►
From YouTube: City Council Study Session - 24 Oct 2022
Description
Agenda HTML: https://englewoodgov.civicweb.net/filepro/documents/148519?handle=54BA6F908DFA4E609A64DC36F7FE1DB5
Agenda PDF: https://englewoodgov.civicweb.net/filepro/documents/148518?handle=DF867201FD7741988F75E3A47D3CE174
I. Dartmouth Ave Traffic Calming Project Update - 6:50pm - 7:20pm
Deputy Director of Public Works Tim Hoos, Capital Project Engineer Sara Siggue, Ben Waldman of Apex Design and Mark Lenters of Kimley-horn will be present to discuss the Dartmouth Ave Traffic Calming ...
III. Reports from Board and Commission Council Liaisons
IV. Council Member’s Choice
V. City Manager’s Choice
II. City Charter Review Project - 6:00pm - 6:50pm
Kathryn Sellers, outside legal consultant from Hoffmann, Parker, will be present to review a section of City Charter to determine if Council wishes to propose revisions for voter consideration.
IV. Pedestrian Safety Month Project Overview and Discussion - 7:30pm - 8:20pm
Assistant City Manager Tim Dodd. Deputy Police Chief Vance Fender, and Executive Director of the Englewood Downtown Development Authority (EDDA) Hilarie Portel will be present to discuss Pedestrian Sa...
III. Break 7:20pm - 7:30pm
Agenda HTML: https://englewoodgov.civicweb.net/filepro/documents/148519?handle=54BA6F908DFA4E609A64DC36F7FE1DB5
Agenda PDF: https://englewoodgov.civicweb.net/filepro/documents/148518?handle=DF867201FD7741988F75E3A47D3CE174
A
B
Evening,
mayor
and
Council,
let's
see
perfect
just
one
quick
housekeeping
item,
I.
Think
in
your
packet.
You
had
a
table,
we're
not
going
to
talk
about
that
tonight
or
anything,
but
that's
just
going
to
be
a
running
list
that
we're
just
going
to
update
as
the
process
goes.
You
can
use
it
to
make
your
own
notes.
If
you
don't
like
it.
Let
me
know
we'll
do
something
different,
but
I
thought
it
might
be
helpful,
just
kind
of
have
that
running
list
of
items.
B
So
you
don't
have
to
go
back
through
the
presentation
if
you
don't
want
to
so
all
right,
let's
jump
in
so
one
thing.
We
are
going
to
do
a
little
bit
differently.
Tonight.
Is
this
section
34?
If
you
looked
at
your
Charter
is
quite
long:
it's
not
broken
up,
but
we
are
going
to
break
it
up
into
smaller
pieces.
B
As
usual,
some
of
the
the
big
question
is:
keep
it
or
rely
on
state
law.
So
you
that's
always
an
option,
but
we're
I'm
going
to
do
tonight
is
kind
of
compare
it
to
state
laws.
You
can
understand
the
differences
in
the
recall
process
and
maybe
make
some
suggestions
of
some
limited
changes
that
you
might
want
to
make
if
you
don't
want
to
completely
repeal
it
or
send
it
to
the
voters
for
repeal
all
right.
B
So
this
first
section
of
34
Begins
the
recall
process,
and
so
in
Inglewood,
the
recall
process
is
actually
started
by
an
affidavit
stating
why
someone
should
be
recalled
from
Office.
It
has
to
be
submitted
by
a
registered
elector
within
48
Hours
of
filing
that
affidavit,
the
city
clerk
mails
it
to
the
elected
officer
to
sought
to
be
recalled
and
who
then
may
basically
file
a
defense
statement.
After
the
affidavit
is
filed,
the
petition
can
be
is
approved
by
the
clerk
for
circulation,
that's
the
general
gist
of
it.
B
So
in
comparison
to
state
law,
the
process
is
a
little
bit
different
under
state
law.
A
petition
is
just
proposed.
It
also
contains
that
statement
of
the
basis
for
recall
the
same
word
limit
and
the
form
of
the
petition
is
actually
set
by
Statute.
Your
Charter
does
not
contain
the
form
of
petition,
but
the
clerk
could
rely
on
state
law
to
to
create
the
form
of
petition,
but
we'll
talk
a
little
bit
about
approval
of
the
petition
in
a
minute.
B
So
there's
no
affidavit
with
the
statement
for
the
basis
to
recall
under
state
law.
That
affidavit
then
doesn't
go
to
the
incumbent
for
a
defense
statement,
and
then
there
is
just
just
straight
on
to
circulation
and
the
clerk
just
approves
to
form
this
defense
statement
can
come
later
and
will
appear
on
the
ballot
under
state
law,
along
with
the
initial
100
or
200
word
statement
from
the
petitioner.
B
One
important
thing
to
note
is
that
the
petition
does
not
need
to
be
filed
by
the
registered
electors
in
state
law.
It
must
be
signed,
but
not
technically
started
by
a
registered
elector.
That's
a
pretty
big
difference.
Your
Charter
requires
a
registered
elector
to
start
the
process,
any
questions
before
I,
okay,
so
the
minor
suggestions
that
we
are
or
minus
my
minor
revisions
that
we
are
suggesting
is
to
put
in
some
time
frames
in
here.
B
Currently,
there's
no
set
time
frame
for
the
defense
statement
to
come
back
and
the
city
clerk
then
to
authorize
the
petition
to
be
circulated
for
recall.
So
you
know,
if
recalls
are
highly
political
right
and
if
you
know
there
could
be
an
argument
while
I
haven't
given
my
sworn
statement
yet
so
you
can't
authorize
a
petition
for
recall
and
there
could
be
a
lot
of
political
wrangling
over
that,
and
this
would
just
clarify
that
when
these
things
had
to
happen,
so
there's
not
pressure
on
the
clerk.
B
The
clerking
just
has
a
time
frame
and
can
move
on
and
say
we
authorize
a
petition
for
recall
the
last
cross
out
there
is
I
would
recommend
that
the
city
clerk
actually
is
approving
the
petition
as
to
form
that
is
not
a
content-based
decision,
but
that
the
it
is
in
a
standard
form.
That's
under
state
law.
That's
what
I
talked
about
last
slide.
C
C
So
I
would
propose
that
method,
as
opposed
to
making
Charter
amendments
to
prescribe
a
specific
process
for
recall.
And
lastly,
I'll
note
that
recall
is
one
of
the
areas
where
I
support
the
requirement
to
be
an
electorate
in
the
district.
Englewood
is
separated
in
four
council
districts
with
very
differing
opinions
on
politics,
and
it
would
be
difficult
for
me
to
process
an
elector
from
district
one,
for
instance,
initiating
a
recall
against
me
as
the
District
4
Council
representative.
B
And
I
have
a
feeling
that
was
very
intentional,
because
the
recall
statute
has
been
around
for
a
long
time.
