into
that
more.
But
one
of
the
reasons
why
I
think
we
don't
have
a
very
good
idea
about
that
is
when
I
will
say,
Amazon
started
making
agreements
with
cities
and
with
the
state.
The
estimates
of
the
impact
were
not
very
close.
So
even
just
with
that
one
retailer
it's
it
is
people
have
not
done
a
very
good
job,
estimating
the
impact
but
I.
G
Think
I
think
Amazon
reports
that
about
50%
of
its
all
the
sales
are
from
third-party
vendors
and
I
think
they
generally
don't
collect
sales
tax
from
third-party
vendors.
So
right
there
we
can
just
use
just
using
Amazon
as
a
base.
We
can
say
all
right:
everything
in
the
Amazon
sells
itself.
We
collect
and
everything.
It
was
on
most
things
that
Amazon
sells
on
behalf
of
third
parties.
They
don't
collect
so
this
50%
right
there
right
and
so
could
you
extrapolate
that
to
other
other
vendors
that
sell
online?
We.
G
D
E
So,
just
one
more
thought
on
trying
to
figure
out
some
of
that
days
that
if
we
know
which
vendors
are
permitting
online
sales
tax
to
us,
it's
probably
publicly
available
if
they're,
bigger
ones
you
know
like
like
Amazon
or
Walmart,
or
whatever
it's
probably
publicly
available
a
rough
percentage
of
their
share
of
online
sales
in
total.
So
we
might
be
able
to
make
some
guesses
from
that
from
those
kinds
of
numbers.
D
We
were
looking
for
that,
so,
yes,
we
thought
also
possibly
Boulder
may
be
ordering
online
at
a
higher
rate
is
one
of
the
things
that
we
think
the
demographics
are
impacting.
We
have
it.
We
are
moving
it.
This
slide
shows
how
we
are
moving
from
blue
to
red
to
green
over
time,
so
the
under
27
age
group,
demographic
group
is
growing.
Certainly
they
are
more
likely
to
purchase
online.
They
also
don't
have
a
lot
of
buying
power,
but
if
whatever
buying
power,
they
do
have
they're
shifting
more
of
it
to
online
purchases
than
local
purchases.
D
That
would
have
an
effect,
so
this
age
is
definitely
possibility.
The
other
phenomena
that
we're
seeing
is
that
we're
aging
so
we're
growing
more
into
the
over
45
and
certainly
over
time
into
the
more
than
65
age
group.
Now
it
is
interesting
that
apparently,
from
some
data
that
we
have
seen
that
those
groups
do
significantly
buy
online,
the
middle-age
and
the
elderly,
the
other
or
the
people
over
65,
they
purchased
them
less
frequently,
but
they
do
purchase
online
so
that
we
don't
know
what
effect
that
will
have
in
the
long
run.
D
But
we
do
think
absent
the
online
piece.
This
demographic
shift
of
moving
more
into
the
over
45
and
over
65
would
be
impacting
sales
tax
revenue
and
because
they
are
spending
less
money
on
taxable
goods
and
probably
more
on
services,
they're
sort
of
past
their
prime
stage
in
their
life,
where
they're
acquiring
goods-
and
in
fact
some
of
them
are
downsizing
and
reducing
so
they're,
not
purchasing
as
many
taxable
goods
and,
in
fact,
they're
they're
purchasing
more
services
which
are
not
taxable.
So
that
could
be
this.
G
Could
it
also
be
our
our
historical
mix
of
products?
In
other
words,
I
see
that
our
two
weakest
areas
are
biggest
drops
are
in
consumer
electronics
and
apparels,
which
are
two
items
that
are
really
really
easy
to
buy
online.
We're
really
really
strong
on
pot
which
you
can
buy
on
a
buy
online,
and
you
can't
go
online
to
buy
your
out
to
up
to
dinner
experience
right
so
could
it
be
that
our
retail
mix
has
been
skewed,
is
unintentionally
skewed
towards
those
things
that
are
easiest
to
buy
online?
G
D
D
We
don't
have
warehouse
clubs,
so
some
of
these
that
are
seeing
the
growth
across
the
country,
we're
not
seeing
those
stores
here
in
Boulder,
so
people
in
Boulder
may
be
going
other
places
to
shop
at
these
stars,
and
then
this
does
sort
of
align
with
what
we're
seeing
in
Boulder.
As
you
noted
that
apparel
declining
and
consumer
electronics
declining
those
are
being
purchased
online
and
so
stores
are
closing,
but
yes
I
definitely
think
the
retail
mix
is
impacting
I
mean.
H
The
other
thing
that
we
might
think
about
is
you
know
this
is
probably
the
average
cross-country
right
where
our
land
costs
are
way
higher,
and
so
another
thing
that
might
be
interesting
to
do
is
look
at
peer
cities
that
are
like
that,
like
Palo
Alto,
Mountain
View,
maybe
la
places
that
have
really
had
land
prices
and
see
what's
going
on
they're,
relatively
affluent
populations
and
and
educated,
because
it
might
be
interesting
to
see
if
we're
tracking,
because
I
think
some
of
those
on
the
top
would
be
more
difficult
to
pencil
out
here
new
anyway.
Just.
K
D
That
was
the
end
of
sort
of
the
discussion
of
retail
sales
tax,
but
we
did
also
just
want
to
briefly
show
the
chart
of
business
use,
tax
and
then
construction,
use,
tax
and
again
business
use
text
is
the
companion
to
the
sales
tax
and
what
we
did
for
2018
is
look
at
this
and
it
is
sort
of
volatile
because
there
can
be
large
purchases
by
some
businesses
in
certain
years.
That
that
add
some
volatility,
so
we
decided
for
ongoing
budget
purposes.
D
A
H
So
you
get
taxed
on
the
equipment
that
you
buy
right
and
so
say
you
order
from
out
of
state
specialty
or
something
of
that
nature,
and
it's
designed
and
built
custom
for
you
and
shipped
in
there
was
no
sales
tax
collected
at
the
point
of
sale.
You
have
to
report
that
to
the
city
and
pay
tax
on
it
and
the
city
patrols.
Business
is
a
lot
more
closely
than
residents
right,
because
residents
ordered
a
lot
of
stuff
online.
H
A
lot
of
that
doesn't
get
taxed,
but
the
business
gives
you
something
that
you
can
go
in
and
hawed
it
and
look
at,
and
so
it's
anything
that
a
business
does
that
increases
its
capabilities,
will
probably
generate
the
business
use
tax.
So
you
could
see
that
varying.
You
know
if
large
couple
large
businesses
make
a
change
in
their
operation,
get
rid
of
some
old
equipment
and
bring
in
some
new
equipment.
That's
going
to
all
end
up
in
this
bucket
yeah.
D
What
we
call
FF&E
furniture
fixtures
equipment
is
largely
so
it's
often
from
bigger
companies
and
it
will
be
sort
of
lumpy.
Some
company
might
buy
thirty
new
computers
and
ten
new
printers
things
like
that,
and
so
similarly
for
construction
use
text,
we
can
sometimes
get
very
large
projects
that
then
bump
the
revenue
up,
but
then
we
might
not
get
those
large
projects
or
we
might
get
a
few
large
projects
in
one
year,
but
then
not
in
the
next
and
so
again
for
2018
and
for
ongoing.
D
We
thought
it
was
a
good
idea
to
sort
of
reset
the
base
and
then,
when
we
see
these
spikes,
we
could
use
that
revenue
for
one-time
expenditures,
of
which
there
are
plenty
of
need,
so
key
takeaways
regarding
sales
and
use
tax.
Again
there
haven't
been
signs
of
recession.
You
know
that
might
be
a
risk
of
going
forward,
but
we've
seen
this
flattening
at
a
time
where
there
has
not
been
signed
of
recession.
There
are
signs
of
shifting
spending
patterns.
D
So
really
this
focus
on
what
what
is
a
good
assumption
for
ongoing
revenue
for
budgeting
purposes?
And
again
we
will
continue
to
examine
the
trends.
We
appreciate
all
of
your
insights
and
ideas
for
further
analysis,
and
we
definitely
will
pursue
those
and
report
back
and
then
we
will
have
a
study
even
later
this
year.
J
Thank
You
Cara.
That's
a
lot
of
data
coming
your
way.
So
what
does
it
all
mean
at
the
end
of
2017?
We
always
take
the
opportunity
to
look
at
what
our
revenues
did,
which
you
just
get
a
large
context
of
how
we
ended
the
year
and
why
we
might
consider
revising
down
our
initial
revenue
projections
and
so
largely
we're
going
to
be
talking
about
the
general
fund
and
then
briefly
talk
about
other
funds,
but
because
the
general
fund
sales
and
use
tax
is
42
percent.
J
We
figured
we
wanted
to
address
any
issues
that
arose
so
back
in
February.
A
few
short
months
ago,
when
we
looked
at
our
revenue
projections
and
Takara's
Point
realigned
some
of
our
ongoing
assumptions,
we
noticed
a
gap
that
isn't
good.
Our
ongoing
expenditures
were
outpacing
our
ongoing
revenues
for
2018
and
by
not
doing
anything
immediately,
it
would
exponentially
grow
in
that
out
years,
come
because
of
a
compounding
effect,
and
so
you
received
email
and
there's
been
a
lot
of
discussions
about
addressing
this
gap
immediately.
J
So
Department
directors
went
to
work
and
immediately
closed
the
gap,
which
is
what
you're
seeing
in
this
chart
April
right
now
we
were
able
to
identify
and
we'll
go
into
the
solutions
of
how
we
found
it
by
able
to
identify
some
cuts,
largely
one-time,
giving
just
the
you
know.
It
was
February.
Now
it's
April
kind
of
a
short
time
frame.
We
want
to
be
thoughtful
and
what
we
propose
ongoing.
So
in
the
2019
budget,
you'll
see
a
lot
more
of
these
discussions
that
talk
about
our
ongoing
strategies,
largely
2018.
E
J
Presumes
that
we
don't
freeze
well,
yes,
that
we
freeze
had
cat,
we
had
the
same
amount.
So
it
presumes.
You
know.
Personnel
increase
along
with
healthcare
is
the
largest
piece
of
70%,
is
personnel
expenditures
in
the
general
fund,
and
so
just
by
the
natural
increase
in
salaries
and
benefits.
That's
largely
what
makes
up
the
increase.
Year-Over-Year,
okay,.
J
J
J
So
we
addressed
the
gap
like
I
said:
2019
is
gonna
require
a
lot
more
work,
so
the
one-time
fix
doesn't
help
us.
It
helps
us
in
a
team,
but
we
need
to
make
these
financially
solvable.
So
the
2019
target
will
look
more
closely
aligned
with
this
by
having
ongoing
reductions
and
there's
still
more
work
to
do
to
always
ensure
again
revenue
projections.
J
G
Falling
on
Aaron's
question
that
the
yellow
line,
which
is
our
ongoing
expenditures
between
your
first
slide
in
this
third
slide,
that
slope
is
the
same.
It's
just
you've
moved
it
down
to
the
act
to
the
to
the
right,
because
we
would
need
to
reduce
services,
we're
still
assuming
a
three
percent
growth
rate
and
whatever
our
headcount
is
in
five
percent
of
healthcare.
We're
just
moving
that
down.
You
get
about
to
tell
us
what
that
means
right.
Yes,
as
far
as
actual
services,
yeah.
J
Not
quite
yet
sorry,
so,
in
addition
to
both
the
kind
of
ongoing
pressures
that
we
have
in
our
increasing
cost,
both
in
personnel
and
in
healthcare,
this
is
a
chart
that
we
always
try
to
keep
updated
just
to
provide
perspective.
We
call
it
our
buying
power.
So
what
it
shows
on
line
is
what
our
sales
tax
has
been.
J
So
yeah
we've
seen
a
lot
of
growth
in
our
sales
tax
over
the
past
gosh
10
15
years,
a
little
bit
of
the
flattening
as
we
saw
between
2017,
but
when
you
adjust
our
sales
tax
revenues
for
inflation,
our
buying
power,
meaning
that
things
are
getting
more
expensive
in
the
revenue
that
we're
receiving
is
remained
fairly
flat.
