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From YouTube: Boulder City Council Special Meeting 09-26-2017
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A
C
B
D
A
F
F
F
Acquired
the
site
with
the
city
of
Boulder
to
develop
the
RTD,
a
transit
area
there
with
Depot
Square,
affordable
housing.
On
top
of
it,
the
T
vapp
Transit
Village
area
plan
was
adopted
in
in
2007,
and
then
there's
been
two
study
sessions
with
with
counsel
one
in
2012
and
one
in
2016
to
look
at
the
particular
site
that
were
discussing
tonight
and
the
outcomes
that
City
Council
was
looking
for.
F
F
So
last
October,
in
the
study
session,
we
presented
four
different
scenarios
to
you
and
I'll
just
go
over
this
briefly
and
then
summarize.
What
came
out
of
that
studies?
So
we
hired
a
a
consultant
to
do
our
financial
analysis
of
the
site
and
look
at
the
different
levels
of
affordability
that
could
be
obtained
through
different
approaches.
So
the
first
scenario
was
pretty
basic.
It
was
assuming
that
20%
of
the
units
on
site
would
be
affordable,
but
that
we
would
sell
the
property
to
a
developer
at
a
cost
that
was
estimated
at
that
time.
F
F
F
Okay,
there
we
go
the
second
scenario
we
were
able
to
give
32%
of
the
the
units
as
as
permanently
affordable,
combination
of
low
mod
and
middle,
and
this
this
scenario
assumed
that
the
whole
site
would
be
for
sale
units
both
the
affordable
and
market
units
and
I.
Think
there
was
some
concern
about
whether
we
could
get
a
developer
to
develop
this
as
completely
for
sale
as
well
scenario.
3.
F
We
got
30%
affordability,
but
there
was
a
mix
of
a
wider
mix
of
units
between
very
small
units
up
to
townhome
units,
20%,
low,
mod,
10%,
middle
and
there's.
You
know
different
ranges
of
the
of
the
market
units
as
well,
which
enable
the
site
to
create
the
affordable
units
from
a
financial
standpoint,
and
these
different
scenarios
looked
at
different
levels
of
slightly
different
levels
of
density
on
the
sites
as
well.
F
So
the
scenario
got
the
highest
level
of
affordability
with
with
45%,
and
you
can
see
sort
of
the
summary
of
that
the
32%
low,
mod
and
13%
middle,
but
it
required
that
the
city
would
put
some
resources
into
the
project
and
for
all
of
these
scenarios,
it's
a
mix
in
it's
a
balancing
of
many
things.
It's
it's
the
unit
types.
It's
the
sizes,
it's
the
number
of
units,
it's
the
percentage
of
ownership
and
rental,
so
we
were
really
just
playing
with
with
different
options
to
see
what
they
would
look
like.
F
F
F
F
The
first
was
for
the
site
to
provide
50%
of
the
of
the
total
number
of
units
on
the
site
as
permanently
affordable,
that's
being
a
combination
of
both
low,
mod
and
middle,
a
mix
of
housing
types
10
year,
which
is
rental
and
homeownership,
and
a
project
that
really
focused
on
the
mobility
aspects
of
the
site
and
really
connected
well
from
a
pedestrian
standpoint
and
biking
and
it
being
next
to
the
RTD
station.
It
really
made
a
lot
of
sense
to
to
focus
on
this
again.
F
So
the
RFP
went
out
in
March
it.
The
we
had
four
submissions
that
were
submitted
the
middle
of
June.
We
had
a
staff
committee
that
was
put
together
that
represented
all
the
different
technical
areas
of
the
city
that
related
to
the
RFP,
and
then
we
had
a
public
forum
in
this
room
where
each
of
the
four
applicants
presented
their
proposal
to
the
public.
We
were
able
to
hear
questions
and
comments
from
the
public,
and
then
the
staff
went
through
a
process
and
scoring
of
the
of
the
applications.
F
F
The
the
parking
was,
you
know,
based
on
what
the
requirements
were
using
the
some
principles
and
they
had
affordable
commercial
space
21,000
square
feet,
which
they
recommended
and
agreed
would
be
deed,
restricted
and
so
I'll
go
into
some
of
the
detail
of
some
of
these
areas.
Now
so
the
sustainability
strategy,
they
they
really
looked
at
at
the
whole
site.
They
they
looked
at
the
envelopes
of
the
buildings
and
put
a
lot
of
effort
into
these
envelopes
to
make
them
the
most
energy
efficient
possible.
F
F
We're
predominantly
the
the
other
proposals
were
just
hitting
the
60%
ami
and
so
that
top
table
describes
the
the
rental
permanently
affordable,
housing.
The
the
bottom
table
shows
permanently
affordable
homeownership
units,
both
two-bedroom
condos
in
3-bedroom
townhomes,
which
would
represent
10%
of
all
the
units
on
the
site.
F
So
one
of
the
things
I
wanted
to
look
at
was
how
this
sort
of
the
family
housing,
how
that
compared
to
what
we
would
call
family
housing
on
the
rest
of
the
TV
area,
projects
that
have
already
been
developed
or
in
the
process
of
being
developed.
So
in
that
middle
column,
work
says
existing
under
construction
in
the
T
vApp
area,
there's
109
townhomes,
which
represents
10%
of
the
unit's
there
and
there's
66
condos
or
stacked
flats.
F
F
So
we
would
be
working
with
the
developer
and
this
would
really
be
a
pilot
for
us,
but
they've
identified
21,000
square
feet
that
would
be
deed,
restricted,
broken
up
into
smaller
parcels
for
small
retail
spaces,
pop-ups
some
nonprofit,
some
startup,
smaller
businesses,
and
really
looking
at
the
types
of
businesses
that
would
activate
the
site
and
really
relate
to
what's
happening
in
the
street
and
the
public
space.
So.
F
The
parking,
if
you
look
at
this
diagram
on
the
right,
it
indicates
there's
sort
of
four
blocks
here.
The
north
and
south
blocks
on
the
western
side
of
the
site
would
have
underground
parking
of
280
spaces,
and
then
the
townhomes
in
the
upper
right
would
have
tuck
in
parking
and
then
you'll
see
there's
public
parking
along
the
streets
as
well.
F
F
For
mister
Stane
ability
standpoint,
they
were
really
looking
at
melding,
the
environmentally
socially
and
economic
areas,
our
approaches
to
the
site.
So
again,
it's
a
electric
site
with
photovoltaic
solar,
generating
electricity,
not
having
any
gas
on
the
sites,
looking
at
geothermal
and
really
looking
at
the
site
in
its
totality
in
its
approach
to
the
energy
use,
also
using
user
load
control.
F
From
the
urban
design
standpoint
again,
there
was
variety
of
architecture
on
the
site.
The
staff
felt
that
they
responded
well
to
the
form
based
code.
It
interacted
well
with
the
the
park
that's
going
to
be
developed
in
the
northeast
corner,
as
well
as
the
the
Goose
Creek
path
that
goes
along
the
north
and
the
variety
of
building
types
was
was
supported
by
the
staff.
I
also
want
to
mention
that
several
the
staff
members
are
here
that
we're
on
the
committee
and
can
answer
more
detailed
questions
about
any
of
these
specific
areas.
F
So
our
next
steps,
the
the
fourth
quarter.
If
you
approve,
we
would
move
forward
with
negotiating
a
letter
of
intent
with
zocalo,
which
would
really
be
an
outline
of
the
agreement
and
then
in
the
the
first
quarter
of
2018,
we
would
complete
this
development
agreement
and
bring
it
back
to
City
Council
and
the
developer
team
is
also
here
to
answer
any
questions.
But
these
are
the
the
final
questions
related
to
this
presentation
and
I.
Think
that's
the
first
presentation
of
every
given
that
I
wasn't
interrupted
so
that
was
I
was
I,
was
surprised.
H
I
Do
so
Thank
You,
mayor,
I'm,
William,
chef
gun
and
I'm
the
project
lead
and
consultant
to
zocalo
Community
Development
I
had
a
great
time
assembling
this
team
and
I'm
proud
to
introduce
some
of
the
members.
So
our
ace
design
team
includes
Brian
Bowan
and
his
firm
caddis
bill,
Holley
key
and
Coburn
and
Chris
years
and
shears
Atkins
Roquemore.
We
also
have
a
local
investor
group
in
signature
partners
represented
by
Neal,
Littman,
Bob,
Reichenberg
and
Wendell
Pinkett.
I
Lower
Steinbaum
is
here
from
Boulder
housing
partners
who,
along
with
Boulder
Housing
Coalition,
represent
ownership
and
management
for
the
affordable
program
on
site.
We
have
a
variety,
perhaps
half
a
dozen
other
partners,
including
potential
commercial
tenants,
a
non-profit
and
small
business
who
are
part
of
our
team.
J
For
thanks,
Curt
I
really
wanted
to
interrupt,
but
I
contained
myself.
So
you
mentioned
the
21,000
square
feet
of
the
affordable
commercial
space.
So
I
was
really
happy
to
hear
that
it
was
gonna,
be
a
variety
of
sizes
and
types
of
spaces.
So
that's
really
great
and
I'm
curious
to
know
how
what
is
the
basis
for
setting
the
rent
part?
J
One
of
the
question
and
then
part
to
the
question
is
that
rents
are
gonna,
go
up
by
the
Consumer
Price
Index
and
in
a
video
that
we
received
from
staff,
maybe
a
couple
of
weeks
ago
with
respect
to
the
Gallagher
amendment.
It
talked
what
about
one
of
the
flaws
of
the
whole
Gallagher
and
amendment
was
the
fact
that
the
one
aspect
of
how
how
the
taxes
Rose
was
was
because
they
were
based
on
the
Consumer
Price
Index.
F
F
F
J
Thank
you,
I
think
this
is
a
really
exciting
piece
of
this
project
and
my
second
question
has
to
do
with
affordable
housing,
rental,
affordable
housing
units
on
site,
and
we
always
hear
about
how
difficult
it
is
to
actually
put
rental,
affordable,
housing.
On-Site
I
was
just
wondering
what
we've
learned
through
this
process
that
we
might
apply
to
other
situations
where
we're
told
that
it
can't
be
done.
Apparently
it
can
so
I
want
to
understand
that
part.
F
This
site
is
also
in
the
in
the
qualified
census
tract,
which
allows
it
to
have
a
little
bit
more
leverage
from
a
cash
standpoint
from
the
tax
credits
that
opportunity
exists
for
the
next
two
years
and
they
you
know,
base
their
assumptions
on
that.
Not
all
areas
of
the
city
are
able
to
take
advantage
of
that.
What.
F
I
I
We
need
to
work
more
carefully
and
closely
on
that
matter
and
have
started
to
do
so,
as
Curt
suggests,
it's
going
to
be
really
important
for
us
as
a
developer
team
and
the
city
to
work
together
in
an
expeditious
way
to
take
advantage
of
this
particular
program
to
say
nothing
of
others.
This
is
what
allows
us
to
go
the
extra
mile,
if
you
will,
at
this
Tod
location
on
the
Affordable
program,
we
can
still
do
a
robust,
affordable
program
without
it,
but
this
is
what
really
we
think
makes
this
program
even
stronger
and.
I
Or
the
nice
is
the
four
percent,
so
the
non-competitive
program
Mary,
if
I,
could
also
add
to
your
prior
question
a
response.
You
might
recall
you
and
I
met
on
a
different
project
about
a
year
ago,
and
you
were
the
one
who
introduced
me
to
Holly
Brogan
who,
in
turn
educated
me
on
the
problem
of
small
and
non-profit
business
affordability
in
Boulder,
which
is
why,
in
another
project
or
a
rapaho
project,
we
began
to
experiment
with
this
idea
of
affordable
commercial
space.
So
we're
already
learning
a
lot
about
what
we
can
do.
I
What
we
have
committed
to
do
in
our
proposal,
using
tools
like
the
CPI
most
likely,
but
we
remain
open
to
other
techniques,
is
work
closely
with
the
working
group
at
city
staff,
to
figure
out
a
very
creative
way
to
make
permanently
affordable
to
commercial
space
in
this
project
and
to
then
use
that
as
a
model
in
other
projects,
whether
it's
our
rapaho
Avenue
project
or
some
project,
that
another
developer
does
we
want
this
to
become
as
important
and
doable
as
affordable
housing
itself
has
become
now
over
several
decades.
Well,.
J
K
I
Couple
of
reasons
really
one:
yes,
the
non-competitive
nature
and
in
a
complicated
project
such
as
this,
we
want
to
manage
and
control
for
risks
and
uncertainties
as
much
as
possible.
We
also
want
to
make
sure
that
the
nine
percent
opportunity,
which
is
a
limited
and
competitive
one,
is
available
to
other
projects
in
the
city
of
Boulder
and
throughout
the
county.
So
we
don't
necessarily
want
to
use
this
project
as
as
a
competitor
for
that
competitive.
I
C
This
is
this
may
be
a
question
for
you
court
or
maybe
for
bill,
and
that
is-
and
this
is
not
a
knock
on
this
project-
all
I
think
this
is.
This
is
wonderful,
but
that,
but
as
I
look
at
the
distribution
of
affordable
versus
middle-income,
which
is
something
that
we've
been
focused
on,
and
we
continue
to
seem
to
get
further
and
further
behind
on
I
noticed
that
you
know,
there's
a
53%,
affordable
allocation
and,
or
you
know,
distribution
and
the
10%
on
the
middle
and
what?
What
drives
that?
C
F
F
So
if
they
were
gonna,
do
let's
say
30
units
they'd
probably
have
to
put
almost
the
same
amount
of
reasons:
affordable
housing
resources
into
it
as
doing
43
units,
so
the
scale
makes
a
big
difference,
and
so,
if
they
increase
the
percentage
of
middle-income
buy
from
10
to
12%,
they
probably
drop
much
more
than
that
on
the
low
mod.
So
it's
it's
kind
of
balancing
those
things.
F
I
Hud,
low-income
housing
is
now
a
centuries-old
problem,
predicament
opportunity,
so
public
subsidy
public
support
is
essentially
what
allows
us
to
develop
and
build
at
any
scale
low
to
moderate
income
housing.
It's
only
been
in
the
last
decade,
15
years,
arguably
starting
in
the
early
80s,
that
the
problem
of
the
missing
middle
of
the
middle
class
and
thus
middle-class
homeownership
becoming
a
crisis.
We
do
not
yet
have
the
policy
supports,
as
with
affordable
commercial,
so
goes
affordable,
middle-income
housing.
So
what
I
expect
is
that
we
will
see
communities
like
Boulder
on
the
cutting
edge.
I
We're
dealing
with
this
assiduously
and
carefully
over
the
next
decade
or
two
developing
innovative
supports
that
increasingly
generate
public
support.
That
would
allow
us
to
subsidize
or
otherwise
incentivize
through
public
policy.
The
development
of
these
projects,
without
which
they
just
are
not
economical,
too
difficult
to
make
the
numbers
work
and.
C
Is
there
you
know
the
I?
Guess
the
you
know
it's
one
of
the
concerns
you
have
to
hear
expressed
about
market
raise
that
it's
you
know
goes.
It
goes
at
the
market
right
and
then
it
continues
to
appreciate,
and
so
it
always
stays
sort
of
at
a
certain
level,
but
but
for
a
developer,
who's
developing
something
and
selling
it
at
a
point
in
time
with
a
deed
restriction
at
a
market
rate
I
mean
is.
C
I
Sense
again,
this
is
essentially
an
emerging
market,
the
idea
of
permanently
deep,
restricting
essentially
market
rate
housing
to
meet
the
needs
of
the
middle.
This
is
experimentation.
This
is
innovation
happening
before
our
eyes.
Clearly,
most
developers,
if
they
saw
a
deed
restriction
on
market
rate,
capping
at
certain
levels
on
an
annual
basis
would
walk
away.
I
That's
not
an
attractive
deal,
but
increasingly
with
so-called
impact
investors,
patient
capital
and
a
new
generation
of
developers,
understanding
a
new
and
emerging
market
and
need
social
need,
as
well
as
economic
need,
I,
think
we're
going
to
see
more
acceptability
absorption
in
the
market,
but
we're
really
at
an
early
stage
in
the
evolution
of
a
new
kind
of
real
estate.
Ok,.
C
Thanks
and
les
last
question-
and
this
is
you-
we
saw
a
distribution
sort
of
analysis
comparing
this
project
to
others
in
the
area.
You
know
and
as
you
heard
at
the
study
session
and
I,
think
you
hear
from
the
public
in
general
just
because
they
know
it,
but
this
holiday
concept.