So
it's
a
very
intentional
that
it
can't
even
be
it
can't
even
get
rolling
unless
you're,
an
elected
or
register
for
that
could
vote
for
the
person
who
you're
trying
to
recall.
So
not
if
obviously,
council
at
large
is
one
thing
but
like
Council
or
mayor
Pro,
tem
Ward
mentioned
you'd
have
to
be
in
the
district
for
if
you
were
trying
to
recall
that
that
council
member
so
yeah
so
statutorily.
B
D
B
You
don't
have
that
requirement
in
your
Charter
right
now.
You
don't
reference
any
state
law
regarding
the
form
of
the
petition
or
create
the
form
of
the
much
harder
and
because
of
that
exclusion,
the
way
it's
written
now
it
indicates
that
there
is
no
standard
form
in
Inglewood
for
a
petition
for
recall,
but.
E
B
E
E
B
B
B
So
if
you
have
several
people
running
for
a
position
in
under
state
law,
there's
a
mathematical
formula,
so
it's
25
of
the
entire
vote
cast
in
the
last
election
for
all
the
candidates
of
that
office,
divided
by
how
many
officers
were
elected
to
that
office,
but
in
Inglewood
it's
just
done
by
electors
and
not
both
casts.
So,
if
you
you
know,
let's
say
there
were
two
vacancies
and
four
candidates,
so
you
voted
for
two
people.
B
and
then
finally,
state
law
does
provide
detailed
restrictions
regarding
the
handling
of
the
petition
and
how
the
Affidavit
of
the
circulator
is
supposed
to
look
like,
but
again,
I
think
those
are
things
you
can
rely
upon
even
with
this
Charter
provision,
because
your
Charter
is
silent
as
to
that.
So
you
can't
break
the
petition
apart.
It's
stapled
that
kind
of
stuff.
C
C
C
C
C
B
E
E
B
E
B
B
G
F
And
so,
if
somebody
wanted
to
run
for
the
four-year
position,
they
could
have
run
on
the
other
one,
so
they
could
have
picked
either
a
two-year
or
four
year,
but
then
that
next
cycle
around
that
came
two
years
later,
there
would
be
two
again
two
people
running
or
two
seats
available,
of
which
the
two-year
one
would
have
been.
One
of
them.
E
So
I
guess
what
to
make
this
question
more
simple:
is
it
required
by
Charter
that
two
of
the
positions
will
be
open
every
four
years
and
therefore
in
the
charter?
It
says
that
and
I
don't
remember
this,
that
those
two
positions,
the
highest
votes-
will
get
one
seat
and
the
second
highest
votes
is
that
prescribed
in
the
charter.
B
B
G
C
Excuse
me,
there's
room
me
Miss
section,
but
for
for
Charter
Improvement
on
how
we're
electing
those
at
large
and
what
happens
when
one
of
those
seats
goes
back
in
because
I
did
have
concerns
about
the
process
that
was
prescribed
originally
for
the
election
when
we
have
a
vacancy
in
an
at
Large.
Typically,
we
elect
two
at-large
members
every
four
years
and
one
on
the
on
the
off
year.
So,
but
in
the
case
of
a
vacancy
midterm,
what
we're
doing
is
we're
altering
the
Cycles.
B
B
And
then
you
do
years
later
we
do
one:
okay,
I
got
it
now:
okay,
so
you're
concerned
that
once
there's
a
vacancy,
then
that
person
needs
to
there
needs
to
be
kind
of
a
line
for
people
who
want
the
two-year
term
and
a
line
for
people
who
want
the
four-year
term.
Or
do
you
is
that?
What
you're
concerned
about.
E
E
Well,
the
one
of
them
that's
running
by
themselves
that
doesn't
create
a
problem,
but
when
there's
two
two
running
at
large
and
part
of
the
votes
and
I
guess,
I
didn't
even
think
what
member
Ward
was
saying.
So
if,
let's
say
an
at-large
council
member
that
were
to
have
won
the
seat
and
there's
twice
as
many
people
voting
for
that
would
take
really
twice
as
many
signatures,
perhaps
even
for
the
second
person
that
didn't
get
nearly
that
many
votes.
E
E
G
E
E
B
And
you
could
do
that
in
that,
in
that
the
two
that
go
together,
you
could
change
their
their
terms,
but
then
you're
always
going
to
have
two
at
large
at
every
election,
because
the
person
who
got
the
two-year
term
is
gonna
that
spot's
gonna
be
open
again
when
that
other
one,
that's
sitting
on
a
four-year
term
comes
up.
So,
but
you
could
do
it
like
that
and
then
on
the
ballot.
It
would,
it
would
say,
council,
member
at
large,
four-year
term
council
member
at
large
two-year
term,
and
then
they
would
be
two
different
offices.
Okay,.
F
C
C
So
if
the
term
length
is
four
years
and
we're
electing
more
than
one,
that
would
be
a
single
line
on
the
ballot.
But
if
there's
a
four-year
term
and
a
two-year
term,
then
we're
going
to
split
those
up
on
the
ballot
and
we're
going
to
say
council
member
four
years
council
member
two
years
and
elect
those
separately,
because
the
only
condition
under
which
we
would
have
an
election
for
a
two-year
at-large
seat
would
be
if
there
was
a
vacancy.
A
B
B
B
If
you
want
to
keep
going
and
then
this
the
date
for
the
recall
election
is
no
less
than
60
and
no
more
than
120
days
and
then
what's
extremely
common
language
is,
if
there's
a
municipal
election
being
held
during
that
time
or
a
state
general
election,
it
would
be
combined
with
that
election.
So
you
wouldn't
be
running
your
own
election
on
that
issue,
so
so
the
60
days
is
the
same
under
state
law.
There
is
a
process
under
state
law
for
protest
related
to
the
signatures
on
the
petition.
B
It
doesn't
exist
under
the
charter.
Typically,
when
your
Charter
is
silent,
you
can
look
to
state
law.
This
is
a
very
specific
process
and
I
think
it
could
kind
of
Muddy
the
waters
a
little
bit
I'm,
not
actually
suggesting
that
you
incorporate
it
into
your
Charter,
but
I
think
you
could
incorporate
it
into
your
code.
If
you
so
choose
to
allow
that
protest
process,
if
you
want
to
but
I
think
not
having
something,
could
could
lead
to
a
lot
of
uncertainty.
B
B
One
thing,
let's
see
so
the
changes
that
we
are
recommending
is
that
some
language,
just
to
kind
of
clarify
that
the
petition
is
filed
in
the
time
and
meets
all
the
applicable
requirements
of
the
charter
and
and
to
the
extent
not
addressed
by
this
Charter
state
law.
So
that
kind
of
goes
back
to
the
form
of
the
petition
and
things
like
that.
Just
kind
of
closes
up
that
in
is
proper
in
all
respects
language,
which
is
a
little
big.
So
not
the
most
important
of
changes.
B
B
And
so
just
just
for
your
reference,
this
is
what
the
ballot
information
looks
like.