You
know
some
increases,
but
certainly
not
at
the
rate
of
increase
that
we've
seen
for
sales
tax.
So
this
is
something
we
always
want
to
keep
in
mind
and
again,
this
is
inflation.
J
Only
construction
cost,
certainly
in
the
past
few
years,
have
been
a
way
above
even
our
inflation
projection.
So
it's
just
a
constant
reminder
that
we
need
to
be
cautious
as
we
program
ongoing
expenditures
and
now
I'm
going
to
talk
about
our
proactive
approach,
so,
like
I,
said
in
2018
a
lot
of
our
reductions,
both
given
the
short
time
frame
and
what
we
knew
we
had
on
board
for
2018
have
been
largely
one-time
reductions,
focusing
heavily
on
personnel
savings.
J
So
there's
been
kind
of
a
small
portion
from
this
related
to
staffing
reductions
or
holds
of
positions
through
the
entire
year,
but
rather
more
of
a
calculation
on
what
our
normal
vacancy
and
kind
of
churn
of
staffing
in
the
hiring
process.
You
know
it
takes
several
months
and
that
in
turn,
accumulates
saving.
So
what
we've
asked
departments
to
do
is
calculate
those
savings
so
that
we
could
capture
them
for
2018
alone.
So
70%
of
our
reduction
strategies
in
2018
relate
to
personal
savings,
not
a
coincidence
that
70%
of
our
expenditures
are
personnel.
J
So
moving
forward,
we'll
likely
see
that
a
lot
of
the
savings
will
need
to
come
from
some
sort
of
mix
of
personnel
and
operations.
There
are
also
non
personnel
expenditures.
What
this
means
is
that
perhaps
we're
using
in
source
resources
instead
of
contracting
out
different
types
of
services
or
consulting
firms,
a
small
portion
of
it
and
then
re-evaluating
process
and
processes
and
programs.
So
an
example
of
this
would
be
in
channel
8.
J
We've
had
a
lot
of
technology
upgrades
in
the
past
few
years
that
led
to
operational
savings,
which
is
great
so
kind
of
giving
back
those
savings
that
we
previously
had
budgeted
or
looking
at
different
partnerships,
both
within
the
county
or
outside
the
city.
So
that's
an
example
of
what
it
will
be
again.
I
do
not
anticipate
that
there
will
be
many
service
level
reductions
or
changes
that
the
community
will
see
in
2080
to
load
and
just
given
that
a
large
portion
is
just
from
our
typical
vacancy
savings.
J
We
want
to
highlight
what
other
funds
are
doing
because
general
fund,
not
alone,
you
saw
in
Cara's
chart
that
showed
where
our
retail
sales
or
sales
and
use
tax
goes
also
largely.
It
goes
to
transportation,
open
space
and
they're,
actually
much
more
reliant
on
this,
and,
if
you'll
recall
in
the
2018
budget
process.
J
This
is
a
multi-year
process
where
they've
identified
various
positions
that
once
that
employee
retires
or
is
no
longer
with
the
city,
they
would
no
longer
need
it.
They've
done
this
through
a
lot
of
cross-training
and
process
improvements
and
then
evaluating
their
carryover
for
both
capital
and
then
incorporating
new
technologies
to
improve
efficiencies
they
recently
developed
or
received
a
project
management
system.
That's
really
helps
increase
their
efficiency.
Yes,.
E
E
J
Alright,
so
not
only
have
we
looked
at
what
reductions
we
want
to
make,
but
it's
critically
important
in
maintaining
some
of
our
existing
commitments
as
well,
and
we
wanted
to
highlight
two
things
that
were
really
important
to
us.
As
Cheryl
mentioned,
our
reserves
are
absolutely
critical.
Reserves
are
not
being
recommended
as
a
short-term
or
a
long-term
strategy.
They're
really
meant
to
be
in
times
of
emergencies,
and
given
that
we
don't
think
that
this
is
a
blip
or
recession,
it's
not
wise
to
use
those
fundings
because
they're
really
considered
one
time.
J
You
know
the
the
most
recent
example
or
the
one
that's
most
prominent
is
the
flood
right.
We
had
28
million
dollars
in
damage
and
because,
at
the
time
we
had
strong
reserves,
we
were
able
to
not
discontinue
services
and
not
have
to
stop.
You
know
paying
employees
that
was
never
a
concern
of
ours
is
that
we
want
to
be
able
to
make
payroll
where
it
was
in
some
other
community.
So
I
think
it's
really
important
that
we
maintain
our
reserves
for
2018
at
18%
and
then,
as
Cheryl
also
highlighted.
J
One
of
the
things
that
I
know
is
a
huge
goal
and
something
that
we
are
personally
very
happy
with.
Is
this
capital
improvement
program?
It's
a
small
dollar
amount
compared
to
the
number
of
assets
that
we
have
in
the
general
fund
and
it's
our
intention
to
grow
it
using
all
long
going
money,
and
we
think
that
just
given
you
know
the
conversations
that
we
had
around
the
community
culture
and
safety
extension
and
kind
of
what
the
questioning
of
why
some
of
these
things
weren't
funded
just
in
our
annual
budget
process.
J
E
I'm,
sorry
to
keep
interrupting
you,
but
the
real
question
here
on
the
reserves.
So
it's
great
that
we're
maintaining
it.
We
shouldn't
be
using
those
to
plug
one-time
gaps.
I
know,
we've
had
a
reserve
increase
program
or
we
still
think
about
adding
to
the
reserves
who
are
keeping
them
the
same
level,
their
parent
Lee.
Our.
E
H
I
do
want
to
discuss
that
how
that
decision
was
made
and
whether
we've
bought
into
it
but
I
had
another
question
about
that
when
we
were
looking
at
whether
the
impact
would
be
if
we
passed
the
muni
reauthorization
and
continuing
authorization
in
2017
s
election,
it
passed
and
we
had
been
shown
analysis
that
showed
that
the
reserves
would
fall
because
of
the
way
the
money
would
get
spent
at
first
in
that
effort.
So
will
we
be
increasing
above
eighteen
percent
in
the
short
term?
No.
J
J
A
L
B
Are
hiring
them?
Yes,
and
in
fact,
when
the
first
adjustment
to
base
comes
through
for
first
reading
on
May
1st
you'll
see
that
those
are
included
as
new
positions.
So
the
reductions
that
we're
making
in
2018
take
us
to
a
point
where
we
still
can
add
those
positions
as
counsel
requested
and
still
make
our
budget
balance
and
more
than
balance.
Great
Thanks,
I.
J
J
Not
necessarily
keeping
with
our
neighbors,
it
was
just
typically,
what
you
see
even
in
flat
years,
is
that
your
growth
rate
will
at
least
catch
up
to
what
the
inflation
rate
is,
and
so
even
in
slow
growth,
you
have
this
natural
increase
of
cost
of
services
or
cost
of
goods
related
to
inflation,
so
we
thought
it
at
minimum.
I
would
at
least
catch
up
to
that,
and
what
we're
seeing
is
that
it's
still
kind
of
tracking
downwards,
from
even
an
inflationary
increase.
C
G
C
Talked
about
a
lot
of
things,
and
also
in
addition
to
that,
trying
to
diversify
our
revenues
even
more,
because
if
you
take
sales
and
property
tax,
that's
almost
75
percent
of
our
budget
and
in
times
of
bad
economic
times,
even
property
tax
stagnate.
Sir,
goes
down.
So
we
are
looking
at
that.
One
of
the
other
things
we
want
look
at
in
the
next
year
or
two
is
the
fees
that
were
charging
and
are
we
charging
the
right
amount
to
recover
the
cost
of
the
service?
A
lot
of
our
fees?
C
G
G
But
always
in
just
our
cities,
what
is
their
reliance
on
property
sales?
Other
taxes
I'd
be
curious
about
that.
The
second
is
I'd
be
curious.
You
know
we
hear
a
lot
from
the
community
about
you
know,
comparing
us
to
other
cities
on
expenditures,
I'd
be
curious
that
what
our
revenue
comparison
is
in
on
a
per
capita
basis,
or
we
bring
in
X
million
a
hundred
million
dollar
hundreds
of
millions
of
dollars
in
property
tax
sales
tax,
all
of
our
sources,
revenue
on
a
per
capita
basis.
G
A
B
The
synergy,
the
answer
is,
we
haven't,
set
it
up
yet,
okay,
so
we've
been
waiting
to
present
you,
the
downtown
retail
study,
and
that
is
now
going
to
be
on
July
10th
part
of
that
discussion,
we'll
be
talking
about
the
how
did
craft,
if
you
will
the
request
for
proposal
to
our
consultant.
What
are
the
kinds
of
things
that
we
are
wanting
to
find
out
about?
B
Are
we
providing
the
right
kinds
of
goods
and
services
in
our
community
that
can
reach
everyone?
The
discussion
that
we've
been
having
tonight
related
to
the
retail
sales
adds
another
dimension
to
it,
and
that
dimension
is
given
what
we've
got
in
terms
of
retail
sales
are.
There
are
other
things
that
we
should
be
going
after.
A
J
A
B
I
think
it
will
come
as
we
have
our
conversations
on
May
8th
around
ballot
measures,
because
we'll
be
talking
about
broadband
earlier
that
night
and
then
you'll
be
thinking
about
what
do
you
want
to
put
on
the
ballot?
So
the
background
material
had
a
list
of
many
Capitol
items
and
there
were
a
few
other
items
like
affordable
housing
funds
that
we,
if
we
had
enough
money,
we
would
love
to
be
able
to
address
those
issues.
B
You've
heard
from
the
Library
Commission
about
the
needs
that
the
library
feels
like
they've
got
in
their
master
plan
coming
up,
and
so
we
were
trying
to
have
that
background
material
to
set
you
up
for
future
discussions
really
not
tonight,
but
May
8th
when
we
bring
the
library
master
plan
back
about.
How
would
we
address
those
needs?
And,
interestingly,
when
Bob
asked
the
question
about,
should
we
become
less
reliant
on
sales
taxes?
B
One
of
the
things
that
we've
talked
about
is
those
other
needs
could
be
addressed
through
property
tax,
perhaps,
but
that
was
different
than
your
question,
which
was
oh.
If
we
switched
our
our
source
of
revenues
but
kept
the
amount
the
same
by,
like
maybe
reducing
sales
tax,
have
we
talked
about
that,
so
we
haven't
actually
talked
about
that,
or
at
least
I
haven't
talked
about
it.
B
I
B
The
so
the
property
tax,
if
we
just
passed
like
another
increment
of
property
tax,
let's
say
in
general
that
would
go
into
the
general
fund,
but
you
can
also
dedicate
it
if
you
chose
to
do
that,
and
so
that
is
the
way
the
wording
of
the
ballot
question
would
be.
So
if
the
council
said
oh,
we
would
like
to
have
a
mill
of
property
tax
dedicated
to
affordable
housing.
So
the
attorney
would
write
that
ballot
question
and
then
the
voters
would
vote
on
it
and
then
it
could
be
dedicated.
I
see.
G
Some
of
the
challenges
we
have
our
lid
to
the
fact
that
we've
dedicated
a
lot
of
our
taxes.
In
other
words,
we
have
less
I'm,
not
being
critical,
but
we
have
less
flexibility
because
we're
only
talking
about
our
general
fund,
which
is
like
a
third
of
our
budget
right,
the
other
2/3
I
mean
one.
You
know
big
chunk
of
its
utility
I
get
that,
but
we
got
a
big
chunk
of
our
budget.
That's
dedicated,
so
we
have
piles
of
money
sitting
over
here
and
then
we
have
deficits.
G
J
Okay,
so
this
is
related
to
the
general
fund
capital.
We
wanted
to
remind
council,
the
easte
dollars
were
already
appropriated,
so
we're
not
asking
for
an
additional
appropriation,
but
we
did
say
because
this
was
a
brand-new
kind
of
type
of
expenditure.
We
would
come
back
and
update
council
with
what
we
think
are
the
top
priorities
for
this
first
year
of
funding,
and
we
can
briefly
go
through
the
list
and
answer
any
questions
you
may
have
about
the
specific
projects,
but
most
of
them
should
be
familiar.