How
does
the
distribution
of
types
of
units
here
compare
to
the
distribution
of
types
of
units
at
holiday,
I.
F
The
overall
affordability
at
at
holiday
is
forty
percent,
so
it's
lower
than
this
and
I
think.
The
reason
it
is
lowers
is
simply
based
on
the
density
and
they
are
two
different
projects
with
two
different
cost
structures,
but
from
an
affordable
housing
standpoint.
This
project
really
performs
very
well
against
Holliday
and.
L
If
I
could
just
chime
in
little
bit,
Holliday
is
a
fair
amount,
less
dense,
so
they're
they're,
not
they're,
very
few
apartment
buildings
and
a
fair
amount
of
houses
and
duplexes
and
some
single-family
homes,
whereas
this
has
some
townhouses,
but
mostly
condos
and
apartments.
So
it's.
This
is
definitely
denser.
That's.
I
M
Bill
Holley
key
with
Coburn,
throw
a
little
color
on
that
because
we
participated
heavily
in
holiday.
I
think
that
here
we
have
about
10%,
townhomes
and
holiday.
It's
maybe
two
or
three
times
that
for
single-family
homes
or
kind
of
product
it
has
a
fee,
simple
kind
of
situation,
it's
just
on
a
piece
of
land,
but
the
primary
difference
here.
Besides
the
urban
setting
and
the
size
of
the
parcel,
is
that
Tod
setting.
M
So
the
idea
is,
though,
the
more
people
that
we
can
get
within
walking
distance
to
the
Tod
center,
the
more
likely
they
are
to
use
alternative
modes
of
transportation.
So
right
now
holiday,
everybody
has
to
walk
to
Broadway
to
catch
the
bus
which
works
it's
great,
but
it's
a
whole
lot
easier
to
go
200
yards
away
to
the
bus
station.
So
that's
that's
the
change
of
product
type!
There
a
little
bit
Thanks.
K
I
So
and
there
will
be
several
buildings
I
believe
the
total
is
four
of
the
seven,
including
the
coop
Co
housing
building,
which
will
also
be
affordable.
So
while
they
will
be
discrete
separate
buildings,
we
have
very
purposefully
tried
to
integrate
through
our
and
design
the
location
of
those
buildings
so
as
not
to
create
the
sense,
the
feeling
that
there
are
affordable
units
here
and
market
rate
there.
I
The
key
theme
as
bill
just
reminded
us
of
of
our
proposal
and,
of
course,
of
this
site,
and
this
part
of
Boulder
is
mobility
and
what
we
tried
to
do
very
explicitly
in
our
proposal
to
say
that
it's
not
just
about
TDM
and
buses
and
bikes
and
people
walking
on
sidewalks.
This
is
about
social
and
economic
mobility.
I
This
is
about
residents,
businesses
who
see
this
site
as
an
opportunity
to
engage
across
the
spectrum
in
the
ladder
and
by
living
cheek-by-jowl,
or
at
least
in
a
well-designed
urban
neighborhood
low
income
low
to
modern,
come
to
high
income
earners.
We
think
that
in
a
sense,
is
the
American
experiment,
and
this
becomes
a
great
site
to
demonstrate
that
again.
M
Just
a
little
bit
of
color,
but
we
found
with
a
holiday
model,
especially
that
as
long
as
we
can
create
a
mixed
street,
so
the
pros
do
you
have
a
public
realm
and
if
you
can
put
both
market
rate
and
affordable
opening
on
at
that
public
realm,
then
the
street
becomes
a
mixed
street.
It
doesn't
matter
so
much
that
the
building
is
different,
keeping
the
affordable
in
one
building.
M
Again
we
found
this
lesson
in
holiday
to
be
pretty
eliminating
allows
us
to
lower
the
HOA
dues,
because
we
can
focus
just
on
those
things
that
the
affordable
units
need
and
not
charge
them
for
a
saline
pool
or
spa
stuff.
That
is,
you
know
extra.
If
we
don't
have
to
so
we
can
drive
the
Oh
a
dues
down,
and
then
we
can
still
create
a
mixed
street
and
the
last
thing
that
we
did-
and
we
had
a
this-
was
part
of
our
Q&A.
M
K
I'm,
the
point
of
my
question
really
I'm
quite
pleased
that
their
own
site
and
I'm
quite
pleased
that
there
will
be
this
mix.
I
was
just
trying
to
make
sure
that
I
understood
the
mechanics
that
were
required
in
order
to
be
able
to
achieve
that.
So
it's
the
both
the
tax
credits
and
the
donation
of
the
land,
but
also
the
fact
that
you
broke
them
out
so
that
they
can
be
financed
individually.
Yes,.
K
F
I
M
Can
answer
some
depth
to
little
extent?
It
varies
pretty
heavily
based
on
the
the
yield
that's
allowed
on
the
land
and
where
the
land
is.
So,
if
you
look
at
Tellem
borders,
you
can
put
a
lot
on
that
land
and
that
land
is
very
valuable.
But
again
you
can
put
a
lot
on
it,
so
that
tends
to
lower
the
land
bases
as
a
percentage
of
the
overall
project,
because
you
can
put
four
stories
on
it.
M
If
you
go
out,
maybe
tees
Boulder,
where
you
can
only
put
one
story
on
your
point:
five
FA
are
it's
gonna
lower
the
land
value
because
you
can't
put
as
much
development
on
it,
but
on
the
other
hand
the
lands
cheaper.
So
actually
this
particular
site
tends
to
be.
Our
areas
around
here
tend
to
become
a
little
bit
different
because
you
can
still
get
a
lot
on
it
or
a
reasonable
amount
on
it,
but
the
land,
maybe
is
a
little
bit
cheaper
than
it
would
be
downtown.
It's
not
maybe
downtown.
M
J
M
O
N
F
N
M
I
I
could
just
add
to
two
other
cases,
Mary's
original
question,
so
we
have
another
project
before
the
city,
similar
project,
east
arapahoe.
It's
about
exactly
10
percent,
the
value
of
the
land,
total
project
cost
and
another
project
that
bill
and
I
have
recently
explored
along
with
David,
and
let
me
introduce
David
Sackler
CEO
of
zocalo
Community
Development.
I
It's
a
it's
a
case
study
and
what
happens
when
land
values
just
get
so
crazy.
So
this
is
five
and
a
half
acres
in
North
Boulder,
a
site
not
to
be
identified,
and
the
sellers
looking
at
a
price
point
of
over
20
million
dollars,
and
this
is
a
site
that
will
not
accommodate
much
density.
At
least
the
neighbors
wouldn't
allow
for
it,
which
essentially
precludes
any
on-site
affordable.
It
just
doesn't
work
economically
now.
I
The
the
one
safety
valve
and
all
this
right
is
a
market
downturn
of
significant
proportions
which
makes
all
of
these
land
values
suddenly
more
attractive.
But
none
of
us
necessarily
wishes
for
that.
So
we
think
the
land
cost
here,
whether
it's
the
nine
million
divided
by
the
the
area
of
this
particular
part
of
the
the
planning
area
or
some
other
inflated
more
inflated
figure.
I
We
very
carefully
over
the
period
of
three
months
as
we
developed
our
proposal
really
identified
those
financial
risks
that
we
could
control
for
and
manage
so
as
to
be
able
to
maximize
the
affordable
program,
including
the
middle-income
piece,
which
ultimately
is
and
was
the
hardest
part
of
the
puzzle
to
solve.
For
okay.
K
K
Do
we
know
that
these
will
all
actually
show
up
or
what
are
the
things
that
might
fall
off
the
table?
If
push
comes
to
shove,
on
financing
rates
or
what
you
get
for
your
tax
credits
or
how
will?
How
will
we
monitor?
Which
of
these
elements
are
going
to
be
sure
to
come
forward?
I'm
assuming
the
affordable
housing
at
the
top
line
would
set
correct,
would
would.
I
Fall
off,
no,
no,
it
come
forward.
That's
a
that's
a
priority
and
a
sacred
piece
of
this.
So
as
I
think
we
said
at
our
presentation,
you
know
we
not
just
because
of
the
city's
contribution
of
the
land,
but
because
many
of
us
live
in
Boulder.
We
see
this
as
a
special
place
and
are
concerned
and
also
excited
about
its
future.
See
this
particular
opportunity.
I
30Th
and
pearl
is
a
showcase
opportunity
as
a
trust
as
a
sacred
trust,
as
my
colleague
bill
Holika
said.
So
what
we
will
do
and
commit
to
is
put
all
of
our
creative
energies
and
our
intellects,
not
just
us
as
a
development
team,
but
working
partnership
with
the
city
of
Boulder,
the
city
staff,
across
departments
and
disciplines.
This
is
a
multidisciplinary
project
to
come
up
with
the
best
project
we
possibly
can.
I
The
next
three
months
as
Kurt
said,
are
the
time
when
we
get
to
outline
the
priorities
and
the
non-negotiables
the
things
that
we
are
committed
to
early
on.
By
the
time
we
come
up
with
a
development
agreement
that
the
city
staff
will
then
present
to
you.
You
will
have
a
very
clear
sense
of
what
this
project
is
committed
to
legally
and
otherwise,
and
what
might
be
essentially
optional,
but
our
intent
is
to
follow
through
as
completely
and
thoroughly
and
professionally
as
we
can
with
everything
we
said,
we
would
do
in
this
proposal.
I
F
F
A
One
of
the
things
and
I
appreciate
what
you
just
said,
and
yet
we
have
been
down
this
road
before
and
it
is
curious
to
me
that
people
can
submit
proposals,
be
graded
on
them,
be
chosen
for
them
and
they're
not
required
necessarily
to
follow
through
that
blows.
My
mind
and
I
guess,
and
one
of
the
things
we're
trying
to
do
is
I.
Think
with
community
benefit
is
be
a
lot
clearer
about
what
we
get,
because
we've
had
some
experiences
in
the
past.
A
So
I
guess
I
want
I,
appreciate
what
you
just
said,
but
about
now
because
there's
a
lot
of
other
I
mean
by
far
affordable
housing.
You
you
got
that
at
the
top
of
the
list,
but
there's
some
other
stuff,
like
this
geothermal
stuff
like
that,
would
be
kind
of
important
too,
because
we're
trying
to
figure
out
some
of
this
stuff
in
our
sustainability
work,
and
so
that's
an
attractive
piece
of
this.
F
So
they
also
need
to
be
able
to
build
the
project,
and
so
I
think
the
starting
point
is
understanding
what
the
environment
looks
like
now
and
making
that
part
of
the
record
and
all
of
the
applicants
that
that
put
forward
applications
used.
You
know
fairly
similar
assumptions
as
well,
so
I
think
that
there's
consistency
there,
but
I
you
know
documenting
what
those
assumptions
are
I
think
is
critical
to
the
agreement.
F
A
L
Just
I
mean
it
makes
sense
to
to
document
the
assumptions
involved,
but
it
seems
like
at
the
time
the
development
agreement
that
there'd
be
certain
things
written
into
the
agreement
as
well
as
assumptions,
but
also
commitments
right,
I
mean
that's
part
of
what
this
process
will
entail.
Is
that
eventually
y'all
will
arrive
at
an
agreement
that
does
write
on
paper.
You
know
certain
things
that
are
committed
to
now,
plus
assumptions
to
have
the
right
percent
tax
credits
fell
through
you'd
have
to
go
back
to
the
drawing
board,
but
a
certain
assumptions
are
met.
F
P
And
can
I
give
the
developers
perspective
david
zucker
of
development?
First
of
all,
thank
you
for
the
opportunity
we
see.
This
really
is
the
convening
the
the
annunciator,
but
the
project
is
the
city
of
Boulder,
the
fact
that
the
city
as
stutely
as
it
did
in
2000
2010
acquired
the
property
2004
I'm
sorry
acquired
to
to
insulate
from
market
issues.
This
is
the
now
the
opportunity
to
reap
the
benefits.
P
The
city
is
therefore
our
partner
in
just
the
way
that
we
respect
any
equity
partner
and
one
of
our
projects,
and
this
is
perhaps
the
first
thing
that
we
talked
about
with
with
Curt
last
week
when
we
met,
is
that
in
in
my
mind,
as
the
managing
member
of
the
development,
there
is
nothing
that
happens
without
the
approval
and
buy-in
of
the
partner
of
our
equity
partner
to
the
city.
So
it's
it
is
completely
understandable
for
recent
history.
P
For
there
to
be
sensitivities,
our
assumption
is
is
that
there
will
not
be
a
conveyance
of
the
land
unless
we
are
delivering
what
was
what
was
sold
to
the
city,
and
so
might
there
be
a
condition
where
4%
tax
credits
go
away.
The
pricing
and
the
4%
tax
credits
diminishes
so
in
those
exigent
circumstances,
then
we
would
have
some
some
further
discussion.
P
P
A
K
Just
I
noticed
that
there's
a
soft
goal
of
getting
to
net
zero
on
the
site
and
I
was
curious.
How
the
mechanics
of
that
would
work
like?
Is
it
all
gonna
come
from
the
solar
panels
for
the
electricity
for
the
geothermal
heat
pumps,
or
is
it
gonna,
buy
some
wrecks
or
buy
some
wind
source,
or
how
were
you
going
to
think
about
getting
to
Net
Zero
thanks.
M
Sam,
so
we
know
this
is
a
sensitive
issue
and
we've
recently
done
in
the
area.
Our
company
has
done
a
net
zero
building
and
it
came
out
still
performing
better
than
Net
Zero.
It's
just
got
TCO.
So
that's
really
positive
continue.
We'll
continue
to
break
come
back
and
let
you
know
how
it
performs
over
three
years,
because
modeling
is
one
thing:
real
life
is
another,
it
just
opened.
The
building
just
opened
the
comments
most
open.
M
M
So
it's
probably
worthwhile
to
repeat
this
a
little
bit
so
the
way
we're
going
to
attack
sustainability
first
we're
going
to
go
after
the
envelope
hard,
and
we
have
some
ways
to
do
that
that
approach,
passive
house
standards
and
have
not
really
been
done
in
Boulder
or
really
in
Colorado,
before
in
flirting
pretty
heavy-duty
ceiling
of
the
buildings
and
very
thick
external
insulation,
so
we're
trying
to
drive
the
loads
down
as
far
as
possible.
That's
the
biggest
bang
for
your
buck
that
we
can
get
so
on
top
of
all
the
rooms.
M
Is
it
give
me,
but
there's
only
so
much
roof
area.
So
then
we
start
to
have
to
look
at
managing
plug
loads,
managing
user
behavior,
which
is
much
easier
done
in
a
commercial
setting
that
is
in
a
residential
setting,
because
you
only
have
two
or
three
tenants
in
a
commercial
building
and
you
can
put
in
the
lease
that
they
have
to
care
in
a
residential
building.
M
You
have
a
bunch
of
for
sale
units,
a
bunch
of
individual
owners
and
there's
nothing
that
says
they
have
to
care,
so
they
can
turn
on
the
blender
all
day
long
and
run
it
so
we're
trying
to
create
a
system
that
cares
for
the
folks
that
live
in
it.
So
the
simple
one
that
everybody
knows
is
a
nest
thermostat
that
learns
with
you.
There's
learning
thermostats,
there's
all
the
things
like
geofencing.
So
when
you
leave
your
unit,
your
key
fob
shuts
off
everything,
except
for
a
couple
of
outlets
that
are
necessary.
M
The
smart
appliances
are
changing,
there's
ways
to
manage
people
use
energy
within
their
within
their
units
and
some
of
that's
very
simple.
Like
a
geofence.
Some
of
that
is
very
complicated
and
some
of
that's
consumer
based
with
Google
home,
for
example,
you
can
do
things
now
that
you
couldn't
do
two
years
ago.
So
driving
down
the
plughole
is
a
big
deal
after
that
it
starts
to
get
complicated,
so
we
did
say
we'd
like
to
get
to
net
zero
or
near
net
zero,
but
we
acknowledged
in
the
presentation
that
that
would
be
a
challenge.
M
One
of
the
challenges
with
geo
energy,
for
example,
is
district-wide.
We
have
railways
that
cut
up
the
site,
it
cuts
them
into
four
parcels
and
we
can't
run
private
utilities
underneath
those
right
away.
At
least
we
don't
think
we
can,
but
that's
one
of
the
things
that
we
moving
forward
and
that's
a
set
of
meetings
that
we
have
done
you're
still.
M
So
in
that
regard,
this
project
could
be
sort
of
a
bellwether
or
a
testitude
to
see
what
is
possible
within
the
city
right
away
standards,
and
can
we
put
in
district-wide
heating
and
cooling
and
still
span
right,
aways
or
if
we
can't
then
do.