The
only
difference
for
the
ballot
information
under
state
law
is
that
the
justification
for
the
recall
and
the
defense
statement
is
actually
on
the
ballot.
In
your
case,
it's
on
the
petition
for
recall
so
I
think
it's
a
matter
of
philosophy
as
to
whether
or
not
people
need
the
whole
perspective
when
they're
actually
signing
this
petition
to
be
circulated
or
to
give
them
that
whole
perspective.
B
B
All
right
so
into
your
Charter.
If
an
officer
is
recalled,
then
the
the
office
is
deemed
vacant
and
then
you
get
to
have
another
election,
so
you
actually
have
two
when
you
have
a
recall,
but
it
sounds
like
you
guys
may
have
done
a
recall.
Maybe
didn't
go
all
the
way
through
recently,
and
so
this
is
probably
the
biggest
change
we're
recommending
tonight.
Is
that
so
under
state
law
there's
only
one
election,
so
the
people
who
could
replace
the
potentially
recalled
incumbent
are
also
on
the
ballot.
B
It's
just
kind
of
easier
I
think
I
would
argue
easier
for
everybody
involved,
including
staff
and
electors.
They
all
have
to
come
to
The
Ballot
Box
twice,
so
that
whole
provision,
those
two
paragraphs,
would
be
struck,
and
so
this
is
kind
of
a
little
bit
copied
out
of
state
law
kind
of
in
general,
talking
about
the
names
of
the
persons
and
when
those
nomination
petitions
would
be
due
to
the
clerk
to
get
on
the
ballot.
B
Not
I'll
be
perfectly
honest:
I'm
not
aware
of
any
community
that
doesn't
have
one
election
to
both
recall
and
put
someone
in
the
office
by
the
registered
voters.
I'm
not
aware
of
any
I'm
I'm,
not
saying
there
aren't
any,
but
I'm
sure
that
there
might
be
some
home
rules
that
split
it,
but
I.
Think
philosophically
the
registered
electors
have
said
we
don't
want
this
person
in
office
and
to
take
that
then
away
from
them
when
they
have
recalled
somebody
and
take
that
right
to
put
someone
in
that
position
from
them.
B
A
F
G
G
B
I
think
that's
probably
fine.
If
the
vacant
vacant
by
any
other
I,
think
this
Charter
provision
says
it
shall
be
filled
at
an
election
called
by
Council.
So
it
doesn't
give
you
the
opportunity
to
appoint
if
someone's
been
recalled
now
if
they
die
or
they
resign
or
they
move
away.
I
think
appointment's,
absolutely
fine.
A
F
B
E
Thank
you,
member
Russell.
Thank
you.
So
I
guess.
My
question
is:
if
the
just,
because
the
registered
electors
file,
a
petition
to
recall,
doesn't
mean
that
the
council
member
will
be
recalled.
So
how
does
that
work
out?
In
this
scenario,
I
mean
it
seems
like
this
scenario
assumes
that
the
person
is
going
to
be
recalled
just
because
they
decide
they're
going
to
recall
them.
B
B
So,
that's
all
for
recall,
I
believe
so
this
is
just-
and
this
is
in
your
ordinance.
So
now
in
the
article
five
of
the
charter,
that
was
article
four
that
recall
took
up
that
whole
article.
This
is
an
article
five.
This
is
your
ordinance
section.
This
is
voting.
This
is
a
very
minor
change,
just
some
update
in
language.
B
B
F
B
So
it
could.
This
is
a
very
specific
provision,
so
typically
it
would
not
be
the
majority
membership
of
the
entire
Council.
Typically,
it's
the
it's
the
majority
of
those
present
at
the
meeting.
So
yes,
you
can
propose
a
change
to
this.
Whoever
drafted
this
definitely
wanted
the
entire
membership
of
the
council
to
be
counted
towards
what
is
a
majority
for
ordinances.
B
B
You
have
it
30
days,
that
is
the
standard
under
state
law,
but
a
lot
of
home
rules
go
shorter,
not
necessarily
to
cut
off
referendum
just
to
get
their
ordinance
effective
in
a
more
timely
fashion.
30
days
is
quite
some
time
and
I'm
sure
you've
run
into
the
issue
where
you
might
want
it
to
be
effective
sooner,
but
it's
not
an
emergency.
So
just
something
to
think
about.
C
A
C
C
The
other
thing
I
did
want
to
weigh
in
on.
It
was
relative
to
a
member
Woodward's
comments
on
the
requirement
to
have
an
ordinance
passed
by
a
majority
of
the
entire
body
and
I
do
not
support
a
change
to
that
requirement.
I
think
exercise
of
our
legislative
responsibilities
is
a
task
for
the
entirety
of
the
body
and
four
votes
is
an
adequate
standard
and
should
remain
so.
D
D
's
petition
gather
our
question
I'm
sure,
because
law
is
I
I.
Do
it
because
there's
case
law,
then
that's
fine,
but
my
preference
would
be
to
keep
it
the
way
it
is
now
that
only
registered
electors
could
circulate
petitions.
My
concern
is,
if
you're
familiar
with
that
world
at
all.
It's
you
know
a
burgeoning
business
to
gather
petitions
in
this
today
and
then
you
know
operate
like
mercenaries.
F
C
Correct
the
status
quo
under
our
current
Charter
provision
is
that
a
majority
of
the
body
that
has
been
elected
to
execute
legislate.
The
legislative
function
is
required
to
pass
an
ordinance.
So
that's
four
votes
as
I
calculate
it
and
frankly,
you
know
in
the
event
that
we
have
fewer
than
seven
people
on
the
dice
and
we
can't
secure
agreement
over
an
ordinance.
A
F
C
C
We
we
give
ourselves
longer
to
declare
an
election
I'm
in
support
of
parity
with
the
state
requirement,
which
is
the
shorter
requirement
anytime,
someone
agitates
the
voters
enough
to
initiate
a
recall.
We
need
to
heed
the
voters
word
and
let
them
have
their
say.
So.
A
shorter
timeline
in,
in
my
opinion,
is
better
and
more
representative
of
of
protecting
the
rights
of
of
our
electors.
So.
A
Anyone
else
actually
I'll
just
jump
in
I
I,
don't
have
strong
opinions
either
way
on
what's
been
proposed
tonight,
I
kind
of
fall
in
line
with
web
member
Russell
stated
earlier,
where
not
sure
exactly
if
we
have
anything
any
anything
broken
within
the
process.
But
obviously,
if,
if
there
are
members
of
council
that
do
want
to
make
some
changes,
I'm
I'm
open
for
that
as
well.
So
so
just
my
two
cents.
Anyone
else
remember
Anderson
go
ahead.
I
On
all
of
them,
when
we
come
to
the
end
of
this
process,
are
we
going
to
go
through
kind
of
each?