J
J
It's
way
past
its
lifespan,
and
we
can
answer
any
questions
about
it
as
well,
but
we
think
that
this
is
a
prudent
investment
in
our
community,
given
that
it's
the
university
town
as
well,
the
hogan
Pancoast
land
purchase
has
already
been
committed,
and
when
we
did
go
before
you,
we
said
that
it
would
largely
come
from
the
general
fund
capital.
There's
a
small
portion
that
we
may
loan
to
the
general
fund
pending
kind
of
the
revenue
projections
and
then
the
boulder
rose
for
social
enhancements
is
a
project
that's
going
on
in
parks
and
recreation.
J
They
have
a
dedicated
reserve,
that's
mainly
for
capital,
because
it's
one-time
dollars
be
funded
out
of
that
dedication
to
get
that
project
moving
forward
and
then
again,
there's
a
couple
projects
that
are
recommended
not
this
year
for
funding,
but
I
certainly
anticipate
that
as
we
move
into
the
2019
budget
process.
These
are
the
next
top
on
the
list.
I.
A
H
B
E
So
I
have
a
few
things,
so
I
was
apologize
for
continuing
to
talk
here.
Just
one
thing
on
the
data
center
redundancies.
This
isn't
area
that
I
have
some
professional
expertise
in
and
this
is
an
outsourced,
Abul
thing
and
so
I.
Just
to
wonder.
To
what
extent
we've
evaluated
the
cost-benefit
of
sending
that
to
I
know.
J
E
So,
in
other
words,
a
final
decision
hasn't
been
made
about
the
future
of
where
the
servers
go.
Is
that
no
right?
Okay,
yeah?
Well
I,
just
encourage
you
to
look
carefully
because
you
get
all
the
redundancy
and
such
that
the
professional
data
centers
have
already
done.
You
don't
necessarily
have
to
build
a
building
that
has
this
exactly
Thanks
great.
Thank
you
for
that.
E
Okay,
because
we
could
offer
a
fair
amount
of
feedback
on
this
topic,
but
we're
out
of
time
I
know
I,
just
I,
guess
the
the
the
this
seems
like
it's
a
big
area
and
it's
worth
some
discussion
on
so
I
mean
maybe
there's
there's
an
opportunity
to
have
a
little
bit
more
talk
about
it.
Adjustment
to
base,
but
I
guess
the
one.
E
The
one
thing
that
I
would
bring
up
tonight
would
be
the
question
of
growing
the
reserves
at
a
time
of
flattening
revenues,
so
I'm
interested
to
see
the
scale
of
the
cuts
that
we're
looking
at
and
I
think
that
would
help
determine
the
best
path
forward
for
our
community
but
I.
You
know
if
we
can
make
those
adjust
these
adjustments
relatively
painlessly.
That's
one
thing,
but
if
we
are
cutting
in
things
that
are
really
a
benefit
to
our
community,
that
mean
this
may
not
be
the
time
to
also
be
growing
the
reserves.
Yes,.
B
For
2018,
we
believe
that
the
the
changes
that
we're
making
to
the
budget
will
not
be
apparent
to
the
community.
We
can
make
those
without
impacting
when
we
comes
to
2019
I,
think
that
will
be
a
fruitful
time
to
have
the
conversation
about
the
reserves.
So
we
can
definitely
talk
about
it.
Then
again
we
are
going
to
recommend
19%
for
2019
and
try
to
show
you
a
balanced
and
we
will
show
you
a
balanced
budget
that
includes
that.
B
K
J
E
J
I
I
O
I
M
F
Just
appreciate
Aaron's
comment,
but
I
do
think
our
community's
at
significant
risk
for
more
disasters
than
Denver
say
you
know
with
flood
and
fire
risk,
so
it'd
be
interesting.
If
we
are
gonna.
Have
that
talk
to
look
at
you
know
what
what
those
risks
present
in
some
of
the
costs
we
have.
The
flood
data
I
would
think
we
would
need
a
lot
more
reserves
than
the
average
community.
A
L
P
Q
We
maintain
the
funding
for
the
maintenance
of
the
existing
infrastructure,
and
then
we
did
have
some
strategic
reductions
that
relate
to
things
such
as
level
of
service
around
aesthetics,
so,
for
instance,
changing
in
long
cycles
or
weeding
cycles.
Those
types
of
things
that
won't
impact
the
actual
the
viability
of
the
asset,
but
will
change
the
aesthetics
of
the
of
the
land,
landscape
strips
or
the
medians
and
those
types
of
things.
And
then
another
thing
that
we'll
talk
a
bit
about
in
our
third
section
tonight
is
also
our
by
ups
of
transit
service
with
RTD.
Q
That's
another
area
which
we've
reduced
and
we'll
talk
a
little
bit
about
that
later.
Partly
there's
some
dynamics
there
around
whether
or
not
RTD
can
actually
accept
our
money
for
bi
ops
based
upon
their
ability
to
get
drivers
and
in
buses,
and
so
that's
another
portion
of
the
reductions
and
we'll
talk
about
that.
A
little
bit
more
later,
when,
when
Natalie
comes
up
to
talk
about
transit,
so
I.
E
Q
E
Q
Q
One
of
the
things
that
I
wanted
to
emphasize
is
that,
while
we're
here
tonight
talking
about
three
elements,
we
are
also
working
on
a
bunch
of
different
things
that
we'll
be
visiting
with
you
fairly
quickly.
So
some
of
those
are
the
vision
plan
for
east
arapahoe,
which
we
hope
to
come
back
in
the
second
quarter
and
get
your
feedback
on.
And
then
we
do
have
a
study
session,
May
22nd
on
our
30th
in
Colorado
quarter
studies
and
then
just
to
mention
a
couple
of
cool
things
that
are
also
going
on
at
the
same
time.
Q
R
Hi
there
I'm
Jennifer
Nicole
I'm,
the
new
chair
of
the
transportation
advisory
board
and
I've
got
the
bill.
Regular
and
Tila
do
Jaime.
Jane
I
should
have
known
that
here
with
me
tonight,
since
this
is
the
first
time
tab
has
actually
been
up
before
this
new
City
Council.
We
just
wanted
to
kind
of
refresh
who
we
are
and
why
we
exist,
and
so
tab
is
tasked
with
advising
the
city
manager,
City
Council
and
the
Planning
Board
on
matters
concerning
boulders
transportation,
transportation
systems
and
detract
the
transportation
master
plan,
specifically
among
other
things.
R
So
the
two
members
that
are
not
with
this
tonight
are
Johnny
draws
deck
and
Mark
McIntyre.
Every
year
after
the
new
board
and
commissions
appointees
are
made,
we
meet
for
our
tab,
retreat,
which
is
going
to
be
held
next
week.
So
the
current
priorities
that
we're
referencing
here
are
actually
the
priorities
that
the
board
identified
almost
exactly
a
year
ago.
I,
don't
anticipate
that
you'll
see
a
whole
lot
of
change
in
them.
R
So
what
we're
gonna
do
is
talk
really
quickly
about
kind
of
just
what
we've
prioritized
and
the
kind
of
lens
that
we
look
at
transportation
projects
through
when
we're
evaluating
from
them
from
a
tab
perspective.
So
in
terms
of
transportation,
safety
and
vision,
zero,
we're
gonna
discuss
that
more
on
the
next
slide,
so
I'm
gonna.
Let
that
one
stand
for
now,
but
meaningful
parking
reform
really
we're
talking
about
adopting,
accelerating
the
adoption
of
the
access
management
parking
strategy.
R
That's
what
amps
is
the
recommendations
for
parking
that
they
be
consistent
with
some
principles
which
are
shared,
unbundled,
managed
and
paid.
So
when
we
talk
about
parking
reform
and
parking
in
Boulder,
those
are
the
things
that
we're
looking
for
and
how
that
relates
to
transportation.
Demand
management,
which
is
the
TDM
you
see
there.
R
We
spent
a
lot
of
time
last
year,
specifically
a
focused
on
improving
a
proactive
community
engagement,
and
you
may
have
seen
from
tab
more
op-eds
in
the
daily
camera
more
postings
on
next
door,
more
social
media
activity
and
kind
of
spearheaded
by
bill
really
challenging
staff.
Every
time
they
gave
us
a
proposal
to
really
think
through
the
communication
strategy
and
what
that
meant
in
terms
community
engagement
and
in
terms
of
the
community
feedback
process
as
tab.
R
We
really
regard
ourselves
as
the
liaison
between
the
community
and
city
council
and
we
really
hope
to
facilitate
the
community
being
able
to
express
their
opinions
and
us
being
able
to.
You
know
present
that
to
you,
we've
done
that
through
a
lot
more
public
hearings
at
our
transportation
advisory
board
meetings
on
the
Left
I
think
they
have
I
mean
we've
had
full
House's
at
our
public
hearings
and
we've
we've
done.
We've
tried
to
really
partner
with
community
organizations
to
publicize
those
events
in
terms
of
transportation
equity.
What
we're
really
talking
about?
R
There
is
promoting,
first
and
last
mile
solutions:
enhancing
accessibility
to
transportation,
considering
the
financial
costs
associated
with
the
various
transportation
modes
and
promoting
Complete
Streets.
So
next
slide,
please
in
terms
of
what
we're
going
to
talk
about
tonight
and
the
transportation
master
plan
update
as
members
of
tab.
We
understand
that
this
is
a
major,
comprehensive
work
efforts
that
we
will
be
highly
involved
with
from
a
public
engagement
process.
R
We
anticipate
to
approach
this
with
the
process
that
are
that
were
articulated
by
the
public
participation
working
group
and
we
employed
these
same
processes
during
the
NSM
P,
the
neighborhood's
speed
mitigation,
no
management,
speed,
minton,
sorry,
it's
so
gotten
so
many
different
names,
the
neighborhood
speed
management
program.
We
anticipate
using
that
as
a
template
for
how
we
engage
the
public
around
the
transportation
master
plan,
including
in-person
meetings,
email
next
door,
social
media
and
then
outreach
to
various
local
media
outlets.
R
So
I
know
our
presentation
tonight
is
a
little
bit
bundled
and
you're
gonna
get
it
from
staff
a
little
unbundled,
but
that's
kind
of
where
tab
is
coming
from.
When
we
talk
about
the
transportation
Master,
Plan
Update
know,
if
either
of
you
guys
want
to
add
anything
on
that
before
we
move
on
division.
Zero.
R
We
also
encourage
staff
to
increase
focus
on
engineering
and
enforcement
that
reduces
speeding,
you'll,
hear
more
from
staff
tonight
about
the
four
es
vision.
Zero.
So
far
has
we,
at
least
from
a
top
perspective,
is
really
focused
on
education,
which
is
fantastic
we'd
like
to
see
my
stepped-up
focus
on
engineering
and
enforcement
as
well.
S
R
The
final
topic
for
tonight,
which
is
renewed
vision
for
transit
tab,
is
very
concerned
about
our
funding
for
transit
and
our
partnership
with
RTD.
We
don't
have
a
lot
of
solutions.
We
have
a
lot
of
questions
as
I
think
everybody
does,
but
we
do
think
that
it
might
be
worthwhile
first
to
explore
regional
partnership
opportunities
to
form
sustainable
funding,
solutions
that
support
the
infrastructure
and
services
along
our
key
community
or
total
corridors,
and
that
may
mean
just
engaging
more
proactively
our
neighboring
communities
and
figuring
out
solutions
potentially
outside
of
RTD.
P
P
A
lot
of
people
who
are
not
in
Motor
Vehicles
are
there
because
they
choose
not
to
there
they're
using
a
safer,
slower,
less
congestive
mode
of
transit,
walking,
biking,
public
transit
or
they
can't
afford
to
write,
and
these
are
or
they're,
too
old
or
they're
too
young
to
drive
or
they're
disabled.
These
are
the
people
that
we
ought
to
be
paying
more
attention
to
and
giving
accommodations
to
that
we
haven't
in
the
past
and
vision.