We
look
at
mini
scale,
ones
that
really
just
power
two
or
three
buildings,
and
is
there
still
value
in
that?
M
So
I
just
wanted
to
be
clear
that
we're
not
seeing
up
here
saying
you're
gonna
get
your
thermal
and
Net
Zero,
but
we
are
going
to
use
the
package
that
I
just
described
as
the
starting
point,
which
gets
you
a
pretty
good
building,
especially
with
the
Passivhaus
external
you
know
kind
of
envelope
and
then
continue
to
work
with
the
city's
sustainability
department
and
our
knowledge
to
try
to
drive
that
down.
As
far
as
we
can,
this.
I
Is
going
back
to
San
your
question,
the
record
will
reflect
that
I
think
we
were
one
of
one
or
two
teams.
That
said,
we
will
do
our
level
best
to
get
to
net
zero
energy,
but
we
can't
commit
or
promise
to
it.
Other
teams
promised
that
they
could
do
it.
We
didn't
think
that
was
achievable
and
we
didn't
want
to
say
July.
I
Do
it,
hopefully,
with
prices
going
down
on
various
tools
and
technologies.
By
the
time
we
build
this
project,
perhaps
we'll
be
able
to
do
it.
We
didn't
want
to
commit
we're
an
honest,
straightforward
team.
Secondly,
as
Curt
noted
earlier,
with
respect
to
the
qct
that
changed
two
weeks
ago,
so
something
nobody
was
planning
on
suddenly
showed
up
on
our
screen
as
a
variable.
So
our
intent
is
to
be
really
open
and
honest
as
changes
that
affect
our
project.
Economics
and
the
project
operations
come
to
us.
K
So
that's
a
great
answer:
I
would
have
been
shocked.
You
guarantee
that
we
get
in
that
zero
and
all
this
affordable
housing.
That
would
be
almost
too
good
to
be
true,
but
I
will
say
that
looking
at
the
geo
exchange
could
be
really
interesting
at
that
site.
If
you
can
get
units
that
are
sized
appropriately
last
question,
it's
also
on
the
energy
issue.
You
talked
about
no
gas
or
minimal
gas
coming
to
this
facility
within
there's
mentioned
of
combined
heating
power.
K
I
would
assume
that
would
be
a
gas
gen
set
that
you're
covering
the
heat
D
water
for
either
space
heating
or
water
eating.
So
how
do
you
resolve
I'm?
Not
sure
I
would
think
of
at
least
it's
using
the
gas
as
efficiently
as
possible
to
make
electricity
and
heat,
but
what's
your
thoughts
on
CHP
systems?
It's.
M
Changing
pretty
rapidly
and
what
we're
finding
in
we've
started
to
look
at
hyper
efficient
units
and
heating
and
cooling
them.
So,
let's
start
with
that
side.
Those
are
so
low
that
there's
nothing
commercially
marketable.
That
will
do
it
so
we're
talking
like
BTU,
BTU,
loads
of
5,000,
BTUs
or
8
thousand
BTUs.
There's
nothing
because
you
know.
Generally,
you
have
one
external
wall.
M
Everything
else
is
inside,
even
if
there's
a
roof,
it's
our
50
and
that
we're
looking
at
walls
that
potentially
have
as
much
as
four
inches
of
unbroken
insulation
on
the
outside
and
are
sealed
with
a
new
product
that
essentially
people
hate
it
when
I
describe
it.
This
way,
so
I
apologize,
but
you
set
off
a
bug
bomb
inside
the
unit
with
a
fan
pressurizing
the
unit.
M
While
the
thing
is
drywalled
and
studied,
and
the
fan
pressure
pushes
it's
like
a
tire
flat
seal,
it
pushes
it
and
seals
every
crack
in
the
unit
much
better
than
anybody
could
do
by
hand
they
end
up
with
is
really
low.
Air
changes,
so
you've
got
a
unit.
That's
not
conventionally
he-double!
So
we're
looking
right
now.
I,
don't
have
a
solution
to
this,
yet
is
essentially
doing
almost
a
heat
exchanger
based
on
a
bath
fan,
so
we
build
a
little
unit
that
has
a
heat
exchanger
in
it,
so
it's
electric
based.
M
So
that's
how
the
unit
heat
is
done.
So
then
you're
left
with
domestic
hot
water.
That's
the
always
the
big
problem
when
you
eliminate
cast
so
there
are
ways
to
do
it,
but,
as
you
know,
it's
less
efficient,
then
like
the
most
efficient
gas
hot
water
heaters,
because
we
can
get
different,
we
can
get
very
efficient
gas
hot
water
here.
So
what
we're
looking
at
actually
is
heat
pump.
M
Water
heaters
so
like
GE,
makes
that
one
there's
some
other
Rheem
is
coming
out
with
one
there's
a
few
options:
the
early
ones
like
four
years
ago
when
they
came
out
commercially
or
extremely
problematic.
One
of
the
problems
with
them
is
that
they
cool
space
they're
in
so
you
put
them
in
a
mechanical
room.
It's
heating,
the
water,
but
it's
pointing
the
heat
out
of
the
air
to
heat
the
water.
M
So
it's
not
as
efficient
as
it
looks
like
it
is
on
paper,
long
story,
short
I,
don't
have
an
answer
for
you,
but
getting
it
different.
What
really
it
comes
down
to
the
domestic
hot
water
problem
is
the
biggest
problem
with
all
of
this,
but
you
can
put
a
little
money
into
solving
that
problem
because
eliminating
all
the
gas
infrastructure
and
the
project,
pretty
that's,
that's
a
lot
of
money.
You
know
hundreds
of
thousands
of
dollars
probably
wouldn't
distributed
to
all
the
units,
so
you
can
put
some
money
into
the
solution
of
the
problem.
A
So
it's
me
and
then
you
continue
me
on
the
same.
We
just
threw
out
a
Panasonic
on
Thursday
and
looking
at
the
stuff
coming
down
the
pike
and
different
cities
we're
presenting
on
their
kind
of
their
latest
innovation
and
Westminster,
is
working
on
this
geothermal,
their
city
hall,
the
Municipal
Building
is
funded
or
its
is
heated
and
they're
doing
a
whole
district
down
there,
and
my
only
point
is:
if
Westminster
is
doing
it
just
saying,
I
think
it's
good.
A
You
know
what
you're
saying
about
you're
willing
to
work
with
the
folks
sitting
back
there
in
the
second
row,
I
think
it's
worthwhile
as
a
city
for
us
to
be
able
to
test
out
some
of
these
concepts
that
we've
been
talking
about
as
part
of
our
approach.
You
know
the
climate
and
energy
and
then
to
actually
be
able
to
work
with
developers
on
city-owned
sites
to
actually
bring
them
into
life.
I
think
it
ranks
for
affordable
housing,
but
it
may
be
just
right
there.
M
A
I
will
just
make
that
point
there.
One
other
thing
I
want
to
just
throw
out
there,
because
we've
been
talking
about
most
of
stuff
collectively
is
parking.
Okay,
we
here
at
Thomas
vehicles
are
coming
shared
electric,
bundled
if
our
dreams
come
true,
we
won't
need
huge
parking
garages,
and
yet
we
need
them
now.
So
I
guess
the
question
is:
are
we
building
these
in
a
way
that
I
wishes
all
come
true
and
need
to
own
vehicles
in
the
future?
I
know.
N
M
Standpoint
there
may
be
some
financial
response
to
that.
Well,
you
may
tackle,
but
so
the
first
is:
if
cars
may
go
away,
then
there's
absolutely
no
reason
to
let
them
dominate
or
change
the
public
landscape
that
we
would
want
to
have.
So
what
we
want
is
think
about
it
in
terms
of,
if
you
go
up
a
scale,
you
have
airplanes
right,
you
have
airports
and
you
fly
an
airport
and
then
you
get
into
a
car.
So
we
want
to
do
that
with
cars
and
walking.
M
So
you
drive
your
car
somewhere
or
you
get
dropped
off
somewhere
and
then
you
can
walk
around
so
these
little
hubs.
This
is
a
hub
new
parking
now,
obviously
to
sell
the
units.
We
want
to
make
sure
that
the
parking
doesn't
dominate
any
of
the
public
streets.
So
everything
is
parallel
park.
There's
no
parking
lots!
There's
no
talk
on
there
that
you
can
see
from
the
street
all
that
so
we've
driven
it
all
underground.
That's
the
first
step!
M
The
second
thing:
it's
probably
a
little
bit
of
a
different
answer
here
than
it
is
on
other
projects,
because
here
we're
in
a
parking
district.
So
all
those
you
know
either
driverless
cars
or
uber
cars.
They
have
to
go
somewhere
at
night
when
we
don't
want
them
just
driving
around
town
wasting
energy.
So
this
would
be
an
appropriate
place
for
that
to
be
sort
of
the
dock
for
those
cars
at
night.
It's
right
at
the
Transit
Center
it's
in
the
center
of
town
and
so
I
could
see.
M
You
know,
there's
a
public-private
partnership
and
maybe
we're
talking
50
years
down
the
road,
but
eventually
perhaps
that
becomes
a
place
for
the
driverless
fleet
to
hang
out
when
it's
not
being
used.
You
couldn't
repurpose
that
one
as
an
indoor
soccer
facility,
unfortunately,
and
because
it's
underground
it
probably
isn't
very
easy
to
repurpose
it,
because
we'll
have
sloped
ramps
if
it
was
above
ground-
and
this
is
concepts
of
reason
and
other
places,
the
idea
is
to
use
twin
tree
construction
and
then
you
can
just
remove
the
parking
garage
later.
M
So,
instead
of
pouring
everything
in
place
out
of
pieces-
and
that
is
to
demo
it
with
a
wrecking
ball,
you
can
buy
concrete
double
tees.
So
it
looks
like
an
upside
down
tee
or
an
upside
down
double
tee.
And
then
you
just
set
these
pieces
of
concrete
in
place
and
you
can
make
your
ramp
so
long
I'm,
making
it
sound
easier
than
it
is.
But
you
can
come
back
later
and
just
take
them
out
with
a
crane
interesting.
A
N
I'll
continue
on
parking,
and,
and
you
know
this
is
the
Transit
Center
and
so
and
I
I,
like
that,
you
guys
come
in
with
the
least
amount
of
cars
or
parking
spaces,
but
one
of
your
competitors
had
I
forget
who
it
was
had.
You
know
the
fleet
of
shared
cars
and
bikes,
and
what
are
your?
What
are
your
thoughts
about
that?
Well,.
I
As
bill
suggests
you,
we
love
the
idea
of
overtime
and
whether
that's
five
six
years,
which,
by
the
way
many
economists
and
urban
planners
believe,
will
be
the
threshold
year
when
car
sharing
is
ten
times
cheaper
than
car
ownership,
which,
historically
in
economic
history,
is
the
tipping
point
when
a
technology
shifts.
So
we
I
think
it
will
be
a
really
interesting
several
years
in
Boulder
and
across
this
country,
as
car
ownership
and
car
dependence
begins
to
evolve,
some
new
form
takes
shape.
N
No
I
really
appreciate
that,
but
you
know
right
now
we
do
have
you
know
shared
cars
and
shared
bikes
and
there's
a
whole
affordability
component
in
here,
which
I'm
very
excited
about,
and
when
we,
you
reduce
the
cost
to
people
as
you
produce
those
vehicle
costs
we're
and
your
utility
costs.
So
I
just
want
to
talk
about
the
the
vehicle
costs
and
reducing
that
for
people.
It's.
M
It's
a
great
point
and
we're
trying
to
stay
really
flexible
on
it.
There's
so
many
changes
there.
You
guys
see
it
I
see
it
on
a
hotline.
You
guys
live
it,
but
RTD.
Maybe
changing
the
Eco
pass.
Yeah
we
have
to
you,
know
the
project.
All
projects
pay
in
for
three
years
of
eco
passes
for
the
people
that
we
live
and
work
there.
If
there's
not
an
eco
pass,
where
does
that
money
go?
Do
we
do
a
car
show?
Instead?
M
One
thing
we
do
know
is
that
the
entitlement
process
is
likely
to
take
about
two
years
and
if
we're
fighting
against
that
QTC
window
for
two
years,
it's
going
to
be
tight,
but
we
know
that
it's
gonna
take
a
year
and
a
half
or
two
years
to
get
through
this
I
I
know
that
the
right
answer
in
18
months
is
different
than
the
right
answer
now.
So
that's
one
of
those
things
that
we've
talked
about
trying
to
be
flexible
with
and
look
at.
M
N
So
ironic
about
this
site
for
me,
it's
it
much
easier
to
access
by
my
bike
than
by
car
and
and
and
it's
much
easier
just
to
move
around
in
there
and
just
to
get
there.
I
mean
the
first
time
I
went
to
the
the
pub
the
railroad
station
couldn't
figure
out.
Well,
where
would
where
would?
How
would
we
get
our
car
there
and
and
where
to
park
and
stuff
like
that?
Does.
A
N
Likes
to
drink
beer
yeah
my
car
likes
to
drink
beer,
but
anyway
there
it
was
rainy,
I,
don't
know
we
were
trying
to
figure
out
how
to
get
there
and
I
had
only
gone
bike
by
bike,
because
it's
just
so
easy,
and
so
we
have
the
site
that
we've
done
so
much
work
in
the
whole
transit
village
to
kind
of
make
it
all
mode
or
and
I
don't
mean
call
it
ultimate
but
suitable
for
other
modes.
That
I
would
really
like
to
see
that
shine
and
I
get.
Q
Community
vitality,
just
to
clarify
this
project
is
within
over
lying
districts.
One
is
a
parking
district
and
one
is
the
TDM
district
or
travel
demand
management.
So,
yes,
there
is
an
initial
pilot
payment
to
kind
of
start.
The
project
off
to
cover
the
TDM
programs,
which
right
now
are
car,
share,
bike
share
and
eco
pass,
but
the
project
will
continue
to
pay
property
taxes,
and
so
those
services
that
eco
pass
car
share
bikes
are
whatever
the
district
feels
is
the
most
appropriate.
It
could
be
mobility
as
a
service.
It
could
be.
Q
New
programs
in
the
future
will
continue.
They'll
continue
to
be
part
of
that
district
and
get
those
services,
so
I
just
want
to
clarify
that.
It's
not
site-specific,
it's
part
of
a
district,
and
this
is
the
benefit
of
all
for
all
the
properties
within
the
district.
It's.
M
So
the
district
board
gets
to
decide
how
to
how
to
spend
that
money,
so
they
could
change
over
time
the
program
to
tune
it
as
you're
saying
and
then
the
other
thing
I
want
to
point
out
is
all
the
parallel
parking
that
you
see
on
the
streets
that
was
expressly
designed
to
help
with
pick-up
and
drop-off
or
uber
and
drive
those
cars.
If
that
comes
by
the
car
share
right
now.
Well,.
N
And
it
also
makes
it
more
pedestrian
friendly,
that's
what
we
did
up
in
North
Boulder,
and
it
makes
it
great
and
I
really
like
it
and
I
think
having
cars
parked
on
streets
is
a
much
better
thing
to
do
than
having
structures
and
we
agree.
Yeah.
Okay,
so
I
have
another
question
or
comment:
it's
on
affordable
commercial
space
and
it
has
to
do
with
your
potential
tenants
and
I
know
it's
probably
way
too
early
at
this
point
to
identify
those
tenants.
But
what's
your,
what
are
your
thoughts
with
respect
to
local
versus
national
type?
N
I
I
indicated
in
July
at
the
presentation
among
the
finalists,
we
had
sort
of
an
interesting
opportunity
again
thanks
to
Mary
who
encouraged
us
on
our
Arapaho
project,
to
reach
out
to
small
businesses
and
nonprofits.
We
had
a
surfeit
of
them.
We
had
more
interested
in
our
Arapaho
project
than
we
could
sit
down
with
comfortably
over
a
period
of
months,
and
so
it
was
that
surplus
of
potential
commercial,
affordable
candidates
that
we
first
reached
out
to
when
conceptualizing
our
Pollard
program,
and
they
are
reflected
in
our
proposal.
I
So
we
reached
out
to
people
like
Andrew
Rose
at
Boulder,
emotional
wellness
and
Emily
Isaac's
at
the
Women's
wilderness,
Institute
and
sat
down
and
said
what
kind
of
space
are
you
interested
in
and
and
what
kind
of
rents?
And
how
might
we
partner
with
you?
We
also
sat
down
with
Margo
Joseph's
from
the
city
who
helps
to
manage
the
tree
op
program
working
with
bridge
house
bringing
homeless
man
into
makerspace
to
take
emerald
ash,
borer
waste
and
converted
into
value-added
products,
we'd
love
to
see
a
makerspace
at
this
site.