You
know
you're
going
to
work
up
a
set
of
questions,
I
suppose,
and
we
can
just
go
through
each
of
them
like,
as
as
mayor,
Pro,
Tim
Ward,
suggested
the
30
to
90
day
thing
he's
the
only
one
that
mentioned
it
I'm
in
support
of
that
too.
I
B
B
G
I
B
A
A
I
C
G
A
All
right
moving
on
to
agenda
item
two:
this
is
the
Dartmouth
Avenue
traffic
calming
project.
We
have
deputy
director
of
Public
Works
Tim,
hosts
capital
projects,
engineer
Sarah,
sieg
and
Ben
Waldman
of
Apex
design
and
Mark
lyncher's
Kimberly
horn
will
be
present
to
discuss
this
project
good
evening,
deputy
director,
everybody.
H
Mayor
and
Council,
thank
you
for
that
introduction.
So
I'm
going
to
give
you
a
brief
kind
of
overview
of
this
project
and
where
we've
been
and
where
we're
headed
on
this
project.
This
this
project
was
identified.
When
we
were
looking
at
the
crash
data
for
different
intersections
in
the
city
in
this
corner
on
Dartmouth
between
Broadway
and
University,
the
signalized
intersections
had
a
lot
higher
crash
incidents
than
we
normally
would
expect
for
those
intersections.
H
So
we
subsequently
applied
to
a
CDOT
for
some
highway
safety,
Improvement
program
funding,
and
we
were
fortunate
enough
to
be
awarded
a
just
over
a
million
dollars
in
funding
to
address
the
safety
concerns
and
the
Crash
can
crash
crashes.
We
were
seeing
along
the
corridor,
so
we
subsequently
then
entered
into
the
IGA
with
CDOT
and
we
hired
a
Apex
design
who
is
they've
actually
now
merged
with
console
engineering.
So
you'll
see
consort
on
the
presentation
here
tonight.
That's
the
same
as
Apex.
H
H
So
once
we're
done,
we'd
like
to
make
sure
we
have
all
your
comments
and
suggestions
and
concerns,
so
we
can
incorporate
those
into
the
final
design
with
the
design
and
eventual
construction
of
this
project.
So
with
that
I'm
going
to
turn
it
over
to
Ben
and
he'll.
Go
through
the
presentation
for
us.
J
K
Fine,
thank
you
so,
while
they're
pulling
that
up
I'll
introduce
myself,
my
name
is
Ben
Waldman
I'm,
a
senior
Transportation
engineer
and
project
manager
with
consort
I
have
over
27
years
experience
in
all
areas
of
Transportation,
Planning
engineering
and
design
and
I
have
some
experience
in
the
public
sector
as
well.
In
fact,
I
worked
a
while
back
in
the
city
of
Arvada.
As
a
city
traffic
engineer
there
I
have
with
me
also
Mark
lenters
Mark
is
with
Kimberly
horn.
He
is
out
of
Atlanta
Georgia,
so
he
could
not
be
here
in
person.
K
K
So
the
project
that
we're
talking
about
today
is
East
Dartmouth,
Safety
project
and
traffic
calming
project
and
the
location
you
see
up
on
the
map
here
is
on
the
in
the
Northeast
part
of
Inglewood,
on
Dartmouth
East,
Dartmouth
Avenue
between
Broadway
and
University,
and
the
purpose
of
the
project
is
to
improve
safety.
We
want
to
do
this,
we
want
to
do
this,
so
we
can
reduce
injury
crashes
and
really
reduce
all
crashes.
K
We
want
to
accomplish
this
by
reducing
speeds
on
the
corridor
and
we
want
to
improve
safety,
not
just
for
vehicles
but
for
all
modes
of
traffic,
including
bicycles
and
pedestrians.
It
is
through
a
residential
neighborhood,
and
so
we
want
to
there's
a
lot
of
bikes
on
the
road
as
well.
We
have
a
bike
on
street
bike,
Lanes
lots
of
pedestrians,
so
we
want
to
make
it
safer
for
those
most
vulnerable
users
as
well.
K
This
shows
the
project,
location
and
the
intersections.
Where
we're
considering
improvements,
we
have
two
different
symbols
here,
one
for
bulb
outs
or
curb
extensions,
and
one
for
where
the
signalized
intersections,
where
we're
evaluating
a
number
of
different
different
options
that
we'll
talk
about
here
in
a
minute
a
little
bit
more
about
the
project,
as
you
guys
are
probably
aware,
it's
a
long
straight
Corridor
through
a
residential
neighborhood,
and
that
long
straight
wide
roadway
encourages
speeding.
K
We
do
see
higher
than
expected
crash
rates
at
two
of
the
signalized
intersections
Logan
and
Downing
Street
and
as
as
we
heard
earlier,
the
project
is
funded
by
a
federal
safety
Grant.
There
is
some
local
match,
but
most
of
the
finding
comes
from
that
Federal
grant
where
analyzing
the
intersections
and
evaluating
them
for
safety
Improvement.
So
we're
looking
at
a
number
of
different
options
for
that
and
bowl
bats
are
proposed,
as
I
said
at
the
other
intersections
and
in
addition
to
Concrete
Construction
we're
also
considering
quicker
and
less
expensive
pavement
markings
with
flexible
delineators.
K
In
the
past
five
years,
there's
been
50
crashes
at
the
three
signalized
intersections
and,
as
you
can
see
in
the
chart
to
the
left,
28
of
those
resulted
in
injury
that
is
higher
than
you
would
expect
at
a
typical
intersection
to
the
right.
You
see
a
breakdown
of
the
injury
types
and
the
first
bar
shows
the
total
crashes
and,
as
you
can
see
in
this
bar
I
want
you
to
focus
on
that
red
color,
which
is
broadside
crashes.
K
Broadside
crashes
represent
almost
50
percent
of
the
crashes
at
these
intersections,
and
that
again,
is
higher
than
you
would
expect.
Broadside
crashes
are
also,
as
you
see,
on
the
chart
to
the
right
what
typically
result
in
injury
crashes,
so
80
percent
of
the
injury
crashes
are
as
a
result
of
those
broadside
crashes.
So
if
we
can
reduce
those
broadside
crashes
or
even
eliminate
those
broadside
crashes
at
these
intersections,
we'll
go
a
long
ways
towards
improving
safety
on
the
corridor.
L
Good
evening
so
Colorado
DOT
provided
safety
funds
for
this
project
and
the
roundabout
solution
for
three
of
the
intersections
in
the
corridor
was
considered
highly
favored.
But
we
can't
assume
that
a
roundabout
is
the
preferred
solution
without
conducting
our
due
diligence
on
that
slide,
that
you
see
I'm,
not
sure
if
it's
still
displaying
I,
don't
see
it.
On
my
on
my
screen
share.
L
The
mobility
benefits
of
each
alternative
and
it
and
the
intersection
capacity
benefits
so
ultimately,
it's
a
well-rounded
process
of
quantity,
quantifying
intersection,
control,
selection
and-
and
we
use
it
quite
frequently
on
on
projects
at
the
state
level
and
across
the
country.