P
Zero
can,
if
we
sort
of
rethink
everything
through
a
lens
of
vision,
zero
of
protecting
those
more
vulnerable
users,
the
very
young,
the
very
old
the
disabled,
the
slower.
We
will
probably
find
our
way
toward
better
modes
of
transit
and
better
and
more
democratic
uses
of
our
public
roadway
that
prioritizes
those
people
and
helps
us
achieve
our
other
goals
like
reducing
greenhouse
gas
emissions,
increasing
transit
use
that
kind
of
stuff,
so
vision,
zero
should
not
in
our
as
we
continue
to
go
forward,
be
a
separate
thing
that
we're
gauging
separately.
P
It
helps
us
guide,
our
more
humanitarian,
more
democratic,
more
all-encompassing
planning
for
roadways
that
we
really
hadn't
thought
about
in
the
previously,
and
so
I
really
applaud
the
city
for
adopting
vision,
zero,
but
I
don't
want
it
to
be
a
separate
thing,
it's
something
that
should
be
affecting
every
way.
We
look
at
our
use
of
our
public
roadway
in
public
spaces.
Thank
you.
T
And
I
just
want
to
acknowledge,
mark
McIntyre,
the
newest
tab,
member
who's
joined
I'm
bill
reg'lar,
another
vice-chair
of
tab,
two
things.
The
first
is
that
I
want
to
say
this
before
mike.
Has
the
opportunity,
but
we'd
be
happy
to
partner
with
a
fired
some
fire
breathing
apparatus
on
top
of
our
buses
or
something
similar?
Oh
sorry,.
T
Don't
think
it's
hilarious.
The
other
thing
I
wanna
mention
is
that
we
would
really
appreciate
Tabs
encouragement
of
increased
collaboration
between
tab
and
planning
board.
There
are
a
lot
of
activities,
whether
that's
in
on
their
east
arapahoe
corridor,
Colorado
and
and
xxx,
where
the
stronger
collaboration
makes
sense,
and
we
would
deeply
appreciate
your
efforts
to
help
bring
us
together
in
that
way.
T
H
Question
about
vision,
zero
on
page
51
of
the
packet,
because
I
also
think
it's
extremely
important
and
should
be
at
the
top
of
kind
of
all
of
our
lists
of
discussions
around
transportation
because
injuries
and
death
are
you
know,
kind
of
our
first
charge
for
Public,
Health
and
Safety.
So
I
see
that
there
were
53,
serious
injury
and
fatal
crashes
in
2009.
H
There
were
66
serious
injury
and
fatal
crashes
in
2016,
but
that
is
in
a
yellow
category,
where
I
would
put
that
in
a
red
category,
because
our
vision
is
zero
of
those
and
we're
moving
in
the
wrong
direction.
So
I
guess
have
that
question
to
tab,
but
also
a
comment
of
council
members
that
I
think
if
we
are
going
to
make
that
a
top
line
headline
that
we
should
assess
it
as
seriously
deficient
at
this
time.
So
I
love
feedback
on
that
absolutely
agree.
A
H
I
think
this
you
know
we're
doing
a
lot
of
stuff
on
a
visualization
of
data
and
and
so
on,
and
so
I
found
this
graphic
to
be
extremely
helpful.
It
brings
kind
of
everything
together
in
one
place.
I
just
want
to
make
sure
that
we
have
time
to
discuss
it
because
there's
several
things
on
here
that
I
don't
need
to
be
highlighting.
Okay,.
V
It
certainly
supports
accessible
and
connected
community,
but
it
has
a
role
to
play
in
all
of
these
different
areas
in
terms
of
bringing
people
together
and
neighborhood
livability
and
economic
vitality.
So
it's
a
it's
a
very
important
piece
that
supports
all
of
the
other
work
that
we
do
in
the
city
and
then
we
also
just
as
a
reminder
in
terms
of
what
the
TMP
is:
there's,
why
we
do
it
and
what
it
really
sets
the
vision,
the
community's
vision
for
a
multimodal
transportation
system.
V
It
identifies
our
strategic
actions,
our
investment
policies
and
priorities
and
then
identifies
those
key,
measurable
objectives
that
we'll
talk
more
about
in
terms
of
how
do
we
guide
and
measure
our
progress
toward
these
important
goals,
and
then
it's
also
important
to
talk
about
kind
of
how
we
do
the
TMP,
and
we
really
emphasized
that
the
TMP
is
a
living
document.
We
updated
approximately
every
five
years
and
the
idea
is
that
with
the
community
and
with
council
and
have
we
set
that
course
for
the
next
decades
to
come
for
and
the
transportation
improvements.
V
V
This
long
history
of
creating
a
vision
implementing
it
over
time,
adjusting
the
course
as
needed
and
then
continuing
to
move
forward
in
this
thoughtful
approach.
So
as
part
of
the
assessment
phase
in
the
scoping
and
we've
done
a
variety
of
different
sort
of
qualitative
and
quantitative
approaches,
we've
hosted
a
variety
of
events
recently
and
then
again
completed
the
2018
report
on
progress
in
January.
V
These
events
have
been
very
valuable
in
providing
input
from
the
community
in
terms
of
scoping.
The
TMP
update,
as
well
as
helping
us
to
hear
from
national
practitioners
and
thought
leaders
and
transportation
to
help
us
kind
of
take
a
step
back
and
take
that
broader
view
and
say
what
are
the
areas
that
we
should
be
focusing
on?
What
are
the
trends
that
are
happening
around
the
country
and
locally?
And
how
can
we
apply
those
in
the
work
that
we'll
be
doing?
V
This
is
just
a
quick
summary
of
some
of
the
key
messages
or
the
feedback
that
we
received
from
the
national
panelists
that
we're
here
and
really
it
comes
back
to
focusing
on
the
community
and
having
a
conversation
with
the
community
and
focusing
on
people.
Equity
access
and
thinking
about
how
these
new
types
of
technologies
that
are
coming
forward
will
help
us
achieve
our
goals.
It's
not
about
the
technology
itself,
it's!
How
do
we
use
that
technology
and
those
trends
in
service
of
our
community
goals
for
our
environmental
stewardship,
our
economic
vitality
and
neighborhood
livability?
V
We,
we
chose
these
two
pictures
to
show
I,
think
it's
pretty
clever
and
that
the
idea
of
autonomous
vehicles
actually
isn't
new.
It's
been
around
since
the
fifties
this
was
put
together
and
shared
with
us
by
a
Jeffrey
tumblin
from
Nelson
Nygaard,
and
it's
interesting
is
the
picture
from
before
is
about
how
autonomous
vehicles
would
help
bring
people
together.
V
So
it's
a
group
of
people
playing
a
board
game
in
the
car
and
then,
when
you
look
at
what
the
images
are
coming
out
today
about
autonomous
vehicles,
it's
really
more
about
individuals
and
they're
in
the
car,
but
they're
not
really
interacting.
It's
a
very,
almost
isolated
experience,
and
so,
as
we're
thinking
about
these
things,
how
do
we
bring
forward
policies
and
strategies
that
are
bringing
people
together
in
creating
a
connected
community
and
not
the
isolation?
That's
a.
A
V
It's
on
the
city
web
website
for
the
transportation
master
plan
update
and
people
can
also
access
it
through
be
heard,
Boulder,
which
is
our
new
online
engagement
platform.
So
you
can
kind
of
get
there
two
ways
either
through
the
TMP
web
page
or
through
be
heard
Boulder,
and
then
these
are
some
of
the
concerns
and
questions
and
hopes
that
the
community
shared
with
us.
That
evening,
which
was
again,
we
had
a
lot
of
interactive
activities
that
people
were
getting
involved
in.
V
The
other
event
that
we
held
was
last
fall
and
this
event
is
actually
also
taped
and
available
online,
and
this
was
the
advanced
mobility.
The
event
that
was
held
as
part
of
the
city's.
The
future
is
here
series
and
it
was
actually
very
again
thought-provoking,
not
from
the
standpoint
of
all
the
different
bells
and
whistles
that
are
going
to
be
out
in
the
in
the
public
realm.
V
But
how
do
we
use
those
technologies
to
work
toward
more
of
the
positive
or
utopian
aspects
or
outcomes
that
we
could
be
desired
in
terms
of
more
shared
travel,
more
information
systems,
reducing
vehicle
miles,
traveled
and
air
quality
emissions
versus
more
of
the
dystopian,
which
could
actually
go
the
other
way
and
increase
the
amount
of
traffic
and
lead
to
safe,
more
safety
concerns
and
other
things?
So
again,
we're
at
a
very
interesting
time
at
a
very
interesting
crossroads.
And
how
do
we
get
in
front
of
this
to
develop
those
policies
and
strategies?
V
So
we
can
leverage
the
benefits
of
the
new
technology
without
the
negative
consequences
and
then
here's
the
report
card.
We
were
talking
about
a
minute
ago-
and
this
is
a
summary
piece
from
the
transportation
report
on
progress
and
the
idea
is
it's
at
a
glance,
it's
kind
of
looking
at
those
nine
measures
that
we've
been
tracking
over
many
years
and
identifying.
How
are
we
doing
and
we
recognize
that
we
are
making
progress
in
many
areas?
V
I
would
say
really
the
community's
making
a
lot
of
good
progress,
particularly
Boulder
residents,
that
are
choosing
to
walk
bike
and
take
transit
for
a
lot
of
the
local
trips.
But
we
are
continuing
to
struggle
and
we
have
a
lot
more
work
to
do
in
these
areas,
including
regional
travel
and
also
the
safety
goals
and
our
vision,
zero
goals.
So
we
recognize
that
and
appreciate
the
feedback
on
this.
V
In
addition,
it
identifies
we
have
more
work
to
do
on
vehicle
miles
traveled,
and
this
is
kind
of
a
image
around
how
Boulder
has
done
a
great
job.
You
know
holding
steady
on
vehicle
miles
traveled
over
the
last
several
decades,
and
this
was
a
goal
of
their
some
of
the
early
transportation
master
plans
was
that
basically
traffic
wouldn't
get
any
worse.
We
would
hold
vehicle
miles
traveled
at
1994
levels
and
we've
done
a
good
job
with
that.
V
But
what
we're
seeing
the
last
several
years
is
that
that
number
is
starting
to
creep
up
and
it's
creeping
up
not
only
regionally
but
also
locally,
and
so
through.
This
TMP
update:
what
are
we
doing
to
help
influence
that
slope
of
the
line
and
make
more
significant
progress,
so
we
can
be
reducing
vehicle
miles
traveled
and
accomplish
our
transportation
goals,
as
well
as
our
climate
commitment
goals,
and
so
that
leads
all
of
that
assessment.
V
Piece
leads
to
the
focus
areas
that
we've
identified
to
go
to
work
on
as
part
of
this
particular
TMP
update,
there's
more
details
about
this
that
is
provided
in
your
attachment
C,
and
we
have
large
copies
of
those
up
here
too,
just
for
easier
reference.
But
each
of
these
are
important.
They're,
all
interconnected
and
I'd
like
to
start
with
the
Complete
Streets
focus
area.
There's
a
lot
to
go
to
work
on
in
this
particular
area
and
again
the
ideas
that
our
streets
are
for
people.
V
Therefore,
people
using
all
modes
of
transportation
at
all
ages
and
stages
of
life,
and
how
are
we
continuing
to
advance
our
Complete
Streets
policies
and
performance
measures
so
that
we're
making
sure
that
we
are
creating
that
future
transportation
system
that
is
safe
and
connected
and
accessible
for
all?
The
next
focus
area
is
our
regional
travel
focus
area.
We
need
to
continue
to
work
with
our
agency
partners
and
our
neighboring
communities
really
appreciate
all
of
the
work
by
council
and
Mayor
Jones
for
the
work
on
behalf
of
the
mayors
and
commissioners
coalition.
V
Each
of
these
corridors
are
challenging
in
and
of
themselves
and
we're
bringing
this
forward
as
a
network
of
mobility
and
to
connect
folder
with
our
surrounding
communities
and
use
the
u.s.
36th
corridor
as
a
model
so
that
it
includes
all
of
those
elements:
the
bus,
rapid
transit,
the
commuter
bike
way
and
the
manage
lanes.