I
N
I
have
a
couple
questions
on
housing
and
I
was
wondering
you
know
if
you
go
to
the
packet,
no
I
can't
they're,
just
and
I'm
on
packet,
page
11,
and
it's
the
your
development
housing
data
table
and
I'm.
Looking
at
the
yellow
table
that
talks
about
affordable
ownership
and
I
know
in
affordable
ownership
people
who
are
making
a
hundred
percent
AMI.
There
are
29
units,
but
there's
no
none
for
70
percent
or
80
percent.
N
And
is
there
any
way
to
try
to
get
that
I
mean
because
those
are
those
are
people
who
are
almost
there
and
really
need,
would
like
a
stable
home
and
would
like
to
own
their
homes
and
I'm.
Just
wondering
if
there's
some
ability
to
kind
of
look
at
those
a.m.
eyes
and
and
get
it
a
little
bit
lower,
because
I
think
I
think
there's
a
lot
of
people
who
could
use
that.
So.
I
They
said
there
might
be
I,
don't
want
to
commit
to
saying
yes,
there
could
be
again.
Our
intent
is
to
work
really
closely
with
Curt
at
Michelle
and
Kristen
and
bath
at
doah
to
work
the
numbers
to
work
closely
with
Laura
and
bhc
to
figure
out
the
mix
across
the
low
mod
and
middle.
We
think
we've
presented
an
economic
and
feasible
model
with
our
program
mix
today
there
might
well
be
some
tweaking
on
the
margins
that
we
could
do.
I
N
That's
great
I
just
want
it
to
bring
it
up
sewer
and
then
I
have
a
question
about
the
35
coop
Co
housing
unit,
and
you
didn't
tell
me
what
those
are
I
mean.
I
know
what
co-op
and
I
know
what
Co
housing,
but
I,
don't
know
what
the
35
units
means
is
that
35
coops
is
that
you
know
35
cohousing
how
many
people
are
in
each
unit.
I
R
Yeah
Brian
Bowan
category
sure
it's
asked
that
question
because
it's
really
interesting
opportunity
for
us.
It's
the
first
opportunity,
I
know
of
in
the
country
where
we've
done
a
purpose-built,
causing
uni
with
a
co-op
embed
inside
it.
There
are
some
other
examples
of
this
happening
around,
and
so
there
are
a
few
things
that
have
been.
You
know
challenging
in
terms
of
innovating.
This
housing
type
right
now
we
think
we're
gonna
have
5
of
a
35
or
the
15
co-op
Eunice
is
actually
counting
as
a
5
unit
equivalency
through
the
land
use
code.
R
The
way
they
count
the
coop
hands,
and
so
we're
thinking
that
the
way
that's
gonna
be
structured
is
we're.
Gonna
have
probably
those
Kolok
located
on
one
floor
so
that
when
you
leave
in
the
structure
for
those
is
like
really
more
of
a
boarding
room
to
the
bedroom
type
situation
with
shared
bathrooms,
shared
kitchen
and
so
they'd
flow
out
into
some
shared
space.
R
That's
really
for
the
coop
and
then
that
would
then
flow
off
into
the
common
house
kind
of
space
for
the
co-hosting
community
and
there's
a
lot
of
really
ending
conversation
going
on
around
how
to
how
to
structure
that.
So
it's
really
socially
sustainable
right
now
between
us
and
Boulder,
Housing,
Coalition,
bhp
and
also
zocalo.
R
And
the
idea,
though,
is
that
we
really
need
to
activate
those
common
spaces
so
that
Co
houses
go
there
and
the
cup
folks
also
go
there
and
you
know
commingle
with
each
other,
these
precious
her
all
about
the
choreography
of
people's
days
and
how
you
really
design
that
in
so
there's
you
know,
opportunities
for
casual
social
interaction
that
are
really
positive
and
that
ties
into
how
we're
gonna
design
common
spaces
to
run
along
the
Paseo.
So
that
connects
people
to
people
who
are
circulating
across
the
site.
R
How
the
courtyard
n
relates
to
that-
and
there
are
maybe
four
or
five
six
really
interesting
precedents
in
terms
of
causing
projects
that
have
been
done
in
the
last
four
or
five
years
that
are
four
or
five
storey
unit
urban
and
causing
communities
that
are
not
this
sort
of.
Like
back-to-the-landers
for
a
farm
style
houses
and
a
prairie
kind
of
scenario,
they're
really
more
urban
design
projects,
I
think
there's
a
lot
to
work
with
I'm.
N
R
You
know
micro
units
we're
looking
at
two
one
better
than
two
bedrooms,
and
so
the
inside
that
one
building
there
will
be
a
pretty
huge
diversity,
viewing
types
and
we
think
that
that's
gonna
be
the
kind
of
thing
that
really
lets
people
live.
You
know,
across
generations,
and
across
across
periods
in
life,
we're
seeing
my
company
gets
a
lot
of
phone
calls
from
both
young
folks
do
energy,
co-ops
and
older
folks
wanted
it
coughs.
It's
a
huge
push
for
the
senior
car
movement
as
well,
and
so
I
think
that's
gonna
be
really
helpful.
R
Actually
one
little
like
last
nuance
on
that
is
that
one
of
the
reasons
we
decided
to
make
that
building
entirely
rental
was
sort
of
the
tenure
of
people
who
are
living
there
might
line
up
more
compatibly
between
the
coop
and
the
co
housing
units.
So
that's
a
little
bit
of
an
unusual
thing
in
the
cohousing
world.
There's
a
very
common
in
the
coop
world,
so
there's
a
there's
a
place
where
we're
starting
to
blend
those
two
things
together.
Quite
a
bit,
maybe
we'll
be
doing
the
full.
R
J
R
R
And
how
do
you
want
to
tweak
it
as
opposed
to
this
imagination
of
like
how
would
you
conceive
of
a
space
like
that,
and
so
we've
really
moved
away
from
I
mean
the
participatory
design
process
still
absolutely
part
of
the
process,
but
we've
put
more
emphasis
on
doing
other
things.
Besides
that
facilitation,
trainings
working
on
policy
group
effort
at
projects
on
the
site
and
and
fun
turns
out
to
be
a
really
good
thing
to
do,
and
we
wouldn't
know
other
people
outside
this
room,
we're
having
fun
too.
The.
R
You
know
cohousing
principles
on
some
affordable
housing
projects
that
were
lytec,
funded
and
environments
where
we
didn't
have
the
benefit
of
that
involved
in
the
design
process
and
I.
Think
we've
been
able
to
overcome
that
pretty
well
when
I
go
back
to
this
projects.
Five,
seven
years
later,
you
know
people
are
running
this
party
to
say
you
know
it's
really
weird
everyone
here
knows
each
other
like
wow,
that's
good!
That's
what
we
were
shooting
for
so
I
think
there's
other
ways
to
skin
the
cat.
R
N
Okay,
question
yeah,
and
this
has
to
do
with
the
public
process
and
so
you're
going
after
lytec
funding
you're
going
after
non-competitive,
so
I
assume
and
correct
me
if
I'm
wrong,
but
I
assume
you'll
go
into
that
process
or
that
application,
knowing
how
many
units
you're
going
to
be
getting
and,
and
so
that'll
be
a
given
from
the
very
beginning
based
on
your
economic
analyses,
correct.
So
how
do
you
envision
doing
a
public
process
or
what
kind
of
public
process?
N
Because
in
recent
past
we've
had
public
processes
but
I
feel
like
we
haven't,
put
all
the
cards
on
the
table,
so
the
public
isn't
really
knowledgeable
of
what
has
to
happen
at
the
very
beginning,
and
so
we've
gotten
comments
that
their
participation
has
not
been
very,
very
well
spent,
and
so
and
I
really
don't
want
to
have
I'm
excited
about
this
project.
I
don't
want
to
have
people
butting
heads
about
this,
and
so
I
want
to
make
sure
it's
done
in
as
as
good,
clear
collaborative
in.
I
And
Bill
can
can
add
further.
We
are
as
committed
I.
Think
Lisa,
as
you
and
council
is
to
making
sure
that
folks
feel
like
they
know
about
and
are
being
heard
as
the
redevelopment
of
this
part
of
Boulder,
and
this
site
in
particular
goes
forward.
You
know
we
feel
good
about
how
Curt
and
his
colleagues
handled
the
RFP.
We
certainly
as
an
applicant
felt
like
it
was
a
very
open
and
inclusive
process.
It
was
not
an
easy
RFP
to
respond
to,
as
staff
knows
well,
and
there
were
several
meetings
throughout.
I
What
I
can
say
right
now
is
our
relationship
with
staff,
our
diverse
team,
most
of
whom
are
based
here,
including
bhp,
BC
caddis,
the
architect
of
note.
When
it
comes
to
co-op
and
cohousing,
we
think
we've
already
got
on
our
team,
some
terrific,
let's
call
them
channel
captain's
folks
who
are
tapped
into
different
constituencies
parts
of
this
particular
community
to
ensure
that,
as
we
move
forward
month
to
month,
we
are
staying
in
touch
with
those
key
stakeholder
groups
and
constituencies.
Indeed,
tomorrow
is
really
our
kickoff
meeting
with
bhp
bhc
and
Cadiz.
I
To
begin
to
really
talk
about
what
the
coop
cohousing
building
program
looks
like,
including
Mary
the
public
participation
piece.
So
we
have
already
SPECT
for
Brian,
given
his
expertise,
which
is
of
a
national
stature,
Brian
will
help
choreograph
some
of
those
discussions,
charettes
meetings
that,
even
though,
perhaps
not
conventional
or
traditional
starting
from
scratch,
ground-up
ownership
included.
I
We
can
vary
the
theme
given
the
requirements
of
this
project,
but
still
engage
and
include
visa
vie
the
cohousing
co-op
piece.
We
intend
to
work
closely
with
bhp
as
we
work
through
our
lytec
and
and
related
applications
and
processes
to
make
sure
that
low
mod
issues
and
constituencies
are
heard
and
are
part
of
this
process.
So
so
far
on
the
team,
we
think
we've
got
terrific
leaders
and
representatives
of
many
constituencies
that
we
believe
will
satisfy
ultimately
a
robust
test
litmus
test
when
it
comes
to
the
participation
of
the
logic
from.
M
M
So
that's
one
of
the
things
that's
supposed
to
help
with
that,
because
we
all
have
a
sense
of
what's
allowed
from
a
mass
and
kind
of
bulk
stamp,
also
where
we
should
have
public
spaces
where
there
should
be
parks
where
we
should
have
interfaces
with
other
other
parts
of
the
city
and
how
those
interfaces
should
work.
So
that's
a
big
help.
One
of
the
things
that
I
was
kind
of
discovered
in
the
public
probably
get
the
name
wrong.
Public
process
participation,
working
group.
M
We
don't
think
that
we
have
any,
and
this
we
try
really
hard
to
make
sure
that
at
least
all
the
big
things-
and
you
know
we
haven't-
had
a
chance
to
go
through
it
with
staff
and
Carl.
Guyler
is
really
the
expert
on
staff
of
that
if
we've
been
through
the
process
before,
but
we
think
these
150
feet
stuff
like
that,
so
we
tried
to
eliminate
as
much
as
we
could
in
terms
of
what
we're
asking
that
could
drive
a
you
know:
kind
of
a
community
issue.
No.
N
A
I
L
Great
and
then
I
said,
the
partners
or
potential
partners
that
you
highlighted
in
your
application
were
primarily
nonprofits
office,
uses
things
like
that,
but
one
of
the
intentions
I
think
in
that
forum
based
code,
is
to
have
a
retail,
that's
activating
the
street.
You
know
providing
active
uses
and
things
like
that.
So
I
heard
you
mention
restaurant
before
is
it?
Are
you
keeping
an
eye
on
that
and
that
tenant
mix
to
have
that
mix
of
active
uses
and
office
uses
yeah?
Absolutely
great.
I
I
Many
on
staff
are
really
interested
in
this
subject
and
we
look
forward
to
working
with
them
and
figuring
out
how
to
govern
the
process
of
selecting
and
designing
and
then
ultimately,
making
decisions
about
the
ideal
mix
of
tenants,
but
the
urban
design
mandate
to
create
a
really
active
and
exciting
urban
place
where
people
want
to
be
walking
around
and
moving
about.
That's
that's
the
goal
to
do
that.
Affordably
is
yet
another
goal
embedded
in
it
great.
F
D
Édouard
staff
would
develop
movie
manager
for
public
works.
It's
a
combination
of
items,
technical,
certainly,
a
concern
with
limited
right
away,
space
in
accommodating
the
necessary
utilities
and
the
variety
of
things
that
already
have
access.
It
is
also
currently
prohibited
in
the
Boulder
Revised
Code.
There
is
some
internal
conversation,
we'll
probably
be
bringing
something
forward
to
Council,
to
consider
some
modifications
to
that
for
certain
limited
crossings,
a
variety
of
ways,
but
we're
still
working
on
that
in
particular
right
now,
recognizing
that
there
are
some
projects
like
this
that
maybe
brings
things
forward.
D
We
also
want
to
be
very
cautious
about
what
we
allow
within
the
ride
away
in
easements,
that
we
don't
detract
from
the
initial
public
need
nor
create
a
public
safety
hazard,
which
is
always
a
concern
when
you
add
something
where
it's
not
expected
to
be
found
where
we
may
be
doing
emergency
digging
and
repairs.
So
it's
a
variety
of
issues
that
are
to
be
considered
for
it
great.
L
L
J
C
So
did
all
that
great
fantastic
project.
Thank
you
very
much
all
of
you
they
do.
You
want
to
make
just
a
different
comment
altogether
than
this
follows
up
on
that
line
of
questioning
I
had,
and
that
is
you
know
when
we
talk
about
before.
As
we
were
doing
the
discussion,
we
just
voted
recently
on
the
inclusionary
housing.
C
Maybe
they're
not
I
mean
who
knows
how
long
the
last,
but
there's
some
incentives
out
there
on
the
affordable
side
that
that
that
are,
you
know,
helping
the
balanced
set
up,
but
again
we're
still
missing
on
the
middle
and-
and
so
we
know,
where
is
that
tool
that
we're
gonna
find
to
help
us
pick
up
there
and
I'm
not
hearing
it,
and
so
I
challenge
this
project.
To
think
about,
you
know
being
creative
and
figuring
out.
What
can
we
try
something
different
in
the
city
of
Boulder,
a
long
bill.
C
A
I
guess
I'm
the
affordability.
This
is,
if
I
get
this
all
right,
63
percent
permanently
affordable,
yay,
great
work
and
folks
in
all
those
classes
need
affordable,
housing,
so
the
middle-income,
it
remains
a
conundrum
and
we'll
keep
working
on
it.
But
I
I
think
this
is
a
winner
for
lots
of
people,
so
I
take
nothing
away
from
this
project,
that's
great
and
again,
in
addition
to
the
cohousing
stuff
in
the
commercial
affordable,
which
is
also
really
cool.
A
K
So
echo
much
of
what's
been
said
before
it
is
a
really
exceptional
project,
so
hopefully
you'll
be
able
to
do
some
of
the
pioneering
things.
As
Ann
just
mentioned,
we
put
out
I
thought
at
the
very
lowest
end
of
the
spectrum.
I,
don't
know
that
this
is
possible
or
feasible,
but
some
of
those
very
low-income
housing
units,
if
there's
a
way
to
have
permanent
supportive
housing.
K
N
I'll
just
add
that
I'm
very
excited
I
think
everybody
else
is,
but
I
look
at
this.
Also
in
the
in
a
longer
term
and
I
can
remember,
we
used
to
have
different
subcommittees
on
council
and
ours
on
the
affordable
housing.
One
and
I
did
that
with
Tom
eldritch
and
Tom
elder
tonight,
we
were
on
the
Affordable
Housing
Committee,
when
we
first
started
talking
about
Pollard
being
an
affordable
housing
site
and
I'm
getting
goose
bumps,
because
this
was
just
a
vision
that
we
wanted
to
have.
N
We
both
tom
was
from
Chicago
I
was
from
Kansas
City
train
stations,
big
thing,
and
we
just
our
vision,
was
that
there
would
be
some
affordable
commercial
on
the
first
floor.
That
would
meet
the
needs
of
the
people
who
are
going
to
live
there
and
then
that
there
would
be
a
mix
of
housing
upstairs
from
that,
and
people
would
eventually
get
to
use
a
train,
but
also
have
this.
N
This
kind
of
very
urban
experience
where
you
really
are
an
urbanite
and
you
don't
need
these
cars
and
and
other
things
and
and
so
I
think
we
we
brought
that
idea
out
in.