Federal
highways
has
prescribed
this
process,
so
the
documentation
we're
providing
on
the
slides
is
backed
up
with
reports
and
and
gets
the
support
of
CDOT.
In
the
case
of
this
project
and
many
others
where
safety
benefits
can
be
demonstrated
with
the
use
of
roundabouts
back
to
you,
Ben.
K
K
So
now,
I
want
to
just
talk
a
little
bit
about
what
these
different
treatments
are
and
I
I'm
doing
this,
to
you
know,
make
sure
you
guys
understand
what
the
improvements
are,
but
also
to
share
some
of
the
public
Outreach
that
we'll
do
to
educate
the
public
as
well.
So
the
first
slide
is
about
the
bulb
outs
or
the
curb
extensions,
and,
as
you
can
see,.
G
K
It
also
reduces
or
changes
the
radius
around
the
corner
so
that
again
slows
down
the
vehicles
as
they
take
those
right
turns,
and
then
it
also
Narrows
the
road
and
so
vehicles
and
and
drivers
tend
to
drive
based
on
the
feedback
they're
getting
from
the
roads
and
not
just
the
speed
limit
sign.
And
so
when
you
narrow
that
road
it
tends
to
slow
the
traffic
some
as
well.
K
The
next
slide
is
about
the
signal
rebuild,
so
we
looked
at
this
alternative.
We
did
not
look
at
adding
turn
lanes
because
of
the
right-of-way
constraints
on
the
corridor.
Adding
turn
Lanes
would
require
taking
right
away
from
people's
property
and
potentially
even
condemning
some
properties.
So
we
didn't
look
any
further
than
just
a
quick
look
at
that,
but
we
did
look
at
rebuilding
the
signal
and
you
can
see
kind
of
what
that
looks
like
the
existing
signals
are
span
wire.
The
new
signals
would
be
modern
equipment
with
Mast
arms.
K
The
next
alternative
I
want
to
talk
about
is
the
mini
roundabout.
I
know
you
guys
have
at
least
one
roundabout
in
your
community
and
you
guys
have
probably
seen
roundabouts
throughout
Colorado
and
throughout
the
Denver
area,
but
these
are
a
little
bit
different.
There
are
many
roundabouts
they're,
more
compact,
they
slow
the
traffic
even
more
they're.
K
The
center
island
is
fully
transversible
for
large
vehicles,
but
it
is
mounted
up
to
where
it's
not
easy
to
drive
over
as
a
passenger
vehicle,
but
what
they
do
is
they
really
improve
safety?
As
you
can
see,
they
do
that
in
a
number
of
ways,
number
one
they
reduce
conflicts.
A
traditional
intersection
is
32
conflict
points
and
a
lot.
You
know
you
can
see
those
in
the
diagram,
a
roundabout
has
eight
and
then
on
the
bottom.
You
can
see
the
types
of
crashes
you
get
right.
K
Angle
head-on,
left
turn
crashes,
those
all
happen
at
a
traditional
intersection
and
those
are
all
completely
eliminated
from
roundabouts.
Those
are
these
right
angle,
crashes
on
the
right
again.
I
bring
this
up
that
80
percent
of
those
injury
crashes
can
be
completely
eliminated
from
these
intersections.
K
You
still
may
have
the
rear,
end
and
side
swipe
and
and
small
angle
crashes,
but
there'll
be
a
lot
less
of
them
than
a
typical
than
a
traditional
signalized
intersection
and
that's
been
proven
through
a
lot
of
studies.
The
benefit
summaries
on
the
right
show
those
reductions-
and
this
is
not
just
for
modeling,
but
this
is
from
actual
data
in
the
field
from
roundabouts
that
have
been
implemented
and
another
thing
they
do.
Is
they
really
slow
down
the
speeds?
K
They
do
this
by
forcing
vehicles
to
slow
down
because
of
the
geometry
of
the
intersection,
and
they
reduce
the
speeds
to
about
15
miles
per
hour
for
these
mini
roundabouts,
and
you
can
see
the
the
blue
in
the
blue.
What
that
does
to
potential
fatal
crashes
for
a
pedestrian
at
40
miles
per
hour,
you're
very
likely
to
die
if
you're
hit
by
a
car
46
at
20
miles
per
hour
that
reduces
to
eight
percent
and
at
15
it's
even
less.
K
The
diagram
there's
really
two
ways
for
cyclists.
The
diagram
on
the
left
shows
a
couple
different
ways.
The
blue
arrows
show
that
bicyclists
can
travel
through
the
approach,
the
roundabout
they
can
exit
in
The
Pedestrian
ramp
and
they
can
travel
through
like
a
pedestrian
and
basically
cross
where
the
pedestrians
cross,
which
is
the
safest
place
for
anyone
to
cross.
This
is
great
for
your
inexperienced,
Riders,
the
children,
the
parent
parents
with
small
children
right
they
just
process
pedestrians
on
the
sidewalk
system
and
then
on
the
top
in
the
purple.
G
K
Now
I
want
to
talk
a
little
bit
about
pedestrians,
pedestrian.
There
are
benefits
for
pedestrians
as
well.
The
single
Lane
compact
design,
slow
speeds
to
15
miles
per
hour,
and
so
when
a
pedestrian
is
waiting
there
to
cross,
if
they
step
out
on
a
curve-
and
someone
doesn't
see
them,
they're
only
going
15
miles
per
hour
and
they
have
time
to
react
and
slow
down
and
not
hit
them.
K
K
Instead,
they
have
to
cross,
like
all
other
pedestrians
and
wait
for
someone
to
stop,
and
this
can
be
challenging
because
they're
they're
using
audio
cues
to
listen
for
when
vehicles
are
stopping
now
on
a
multi-lane
roundabout.
This
can
pose
some
real
hazards.
You
can
just
imagine
someone
stops,
they
hear
them,
stop,
they
start
Crossing
and
then
another
vehicle
comes
in
the
other
lane
and
you
have
that
dual
threat.
K
The
urban
compact
design,
does
not
have
that
issue.
You
can
only
enter
one
vehicle
at
a
time,
and
so
they
listen
for
them
to
stop
just
like
they
would
at
a
stop
controlled
intersection
and
I.
Do
also
want
to
point
out
that
this
has
been
brought
up
in
the
U.S
access
board
for
public
rights
of
way
guidelines.
They
do
require
pedestrian
actuated
Crossings
for
multi-lane
roundabouts.
However,
they
do
not
require
it
for
single
Lane
roundabouts
or
mini
roundabouts,
which
are
also
single
Lane.
K
So,
as
Mark
said,
we
we
have
created
a
concept.
We
are
presenting
right
now
as
our
preferred
concept,
the
mini
roundabout,
but
we
want
to
make
sure
we
get
some
public
input
before
we
make
a
final
decision
on
this,
and
so
our
next
step
is
to
go
out
to
the
public.