A
very
important
focus
area
for
this
particular
TMP
update
is
our
transportation,
demand
management
area,
and
it's
been
mentioned
earlier
this
evening.
V
Last
year
we
created
the
access
management
and
parking
strategy
document,
which
was
very
helpful
in
multiple
years
of
work
kind
of
coming
together.
We
need
to
keep
that
momentum
going
and
use
the
guiding
principles
that
came
out
of
amps
and
the
action
items
to
move
forward
with
this
parking
reform
and
again
it's
an
integrated
piece
of
providing
more
options
and
more
choice
for
the
community,
and
also
this
particular
focus
area
will
be
where
we're
kind
of
the
umbrella.
V
For
the
advanced
mobility
policy
discussions,
so
the
new
technology,
the
trends,
mobility
as
a
service-
that's
really
it's
something!
That's
already
here.
People
are
already
doing
that
through
transportation
network
companies,
but
we're
just
seeing
that
that's
going
to
continue
to
grow
and
be
a
more
and
more
popular
choice.
And
so
what
are
the
policy
implications
from
that
and
then
transportation
funding?
V
We've
you've
talked
a
lot
about
that
this
evening
with
the
transport,
with
all
of
the
funding
conversations-
and
you
know
locally
again,
we
we
are
struggling
with
our
projected
sales
tax
revenue
and
the
other
piece
of
that
is
not
just
the
the
amount
of
funding
and
the
purchasing
power.
But
it's
also
the
realization
that
more
and
more
of
the
budget
is
needed
to
maintain
the
base
system.
V
So,
as
Mike
said
that
ongoing
operations
and
maintenance
is
a
you
know,
approaching
80%
of
the
budget,
which
then
creates
less
amount
of
funding
available
to
do
the
enhancements-
and
you
know
Boulder
is
not
alone
in
this.
My
RTD
is
facing
significant
financial
challenges
and
not
able
to
deliver
the
existing
service
today,
nor
be
able
to
deliver
the
service
of
the
future.
So
again,
we'll
be
talking
more
about
the
details
on
that,
but
see
that
is
facing
challenges
at
the
state
level
and
then
certainly
a
lot
of
uncertainly.
V
Uncertainty
at
the
federal
level
and
things
are
changing
and
we
really
need
to
use
this
particular
TMP
update
to
identify
new
potential
funding
mechanisms
diversify
the
funding
sources
that
we
have
and
look
at
potential
user
fees
so
that
we
can
be
again
kind
of
connecting
the
economics
of
transportation
and
looking
at
how
do
we
incentivize
or
disincentivize
options
and
choices
so
that
the
user
experience
is
tied
to
the
revenue
I
want
to
keep
going
in
the
interest
of
time.
One
of
our
our
last
focus
areas
is
very
important.
V
It's
really
where
we
bring
together
our
transportation
policies
and
connect
them
with
across
the
organization
with
land
use,
with
urban
design,
with
our
climate
commitment
goals
and
it's
about
placemaking
and
really
coming
together
in
these
collaborative
ways
and
we've
been
very
successful
over
the
last
several
years
and
our
Chautauqua
access
management
plan.
All
of
the
great
things
that
are
happening
at
Boulder
junction,
and
so
this
TMP
update,
will
be
the
opportunity
to
identify
what
that
next
generation
looks
like
and
where
we
can
go
to
work
together
on
those
issues
for
the
future.
V
These
are
the
measurable
objectives
again
that
then
they
inform
our
report
on
progress.
I
included
this
information,
because
this
was
the
list
that
came
out
of
the
2014
TM
and
the
new
the
green
objectives
were
actually
added
as
part
of
that
process.
That's
when
we
added
the
vision,
zero
safety
goal,
we
added
the
15-minute
neighborhood
walkability
goal
and
the
vehicle
miles
traveled.
So
the
opportunity
that's
in
front
of
us
is
how
do
we
look
at
this
list
today
and
say?
Are
there
things
there
that
should
be
changed
or
added
or
done
differently
in
the
future?
V
So
that's
another
part
of
the
plan
update
process
and
certainly
the
foundation
of
all
of
this
work
is
a
community
engagement
process.
It's
very
extensive
again.
It
takes
to
heart
the
advice
and
suggestions
from
tab
from
the
community
so
that
there's
a
combination
of
ways
that
people
can
get
involved
hands
on
the
picture
on
the
left
is
from
the
launch
event
and
we
have
a
large
aerial
map
and
people
are
putting
stickies
down.
V
So
it's
a
great
way
where
we're
all
doing
this
work
together
and
being
able
to
identify
those
opportunities
for
we
can
collaborate
with
our
regional
neighbors.
So
some
of
the
key
takeaways
there's
again
there's
a
lot
here.
Each
of
these
focus
areas
are
very
important
and
and
most
of
all,
they're
all
interconnected,
they're,
not
independent
slices
they're.
A
V
E
H
H
Zero.
However,
we
think
about
it
should
be
at
the
top
I
mean
to
the
extent
that
these
things
matter
and
people
look
first
at
things
at
the
top
I
think
we
want
that
one
as
a
lead
personally
and
I.
Think
it
should
be
read,
I
mean
I
really
do
think
that
that's
an
important
thing
because,
as
these
guys
just
said
about
putting
it
in
kind
of
a
headline
of
Complete,
Streets
I
also
think
in
this
case.
H
I!
Think
it's
more
effective
the
goals,
fine
I
mean
I,
actually
appreciate
the
goal.
I'm.
Just
not
sure
that
one
is
so
heavily
weighted
by
planning
and
and
land
use
that
I'm
not
sure
if
it
belongs
at
the
same
level
as
the
rest
of
these,
where
I
think
transportation
and
tab
really
on
almost
all
of
these
is
kind
of
the
lead.
So
that's
just
a
comment.
E
Can
I
ask
a
follow-up
question
about
that
and
the
and
measuring
the
school?
Do
you
purely
look
at
say,
services
near
residence,
or
do
you
also
look
at
the
transportation
network
in
between
those
things?
So,
for
example,
if
we
improve
connectivity
and
add
more
multi-use
paths,
does
that
get
more
people
near
walkable
neighborhoods?
Yes,.
H
This
is
the
one
where
I
think
transportation
has
the
least
control
of
the
outcome.
That's
why
I
wanted
to
flag
that
and
to
some
extent
it's
going
in
the
wrong
direction
as
well.
It's
moving
in
the
wrong
direction
and
it's
nowhere
near
the
goal.
So
I
wouldn't
necessarily
color
it
red,
but
it
get
it's
one
of
those
where
we
have
an
ambitious
goal
and
we're
moving
in
the
wrong
direction.
Whatever
we
want
to
do
with
that.
R
V
Help
clarify
so
this
goal
had
been
identified
in
the
2014
TMP
and
it's
measured
through
GIS
mapping
and
then,
as
part
of
the
Boulder
Valley
comprehensive
plan.
It's
one
of
the
goals
that
got
rolled
up
from
the
new
TMP
into
the
comp
plan.
So
it's
an
it's
an
example
of
how
the
TMP
and
the
comp
plan
worked
together,
kind
of
an
iterative
areas
and
so
but
you're
right.
It
does
get
at
the
point.
It's
measuring
both
of
those
things
and
they
need
to.
S
H
I
mean
this
gets
right
back
to
the
point
of
the
in
creation
between
transportation
and
planning
which
bill
brought
up
and
I.
Think
that's
right,
I'm,
the
planning
side
of
the
house
I
think
you
see
more
mixed-use,
you
know
and
lots
of
support
for
mixed-use
in
order
to
get
to
this
goal.
But
I
don't
know
that.
There's
a
number
of
goal
that's
in
mind
and
zoning
has
a
lot
to
do
with
this
right,
and
so
that
doesn't
come
about
all
the
time.
H
So
when
you
talk
about
collaboration
with
planning
board,
I
think
one
way
would
be
a
goal
like
this,
but
another
would
be
that
that
perhaps
tab
look
at
what
transportations
recommending
on
the
project
basis
for
TDM
right,
because
I'm
sure
wouldn't
hurt
planning's
feelings
to
have
tab,
say
here's
what
we
think
on
the
TDM
plan
and
then
have
that
be
part
of
what
their
input
is
for
the
site
plan
review.
So
you
have
just
a
couple
thoughts
on
that.
H
That
would
be
more
I
think
that
could
be
done
almost
at
the
staff
level.
If
Planning
Board
agreed
with
you
I'm,
not
sure
that
we
would
have
to
weigh
in
if
you
work
for
planning
board
and
said
yet
we
want
to
do
this
staff.
Can
you
do
it?
You
know
how
much
trouble
would
it
be
to
run
the
TDM
part
of
a
proposed
site
plan
past
tab
for
comment
that
would
then
go
as
part
of
the
application
to
Planning
Board.
Q
Of
the
items
on
the
in
the
amps
work
plan
is
to
is
to
actually
develop
a
from
a
more
robust
TDM
program.
That's
actually
more
defined
instead
of
the
negotiated
process
that
currently
occurs
during
site
review.
So
that's
one
of
the
things
that
will
be
coming
forward
this
year
is
to
better
define
those
TDM
requirements,
so
yeah.
E
Yeah.Well
injuries,
so
I
will
one
that,
like
a
leading
pedestrian
interval
at
stoplights,
for
example,
which
we
don't
have
very
many
of
you
know
so
somewhere.
My
favorite
thing
I'll
talk
a
little
bit
more
about
later.
Is
bike
boulevards.
You
know
to
where
you
have
a
continuous
corridor
of
with
engineering
treatments,
then
not
just
a
sign
but
engineering
treatments
that
give
you
a
good
place
to
bike,
so
I
think
partly
would
depend
on
some
of
the
initiatives
that
you
come
up
with
as
part
of
this
TMP.
H
Q
V
And
that's
a
great
example,
and
we
are
doing
that
on
a
smaller
scale,
visas
currently
in
the
downtown
and
civic
area,
but
that
could
be
one
of
the
again.
The
policy
areas
going
forward
for
TDM
and
how
could
that
be
expanded
in
other
areas?
I
should
have
mentioned
as
part
of
the
next
steps
that
we
would
be
bringing
will
be
bringing
forward
an
information
packet
for
you
in
May
on
all
of
these
different
amps
topics.
So
you'll
get
a
chance
to
kind
of
see
those
as
a
package
and
they're
all
obviously
connected
and.
I
If
I
could
just
make
one
more
comment
on
that,
there
was
recently
I
can't
remember
the
numbers,
but
it
was
the
cost
of
the
subsidy
for
the
parking
places.
If
I'm
gonna
say
this
hotel
goes
through
up
on
the
corner
of
Broadway
and
University
is
something
like
the
city's
going
to
be
paying
a
subsidy
of
something
like
seventy
eight
thousand
dollars
per
space
subsidy,
that's
overlying!
What
the
cost
will
be
so
in
places
like
that
as
well.
It'd
be
interesting
to
hear
tab
weigh
in
these
are
policy
areas
again.
Yeah.
T
Yeah
and
if
I
may
just
respond
to
that,
I
feel
like
this
is
another
area
of
collaboration
between
tab
with
the
DMC
and
other
groups,
especially
as
we
look
at
declining
retail
sales
tax.
You
know
the
the
downtown
retail
initiative
that's
about
to
be
launched
with
$75,000
funds,
so
as
we
look
at
parking
fees
and
structures,
I
think
that
again,
this
is
another
area
where
we
want
to
break
out
of
our
silos
and
kind
of
look
at
the
whole
chessboard
to
see.
P
And
again,
that
raises
the
idea
of
folding
in
a
lot
of
land
use
in
planning
about
how
how
these
these
areas
are
going
to
be
used
in
the
future.
How
they're
used
now,
how
we
think
that's
going
to
change
and
it's
an
opportunity
on
the
corridor
studies
to
be
a
little
bit
broader
than
they
are
like
right
now,
we're
gonna
hear
about
the
corridor
studies
they're
really
about
the
roadway.
P
H
X
In
2016,
our
community
was
shaken
by
over
3,000
collisions,
resulting
in
59,
serious
injuries
and
seven
fatalities,
those
seriously
injured,
427
cyclists,
12
pedestrians
and
20
motorists
in
the
fatal
crashes,
Boulder
lost
a
daughter,
a
father,
a
wife
and
a
grandma.