We
started
negotiating
a
Molly
was
was
my
I
must
have
been
like
2001
2002,
something
like
that.
We
had
so
many
meetings
about
that
and
it's
2017
now
and
just
get
it
done
and
I'm
just
really
excited
about
this,
and
this
is
turning
out
much
better
than
I
ever
envisioned
it
and
I
I'm.
Sure
Tom
would
be
there
too.
A
A
A
I'm
gonna
go
ahead
and
introduce
this
and
I.
You
can
guys,
can
blame
this
next
bit
on
me
a
little
bit,
there's
so
much
going
on
a
regional
transportation
and
there's
so
many
staff
involved,
but
there's
also
so
many
council
members
involved
in
different
pieces
of
this
conversation
that
I
thought
it
was
worthwhile
for
us
to
make
sure
we're
all.
On
the
same
page,
there's
a
lot
of
big
conversations
happening
out
there
with
other
cities
and
whether
it's
statewide
funding
ballot
measures
to
these
arterial
bus,
rapid
transit
projects.
A
That
I
thought
it
would
be
really
helpful
for
us
to
all
come
together
around
remind
ourselves
of
what
our
priorities
are.
What
we
have
is
at
stake
as
a
community
and
what
we
need
to
be
pushing
for
within
these
regional
conversations,
so
that
that
was
sort
of
some
of
the
impetus
and
a
lot
of
great
things
are
happening.
But
there's
a
lot
also
in
play
here
that
we
need
to
make
happen
and.
L
I
think
for
those
of
us
who
are
advocating
for
boulders
transportation
priorities,
if
they're
regional
organizations,
it's
really
helpful
to
have
the
council,
give
us
all
your
input
so
that
we're
carrying
the
flag
forward
for
the
whole
council
and
not
just
trying
to
represent
what
makes
sense
to
us.
So.
E
A
A
G
G
If
you
compare
this
to
pay
low
Park,
which
was
a
dedication
in
a
neighborhood
for
a
park
or
a
school,
the
city
bought
that
land
and
then
sold
it
to
bhp,
and
it
was
a
hundred
percent,
affordable
housing,
the
people
there
wanted
more
for
sale
units,
but
we're
told
they
couldn't
get
them
and
then,
if
you
look
at
Castro
put
out
by
Boulder
housing
hold
the
County
Housing
Authority.
This
also
has
some
retail
sites
and
it
is
also
100%
affordable.
G
So
why
on
earth
are
we
selling
land
we
already
owned
and
giving
it
to
a
private
developer?
That
is
not
even
going
to
put
a
hundred
percent
affordable
housing
on
the
site
when
there's
already
a
lot
of
market
rate
in
the
area.
There's
already
the
32
like
eighty
percent
at
like
Boulder,
Junction
or
whatever.
So
this
would
be
a
prime
spot
for
I
even
asked
Boulder
County
Housing
Authority
to
put
in
a
proposal,
and
they
didn't
do
it
because
they
said
older
housing
part
was
working
on
this.
G
So
why
aren't
old
housing
partners
getting
together
with
Habitat
for
Humanity
and
building
the
habitat
community
can
build
housing
for
your
workers,
who
we
always
say
the
city
workers
can't
afford
to
live
here?
So
if
the
city
owns
the
property,
have
Habitat
for
Humanity
homes
that
they
can
sell
to
the
workers
that
are
always
will
always
be
deed,
restricted,
I,
don't
understand
why
we're
going
to
a
private
developer.
It
makes
absolutely
no
sense
to
me.
I
do
like
the
idea
of
putting
affordable
retail
space
here.
I
think
it's
a
great
idea.
G
G
Is
this
project
building
housing
just
for
Google
employees,
because
Google
just
bought
the
land
diagonal
across
the
street
for
one
hundred
and
thirty
million
dollars?
Why
isn't
this
parcel
of
land
being
treated
the
same
as
payload
Park
and
other
land
that
was
owned
by
housing
authorities
and
one
hundred
percent,
affordable
housing
put
on
it
and
it
could
be
a
mix
of
different,
affordable
housing?
You
can
even
have
middle
income
down
here.
Why
on
earth?
Oh,
is
it
going
to
where
it's
not
going
to
be
100%,
affordable
housing?
It
makes
zero
sense.
I!
G
Don't
think
that
you
should
sign
the
letter
of
intent.
I
think
you
should
go
through
Boulder
housing
partners
and
Habitat
for
Humanity
and
build
homes
for
your
workers
that
we
all
keep
complaining
that
can't
afford
to
work
here.
Yeah
afford
to
live
here.
It
makes
that
makes
more
sense
to
me.
So
please
rebuild
thank
you.
C
Understand
there's
a
couple
of
things
here:
Boulder
housing
partners
is
involved
as
I
understand
it
in
this
project
and
and
so
the
issue
is
you
can't
build
Habitat
for
Humanity
in
part,
they
can't
build
that
the
density
to
create
the
number
of
units
that
we're
talking
about
here
and
the
and
part
of
the
you
know
the
volume
of
affordable
units
is,
is
much
greater
than
you
could
develop,
with
sort
of
Habitat
for
Humanity
homes
and
the
the
other
issues.
The
city's.
A
S
Well,
thank
you
very
much
mayor
and
council
for
the
opportunity
to
be
here
tonight
and
talk
about
regional
transportation
and
transportation
funding.
A
very
important
and
very
timely.
Eight
topics
before
we
get
started,
I'd
like
to
really
thank
the
council's
mayor,
Jones,
and
so
many
of
you
are
involved
on
a
regular
basis
with
all
of
these
regional
initiatives.
S
Councilmember
young,
your
work
on
the
RTD
past
program
working
group
is
a
tremendous
and
very
important
part
of
this,
and
also
councilmember
bracket
and
councilmember
Apple
on
for
the
work
with
the
doctor,
cog,
Denver,
Regional
Council
of
Governments
port.
It's
a
it's
a
lot
of
work
and
we
really
greatly
appreciate
all
that
you
do
to
support
these
initiatives
as
we
go
forward.
I'll
introduce
the
team.
That's
here
this
evening.
S
So
with
us
is
Mike
Sweeney,
the
Director
of
Public
Works
for
transportation,
also
Natalie
Stifler
and
Jane
Sampson
from
the
globe
older
team,
both
senior
transportation
planners
and
we'll
be
providing
part
of
the
presentation
this
evening.
Also
Karl
Castillo
is
here
as
well
he's
an
important
part
of
our
team.
He
was
here
helping
us
on
these
regional
policy
initiatives,
so
it
truly
takes
a
team
effort
with
staff
and
working
with
council
to
bring
this
about.
S
I'd
also
like
to
recognize
Bill
reg'lar
who's,
the
chair
of
the
transportation
advisory
board-
and
he
was
here
earlier
as
well.
So
we
will
jump
right
in
I
also
want
to
share
a
good
news
item
this
week,
we're
celebrating
the
boulder
second
annual
bus
to
work
day,
which
is
on
Thursday.
So
again,
thank
you
to
councilmember,
Yates
and
Brockett
for
bringing
this
idea
forward.
Last
year.
S
It
was
the
first
annual
festive
work
day
and
now
the
initiative
is
actually
spread
to
be
Boulder
County
wide,
so
boulders
leadership
is
really
paying
off
and
expanding
bus
to
work
days
to
be
all
of
Boulder
County.
So
it's
pretty
exciting.
Pretty
cool
we've
got
a
record
number
of
registrants
and
there'll
be
breakfast
stations
and
lots
of
different
things
to
celebrate.
Transit.
S
Lots
to
celebrate
for
sure
so
tonight
we're
here
to
talk
about
two
particular
areas
of
transportation:
that's
regional
transportation
and
funding.
Those
are
two
key
areas
of
our
transportation
master
plan.
I'll
provide
just
a
brief
kind
of
policy
overview,
and
then
we
want
to
dive
in
Jeanne
will
be
providing
updates
on
two
key
corridor
initiatives:
East
rapaho
and
state
highway,
119
known
as
the
diagonal
and
then
Natalie
will
be
providing
an
update
on
our
transit
service
delivery
study
and
then
I'll
be
providing
an
overview
of
transportation,
funding
and
kind
of
our
challenges
and
opportunities
ahead.
S
But
before
we
get
started
and
all
of
those
details,
I
think
it's
important
to
talk
about
the.
Why
we
do
what
we
do
for
regional
transportation
and
its
really
centered
in
our
broad
community
goals.
People
are
traveling
to
work,
to
live
their
lives,
to
go
to
school
and
so
very
much
connecting
to
our
community
sustainability
framework
and
not
just
the
part
about
being
an
accessible
and
connected
community,
but
really
supporting
our
economic
vitality
goals
and
our
environmental
goals,
and
so
all
over
the
work
that
we
do
rolls
up
into
the
Boulder
Valley
transportation
plan.
S
So
all
of
our
work
for
transportation
rolls
up
into
the
transportation
master
plan.
We
call
this
boulders
transportation
master
plan.
It's
really
community
based
and
community
created
we've
had
a
transportation
master
planner
TMP
since
the
90s.
We
consider
it
to
be
a
living
document
and
we
update
it
on
at
least
every
five
years
and
as
we
go
forward,
we
look
at
what
our
measurable
objectives
and
how
are
we
doing
so?
S
It's
not
just
a
plan
that
creates
a
vision
or
a
sort
of
just
goal
statements,
it's
really
about
creating
an
action
plan
and
going
to
work
on
those
actions
and
seeing
what
those
results
create,
and
so
every
two
years
we
do
the
transportation
report
on
progress,
and
we
call
that
our
report
card
to
ourselves
in
our
report
card
to
the
community.
How
are
we
doing
in
reaching
those
community
goals
and
how?
S
Where
are
the
areas
that
are
working
well
and
where
are
the
areas
that
were
struggling
and,
to
be
honest,
the
areas
that
we're
really
struggling
in
has
to
do
with
regional
transportation
and
particularly
the
commute
trips.
We've
made
a
lot
of
great
progress
and
I
should
say.
The
boulder
community
has
made
a
lot
of
great
progress
over
the
decades
to
travel
by
walking
and
biking
and
transit
for
a
lot
of
the
daily
trips.
But
the
trips
that
we
have
a
challenge
with
are
the
longer
distance
regional
commute
trips.
S
So
it's
an
it's
another
reason
why
we're
focusing
in
this
particular
area
and
why
it's
so
important
within
our
transportation
master
plan,
we
have
five
different
focus
areas
and
the
one
again
that
we're
centering
on
this
evening
is
our
regional
travel.
And
when
we
talk
about
our
regional
travel
policies,
it's
really
recognizing
Boulder
as
an
economic
Center
in
the
Denver
metro
area
in
the
Front
Range
regional
employment
center
and
that
the
regional
travel
is
increasing.
People
are
traveling
of
further
distances
for
their
daily
trips,
certainly
for
commute
trips.
S
Another
important
policy
within
the
TMP
is
not
just
what
we
do,
but
how
we
go
about
it,
and
so
it's
really
centered
on
a
coalition
based
approach
that
we
have
a
lot
of
needs
within
the
community
and
a
lot
of
needs
regionally.
But
we
know
we
need
to
use
a
partnership
model
to
get
there
and
the
u.s.
thirty
six
mayors
and
commissioners
coalition.
Again
we
really
appreciate
your
work
on
that.
S
The
results
are
really
showing
that
it's
improving
the
travel
time
and
reliability
for
everyone
and
I
think
it's
not
only
a
good
role
model
for
the
outcome
in
terms
of
the
infrastructure
and
the
transportation
demand
management
programs.
It's
really
a
great
model
about
the.
How
and
as
many
people
know,
it's
taken
over
almost
15
years
or
more
for
this
coalition
approach
to
bring
forward
the
improvements
on
us
36
and
bring
together
local
and
regional
and
state
and
federal
funding
to
bring
those
projects
to
life.
S
This
is
just
sort
of
an
illustration
that
helps
reinforce
that
message
about
our
regional
travel
in
the
context
that
we're
in
and
how
much
travel
is
coming
in
and
out
of
the
boulder
community
each
day,
and
that
information
is
what
then
feeds
into
our
planning
processes.
So
this
map
is
the
sort
of
articulates
boulders,
renewed
vision
for
transit
that
was
developed
back
in
2014
as
part
of
our
transportation
master
plan.
S
Again,
it
helps
to
illustrate
that
the
local
system,
improvements
that
are
needed,
as
well
as
the
regional
improvement,
so
the
local
is
primarily
shown
here
in
blue.
The
regional
routes
are
shown
in
red
and
highlight
the
arterial,
bus,
rapid
transit
routes
on
119
and
7
and
South
Boulder
road,
for
example,
and
these
regional
routes
come
forward
from
our
TDS
Northwest
area
mobility
study,
so
we've
integrated
our
local
planning
and
the
regional
planning
to
identify
this
network
of
improvements.
S
And
while
this
may
look
like
more
of
a
service
map,
it's
really
identifies
both
a
kind
of
a
holistic
approach
of
looking
at
capital
investment,
as
well
as
service
planning,
as
well
as
programmatic
elements
and
the
importance
of
how
they
need
to
work
together.
So
these
are
just
some
quick
examples
of
projects
that
have
come
forward
and
we're
making
progress
in
areas
since
the
2014
TMP
we've
talked
about
the
u.s.
S
S
There
are
over
a
hundred
riders
a
day
on
the
Express
service,
operating
between
Fort,
Collins
and
Longmont
and
Boulder,
and
then
certainly
continuing
to
work
on
the
past
programs
of
a
very
popular
neighborhood
and
business
eco
pass
program,
and
we
want
to
be
able
to
expand
that
and
create
more
access
to
it
with
the
community
pass
and
then
continuing
to
work
on
the
hop
because
it's
important
to
not
only
think
about
the
regional
routes
coming
into
Boulder.
But
then
how
do
people
travel
around
Boulder
when
they're
here?
What
are
those
first
and
final
mile
connections?
S
And
how
are
we
layering
that
high
frequency
local
network
to
help
with
people's
mobility
throughout
the
community?
So
we
have
a
lot
of
work
to
do
we're,
making
some
progress
in
some
areas,
and
we
want
to
continue
the
momentum
going
forward
and
address
the
challenges
that
we're
facing.
Another
kind
of
a
new
area
that
came
out
of
the
transportation
master
plan
is
the
creation
of
mobility
hubs
and
it's
really
kind
of
a
next
generation.
Rather
than
doing
stand-alone
and
rights.
It's.
How
do
we
integrate
the
regional
and
local
transit
into
one
I?
Call?
S
It
one-stop
shopping,
so
you
can
come
into
the
community.
You
can
hop
off
your
regional
route
and
have
easy
access
to
bike,
share
car
share
transportation,
network
companies
and
local
routes
and
that
it's
integrated
with
our
land
use
in
our
urban
design.
It's
not
a
standalone
facility,
but
it's
very
much
an
integral
part
to
our
placemaking
throughout
the
community.
So
there's
there's
a
lot
we're
working
on
and
the
ideas
that
it's
all
connected,
each
of
the
pieces
of
the
puzzle,
whether
it's
transit
or
roadway
projects
or
commuter
bike
ways,
transportation
demand
management
programs.
S
It
all
needs
to
come
together
to
create
the
place
that
supports
all
of
the
different
needs
of
the
community
and
help
support
our
role
as
part
of
the
larger
regional
kind
of
ecosystem.
So
with
that,
there's
just
sort
of
a
summation
of
our
regional
policies,
again
they're
centered
on
our
adopted
plans
and
strategy
documents,
and
we
take
this
coalition
approach.
We
work
closely
in
addition
to
the
MCC
and
a
lot
of
policy
and
technical
advisory
committee
meetings
as
well,
and
then
we
really
Center
on
what
are
those
key
regional
priorities.
S
We
have
a
lot
of
local
needs
and
we
have
a
lot
of
regional
needs,
but
the
idea
is
that
we
work
together
with
our
regional
partners
to
focus
on
those
key
initiatives
such
as
arterial,
BRT,
eco
paths
and
the
commuter
bike
ways.
So
with
that
I'll
turn
it
over
to
Jean
and
she
can
cover
the
corridor
plans.
There's
any
questions.
U
U
U
So
you
can,
you
know,
kind
of
squint
to
the
to
the
west
side
and
sort
of
that
green
study
area
we're
taking
a
very
close
look
at
the
Arapahoe
corridor
within
Boulder
as
part
of
the
Easter
wrap-up
transportation
plan,
we're
developing
a
long-range
plan
that
will
improve
travel
and
mobility
options
for
regional
commuters,
as
well
as
for
the
people
who
are
working
out
there
today
living
in
the
corridor
and
those
that
will
be
in
the
future.