We've
prepared
a
virtual
public
meeting
space
where
the
public
can
come
in
and
it
feels
like
they're
in
a
public
meeting
or
in
a
gymnasium.
In
this
case
they
can
click
on
these
different
screens
and
find
out
different
information.
K
A
lot
of
the
information
I
presented
to
you
today
will
be
presented
to
the
public
and
then
even
more
as
in
fact,
and
in
addition,
we're
going
to
have
our
concept
in
a
roll
plot
like
this,
with
the
ability
for
the
public
to
zoom
in
on
their
particular
intersection.
That's
next
to
their
home.
Let's
say
they
live
in
one
of
these
corners.
Look
closer,
really
see,
what's
going
on
and
also
provide
feedback
to
us
and
ask
questions
if
they'd
like
so
they
can
go
right
into
this
space.
They
can
add
a
little
sticky
note.
K
They
can
ask
questions,
they
can
ask
General
notes
and
they
can
provide
input
to
us.
We're
looking
for
their
input
to
help
inform
our
final
decision,
and
so
with
that
I
want
to
close
on
the
schedule,
we're
right
now
getting
through
the
analysis
and
we'll
be
starting
the
public
input,
assuming
that
we
have
buy-in
from
the
council
immediately
following
this,
probably
about
a
week
from
now
and
then
we'll
be
working
through
our
design
between
now
and
next.
October
takes
about
a
year
to
get
through
the
design
process.
K
It
is
a
federally
funded
project,
so
we
have
to
go
through
cdot's,
Public
public
process
or
design
process
and
then
finally,
we're
expected
to
be
in
construction.
Next
fall
through
about
a
six
to
nine
month,
construction
schedule
and
with
that
I
will
open
it
up
for
questions
for
me
or
for
Mark
or
for
or
for
Mr.
A
D
I
have
several
constituents
who
live
right
at
that
Downing
Dartmouth
intersection,
who
are
really
concerned
about
the
safety
and
I
know
they're,
looking
forward
to
seeing
this
move
forward,
my
question
is
about
the
bulb
outs
and
cyclists.
We've
also
heard
some
concerns
from
residents
about
you
know:
how
will
that
impede
the
bike
lane
and
will
they
be
able
to
get
over
it?
Can
you
speak
a
little
bit
about
the
accessibility
for
our
cyclists
in
the
bowl
abouts.
K
Yeah
great
question:
we,
if
you
as
you,
can
see
from
the
design
here
it's
kind
of
hard
to
see,
but
the
design
on
the
left
our
concept,
we're
not
proposing
to
block
the
bike
Lanes
with
the
bull
bouts.
So
we
would
leave
the
bike
lane
the
same
width
that
it
is
and,
in
addition,
they'll
have
a
little
bit
of
extra
space,
because
those
flexible
delineators
will
be
offset
two
feet
from
the
stripe
and
so
I
think.
The
bike
Lanes
now
are
five
feet
and
they'll.
Have
that
additional
two
feet
through
the
intersections.
D
That's
helpful
I
see
that
very
faint
line
there.
Thank
you.
My
other
question
is
on
the
intersection
safety
evaluation.
The
table
that
you
laid
out,
which
is
quite
helpful.
The
bull
bouts
actually
aren't
listed
as
a
safety
intervention.
Is
it
that
just
to
slow
speed
and
it's
not
considered
for
safety,
or
can
you
help
me
understand
why
that's
not
included.
K
Yeah,
the
intersection
evaluation
is
is
just
for
the
signalized
intersections.
The
other
intersections
are
just
free-flowing
and
it
seemed
pretty
apparent
that
any
improvements
there
would
help
slow
the
traffic
and
help
with
some
safety
some
and
we're
really
not
considering
between
several
Alternatives
there.
We
are
just
considering
the
bull
bouts
at
those
intersections.
Thank
you.
I
I
One
either
one
I
guess
the
on
the
the
far
right,
the
green.
You
know
the
the
mini
roundabout
kind
of
diagram
there
you're
talking
about
slowing
traffic
to
15
miles
per
hour,
but
just
looking
at
this,
my
intuition
tells
me
that
those
right
turns
where
they're
just
turning
directly
from
one
street
onto
the
one
to
the
right.
It
looks
like
in
this
diagram
that
the
radius
is
much
bigger
than
the
center
radius
and
therefore
the
speed
at
which
they
would
be
able
to
take
a
right
turn
would
be
increased.
K
K
Of
pushes
them
to
the
left
and
then
they
turn
right
and
we
do
look
at
what's
called
a
fastest
path.
Analysis.
Okay,
so
we
look
at
all
of
the
radiuses,
the
the
right
turn
radius,
the
through
radiuses
and
the
circulating
with
and
injury
radius
and
the
exiting
radius,
and
we
make
sure
that
all
those
meet
the
guidelines
which
is
15
to
20
miles
per
hour.
Okay
or
a
single
Lane
roundabout.
I
K
K
Yes,
signal
timing
can
impact
those
crashes,
especially
what
we
call
the
clearance
interval
so
the
yellow
time,
if
you
don't
provide
enough
yellow
time,
then
you
can
end
up
with
a
lot
of
crashes
in
a
lot
of
right
angle:
crashes.
If
you
shorten
the
left
turn
phase
too
much.
People
get
frustrated
and
they
start
running
that.
So
you
can
end
up
with
more
crashes
there
as
well.
K
So
the
these
signals
are
pretty
basic,
there's
two
phases:
there's
the
side
street
phase
and
the
Main
Street
phase
and
there's
not
left
turn
indications
you.
You
could
certainly
improve
that,
but
there's
no
turn
Lanes
to
provide
for
those
left
turn
lanes,
and
so
the
most
we
could
do
is
give
some
more
time
to
the
side
street
which
may
help
with
that
frustration
that
I
mentioned,
but
there's
not
a
lot.
We
can
do
with
the
signal
timing
in
this
particular
case.
Okay,.
G
C
The
other
thing
I
I,
would
be
remiss
if
I
didn't
address
and
I
I
do
address
this.
Every
time
traffic
circles
or
roundabouts
come
up
in
our
city
is
I.
I
have
a
friend
one
of
our
residents,
who
happens
to
be
blind
and
she
maintains
religiously.
The
roundabouts
are
not
safe
for
blind
people
so
to
to
the
extent
that
we
are
considering
or
might
stall
a
roundabout
I
would
strongly
advocate
for
having
some
sort
of
defined
pedestrian
signal
at
the
roundabout,
regardless
of
whether
it's
required
for
safety.
C
I'll
I'll
be
clear
here
that,
based
on
what
she's
told
me
about
the
safety
factor,
I
I
don't
feel
comfortable
solving
a
problem
for
some
people
and
creating
a
larger
problem
for
someone
else.