We
are
more
than
just
numbers.
We
are
individuals,
we
are
a
community.
We
need
to
look
out
for
one
another
and
make
our
streets
safer.
X
X
Vision,
zero
programs
across
the
United
States
operate
under
the
principle
that
traffic
deaths
and
severe
injuries
are
both
preventable
and
unacceptable
and
that
all
of
us
should
be
able
to
get
around
safely
on
our
streets.
There
are
many
factors
that
contribute
to
safe
mobility,
including
roadway
design,
these
enforcement,
behaviors
technology
and
policies
with
vision,
zero.
Our
city
is
committed
to
addressing
all
these
factors
in
order
to
achieve
the
bold
vision
of
Bureau
traffic,
related
fatalities
and
severe
injuries.
All
of
us
have
a
role
to
play
in
vision:
zero,
whether
we're
driving
biking
or
walking.
X
L
W
That
is
a
video
that
can
be
found
on
our
vision,
0
website
as
part
of
our
educational
campaign
in
2014,
the
city
adopted
the
vision,
zero
goal,
and
we
in
doing
so,
we
joined
a
growing
number
of
communities
that
have
adopted
this
goal
and
are
working
to
achieve
it
together
and
we
appreciate
being
a
part
of
that
community,
because
it
certainly
will
take
efforts
from
all
the
different
communities
working
on
this
to
ultimately
achieve
vision.
Zero
in
our
country.
W
Zero
is
that
bicycle
and
pedestrians
are
represent
only
8%
of
total
collisions,
but
represents
60%
of
the
severe
crashes
that
we're
trying
to
eliminate
with
vision,
zero.
Also
that
impairment
and
impaired
people
again
represent
only
3%
of
the
total
collisions
but
represent
38%
of
the
fatalities.
This
is
key
vision,
zero
information
and
basically
drives
our
work
program
going
forward
and
to
try
and
mitigate
this.
As
previously
has
been
discussed.
W
We
use
a
4e
approach,
engineering,
education
enforcement
and
evaluation
and
I'll
talk
about
the
role
that
each
of
these
play,
these
graphics
describe
top
collision
locations
in
the
city
from
the
last
safe
streets,
Boulder
report,
these,
of
course,
in
the
report.
They
include
the
top
locations
for
motor
vehicle
collisions,
as
well
as
the
top
locations
involving
bicycles
and
pedestrians.
These
are
locations
where
a
large
amount
of
crashes
have
been
occurring
and
where,
if
we
did
not
take
action,
we
would
expect
large
numbers
of
crashes
to
continue
to
occur
in
each
of
these
locations.
W
Now,
as
I
talk
about
the
different
key
strategies,
I'll
start
with
engineering,
because
engineering
is
a
very
important
strategy.
How
we
design
operate
and
maintain
our
streets
is
certainly
key
to
being
able
to
move
people
safely
upon
them.
Some
of
the
strategies
that
we
have
been
using
to
try
and
mitigate
crashes
include
the
way
that
we
operate.
Our
traffic
signals
specifically
left
turn.
W
Phasing
leading
pedestrian
intervals
and
restrictions
of
right
turns
on
red,
also
green
pavement
markings
specifically
at
places
where
there
would
be
conflict
between
bikes
and
turning
traffic
and
then
of
pavement
markings
and
signs
that
are
there
to
remind
people
of
their
responsibilities
at
certain
conflict
points.
Here
are
some
examples:
oh
I'm.
Sorry,
let
me
go
back.
I
should
note
that
we
have
installed
97,
distinct
engineering
improvements
in
the
past
two
years
at
73,
specific
locations.
I
think
that
this
speaks
to
the
role
that
engineering
has
played
in
our
vision,
zero.
W
We
certainly
have
identified
that
we
need
to
take
a
look
at
our
traffic
signal
practices
for
years
that
we
have
operated
our
traffic
signals
to
provide
what
we
thought
was:
a
combination
of
safe
and
efficient
travel
and
again
using
national
standards
for
determining
those
criteria
in
the
vision,
zero
environment.
Those
standards
are
not
going
to
be
satisfactory,
and
so
we
need
to
look
critically
at
the
way
we
operate.
Our
traffic
signal
practices.
W
We've
done
so,
hopefully
you've
seen
the
link
in
the
memo
that
speaks
to
the
work
that
we've
done
on
that
to
date,
the
areas
that
we're
specifically
targeting
our
left
turn
phasing
the
way
that
we
determine
left
turn
phasing
leading
pedestrian,
avoid
use
and
restrictions
of
right
turn
on
red
and
we've
looked
at
the
traffic
signal
practices
or
lack
thereof
in
numerous
pure
cities
around
the
country
and
are
using
that
to
inform
the
development
of
our
traffic
signal
practices.
It's
our
intention
to
complete
that
work
this
year
and
be
operating
under
those
new
practices.
A
W
Y
Both
in
a
lot
of
you
know,
test
lab
environment
and
then,
ultimately,
in
deployments
in
several
states
across
the
United
States
and
what
they
found
in.
Comparing
the
experience
of
left
turn
crashes
under
the
traditional
circular
green
display
for
what
we
call
a
permissive
left
turn
where
you're
allowed
to
turn
left.
But
you
have
to
yield
to
any
conflicting
traffic.
Y
What
they
found
is
simply
by
changing
the
display
from
the
circular
green,
which
everybody
has
had
an
experience
for
decades
to
the
flashing
yellow
arrow,
that
the
number
of
crashes
was
reduced
and
that
was
very
consistent
finding
over
again
multiple
years
in
multiple
states
and
the
the
extent
of
the
reduction
was
significant
enough,
that
the
federal
government
changed
the
national
standard
in
the
manual
and
uniform
traffic
control
devices
to
using
the
flashing
yellow
arrow
display.
And
so
it
is
now
the
adopted
national
standard.
Y
It's
no
longer
an
experiment
and
like
it
was
when
we
started
using
them
in
2004.
It
is
going
forward
the
national
standard,
so
you
will
see
them
in
more
and
more
communities
throughout
the
metropolitan
area,
going
forward
any
new
construction
that
we
do.
We
use
the
yellow
arrow
and
we're
retrofitting
them
on
a
prioritized
basis.
Y
There
is
certainly
some
confusion
as
with
any
new
and
changed
vice.
What
the
research
found
is
that
I
enlarge
the
confusion
that
exists,
results
in
mistakes,
that
they
would
categorize
as
safe
mistakes.
So
if
you
look
at
the
flashing,
yellow
arrow
and
you're,
not
sure
what
it
means,
if
you
decide
well,
maybe
that
means
I
can't
go,
that's
a
mistake,
but
it's
a
safe
mistake.
Nobody
gets
hurt.
What
the
research
found
is
the
circular
green
ball
after
decades
of
use,
people
would
look
at
it,
save
as',
see
green,
they
would
see
it's
over.
Y
A
P
Just
wanted
to
point
out
I
forget
if
his
last
meeting
in
the
meeting
before
tab
reviewed
a
sort
of
a
draft
video
there's
a
number
of
videos
like
what
you
saw
that
are
shorter
and
targeted
on
particular
behaviors.
But
there
is
one
that
they're
that
they're
working
on
right
now
to
explain
what
every
road
user
is
supposed
to
interpret
the
flashing
yellow
pass,
because
there
is
a
lot
of
confusion
out
there
you're
right.
But
that
is
something
they've
already
thought
about.
They're
working
on
and
hopefully
you'll
see
that
quite
soon,
yeah.
H
H
You
know
because
what's
that,
yeah
hurry
up
right
right
because
they're
thinking
of
it
as
they
typically
seen
the
yellow
and
the
transition
from
the
green
and
they
think
okay,
cool
I-
can
do
the
last
left
turn
before
the
light
goes
red,
so
I
think
education
is
gonna,
be
critical
if
this
is
actually
to
roll
out
everywhere,
because
yeah
decades
people
have
been
used
to
a
particular
way
and
I.
Don't
know
if
there's
signage
that
you
can
do
or
if
what
other
cities
have
done
right.
Y
There
is
signage
when
the
the
FHWA
came
out
with
the
revised
practice
and
the
requirement
that
this
this
display
be
used.
They
did
not
recommend
the
use
of
instructional
signing,
but
they
did
leave
it
as
optional
and
some
communities,
including
Longmont.
If
you
spend
any
time
there,
they
chose
to
use
instructional
signing
look
at
research
to
see
if
there
is
a
measurable
benefit
from
the
use
of
the
signing,
because
it's
not
without
cost
and
the
biggest
cost
isn't
for
the
fabrication
and
installation.
Y
It's
the
load
on
the
master
and
it's
the
space,
that's
taken
up
that
could
be
used
for
something
else,
and
it's
the
visual
clutter
in
the
environment
that
we're
concerned
about
that.
We
don't
want
to
use
something
unnecessarily,
but
if
there
is
value
that
we
can
identify
with
use
of
the
sign
we're
considering
using
it,
it.
A
A
E
Not
sure
who
this
is
for,
but
just
while
we're
talking
about
signalization,
just
a
question
about
a
bike
signal,
we
just
have
one
or
two
that
I
know
of
in
the
city,
but
is
we
where
we've
implemented
leading
pedestrian
intervals?
Those
are
for
bikes
as
well
right
I
mean.
Aren't
you
about
or
not
to
seems
like.
You
should
be
as
a
bike
to
go
before
the
cars
do
as
well,
and
can
we
represent
that
with
a
bike
signal?
Alright,.
Y
Great
question
so,
where
you
see
a
leading
pedestrian
interval,
it
is
provided
by
the
pedestrian
indication
and
that
controls
the
entry
into
the
crosswalk
area
of
an
intersection
by
pedestrians
or
by
cyclists,
acting
as
pedestrians,
using
the
bad
facility
and
entering
the
crosswalk.
So
certainly
a
cyclist
and
a
multi-use
path,
that's
entering
a
crosswalk,
they
get
the
benefit
and
in
the
advantage
of
that
leading
pedestrian
interval
as
well.
Y
The
bicycle
display,
as
currently
identified
and
allowed
for
use
in
the
manual
on
uniform
traffic
control
devices,
is
specifically
targeted
for
the
situations
where
there
is
a
separate,
distinct
movement
that
cyclists
can
make
that
the
other
vehicular
traffic
cannot
make,
and
they
specifically
by
the
language,
preclude
the
use
of
the
bicycle
indication
for
providing
what
we
would
call
a
leading
bicycle
interval.
So
at
this
time
that's
not
an
available
tool
in
our
toolkit,
as
as
defined
by
the
federal
government.
Y
There
is
a
discussion
in
the
in
the
engineering
community
about
whether
that
limitation
is
appropriate
and
whether
it
should
be
expanded
to
be
able
to
be
used
for
things
like
a
leading
bicycle
interval.
And
if
that
comes
to
k'I
to
pass,
then
we
would
consider
that
as
another
tool
in
our
toolbox
are.
Y
Y
We're
developing
as
we
as
we
document
refine
and
update
our
practices.
We
are
working
right
now
on
defining
in
what
areas
and
situations
we
think
they're
an
appropriate
tool
and
also
the
specifics
of
how
will
they
be
deployed.
Currently
we
have
them
in
a
half
a
dozen
locations,
and
currently
we
all
use
it
all
of
them.
A
three
second
leading
interval.
You
have
a
three-second
head
start
before
any
other
vehicular
display
goes
green
practices
around
the
country.
Very
most
studies
are
recommending
an
interval
from
3
to
7
seconds.
Y
A
It
just
seems
to
me
you
know,
especially
at
the
most
dangerous
intersections,
that
sooner
rather
than
later
would
be
good,
especially
you
know,
high
pedestrian
volume,
like
you
know,
trying
to
cross
Canyon
near
the
whatever
that
is
near
MacGuffins.
You
know
those
kind
of
things
where
there's
a
lot
going
on
and
it
feels
really
dangerous,
yeah
I
guess
I
would
just
encourage
us
to
get
on
with
deploying
those
all
right
and.