So
truly
looking
at
completely
complete
Street
design
for
the
east
arapahoe
corridor.
A
Knowing
these
things
take
15
years,
so
that
you're
gonna
copy
you
be
ready
to
accommodate
that,
but
also
make
some
improvements
now
that
improve
the
quality,
life
and
congestion
and
now,
and
so
what
you
said
about
intersection
improvements
to
me,
I
didn't
realize
what
that
meant.
That
means,
like
figuring
out
how
to
have
left
turn
lanes
and
things
like
that.
A
You
know
to
widen
things
at
the
intersections,
so
you
have
longer
turning
cues,
just
so
the
through
traffic
you
keep
going
and
you
can
better
manage
people
that
are
turning
on
and
off
in
key
intersections
as
you
get
as
imagine
as
you
travel
to
Lafayette
and
URI,
and
that
that
will
greatly
improve
travel
through
those
corridors
for
at
least
in
the
near
term.
So
the
next
two
to
five
years,
it
will
greatly
improve
things
while
we
plan,
for
you
know
the
more
fuller,
multimodal
I
think.
Also.
J
Inc,
you
know
that
raises
the
question
for
me
about
the
communities
out
east.
They
have
completely
different
approaches
to
their
land
use
policies
than
we
do
here
and
one
might
say
that
there's
a
mismatch
in
terms
of
what
our
goals
are
in
terms
of
land
use
and
how
that
intersects
with
transportation.
So
my
question
is:
how
do
you
reconcile
that
in
terms
of
what
I'm
thinking
is
you
need
out
east?
You
need
lots
of
land
for
parking
rights.
Yes,
that's.
U
That's
an
excellent
question,
and
so
I
can't
speak
for
the
communities
and
their
policies,
but
I
think
there's
a
general
understanding
of
their
development
patterns,
look
quite
different
than
what
we
have
further
west
of
two
things.
One
is
that
as
part
of
the
regional
state
highway
7
project,
one
of
the
first
things
that
the
county
did
is
just
look
at
the
operations
of
the
BRT
itself.
U
A
Part
of
it
is
how
do
you
get
them
to
set
aside
that
land
now
right
for
the
development?
That's
coming
so
they're
designing
their
shopping
mall
over
the
park
and
right
at
the
intersection,
knowing
that
they
don't
need
to
build
it
yet,
but
they're
gonna
need
to
build
it
so
getting
that
land
used
locked
in,
though
well.
J
U
Yeah
and
it's
a
real
concern,
particularly
given
the
pace
of
development
at
some
of
those
major
intersections,
is
getting
ahead
of
it
and
being
able
to
identify
and
reserve
that
land
so
we're
working
very
closely
in
coordination
with
staff
and
elected
officials
along
state,
highway,
7
corridor
to
the
point
where
and
I
was
going
to
get
to
in
the
presentation.
But
the
idea
is
that
out
of
this
work,
the
communities
between
Brighton
and
Boulder
will
be
forming
a
state
highway.
U
So
moving
on
so
since
we
began
this
Easter
rapaho
planning
process,
we've
been
committed
to
the
principles
of
the
city's
public
participation,
working
group
recommendations
and
we've
undertaken
a
public
engagement
process
that
fosters
meaningful
contributions
to
this
planning
process.
So
as
you'll
note
as
I
go
through
the
next
set
of
slides
that
the
sticky
notes
indicate
where
our
process
reflects
those
values
and
we've
incorporated
them
into
the
planning
process.
So
let's
start
with
the.
Why?
Why
are
we
developing
this
plan
and
quite
simply
we're
asking
this
question
of
our
community?
U
How
do
we
move
more
people
safely
and
efficiently
through
one
of
our
busiest
travel
corridors,
so
with
regional
forecast
predicting
as
much
as
a
20%
increase
in
traffic?
We
need
to
reorganize
our
streets
to
provide
better
travel
options
for
commuters
and
for
the
greater
number
of
people
who
are
working
and
living
in
the
corridor,
and
this
has
been
a
you
know,
a
very
open
conversation
and
generated
a
lot
of
good
input
which
I'll
be
sharing
with
you
over
the
next
few
minutes.
But
let's
take
a
look
first
at
our
planning
process
and
schedule.
U
Everything
from
drafting
the
plan
goes
to
developing
and
screening
alternatives
and
at
this
point
in
the
process,
where
you
see
that
we
are
here,
we're
considering
a
narrowed
range
of
alternatives
and
conduct
and
have
conducted
a
detailed
technical
analysis
of
these
alternatives
and
we're
sharing
these
results
with
our
public
and
have
been
doing
so
since
the
spring,
asking
for
input
them
and
feedback.
Now,
moving
forward,
we'll
be
recommending
a
preferred
alternative
with
an
implementation
and
phasing
plan
for
review
by
Council
in
in
the
coming
months.
Just
real
quick
have.
H
U
Would
say
that
maybe
a
third
of
the
business
representatives
do
not
live
in
Boulder
and
what
we've
been
doing
to
really
reach
out
to
hear
the
voice
of
the
commuters
a
couple
things
one
is
we
participated
in
the
boulder
county
state
highway
7
public
meeting,
so
we
provide
information
at
those
meetings
and
have
really
been
incorporating
the
information
we
receive
from
those
folks,
many
of
whom
work
in
Boulder
but
live
outside
of
Boulder.
The
other
thing
that
we
do
is
we're
out
in
the
corridor
a
lot
doing
things
like
lunch-and-learn,
so
I'll
be
doing
one.
U
For
instance,
this
Thursday
at
Boulder,
Community
Health,
where
we
bring
employees
and
and
the
and
the
hospital
provides
lunch
most
of
the
people.
I
would
say
that
we're
speaking
with
or
do
not
live
in
Boulder,
so
that
pop
up
events,
we
were
going
to
be
doing
something
similar
with
fall.
So
we're
really
making
a
very
concerted
effort
to
hear
from
that
commuter
perspective.
U
So
these
are
the
five
plan
goals
and
they
support
the
five
transportation
master
plan,
focus
areas
that
Kathleen
mentioned
and
they're
being
used
to
guide
development
of
transportation,
improvement,
alternatives
and
the
criteria
by
which
we
evaluate
the
alternatives
and
well
I
won't
go
into
each
of
the
goals.
Specifically
I
just
want
to
point
out
a
couple
of
things
that
one
is
that
the
plan
goal
the
first
one
of
developing
a
complete
Street
that
offers
people
safe
travel
choices
is
directly
directly
tied
to
the
cities
toward
vision,
zero
initiative,
so
with
safety.
U
U
It
varies
depending
on
which
segment
of
the
corridor
you're
in
see
the
alternatives
that
you
see
on
the
right-hand
side
of
that
slide.
That
would
actually
repurpose
general
traffic
lanes
for
bus,
rapid
transit
and
then
underneath
that,
along
with
these
alternatives,
we've
been
sharing
the
results,
as
I
mentioned,
of
the
detailed
alternatives.
Analysis
which
is
summarized
here
and.
N
U
U
I
just
want
to
spend
a
minute
talking
about
how
we're
sharing
this
information
I
touched
on
some
of
it.
You
know,
in
addition
to
working
with
our
community
working
group,
we've
been
using
a
variety
of
other
means
to
share
information
everything
from
neighborhood
meetings
to
workshops
with
our
community
youth
groups,
which
has
been
really
interesting
working
with
our
growing
up
Boulder
and
youth
Opportunity
devisor,
a
boy
board
I
mentioned
the
lunch
and
learns
that
we've
had
and
we're
continuing
to
have
along
the
corridor
and
then
just
a
host
of
sit
down.
L
U
So
we
are
coordinating
closely
with
RTD
and
we're
really
taking
the
lead
on
what
that
configuration
looks
like,
and
basically
it's
on
us
to
determine
what
that
would
look
like,
but
given
certain
constraints
that
they
are
probably
going
to
be
working
with
if
they
are
to
be
the
operator
of
this
future
transit
service,
things
like
ensuring
that
we
have
right-hand
boarded
boarding,
doors
and
that
sort
of
thing
so
there's
some
logistical
issues
related
to
vehicles
and
such.
But
the
fact
of
the
matter
is
at
this
point
in
time.
U
B
U
And
so
communities
to
the
east,
so
there's
been
a
planning
and
environmental
linkage
study.
Basically,
that's
the
infrastructure
design
for
state
highway.
Seven
that's
been
completed
out
to
I-25
from
287
I
25,
and
what
that
design
is
calling
for
is
side,
running
bus,
rapid
transit
or
it's.
They
would
call
it
bus
on
shoulder
and
then
the
study
that
the
county
is
currently
undertaking
to
look
at
287
to
75th
Street.
One
of
the
options
is
also
looking
at
bus
on
shoulder
so
again
that
that
curbside
running
bus
and
then
within
the
city
again
to
your
point.
U
Yes,
you
want
to
be
as
contiguous
as
you
can
not
to
say
there
aren't
systems
that
do
vary
between
side
running
instead
of
running,
particularly
in
more
urban
areas.
We
wanted
to
look
at
that
sort
of
broad
range
of
in
a
spectrum
of
different
types
of
configurations
and
as
I'll
share
with
you
in
a
minute.
U
There
are
a
lot
of
constraints
just
on
a
running
bus,
rapid
transit
and
I
think
that
our
community
understands
what
those
constraints
are
particularly
related
to
traffic
operations
and
we're
not
seeing
a
great
deal
of
travel
time
savings
to
be
honest
with
you
for
the
center
running
bus,
rapid
transit.
So
at
this
point
in
time
it's
looking
more
like
from
a
technical
analysis,
standpoint
and
community
feedback
standpoint
that
the
side
running
bus,
rapid
transit
is
looking
like.
The
more
feasible
option
is
consistent
with,
what's
being
planned
for
their
East
I.
U
So,
just
quickly,
here's
just
one
example:
the
type
of
preference
poll
we've
used
at
our
community
meetings,
low
tech
dot
exercise
and
when
we
asked
for
feedback
on
the
alternatives
and
as
you'll
notice,
I
was
just
getting
to
Aaron
that
there
are
a
large
number
of
dots
next
to
the
alternative
three.
So
this
would,
in
this
alternative
or
looking
at
business
access
inside
running
bus,
rapid
transit
and
what
we're
hearing
from
these
from
these
meetings
that
we
have
with
folks
is
the
understanding
that
and
based
on
the
detailed
analysis.
U
This
alternative
offers
a
pretty
high
transit
ridership
with
a
lower
cost
fewer
traffic
impacts,
as
I
mentioned,
as
compared
to
center
running
BRT,
and
has
the
greatest
potential
to
be
phased
over
time,
which
again
is
another
limitation
of
looking
at
something
like
a
center
running
bus,
rapid
transit.
So
the
business
inside
running
bus
rapid-transit
configuration
would
provide
a
transit
travel
time.
That's
competitive
with
the
automobile,
but
in
fact
most
likely
would
not
degrade
auto
travel
time
and
actually
has
the
potential
to
decrease
travel
time
for
all
commuters
and
that's
to
impart
to
two
factors.
U
One
is
that
we
know
that
today
the
outside
travel
lanes
are
underutilized,
because
drivers
are
choosing
not
to
get
in
the
outside
lane
to
avoid
getting
stuck
behind
right
right,
turning
vehicles
or
buses,
and
the
other
factor
is
that
by
providing
this
high
quality
BRT
service
that
actually
provides
a
competitive
travel
time.
Where
do
we
may
reduce
the
number
of
vehicles
on
the
road
itself,
thereby
opening
up
capacity?
So
it's
looking
very
favorable
from
a
technical
standpoint,
as
well
as
from
the
type
of
feedback
that
we're
receiving
from
our
community
members.
U
And
as
we
share
the
results
of
the
alternatives
analysis
with
our
community
members,
we've
also
asked
them
in
indicate
which
results
are
most
important
in
selecting
a
preferred
alternative,
so
ranging
from
safety
to
changes
and
travel
mode
share
to
forecasted
transit
and
auto
travel
times.
All,
which
is
information
that
we've
shared
and
overwhelmingly
people
say
the
pedestrian
and
bicycle
comfort
and
access
and
safety
are
noted
as
the
most
important
criteria
in
selecting
a
preferred
alternative,
a
little
bit
more
on
what
we're
hearing
as
mayor
Jones
mentioned
interest
in
both
short
and
long
term
improvements.
U
So,
yes,
we
want
a
long
term
vision,
but
we
also
want
to
look
at
taking
incremental
steps
to
improve
conditions
out
there
today,
and
so
it's
part,
part
of
the
plan
we'll
be
developing
an
implementation
strategy
that
includes
both
short
mid
and
long
range
strategies.
Then
again,
there's
also
ongoing
concern
about
automobile
congestion,
particularly
further
east,
which
is
why
it's
so
important
as
mayor
Jones
mentioned,
that
some
of
these
intersection
capacity,
improvements
that
the
county
is
working
on
happened
sooner
rather
than
later
to
address
those
choke
points
for
commuters
coming
in
to
Boulder.
U
U
Actually
we're
not
necessarily
looking
at
expanding
the
number
of
lanes,
but
we
are
looking
at
creating
greater
capacity
to
move
more
vehicles
through.
What's
a
limited
intersection
race,
everyone
stopped
at
one
time.
You
can
only
move
a
certain
amount
of
vehicles
through
that,
but
if
you
can
move
more
and
then
merge
them
back
into
that
single
lane,
it
actually
would
operate
pretty
efficiently
with
the
addition
of
left
turn
pockets
where
it's
needed
to
access
areas
to
the
north
and
then
do
we
have
data
that
proves.
H
A
They
found
the
counties
got
some
great
data
on.
This
is
basically
once
you
get
to
the
edge
of
Boulder
as
you
head
out
on
a
rap
hoes.
The
traffic
moves
pretty
well
in
between
the
big
intersections,
except
for
where
people
have
to
wait
for
people
to
turn,
and
so
the
idea
is
get
more
people
through
the
stoplight,
and
then
it
keeps
going
fine,
especially
the
people
are
turning
and
it's
pretty
cool
to
look
at
the
models
but
yeah
it
is.
A
U
Moving
on
just
a
little
bit
more
about
what
we're
hearing
to
the
top
bullet,
integrating
transportation
improvements
with
land-use
and
urban
design,
first
and
final
mile
connections
and
transportation
demand
management.
So,
while
I've
been
sharing
some
of
these
emphases
infrastructure
improvements
that
cross
sections,
that's
only
one
component
of
the
plan
and
we're
very
much
looking
at
things
like
transportation
demand
management,
mobility,
hubs
that
create
first
and
final
mile
connections.
For
instance,
we've
been
working
proactively
with
our
planning
department
as
they
updated.
U
The
bowler
valley,
comprehensive
plan
and
our
community
working
group
I
think
was
very
instrumental
in
working
with
a
planning
staff
to
advocate
for
a
small
area
planning
at
55th
and
Arapaho,
for
example,
which
is
now
scheduled
for
the
2019
2020
timeframe,
and
that
the
build
alternatives,
support
existing
and
future
development
and
and
and
and
to
the
point
that
they're
not
dependent
on
any
one
development
proposal,
but
are
adaptable
to
changing
conditions,
which
is
what
we're
trying
to
achieve.
You
know.
U
The
other
point
about
the
first
and
final
mile
connections
is
that
the
success
of
a
regional
BRT
system
will
be
dependent
very
much
so
on
that
easy.
First
and
final
mile
connection,
so
how
do
I
get
to
the
Flatiron
Business
Park,
so
creating
those
mobility
hubs
that
create
that
one-stop-shop
as
Kathleen
was
saying
or
that
seamless
connection
to
a
be
cycle
station
or
or
an
electric
vehicle
station
or
shared
use?
U
Mobility
options
will
be
key
and
components
of
this
plan
and
then
to
the
second
bullet,
allowing
flexibility
to
incorporate
things
like
HIV
and
innovative
technologies
like
autonomous
vehicles.
We
know
that
the
future
is
going
to
look
different,
and
so
what
we're
doing,
as
we
think
about
these
infrastructure
designs,
is
that
we
plan
to
accommodate
changing
technology
so,
for
example,
by
creating
a
dedicated
lane
for
what
might
not
be
bus.
What
might
be
in
the
future
bus
rapid
transit.
U
It
could
be
at
some
point
in
the
future
shared
autonomous
vehicles,
we're
creating
that
space
to
move
more
people
safely
and
efficiently
through
the
quarter,
so
just
real
quickly.
To
recap
the
time
frame.