So
I
am
very
unlikely
to
support
additional
traffic
circles
in
Inglewood.
For
that
reason,
but
in
the
event
that
I'm
outvoted
I
would
like
to
see
some
pedestrian
and
signaling
for
people
who
don't
have
the
benefit
of
sight.
K
Okay,
yeah,
and
we
can
definitely
consider
that
I-
do
want
to
point
out
again
that
statistics
show
that
they
are
safer
for
all
pedestrians
and
there's
been
a
lot
of
studies
that
bear
that
out
and
I'm
specifically
talking
about
single
Lane
roundabouts
and
I.
Understand
that
you're
going
to
have
individuals
that
aren't
comfortable
with
that.
That
don't
agree
with
that,
but
the
Studies
have
shown
that
they
are
safer
for
for
all
pedestrians
and
again
I'm,
specifically
speaking
to
the
single
Lane
roundabouts.
K
I
know
that
roundabouts
have
gotten
a
bad
name
with
the
visually
impaired
community
and
my
understanding
and
based
on
the
many
years
I've
worked
in
this
field
is
that
that
is
mostly
focused
on
the
multi-lane
roundabouts
and
I
explained
the
reason
why,
for
that
really
Crossing
at
a
at
around
at
an
intersection
like
this,
would
be
similar
to
Crossing
at
a
stop-controlled
intersection.
They
just
listen
for
when
they
stop,
and
there
is
mixed
sides
to
that
argument
of
whether
or
not
it's
better
to
have
that
protected.
K
Signalized
Crossing
there's
a
large
portion
of
the
visually
impaired
community
that
doesn't
want
those,
and
they
don't
want
that,
because,
when
they're
out
training
people
how
to
cross
intersections,
they
get
used
to
and
start
depending
on
that
pedestrian
Crossing
that
audible,
pedestrian,
Crossing
and
most
intersections,
don't
have
that.
And
so
they
really
want
the
community
to
learn
how
to
use
the
auditory
signs.
So
they
can
cross
safely
when
they
don't
have
that
protection.
E
K
E
You
I
appreciate
that
because
then
you
know
it
is
very
narrow,
not
nearly
as
narrow
as
it
is
west
of
Broadway.
The
one
thing
that
is
important
to
me.
This
Road
Dartmouth
goes
transverses
the
entire
length
of
Israel
of
Inglewood
from
east
to
west,
from
University
to
Federal,
and
it
is
the
main
thoroughfare,
east
and
west
on
the
north
side
of
Inglewood.
E
K
K
I
think
that
both
are
happening
I
think
that
more
of
the
first
more
there's
more
instances
where
people
on
Dartmouth
are
hitting
people
trying
to
turn
out
from
the
side
streets
and
that's
because
they're
going
faster
on
Dartmouth
and
have
a
harder
time
stopping
in
time.
When
something
surprising
happens,.
E
K
No
in
in
this
case,
those
will
be
just
paint
for
the
splitter
islands
and
they
need
they
need
to
be
fully
transversible.
To
accommodate
large
trucks.
You
will
occasionally
have
a
large
truck,
particularly
when,
if
someone's
moving
in
to
a
new
house,
you
know
so
some.
So
we
want
to
make
sure
we
accommodate
those
larger
vehicles,
and
we
also
want
to
make
sure
we
accommodate
the
larger
emergency
vehicles
that
need
to
get
to
the
incidents
and
the
center
Island,
though,
will
be
like
a
mounded
asphalt
or
something
physically.
E
Okay,
the
frustration
I
I
will
tell
you
the
frustration
of
a
lot
of
the
drivers.
I
mean
I,
don't
have
this
issue,
but
the
street
is
so
narrow
when
somebody
happens
to
be
turning
left
on
Dartmouth
or
on
Logan,
and
there
is
no
room
to
go
around
them
on
the
right
hand
side.
So,
if
the
front
car,
if
you're
there
during
rush
hour,
you
may
sit
through
a
bunch
of
Lights
just
to
deal
with
that
left
turn
vehicle.
There.
K
Yeah
I'm
glad
you
brought
that
up.
That's
one
of
the
real
advantages
of
roundabouts
is
the
left
turn
vehicle
enters
the
roundabout,
the
same
as
a
right
turn
vehicle
or
through
vehicle,
so
they
don't
have
to
wait
any
more
than
any
other
vehicle
they're
just
yielding
to
the
roundabouts
that
are
already
in
the
circle,
and
so
the
only
Vehicles
they're
going
to
be
yielding
to
are
folks.
For
example,
if
there's
someone
trying
to
take
an
in
this
case,
I'll
say:
North
is
up
a
Northbound
left.
K
Then
all
I
have
to
yield
to
is
that
southbound
left
if
they
happen
to
be
coming
around
the
circle
right
when
they're
trying
to
enter
or
the
eastbound
through
right,
so
they're
they're
not
yielding
to
all
of
the
through
Vehicles,
which
is
the
majority
of
the
traffic
on
the
roadway?
Does
that
make
sense?
It.
E
Makes
sense:
okay,
but
logically
roundabouts,
we
have
a
roundabout
down
here
at
City
Center,
that's
probably
coming
out
at
some
point
in
time:
I
am
not
in
favor
of
roundabouts.
I
think
it
is
going
to
create
a
bigger
problem
than
we
already
have
have
there
been
any
fatalities
on
any
of
these
intersections.
E
Okay
and
just
one
other
thing
because
I
don't
know,
if
you're
taking
this
into
effect,
when
you're
coming
east
or
west
on
Dartmouth
at
Downing
in
the
winter
time,
if
the
road
is
icy,
even
if
you're
going
10
miles
an
hour,
you
can
actually
slide
through
that
intersection.
So
have
we
taken
into
account
accidents
that
occur
during
winter
driving
conditions.
K
We
we
didn't
look
at
weather
condition,
conditions
we
were
just
looking
at
the
the
crash
summary
and
certainly
weather
can
be
a
factor
at
any
intersection.
But
what
we
saw
at
this
these
particular
these
two
intersections
is
a
higher
than
expected
crash
rate
and
as
compared
to
other
intersections
in
Colorado.
That
also
have
those
same
potential
icy
conditions,
and
we
also
saw
a
much
higher
than
expected.
Broadside
crash
rate
as
well.
I
My
question
is
on
the
public
Outreach
portion
of
this
and
I'm
wondering
in
light
of
Mayor
Pro
10
Ward's
concerns
about
our
visually
impaired
population.
If
it
would
be
possible
to
create
some
kind
of
an
Outreach
opportunity,
specifically
for
that
population
or
a
an
Outreach
effort
to
make
sure
that
they're
well
educated
on
this
because
I
I
know
there
is
some
concern
from
that
Community
about
roundabouts.
They
maybe
had
bad
experiences
with
the
two
lane
roundabouts
and
just
some
education
and
explanation,
and
look
at
the
statistics
and
an
understanding
of
how
this
functions
differently.