Y
I
would
say
that
we
have
been,
as
we've
been
developing
the
updated
signal
practices.
We
have
been
continuing
to
look
at
the
lessons
learned
from
the
last
safe
streets,
bold
report
and
current
conditions,
and
so
we've
actually
been
adding
a
few
when
freezing
all
you
know,
engineering
activity
around
signal
operation,
while
we
conduct
the
the
practice
update,
we've
been
deploying
them
in
new
locations.
Okay,.
H
Like
the
leading
pedestrian
indicator,
I
mean
I.
Think
it
is
it's
just
a
reprogramming.
It's
very
effective.
You
know,
as
I've
seen
some
of
them
come
in
I've
been
like
hey
cool.
You
know
that
it's
very
clear
that
you
shouldn't
be
thinking
that
you're
gonna
make
a
right
turn
or
anything
like
that
when
they
get
the
walk.
You
know
early.
That
really
helps.
You
know.
Let
a
motorist
know
what
is
appropriate
at
a
time.
The
other
comment
I'll
make
is
like
the
light.
H
That's
at
Colorado
and
Folsom
that
has
the
red
arrow
for
the
right
turn.
You
know
that
is
a
really
appropriate
way,
I
think
to
block
or
signage,
because
changing
people's
practice,
who
have
gotten
very
used
to
making
right
turns
on
red
may
be
hard,
but
when
you
see
the
light
or
the
signage
that
says
no
right
turn
on
red.
H
A
X
Q
W
Just
a
couple
of
clarifying
points
that
I
want
to
be
clear
that
when
we're
talking
about
left
turn
phasing,
that's
not
a
question
of
whether
we
use
or
don't
use
flashing
yellow
arrow.
So
it's
really
more
a
question
of.
Do
we
operate
permissively
with
left
turn
with
flashing,
yellow
arrows,
or
do
we
operate
in
this
protected
fashion
with
red
arrows?
That's
really
more!
W
So
traffic
signal
practices
I
think
we
got
that
covered.
This
is
a
story
map
that
you
would
find
on
our
vision,
0
website.
This
is
this-
shows
all
of
the
different
engineering
treatments
that
we've
implemented
pertaining
to
vision
0
in
the
past
2
years.
There
is
a
story
map
like
this,
for
each
of
the
other
key
strategies
as
well.
Education
and
enforcement
enforcement
is
important,
and
one
of
the
things
that
we
collaborate
with
the
police
department
on
one
of
our
premiere
collaborations
is
our
heads
up
campaign.
That
is
a
crosswalk
safety
program.
W
It
targets,
of
course,
the
drivers
who
are
not
yielding
to
bikes
and
pedestrians
in
the
crosswalk,
but
it
also
focuses
on
bikes
and
pedestrians
and
they're
used
to
the
crosswalk
again
with
a
goal
of
everybody,
understanding
how
this
both
safely
and
legally
use
a
crosswalk
photo
enforcement
is
also
a
very
important
enforcement
component.
We've
got
eight
red-light
camera
locations
to
photo
radar
vans
and
that
program
has
been
in
operation
for
twenty
years,
we're
one
of
the
first
communities
to
be
doing
that
in
Colorado,
and
then
we
track
and
support
safety
legislation
alongside
the
police
department.
W
Examples
of
that
include
things
pertaining
to
distracted
driving
laws
pertaining
to
distracted
driving,
which,
of
course,
we
would
support
being
more
severe
and
and
with
stiffer
penalties
or
legislation
that
is
seems
to
come
up
every
year.
That
is
trying
to
dismantle
the
opportunity
to
do
photo
enforcement,
which,
of
course,
we
opposed
I
mean.
H
That's
an
important
one.
We
cover
that
the
legislative
subcommittee
a
lot
every
year,
they're
trying
to
roll
that
back
and
lucky
that
they
can
looper
vetoed
a
bill
a
couple
of
years
ago
on
that
but
I,
don't
know
why?
Because
the
the
numbers
are
so
clear
that
that
is
a
very
helpful
tool
in
the
toolbox.
So
the
comment
the
council's,
so
you
know
that
that
program
is
always
under
attack
and.
W
We
do
have
pretty
strong
numbers
as
it
pertains
to
crash
reduction.
Yeah
education
is
also
an
important
tool
and
and
I
say
that,
in
the
context
of
there
are
a
lot
of
behaviors
that
result
in
serious
injury
and
fatal
crashes
that
that
are
not
going
to
be
mitigated
by
engineering
treatments
and
for
which
there's
going
to
need
to
be
a
change
in
behavior
and
education
is
one
of
the
key
tools
to
cause
that
to
occur
again.
W
Lighten
up
Boulder
is
a
program
in
which
the
city
county
and
see
you
have
distributed
over
13,000
bike
lights,
obviously,
to
keep
people
well
lit
at
night,
and
then
our
newest
education
program
has
to
do
with
the
dangers
of
impaired
and
distracted
travel
for
all
modes,
and
this
is
obviously
an
issue
that
has
plagued
our
country
for
decades,
but
has
certainly
been
made
more
of
an
imperative
with
the
introduction
of
new
ways
in
which
people
can
be
distracted
on
the
roadways.
And
it
will
be
something
that
is
say
not.
F
F
W
W
Again,
we
think
that
this
is
a
pretty
good
venue
for
connecting
with
people,
but
we
are
always
looking
for
better
venues.
Like
you
mentioned
the
variable
message
boards.
Some
of
you
had
other
ideas
that
we're
exploring
our
using
movie
theater
advertising
and
seeing
if
we
can
get
some
of
our
videos,
maybe
that
video
that
we
that
we
showed
at
the
beginning
played
at
CU
sporting
events.
In
fact,
we're
gonna
be
meeting
with
people
from
see
you
tomorrow
to
have
that
conversation.
A
E
A
W
Last
year
that
we
created
our
vision,
zero,
Community
Partnership-
and
this
is
a
group
of
people
that
meet
periodically
and
discuss
topics
associated
with
vision,
zero
and
co-create,
and
collaborate
on
the
messages
associated
with
our
visions.
Our
outreach
and
and
the
implementation
of
those
messages
includes
our
transportation
advisory
board
staff
from
multiple
departments
at
the
city,
the
county,
the
state,
the
school
district,
see
you
and
and
community
organizations
who
are
interested
in
this
topic
as
well.
That
has
been
very
helpful
in
generating
some
ideas
and
then,
of
course,
evaluation
is
important
as
well.
W
This
is
how
we
know
where
to
implement
things.
It's
how
we
know
whether
the
things
we
implement
are
being
effective
or
not.
It
is
being
responsive
to
residents
when
they
contact
us
and
say
that
they
have
encountered
something
that's
unsafe
and
it
is
also
being
proactive
in
terms
of
the
generation
of
our
the
evaluation
and
generation
of
our
safe
streets
report,
and
with
that
in
mind,
just
be
aware
that
our
2018
safe
streets
report
is
currently
underway.
W
This
is
some
information
about
the
scoping
of
the
2018
safe
streets,
Boulder
report.
It
builds
on
the
2016
report,
looking
at
all
the
material
or
information
that
we
included
in
there
for
comparison
purposes
specifically
evaluating
crash
data
from
2015
to
2017.
It
will
involve
deeper
analysis
on
certain
topics
that
we
identified,
that
you
know
we
didn't
get
everything
we
needed
the
first
time
around.
It
will
also
include
some
new
topics
and
probably
the
most
important
being
evaluation
of
the
effectiveness
of
our
mitigation
devices.
To
date,.
W
So
if
you
take
anything
away
from
this
presentation,
what
I
hope
it
would
be
is
that
our
approach
to
implementing
vision,
zero
is
data-driven
an
action-oriented
we're
using
data
to
determine
where
the
crash
trends
are
we're,
using
data
to
determine
what
mitigation
to
use,
whether
that
mitigation
is
effective,
we're
also
using
data
to
determine
if
there
are
locations
that
have
crash
trends.
Are
there
other
locations
in
the
community
that
have
similar
characteristics?
W
That
would
then
allow
us
to
adopt
a
safe
systems
approach
and
implement
mitigation
at
those
locations
before
crashes
occurred
and
actually
be
proactive,
because
only
by
being
proactive
or
we
have
removed
the
bar
towards
vision.
Zero
comprehensive
for
each
strategies
are
important.
We
need
to
be
using.
W
All
of
these
is
not
absolutely
not
the
case
of
using
only
one
or
two,
and
that
this
is
a
extremely
challenging
task,
and
it
will
take
all
of
us
working
together
individually
as
a
group,
multiple
communities
working
together
in
order
to
create
the
change,
we
need
and
ultimately
see
the
path,
division,
zero
and
again,
just
a
reminder
again.
The
most
comprehensive
evaluation
of
our
safety
to
date
will
be
forthcoming
in
the
2018
safe
streets,
Boulder
report
to
be
completed
by
the
end
of
this
year,
and
with
that
we
have
this
question
for
City
Council.
Oh.
A
A
Close
enough
that
I
think
that
we
need
to
take
them
on
in
terms
of
partnering,
to
County,
to
make
that
a
priority
given
just
that
by
commuters
are
trying
to
use
it,
and
it's
a
really
scary
place.
So
I'll
just
throw
that
out.
There
is
to
me
that
if
it's
right
outside
town
and
it's
relevant
to
people
into
town,
but
that
should
be
close
enough
for
us
to
make
it
a
priority,
we.
W
Have
an
extremely
close
relationship
with
Boulder
County
staff:
they
we
collaborate
with
them
all
the
time
they
give
us
their
opinions
on
what
we
should
be
doing
in
the
city.
We
give
them
our
opinions
about
what
they
should
be
doing
in
the
county
as
well,
and
we
certainly
have
had
conversations
about
J,
Roden,
excellent.
I
A
A
M
W
Changes
that
are
anticipated
to
be
worked
on
this
year,
there's
also
a
fair
amount
of
flexibility
in
the
way
that
those
design
and
construction
standards
can
be
applied.
So
there
I
think
that
it's
well
I'll
just
say
that
there's
a
fair
amount
of
flexibility,
a
song
I'm,
not
sure
that
the
issue
so
much
is
that
we
have
the
wrong
standards
is
that
we
just
need
to
be
having
dialogues
about
where
they
that
flexibility
should
be
applied.
Okay,.
A
G
Aaron
well,
I
know
a
lot
of
lot
of
the
seeds
that
have
vision.
Zero
programs
have
found
that
the
most
effective
tool,
reducing
injuries
and
fatalities
is
speed.
Speed,
limit
reductions,
I
think
they
found
that
that's
the
most
effective
tool
and
that
kind
of
falls
both
in
your
engineering
and
your
enforcement
area,
and
that,
of
course,
increases
response
time,
but
also
decreases
the
the
likelihood
of
fatality
or
serious
injury.
Where
are
we
on
speed
reductions
as
part
of
this
program?
Yeah
so
I
I.
G
Q
One
of
the
things
that
points
out
is
that,
from
our
perspective,
changing
the
speed
limit
does
not
change
the
operational
speed
of
the
vehicles.
As
a
matter
of
fact,
there's
a
great
deal
of
evidence
that
indicates
that
how
fast
people
travel
is
primarily
influenced
by
the
environment
that
they're
driving
through
so
is
it
constrained,
is,
and
so
just
the
mere
act
of
changing
the
speed
limit.
If.
G
That's
what
I
said:
there's
not
much.
There
was
to
ease
yeah
engineer
and
there's
an
enforcement
right
and
the
cities
that
have
done
this
and
have
realized
tremendous
benefits
have
stepped
up
their
enforcement.
So
it's
not
just
simply
posting
a
sign
as
posting
a
sign
and
then
changing
behavior
in
four.
Q
W
Know
the
only
other
thing
I
would
say
is
that
again
too,
with
it
with
a
goal
of
reducing
serious
injury
and
fatal
crashes,
specific
vision,
zero
goal,
we
would
need
to
be
looking
at
where
those
crashes
are
occurring
and
predominantly
they're
not
occurring
on
our
residential
streets,
not
occurring
on
our
our
25
mile,
an
hour
streets,
they're
occurring
on
our
arterial,
roadways
and
again
I.