So
we
will
be
back
in
front
of
you
in
December
and,
as
I
mentioned,
some
of
the
ongoing
work
related
to
state
highway.
7
is
I'm
continuing
to
to
grow
and
evolve
and
to
the
point
of
establishing
a
state
highway
7
coalition
and
will
continue
to
work
with
our
city
departments
and
our
agency
partners
moving
forward
so
to
switch
gears
state
highway.
U
119
is
another
one
of
our
key
dams
corridors
and
so,
as
Kathleen
mentioned
using
the
us
36
multimodal
corridor
as
our
model,
RTD
has
started
to
work
on
a
BRT
study
for
state
highway.
119
and
CDOT
has
also
stepped
up
to
study,
manage
lanes
along
the
corridor
along
with
a
commuter
bike
way,
so
true,
a
multi-modal
corridor
where
the
very
initial
stages
of
both
of
these
projects,
so
the
first
policy
and
Technical
Advisory
Committee
meeting
for
this
project
was
held
in
August.
U
It
will
be
an
18-month
study
and
it's
we
are
supporting
it
here,
the
city
of
Boulder,
as
well
as
Boulder
County
and
the
city
of
Longmont
and
other
participating
jurisdictions
and
agencies
in
this
project.
The
BRT
study,
our
2ds
BRT
study,
will
analyze
alternative
BRT
improvement
options
between
downtown
Boulder
and
Longmont,
with
the
goal
of
advancing
a
locally
preferred
alternative.
U
So
at
the
conclusion
of
the
project,
there
will
be
preliminary
engineering
plans,
environmental
clearance
for
BRT
improvements,
as
well
as
preliminary
cost
and
funding
strategies
which
Kathleen
will
be
touched,
can
I
ask
what
manager
Lane
means
right.
So
it
would
be
something
along
the
lines
of
what
you
see
on
u.s.
36,
where
it
could
be
a
tolled
facility,
along
with
an
HOV
facility
and
perhaps
transit
using
the
same
Lane.
A
Hov
toll
and
bus,
just
like
us
36,
you
know
I
count
they
added
a
lane,
but
they
made
it
be
a
managed
Lane.
So
and
that's
the
principle
is
that
we
don't
want
to
just
widen
highways
anymore.
We've
won
from
that.
You
know
the
I,
don't
know
if
the
2x
example
I
don't
know.
If
that
means
anything
to
you.
There
was
a
big
huge
investment
in
expanding
I.
Guess
it's
like
25
down,
5
south
of
Denver
and
and
I
forget
how
many
within
a
just
a
couple
years.
A
U
U
As
we
know,
the
increasing
travel
demand
as
mayor
Jones
mentioned,
increasing
the
person
through
Pitt's
throughput
through
the
corridor,
providing
safe
solutions
and
reducing
corridor
transit,
travel
time
and
just
as
importantly,
reliability
and
also
related
to
the
first
and
last
mile
connectivity
issue
that
we
touched
on
earlier
and
identifying
cost-effective
options
so
very
much
along
the
lines
of
what
we're
looking
at
for
other
regional
corridors
such
as
state
highway,
7
and
have
done
on
us.
36
I.
U
So
that
leads
to
the
funding
question.
At
this
point,
RTD
has
30
million
dollars
allocated
in
their
business
plan
for
implementation
in
2022.
This
would
only
mean
clearly
only
be
part
of
what
would
be
needed
to
implement
BRT
in
the
corridor,
but
it's
money
that
could
be
leveraged,
but
there's
a
growing
concern
that
their
staff
is
currently
proposing
that
this
money
be
deferred
again.
U
That's
a
high
quality
experience
and
pairing
that,
with
a
commuter,
a
bike
way
to
truly
make
these
regional
multimodal
commuter
corridors
and
integrating
all
the
work
we
do
with
the
land
use
in
urban
design,
placemaking
and
some
of
the
types
of
projects
we
were
looking
at
earlier
when
you
were
looking
at
30th
and
Pearl.
So
at
this
time,
I
liked
him
by
Mayor
Jones
to
provide
any
additional
thoughts
or
information
that
you
might
have
related
to
these
corridor
plans.
I.
A
Think
I've
been
charming
and
just
find
out,
I
guess
nice
to
be
clear.
So
this
is
the
study
that
will
and
the
environmental
clearance
means
that
we
can
go
and
try
to
leverage
this
little
bit
of
money
to
get
federal
funding
to
basically,
hopefully
in
a
shorter
timeframe,
sort
of
recreate
the
us
36
model
so
that
we
really
make
the
corridor
between
boulder
and
Longmont
sort
of
state.
You
know
top
of
the
class
and
again
along
with
the
regional
bike
way,
which
I
think
is
a
public
amenity.
A
L
Justjust,
add
that
the
in
term,
from
a
federal
funding
perspective,
the
focus
right
now
and
the
opportunity
is
119
and
and
not
Arapaho
from
the
the
federal
funds
that
we
get
through
the
dr.
cog
process.
I'm,
actually
Arapahos,
not
not
eligible
for
funding
in
the
next
cycle
in
the
next,
like
four
or
five
years,
but
state
highway,
119
is,
and
it's
the
our
prime
focus
right
now
in
terms
of
advocacy
at
the
regional
level
of
dr.
cog,
is
trying
to
get
the
federal
funds
designated
for
that
through
a
variety
of
kind
of
maneuvers.
L
A
People
should
know
that
this
is
our
top
priority
regionally
coming
out
of
Boulder
yeah.
L
L
S
So
you're
absolutely
right:
it
is
the
most
complex,
interesting
chicken
and
egg
cycle
that
you
can
describe
because
you
can't
get
on
the
list
to
get
money
until
you're
on
the
list,
but
you
can't
get
on
the
list
unless
you
have
money.
So
it's
really
interesting.
So
that's
one
of
the
things
we're
looking
at
with
state
highway.
7
is:
how
do
we
start
to
identify
those
seed
funds
just
like
119?
You
know
RTD
step
forward
with
119
to
create
that
initial
30
million
dollars.
How
do
we
find
those
types
of
resources
for
state
highway
7?
S
So
it
can
get
a
toehold
on
that
regional
planning
process
and
get
into
the
list,
and
how
do
we
get
the
roadway
itself
classified
on
these
maps?
That's
there's
a
lot
of
detail
to
it,
but
the
idea
is
on
every
angle,
look
for
where
we
can
identify
resources
so
that
the
project
can
move
forward
in
the
regional
planning
process
and
we
can
keep
its
a
real
theme
on
all
of
this.
It's
leverage
and
partnerships.
So
we
need
to
be
working
forward
to
do
these
things.
L
A
This
is
the
reason
why
we're
bothering
to
tell
you
all
this
is
so
that
every
time
you
CC
dot,
director
or
RTD
director
or
anybody
in
our
state
delegation,
you
say:
hey,
you
know
119
and
highway
seven.
We
really
hope
you're
gonna
help
us
move
those
forward
and
I
will
say
this-
that
the
southern
metro
area,
Douglas
County,
those
folks-
are
really
good
at
getting
money
for
their
projects,
and
we
need
to
be
good
collectively
at
engaging
sort
of
all
those
people
and
getting
ours
and.
L
A
S
N
L
C
U
We've
had
really
good
turnout,
so
I
would
say
that's
where
we
probably,
if
you're,
referring
to
perhaps
the
neighborhoods
in
that
area,
that's
probably
where
we've
had
the
best
and
the
most
participation
has
abandoned
those
larger
meetings
and
we've
also
offered
through
our
community
working
group
representatives
to
let
us
know
when
they
have
HOA
meetings
and
we'd
like
to
attend
those
sorts
of
things.
So
far,
we've
had
it's
been
difficult
to
get
to
get
on.
U
U
A
J
I
make
it
I
provide
just
a
quick
update
on
the
program
working
group,
which
is
also
a
P
pwg,
not
to
be
confused
with
the
other
one,
so
just
real
quickly.
What
we've
we've
been
meeting
since
April
once
a
month.
It's
a
group
of
about
24
people
from
all
over
the
metros,
all
over
the
district,
the
regional
transportation
district
and
over
the
last
month,
we've
kind
of
ramped
it
up
and
we
began
to
meet
more
frequently.
J
There
are
three
options
currently
on
the
table
and
three
subcommittees
that
have
been
meeting
to
detail
out
those
options
and
prepare
them
for
modeling
by
the
consultant.
So
that's
kind
of
where
we're
at
right
now
is
putting
the
final
details
on
the
details
for
the
modeling
and
and
then
we'll
kind
of
tweak
after
that
and
see
where
things
go.
One
of
the
options
is
expanding.
Access
to
the
Eco
pass
so
which.
J
A
T
Okay,
our
service
model
relies
heavily
on
RTD,
for
both
local
and
regional
transit
service
is
constrained.
We
need
to
find
additional
or
new
models
to
fulfill
the
renewed
vision
for
transit.
Recently,
we've
learned,
the
RTD
is
backfilling
fast
tracks
with
base
system
funding,
and
this
will
continue
into
the
foreseeable
future.
So
this
is
really
a
structural
issue
for
RTD
and
they
haven't
identified
a
solution,
and
so
we
have,
along
with
many
other
communities,
are
getting
to
the
point
where
we
understand
that
something
has
to
happen
and
we
need
to
do
something
different.
T
This
will
include
the
identification
analysis
of
alternative
transit
service
scenarios
and
their
related
for
school
impacts,
so
options
that
we
would
look
at
working
out,
maintaining
or
expanding
our
current
service
delivery
model.
So
an
example
would
be
an
idea,
such
as
the
city
in
Boulder,
County,
establishing
and
operating
consolidated,
transit
service
or
the
city
operating
local
transit
management
and
operations
of
the
CTN
system,
and/or
forming
a
new
Regional
Transit
Authority.
So
those
are
just
a
few
ideas
of
scenarios
that
we'll
be
looking
at
in
this
phase.
To
can.
N
N
T
This
included
a
financial
assessment
of
our
current
and
planned
transit
service
just
for
a
little
background.
First.
This
slide
here
shows
what
1%
sales
and
use
tax
breakdown
is
for.
Rtd.
You
just
remind
everyone.
So
in
2004
metro
area,
voters
approved
an
additional
point:
four
percent
sales
tax
to
fund
fast-track
system
improvements
and
then
in
builders
portion
in
2015.
It
was
about
9.3
million.
For
that
point,
four
percent,
and
as
I
mentioned,
RTD
is
drawing
down
on
our
base
system
funding
to
backfill
fast
tracks
due
to
massive
shortfalls
in
the
fast
track's
budget.
T
T
Those
return
on
investment,
we
considered
all
financial
contributions
to
our
tv4
base
service,
so
we're
just
talking
about
base
service
over
the
next
couple
of
slides.
Here.
What
we
found
was
that
in
2015,
the
boulder
community
contributed
a
total
of
approximately
32
million
dollars
for
TD
transit
service
through
a
variety
of
revenue
sources.
The
two
main
sources
were
the
sales
and
use
tax
at
about
14
million
dollars
and
then
the
fare
box,
which
includes
eco,
pass
contracts
and
subsidies
and
programs.
So
that's
about
at
eleven
million
dollars.
Those
are
two
main
funding.
Sources
can
I.
H
Just
get
real,
quick
question
and
your
slide
two
ago
about
the
cost
and
how
it's
escalating.
So
much
have
you
made
any
assumptions
about
driverless,
because
my
understanding
is
a
big
piece
of
the
expenses
and
the
drivers
and
have
you
made
any
assumptions
about
smaller
vehicles
or
driverless.
T
It's
it's
based
on
our
renewed
vision
for
transit
that
was
developed
in
2014.
We
didn't
make
major
changes
to
that
plan
when
we
looked
at
the
cost
of
what
it
would
take
to
implement.
That
I
would
say
kind
of
you
know.
In
the
background
we've
said
we
would
look
at
transportation
network
companies
to
fulfill
some
of
the
first
mass
mile
issues
or
to
where
we
typically
would
have.
T
T
This
lesson
includes
a
subsidy
that
RTD
pays
to
the
city
to
operate
the
hop
so
in
summary,
Boulder
covered
about
94%
of
the
costs
of
service
directly
provided
by
our
GD
and
2015,
and
this
when
you
take
out
excessive
that
no
includes
revenues
and
costs
for
excess
ride
services.
When
you
take
out
accessorize
services
out
of
the
equation
that
what
we
put
in
goes
up,
so
it's
about
96
cents
for
every
dollar.
We
get
back.
T
T
And
we're
having
so
County
has
talked
about
doing
the
same
study
at
the
county
level.
They've
done
something
similar
to
this
in
the
past,
and
so
I
think
there's
interests
at
the
county
level
to
look
at
this
because
we
do
know
I
think
we
all
have
a
sense
that
if
you
were
to
look
at
this
on
the
county
level,
those
numbers
would
likely
be
reversed.
T
T
So
and
then
now
talking
about
that
that
point
four
percent
with
fast-track.
So
as
I
mentioned,
we
contributed
about
nine
million
and
2015
to
fund
fast-tracks
operating
service
and
what
we
saw
with
the
introduction
of
the
fire
and
fire
we're
seeing
about
a
two
million
dollar
additional
investment
for
fire
and
fire
service
on
an
annual
basis.
And
of
course,.
T
L
Had
a
follow-up
question,
which
was
you
know,
reading
the
analysis
and
in
our
packet
on
this
I
said,
there's
the
big
differential
in
the
operating
between
what
we
get
and
what
we
contribute
each
year.
I,
don't
remember,
seeing
any
like
amortization
of
the
capital
costs
of
us,
36
to
kind
of
say
well
or
to
be
put
in
X
many
hundred
millions
and
this
and
over
30
or
whatever
period
years,
30
years,
40
years,
that's
kind
of
worth
this
much
per
year
to
us.
It
was
there
and
it
was
they.
T
S
Today,
there's
not
direct
service
from
Boulder
to
Greeley,
so
there's
local
routes
within
the
north
front
range
that
wouldn't
need
to
connect
to
287
and
then
through
that
connection.
For
example,
someone
could
go
from
Greeley
to
Loveland
and
then
connect
to
flex
at
Loveland
and
to
commute
into
Boulder,
so
there
there
would.
It
would
definitely
be
a
multi
leg
trip
to
do
that.
But
there
are
my
understanding.
S
Is
there
plans
to
enhance
direct
service
between
Loveland
and
Greeley's,
so
that
trip
could
actually
become
more
efficient
over
time,
but
I
think
it's
an
example
of
the
types
of
questions
we
also
get
from
people
that
are
commuting
on
beyond
the
art.
The
typical
RTD
boundaries
that
we're
hearing
from
east
of
I-25
from
Frederick
from
Firestone
from
up
north
from
from
Greeley.
So
when
you
think
about
the
travel
sheds
coming
in
and
out
of
Boulder
every
day,
it's
it's
very
large
and
very
interagency.
S
T
Department
of
Monica,
and
then
they
provide
transit
as
a
separate
agency.
In
addition
to
what
the
regional
Metro
partner
provides
the
service
option,
the
City
of
Seattle
passed
City
ballot
initiative
to
fund
transit,
both
locally
and
regionally
for
the
city
of
Seattle,
and
it
was
a
pretty
big
initiative
about
sixty
million
dollars
a
year.
T
T
L
T
T
L
A
So
I'm
looking
at
this
is
great
stuff
but
you're
also
exceeding
I.
Think
how
long
we
thought
this
was
gonna
go
we
are
exceeding
we
are
exceeding,
so
this
is
cool,
so
we
have
one
more
section.
I'm,
also
aware
that
we
have
a
member
of
tabs
sitting
here
and
if
you
want
to
add
in
your
two
cents
at
some
point,
are
you
sure
you
don't
have
to,
but
I
want
to
give
you
that
option?
S
We'll
go
through
this
pretty
quickly
and
again,
I
think.
As
we
said
at
the
beginning
of
this
conversation,
all
of
these
topics
are
interconnected.
When
we're
talking
about
division
plans
and
then
how
do
we
go
about
developing
the
corridor
plans
and
then
it
all
comes
down
to
well,
then,
how
are
we
going
to
make
them
real
and
we're
all
kind
of
the
rubber
hits?
The
road
as
people
say,
is
its
funding.
So
when
we
talked
about
transportation
funding,
we
look
at
it
at
at
all
levels:
local,
regional
state
and
federal.
S
It's
a
kind
of
a
combination,
approach
and
again
I
want
to
start
with
our
our
transportation
investment
principles
that
come
out
of
our
transportation
master
plan.
That's
where
again,
we
go
back
to
for
all
of
our
our
policies,
and
so
where
we
really
want
to
focus,
is
creating
a
safe
and
reliable,
balanced
transportation
system
that
serves
people
using
all
modes
for
all
ages
and
stages
of
life.