Don't
discount
what
you're
saying
about
speed.
G
Queens
Boulevard,
which
is
and
I
took
a
road
way,
was
the
speed
limit,
was
50
50
miles
an
hour.
So
it's
it's
like
a
rapaho.
You
and
they've
gone
from
my
camera,
where
the
number
was
seven
or
two
all
the
year
to
zero
a
year
play
reducing.
So
it's
in
the
speed
on
that
roadway.
I
played
receipts
on
that
roadway
yeah.
So
there
are
examples
that
are
comparable
to
what
we
have.
T
Yes,
so
we've
held
several
hearings,
both
public
and
informal,
on
just
the
the
spate
of
injuries
that
have
occurred
to
Boulder
Bay
cyclists,
on
Jay
proton,
diagonal
and
also
on
36
between
Boulder
and
Lyons,
and
we
know
from
the
somewhat
outdated
or
sorry
older
data.
We've
had
difficulty
getting
up-to-date
data
from
cidade
just
based
on
their
collection
methodologies,
but
also
anecdotally
that
people
are
terrified
and
it's
not
simply
a
matter
of
speed.
T
It's
also
matter
of
texting
while
driving
impaired
driving
I
think
you
all
remember:
Bill
Davis,
the
Google
employee,
who
was
killed
by
a
drunk
driver
on
Jay
Road
in
2016.
So
all
of
these
things
collectively
point
point
toward
both
a
need
for
greater
enforcement,
as
well
as
for
speed,
speed
control
measures.
T
We
can
ask
this
council
to
help
be
more
supportive
of
those
efforts
and
also,
frankly,
help
us
get
the
word
out
to
see
dot.
You
know
these
are
boulder
residents
who
are
being
seriously
injured
and
killed,
and
we've
sent
a
resolution
to
cidade
calling
for
stronger
enforcement
for
non-automated
enforcement
for
productions
and
speed
limits
across
those
corridors
and
we'd
really
really
appreciate
your
support
and
help
in
making
sure
that
that
those
measures
are
vague,
are
viewed
and
weighed.
E
We'll
just
a
couple
thoughts.
Thank
you
for
all
of
that.
We
bring
up
bike,
boulevards,
I,
guess
I
mentioned
that
with
the
just
is
because
part,
a
part
of
making
our
intersections
safer
is
giving
people
safe
alternatives,
and
you
know
Mike.
You
talked
about
how
a
lot
of
our
older
streets
are
wider
and
granted.
Most
of
the
fatality
is
not
happening
on
the
residential
streets,
but
if
there's
opportunities
to
make
those
to
give
those
pinch
points,
you
know
so
that
speeds
are
slowed
and
you
get
good
bike
alternatives.
E
I
think
that
can
really
help
us
accomplish
these
goals.
I'd
like
to
see
that
include
as
part
I
know,
it's
in
the
Complete
Streets
program
but
and
I
know
it's
one
of
your
focuses
but
I'm,
looking
forward
to
seeing
more
about
that
and
I
just
before
I
mentioned
that
goals,
potential
new
goals
around
the
vision,
service
and
and
and
so
that
it
may
be
below
the
level
of
goals
in
the
TMP.
E
We
can
just
also
see
some
additional
metrics
on
these,
so
in
terms
of
what
what
are
our,
what
are
metrics
on
these
various
techniques
that
were
implementing
in
terms
of
the
you
know
the
leading
pedestrian
intervals
or
safe
bike
ways
for
setter
etcetera.
So
there
could
be
more
that
we
have
as
metrics
than
we
have
as
official
goals
in
the
TMP,
and
then
there
are
other
places
doing
some
really
good
work
on
this.
E
Like
Denver,
you
know
you
mentioned
the
message
boards
that
they
have
every
time
I
go
to
Denver
these
days,
I
see
some
new
treatment.
You
know
whether
it's
a
protected
bike
lane
or
protected
bus
lane,
or
they
had
a
right
turn
block
for
cars
in
downtown,
die
so
recently
that
that
was
an
intriguing
treatment.
So
I'd
love
to
see
us
maybe
learn
from
some
of
our
peers
around
the
region.
I
know
that
the
Denver
Regional
Council
of
Governments
is
working
on
convening
a
vision,
zero
kind
of
collaborative
across
the
area.
E
Then
we
have
I
think
some
of
the
paint
stuff
that
we've
done
is
great
signs.
I
think
only
going
to
get
us
so
far
and
I
think
sometimes,
when
you're
able
to
put
concrete
on
the
ground
to
steer
exactly
where
people
can
go.
That
can
be
more
effective,
so
I'd
love
to
just
see
us
focus
on
that
as
well.
So
thank
you.
Thank
you.
I.
Z
Good
evening
I'm
Natalie
Stifler
I'm
a
senior
transportation
planner
with
go
builder
I'm,
going
to
try
to
embody
my
favorite
motto
tonight
be
brief,
so
I
will
try
to
move
quickly
through
this
update
on
the
transit
service
delivery
study.
So
you
will
notice.
There
are
a
few
other
items
and
you're
in
your
packet
tonight
related
to
the
hop
study,
the
downtown
Boulder
station
study
and
the
RTD
Pass
program
working
group
I'm
not
going
to
hit
on
those
tonight.
But
if
you
have
any
questions,
feel
free
to
let
us
know
so.
Z
So
just
a
little
bit
of
background,
as
you
know,
our
current
service
delivery
model
relies
heavily
on
RTD.
They
operate
the
majority
of
service
within
Boulder.
We
also
supplement
that
service
through
by
ups
on
the
jump
in
the
bound
operating
the
hop
service
and
other
local
partnerships,
and
then
our
existing
model
really
serves
as
a
multi-faceted
approach
to
delivering
transit
service.
But
this
current
service
model,
as
I
mentioned,
relies
heavily
on
RTD
and
that's
becoming
more
of
a
challenge
for
us.
Rvt
has
limited
resources
and
competing
priorities
in
2017.
Z
They
started
drawing
down
from
base
bus
service
funds
to
pay
for
fast-track
fast-tracks
projects,
and
those
are
obviously
largely
Denver
centric
projects
and
additionally,
Boulder
continues
to
see
on
an
annual
basis
service
cuts
related
to
our
based
bus
service
and
just
overall
transit
infrastructure
investments,
declining
related
to
stops
and
station
and
facilities.
The
confluence
of
these
factors
in
the
continuing
need
to
provide
a
high
capacity
way
of
moving
people
in
Boulder
means
that
the
city
needs
to
find
new
service
delivery
models
if
we're
going
to
meet
our
TMP
goals.
Z
So
this
the
first
phase
of
work
that
some
of
you
have
already
heard
about,
we
looked
at
our
renewed
vision
for
transit
costs.
We
looked
at
our
existing
transit
service,
which
is
costing
about
fifty
point
four
million
dollars
a
year,
and
we
compare
that
to
our
2035
2035
transit
service
vision,
which
is
about
117
point,
seven
million
dollars.
So
that's
about
a
133
percent
increase
in
transit
service
in
the
long
term,
and
obviously
we
would
need
to
come
up
with
a
mix
of
local
regional
state
and
state
and
federal
funding
sources
to
deliver
that
service.
Z
The
second
part
of
the
phase,
one
work
that
we
looked
at
was
our
return
on
investment
here,
I'm,
just
providing
a
quick
snapshot
of
how
that
1%
sales
tax
works
with
RTD.
So
we
pay
0.6
percent
of
that
1%
for
a
base,
bus
system
service
and
then
0.4%
for
fast
tracks
and,
as
I
mentioned,
RTD
is
drawing
down
on
that
base
bus
system
funding
to
to
pay
for
fast
tracks.
So
this
is
relevant
to
the
return
on
investment
because
we
looked
at.
Z
We
looked
at
our
return
on
investment
for
base
service
funding
non
fast
tracks,
and
then
we
looked
at
ik
looking
at
just
fast
track,
so
our
base
service
return
on
investment
is
not
so
bad.
We're
getting
basically
94
where
we're
covering
about
94%
of
the
cost
of
service
that
we're
getting
back
from
RTD.
Z
We
looked
at
some
pure
situation,
so
we
looked
at
pure
agencies
across
the
country,
the
four
agencies
from
le
métro
one
each
from
seattle,
washington
DC.
These
are
all
just
examples
of
local
agencies
that
operate
in
a
bigger
regional
context,
so
we
were
looking
at
you
know:
what
can
we
learn
from
them
with
the
way
that
they
govern
and
fund
their
transit
service?
So,
building
on
this
peer
research,
we've
developed
this
of
governance
models
I'm
going
to
go
through.
This
is
where
we'll
spend
the
bulk
of
the
time.
Z
I'm
gonna
go
through
each
of
these
models
and
try
to
give
you
a
brief
explanation
of
what
we
mean
by
each
of
these
models.
So
this
first
one
is
pretty
straightforward.
It's
our
status
quo,
maintenance
of
current
service
model.
The
one
thing
to
note
here
is
just
that:
we're
gonna
continue
to
see
a
degradation
and
service
if
we
keep
things
going,
the
way
that
they're
going
with
option
two.
This
is
the
expansion
of
our
current
hot
model
and
our
Byatt
model.
Z
So,
for
example,
the
city
could
provide
the
bound
and
Stampede
and
fund
it
as
a
partnership
like
the
hawk
with
RTD
and
Cu
students,
and
we
could
continue
to
look
for
opportunities
to
buy
up
additional
service
from
RTD,
as
Mike
mentioned.
That
also
is
a
bit
of
a
challenge
because
RCD
is
facing
some
driver
hiring
issues,
and
until
that
issue
is
resolved,
it
will
be
difficult
for
us
to
continue
to
buy
up
service
at
the
rate
that
we've
been
buying
it
up.
In
the
past
question.
E
Z
So
I
think
that
there's
there's
potential
that
we
could
face
some
issues.
It's
definitely
transit
industry-wide,
but
we've
seen
in
smaller
agency
models.
There's
they
don't
have
as
big
of
an
issue
because
there
there's
more
flexibility
in
in
kind
of
the
compensation
and
benefits
package
that
you
can
provide
where
RTD
is
just
operating
in
a
bigger
context,
where
there's
less
flexibility
to
do
so.
E
Q
Z
What
are
the
potential
models
that
can
help
us
deliver
local
service
and
also
get
us
to
deliver
a
regional
service
and
Happiness
RTP
course?
What
is
the
feasibility
of
implementing
legislative
and
legal
perspective
as
well
as
just
the
funding
piece
of
it
and
then,
of
course,
we're
considering
a
variety
of
other
criteria
such
as.
Z
Z
A
So
this
is
all
rather
complicated
late.
Getting
late
at
night,
I
will
say
that
there's
a
couple
of
us
that
serve
on
this
committee
and
I'll
just
say
a
lot
of
thought
went
into
the
governance
models
that
are
worth
checking
out
and
there
are
significant
trade-offs
amongst
all
the
choices.
I
wouldn't
say,
there's
an
obvious
best
choice.
A
L
E
Mean
they're
good
I
mean
yeah.
This
is
incredibly
complicated.
Those
look
like
the
right
criteria.
I
guess.
The
one
thing
I'm
missing
is
the
the
interest
of
partners
right.
So
if
we're
gonna
do
an
RTA,
that's
countywide
or
much
the
county,
we
have
to
first
make
sure
that
those
other
municipalities
are
interested
right
sounds
like
the
county
is
definitely
worth
exploring
these
things
with
us,
but
whether
we'd
go
to
an
RTA,
whether
we'd
consider
that
seriously
would
be
based
in
a
large
part,
on
whether
you
know
Louisville,
Longmont,
etc,
would
be
interested
in
working
together.
I
B
A
As
the
statewide
transportation
funding
conversation
happens,
the
Metro
mayor's
caucus
and
then
subsets
we're
all
looking
at
RTA's
to
see
is
that
a
better
way
to
just
fund
everybody's
stretch
from
the
station
needs
on
the
front
range
or
not,
but
it's
such
a
complicated
model.
But
you
know
a
lot
of
people
are
having
these
conversations.
It's.