We
do
everything
we
can
to
leverage
the
resources
that
we
have
typically
on
an
annual
basis.
S
We
really
view
the
work
we
do
in
transportation
as
being
stewards
of
the
community's
resources,
and
so
how
do
we
continue
to
invest
those
going
forward
for
the
next
50
years?
And
how
do
we
do
that
in
a
way
that
again
continues
to
leverage
everything
that
we
we
have
and
stretch
those
dollars
as
much
as
possible
to
create
both
the
local
and
the
regional
transportation
connections?
S
S
This
map
highlights
some
of
the
regional
priorities
and
again,
as
we've
been
talking
about
to
the
corridor
planning
process
and
the
transit
service
delivery,
we
need
to
focus
on
those
key
top
items
to
go
to
work
on
with
our
coalition
with
our
neighbors
and
be
able
to
leverage
the
city.
Funds
continue
to
press
for
ongoing
investment
by
C
dot
and
by
RTD,
and
any
new
funding
sources
that
come
forward
as
well.
S
So
this
this
just
gives
us
kind
of
that,
the
regional
picture
of
where
those
priority
projects
are
and
how
we're
continuing
to
focus
on
them.
In
addition
to
the
arterial
BRT
that
we've
talked
about
tonight,
the
railroad
quiet
zones
are
very
important
on
a
regional
scale.
We
all
know
the
impact
to
the
train.
S
Horn
noise
is
having
on
our
community
it's
happening
and
affecting
the
communities
all
along
our
transit
corridors
and
the
Tod
neighborhoods,
and
so
we're
working
together
with
a
regional
approach
to
fund
the
quiet
zone,
improvements
and
we're
currently
in
the
process
of
developing
a
what's
called
a
tiger
application
for
federal
funding
and
we'll
be
submitting
that
in
October.
Again
it's
a
joint
effort
with
the
city,
Boulder
County,
Louisville
long
MA
excuse
me
Longmont
and
Broomfield.
So
it's
just
submitted
some
examples
and
how
we're
focusing
our
attention.
S
We
mentioned
a
little
earlier
this
evening
to
the
federal
funding
that's
administered
through
the
Denver
Regional
Council
of
Governments
or
dr.
cog,
that
funding
that
comes
in
through
the
region
has
traditionally
been
allocated
primarily
through
a
reach
competitive
regional
process,
and
there
are
many
factors
at
play
that
are
going
on
now
within
the
Denver
metro
area
and
the
communities.
That's
looking
to
do
that
differently
going
forward.
So
where
is
it
the
past?
S
cog
and
federal
tip
funding
in
the
future
and
significantly
less,
for
example,
and
the
current
cycle
were
in
right
now,
the
city
of
Boulder
has
received
over
eleven
million
dollars
in
funding
for
a
whole
variety
of
multimodal
projects.
So
we
think
about
the
diagonal,
you
think
about
the
baseline,
underpass
and
intersection
improvements
north
broadway.
Those
are
examples
of
projects
that
are
being
done
today
that
are
have
been
funded
through
this
type
of
funding
mechanism.
Countywide.
The
current
program
is
over
22
million
and
that's
for
all
of
the
communities
in
Boulder
County.
S
What
we
expect
under
this
new
sub
regional
approach
is
likely
for
all
of
Boulder
County.
There
will
be
12
to
16
million
dollars,
and
so
when
we
think
about
that,
you
know
what
is
the
city
of
Boulder
share
of
that
and
what
are
the
share
of
the
other
projects
and
then,
when
you
think
about
east
arapahoe
and
119
and
south
boulder
road
start
to
realize
the
the
impact
of
this
different
approach,
and
we
need
to
be
thinking
strategically
about.
How
do
we
make
sure
all
of
our
projects
can
compete
on
those
lists?
S
We
talked
about
state
highway,
seven
earlier,
we've
got
to
get
them
on
the
list
and
we've
got
to
be
able
to
to
compete.
Our
projects
compete
very
well
when
they
can
get
in
the
door
and
the
regional
front
because
of
the
multimodal
nature
of
our
projects,
but
we've
got
to
create
a
place
where
they
can
be
competitive.
S
We'll
continue
to
look
for
federal
funding
for
the
quiet
zones
and
again,
I
think
the
the
punch
line,
and
all
of
this
is
that
the
future
of
our
funding
mechanisms
are
substantially
changing
and
particularly
on
the
federal
and
their
regional
front,
and
we
need
to
be
preparing
for
that
today
and
we
need
to
be
thinking
about
what
are
different
types
of
strategies
going
forward.
One
of
those
strategies
is
continuous.
Do.
L
You
mind
going
back
to
the
previous
slide,
just
that
we
have
a
shot
at
more
of
this,
can
get
state
highway,
119
funded
through
the
regional
process,
and
that's
kind
of
our
current
advocacy
focus
that
we're
pushing
on
as
hard
as
we
can,
because
if
we
are
12
to
16
as
our
likely
amount,
if
it's
just
the
sub-regional
amounts,
but
if
we
can
get
119
is
one
of
the
major
regional
projects
funded,
then
that
what
could
make
that
go
up
substantially.
So
that's
our
big
advocacy
push
right
now,
great.
S
Thank
you
for
clarifying
that
in
that
you're
right.
That
is
really
important,
so
shifting
gears
to
the
state
level
because
again,
we're
all
part
of
this
larger
transportation,
ecosystem,
I,
think
see
dot
for
the
last
several
years
has
been
making
the
case
that
they
simply
are
facing
financial
challenges
both
on
the
basic
operations
and
maintenance
of
their
system,
as
well
as
being
able
to
do
capital
expansion
and
when
we
think
about
our
transportation
system
here
in
Boulder,
many
of
our
local
roadways
that
we
rely
on
are
also
state
highways.
S
So
we
look
to
partner
with
cidade
on
roads
like
east
arapahoe
and
the
diagonal
and
Canyon
and
many
of
the
streets
that
are
important
within
our
communities.
So
we
need
to
be
thinking
about.
How
can
we
partner
with
c-dot
to
look
at
additional
funding
opportunities
at
the
at
the
state
level,
while
Senate
bill
267
was
recently
approved
by
the
state
legislature
that
provided
some
new
funding
for
the
state,
but
it's
very
limited
and
it
most
likely
will
go
to
rural
areas
and
not
much
will
be
seen
in
terms
of
new
funding
in
the
Front
Range.
S
The
other
new
news
that
happening
on
the
state
level
is
the
idea
of
that's
coming
forward
from
the
Denver
metro,
mayors
and
metro
chamber
and
Contractors
Association
about
potentially
putting
an
item
on
the
2018
ballot
to
raise
funds
for
transportation,
and
our
hope
and
the
work
through
the
MCC
is
that
that
ballot
item
will
include
again
a
balanced
approach,
similar
to
impact
64
or
House
bill
1240.
That
was
went
forward
earlier
this
year,
so
that
it
would
include
funding
for
roadways,
funding
for
transit
and
then
a
share
back
to
local
communities.
S
So
if
we
can
get
a
package
that
includes
all
of
those
elements,
that
is
something
that
would
be
very
helpful
and
work
in
concert
with
our
goals
and
initiatives.
We've
also
made
the
case
that
it's
very
important
that
that
new
funding
be
not
only
for
capital
but
for
operating
and
maintenance,
because
we
all
find
ourselves
in
the
situation
where
you
can
build
a
project,
but
it's
very
hard
to
continue
to
run
it
over
time
or
take
care
of
it
over
time.
S
Another
issue
that's
coming
forward
or
opportunity
that
may
be
coming
forward
is
that
in
if
a
statewide
solution
cannot
be
found,
there's
interest
being
discussed
around
forming
smaller
regional
transportation
authorities
and,
for
example,
the
Colorado
Springs
area
has
that
in
place
today,
there's
the
talk
of
either
you
know
metro
areas
or
north
I-25
or
Northwest
area.
It's
a
it's
a
way
to
identify
funding
for
specific
projects
for
smaller
areas,
so
I
think
everyone's
trying
to
look
at
all
of
the
above.
H
S
That's
correct,
so
the
there
is
funding
that
will
be
allocated
for
a
variety
of
things
that
come
out
of
the
the
VW
settlement,
some
for
electric
vehicles
for
charging
stations
and
they're
all
most
likely
competitive
grant
programs
within
those
different
pots.
There's
a
pot
that's
been
identified
for
transit
so
being
able
to
replace
diesel
buses
with
electric
transit,
for
example.
So
there's
a
whole
array
of
that
as
well,
and
so
we'd
certainly
be
looking
at
that
to
fund
local
and
regional
projects
as
well.
S
The
challenge
with
the
the
VW
funding
is
that
it's
a
one
for
one
replacement,
so
it's
replacing
a
diesel
vehicle
with
a
electric
vehicles,
so
it
I'll
just
use
the
transit
example.
It's
not
funding
that
could
be
used
to
buy
new
buses
to
run
a
new
transit
route.
You
have
to
be
replacing
an
existing
bus,
but
it
could
be
a
very
I
would
say
a
very
good
source
for
us
to
look
at,
for
example,
for
trying
to
electrify
the
hot
fleet.
That
would
be
a
priority
and.
S
A
On
the
statewide
ballot,
think
I
just
think
it's
useful
for
all
of
us
to
be
aware.
As
his
last
last
legislative
session,
there
was
an
effort
to
pass
funding
legislation
and
it
failed
by
one
vote,
and
we
worked
really
hard
in
our
various
little
regional
conversations
to
include
to
influence
the
the
categories
within
that
statewide
ballot.
A
Breakup
breakdown
to
make
sure
that
enough
was
going
to
transit
and
also
going
to
local
going
into
the
local
bucket,
as
opposed
to
just
building
more
highways
out
there
somewhere
joy,
damn
the
people
I'll
just
say
within
the
metro.
Mayor's
caucus
people
are
really
angry
at
the
legislature,
for
you
know
not
getting
that
across
the
line,
so
they've
really
converse
ation
about
whether
they'll
will
try
it
again
for
2018
either
through
the
legislature,
just
go
ahead
and
do
a
initiated
measure.
A
W
I'm
all
about
reconsideration,
so
thanks
very
much
me
I'm
bill,
regular
in
the
chairman
of
the
transportation
advisory
board.
I
just
wanted
to
just
give
everyone
on
council
a
heads
up
that
at
the
next
transportation
board
meeting
in
October,
we
will
be
holding
a
public
hearing
about
what
we
consider
to
be
the
safety
issues,
long
diagonal
and
also
36,
which
is
outside
of
Boulder
City
Limits.
Part
of
this
is
a
part
of
the
reason
why
we're
bringing
this
to
tab
is
that
there's
been
a
number
of
accidents
involving
cyclists.
W
Most
of
those
accidents
are
Boulder
citizens.
So
the
purpose
of
having
this
public
hearing
is
to
then
trigger
a
resolution
that
would
then
go
to
Council
expressing
the
sense
of
the
Transportation
Board,
urging
both
council,
but
also
CDOT,
to
look
more
seriously
at
safety
measures
that
can
protect
our
cyclists.
So.
N
A
W
So
our
hope
is
that,
through
these
public
information
campaigns,
which
will
then
be
compounded
with
social
media
activity
and
emails
to
the
community,
and
also
just
some
public
awareness
efforts
that
we
can
help
move
the
needle
a
little
bit,
but
I
want
to
emphasize
that
we
want
to
work
with
you
on
this
and
so
I
just
wanted
to
make
sure
that
you
have
that
heads
up.
So
you
weren't
caught
off
guard
yeah.
N
And
I
just
want
to
add
to
that
next
month
in
October,
the
Rocky
Mountain
Greenway
Committee
will
be
meeting
and
we're
really
focused
right
now
on
us,
36
and
trying
to
get
something
that
is,
it
won't
work
for
everybody
right,
but
that
is
off
of
36
on
the
east
side
of
36,
so
people
can
ride
very
safely
with
their
family
and
other
members.
So
exactly-
and
we
should
probably
talk
about
that-
you
should
do
that
anyway.
Yeah
thanks.
S
So
I
think
we've
covered
a
lot
tonight
at
all
these
different
topics,
again
they're
all
interconnected
or
we're
continuing
our
work
in
all
areas
of
the
TMP
and
the
ongoing
community
engagement
around
all
of
these
topics
we'll
be
back
to
talk
with
you
in
December.
At
our
transportation
master
plan,
progress
check-in
we'll
be
sharing
with
you,
the
draft
of
the
2018
report
on
progress.
It
will
have
some
new
data
points
or
hopefully
we're
moving
the
needle
in
in
these
areas
and
then
moving
into
2018.
We'll
begin.
S
K
Mean
for
me
the
the
challenge
with
transportation
is
everything
happens
slowly
right
things
do
not
move
quickly
and
then,
when
the
change
comes,
many
people
are
caught
by
surprise
because
things
have
moved
slowly
through
these
long
planning
processes
so
like
on
a
rapaho
as
the
more
we
can
get
public
input
now
and
awareness.
So
you're
meeting
with
the
leadership
group
in
east
arapahoe
could
really
help
smooth
the
way
so
that
we
end
up
not
in
as
much
of
a
surprise
mode
with
people,
and
that
would
be
my
one
comment.
K
S
So
that's
that's
another
exciting
thing
that's
coming
forward.
October
18th
is
the
future,
is
here
advanced
mobility
event,
and
it
will
be
Wednesday
evening
at
the
Boulder.
Library
it'll
be
a
great
opportunity
to
learn
more
about
new
technologies
with
transportation,
new
opportunities,
new
potential
policy
considerations
I
think
it
kind
of
helps
a
cycle
back
to
the
beginning
where
we
talked
about
the.
Why,
and
so
how
does
new
technology
and
how
does
mobility
as
a
service
and
transportation
network
companies
and
autonomous
vehicles?
S
How
do
they
help
us
achieve
the
community
goals
and
it's
not
just
something:
that's
new
and
shiny
and
sounds
really
cool,
but
how
do
we
deploy
them
in
a
way
and
how
do
we
create
a
policy
framework
that
supports
the
application
of
those
new
technologies?
So
they
help
us
move
forward
with
our
wider
variety
of
community
goals
and
values.
So
it
should
be
a
great
night.
I
think
it
will
be
raising
a
lot
of
questions.
S
It'll
be
an
opportunity
to
learn
from
a
panel
of
people
from
around
the
country
and
practitioners
and
researchers
around
advanced
mobility
and
then
certainly
be
food
for
thought.
As
we
move
into
the
transportation
master
plan
update
next
year,
so
it'll
be
a
great
event.
We
really
hope
you
can
come
and
share
that
with
us.
Well,.
A
And
it's
a
big
deal.
We
were
just
out
at
Panasonic,
looking
at
all
the
new
technology,
but
it's
not
the
policy
framework
to
guide
it
to
the
right
outcome
so
that
they
actually
work
to
improve,
say
greenhouse
gas
emissions
and
or
other
land-use
goals
and
stuff.
It's
not
a
given
and
so
I
think
part
of
the
reasons
why
this
is
so
important
is
the
world
is
a
changing
and
how
do
we
steer
it
in
a
direction
that
gets
as
far
as
when
it
go?
A
A
E
So
the
total
of
those
two
items
was
$200,000
plus
two
hundred
and
fifteen
thousand
dollars,
so
a
total
of
four
hundred
and
fifteen
thousand
dollars.
So
we
went
back
to
the
budget
and
I
decided
that
we
didn't
want
to
take
it
either
from
fund
balance
or
reserves,
and
we
didn't
want
to
take
it
from
the
new
capital
funding
that
we
had.
E
We
will
be
showing
a
total
of
six
hundred
and
fifteen
thousand
dollars
in
reductions
in
the
proposed
budget.
So
here's
where
they
will
come
from
you'll
recall
that
we
were
proposing
to
add
a
citywide
retail
strategy
for
2018
and
my
conversations
that
night
with
counsel
and
following
that
meeting
on
further
reflection,
it
began
to
feel
to
me,
like
this
was
a
premature
item
to
go
move
forward,
because
we
really
do
need
to
get
the
results
of
our
downtown
regional
strategy
study
before
we
move
forward
with
a
citywide
one.
E
E
E
A
L
A
Also,
we
should
debrief
this
really
quickly,
other
than
Suzanne,
forgetting
our
new
rules
about
voting
and
public
hearings.
Sorry
about
that
other
thoughts
on
tonight.
We
did
misjudge
the
time
bit
apologize,
that
the
presentation
on
transportation
was
more
robust,
but
it
was
good
stuff,
so
it
was
a
little
yeah.