I
K
A
K
So
you
know
the
the
signal
has
some
maintenance
costs
associated
with
it
and
that's
ongoing
the
roadway.
If
we
do
the
full
reconstruction,
the
main
maintenance
costs
are
the
same
as
you
would
have
with
any
roadway
right,
you're,
not
adding
any
anything
that
is
going
to
cost
you
more
to
maintain
the
paint
and
post
option.
K
There
will
be
some
additional
maintenance
costs
to
replace
some
of
those
flexible
delineators
they
do
get
hit,
sometimes,
especially
if
you
have
a
big
truck
going
through
here,
their
tracking
might
run
one
over,
but
I
can
tell
you
that
they're
not
very
expensive,
and
you
know
they
so
that
it's
not
a
big
cost,
but
there
may
be
some
additional
costs
to
maintain
those
flexible,
delineators.
Okay,.
A
And
I
guess
my
next
question
is
gonna
be
for
Mr
lynchers,
just
because
I
it
sounds
like
you
have
some
expertise
in
this
field,
but
do
we
know
what
the
impacts
are
for
roundabouts
for
the
streets
overall?
Does
it
slow
down
traffic
on
we'll
just
use
Dartmouth
and
Downing
like
leading
up
to
it
or
after
they
go
through
the
roundabouts
like?
What
do
we
see,
since
this
is
a
residential
neighborhood?
What
type
of
impacts
do
we
see
from
roundabouts?
In
other
cities,
great.
L
The
numbers
are
in
the
range
of
you
know
about
30
percent
of
the
distance
20
to
30
percent
of
the
distance
between
the
intersections
so
two
or
three
hundred
feet
of
the
approach
on
either
side
upwards
of
500
feet
on
the
approach.
If
the
spacing
of
intersections
is
closer,
then
those
influence
areas
actually
overlap.
I
think
in
the
case
of
these
intersections,
the
influence
areas
that
affect
the
driver,
performance
and
speed
would
not
overlap
they.
They
would
essentially
be
independent.
So
it's
entirely
conceivable
that
that
drivers
would
be
able
to
reach.
L
You
know
if
they're
down
the
block
and
the
next
signals
ahead,
they're
going
to
do
the
same
in
expectation
of
the
next
signal,
so
there's
a
a
propensity
four
speed
associated
with
signals
and
they're,
not
always
timed
in
coordination
in
progression,
so
that
you
get
a
green
band
and
when
they
are
that
just
propagates
speed
further.
So,
even
though
the
spacing
of
roundabouts
is
very
generous
here,
there's
going
to
an
expectation,
that's
going
to
develop
on
the
part
of
drivers
that
they
can
get.
L
The
throughput
is
going
to
be
good
they're
not
going
to
be
stopped
at
signals
in
the
you
know,
in
between
the
intersections
Downey
Clarkson
they're
going
to
be
able
to
get
through.
They
just
can't
get
through
at
the
speeds
they
would.
If,
if
there
was
a
green
light
there
and
that's
a
very
important
consideration,
because
it
has
an
overall
calming
effect
and
studies,
we've
done
on
the
speeds,
the
the
travel
time
tends
to
be
lower
in
quarters
of
roundabouts
compared
to
quarters
of
signals.
L
Even
when
there's
there's
ample
green
You,
Can't
Always
Get
Green,
the
opposite
direction
might
not
get
green,
but
when
you
have
reasonably
spaced
roundabouts
in
succession,
three
or
more,
you
get.
You
generally
get
a
calmer
speed
profile
and
yet
the
travel
times
are
lower.
So
an
excellent
example
of
this
is
in
Golden
was
one
of
the
first
roundabout
quarters
in
North
America
Avon
Avon
was
actually
the
first,
you
know
in
Colorado
and
the
five
roundabouts
there,
but
golden
did.
Studies
after
and
look
at
travel
time.
L
Look
at
crash
reductions
looked
at
development
incentive
on
all
the
measures
that
they
studied
all
the
very
important
measures,
including
tax
benefits,
the
roundabouts
produced
all
the
way
through
and
and
created.
You
know
calmer
traffic
Corridor
and
more
minimal
to
development
more
amenable
to
pedestrians,
the
expectation
of
pedestrians
was
they
don't
always
get
a
gap,
but
but
traffic
does
slow
and
even
on
icy
conditions.
L
Drivers
anticipate
having
to
navigate
a
roundabout,
so
they're
not
going
to
approach
it
as
they
would
a
signal
where
it
just
might
turn
red
and
now
they're
in
if
they're
in
Jeopardy,
because
they
haven't
anticipated
that
and
they're
on
a
downhill
incline
and
they're
going
to
Skid
through
the
intersection
on
weather
or
icy
conditions.
So
we
it's
really
about
developing
a
driver
expectation
that
changes
the
quarter
operation
without
reducing
the
throughput.
A
Thank
you
for
that
explanation,
Mr,
lynchers,
I,
you
know
I
guess
in
terms
of
moving
forward.
I
would
want
to
see
us
move
forward
with
this
evaluation.
I
share
some
of
the
similar
concerns
that
some
members
of
council
have
stated
about
our
visually
impaired
citizens
and
and
making
sure
that
we
happen
to
dialogue
about
what
this
potential,
what
the
potential
impacts
may
be,
but
obviously
slowing
down
drivers
along
this
Corridor.
A
We
talked
about
getting
them
down
to
15
and
possibly
even
lower
that
that
does
improve.
You
know
if
you
know
we
want
to
prevent
fatalities
overall
in
the
city
and
I'm
glad
that
there's
been
zero
and
we
want
to
keep
it
that
way.
So
I
do
want
to
see
this
move
forward.
Even
as
a
cyclist
I
know
that
some
of
my
fellow
cyclists
aren't
big
fans
of
many
roundabouts,
but
I
do
see
the
benefit
of
it
because
you
are
reducing
the
speed.
I
K
F
K
Yes,
there
is,
there
is,
what's
called
a
rrfb,
a
rapid
rectangular
flashing,
Beacon
sign,
so
that's
a
pedestrian
actuated
sign
that
you
push
and
then
it
scropes
with
around
this.
You
know
with
two
strobes
under
the
sign
so
that
it
there
that
is
available.
If,
if
it's
something
that
Council
and
staff
wants
us
to
consider
for
this
project,
I.
K
F
F
A
You
anyone
else
on
Council
want
to
weigh
in
I
think
we
do
have
a
majority
of
that
Council.
That
does
want
to
see
us
at
least
move
forward
with
the
evaluation
so
see
some
nodding
heads,
but
without
any
further
questions.
Mr
Waldman,
Mr
lenters.
Thank
you
very
much
for
the
presentation
tonight,
as
well
as
members
of
staff,
and
look
forward
to
continuing
this
conversation.
The
months
ahead.
So
thank
you.
Thank
you
all
right.
Everyone
I
think
we
are
ready
for
a
break
about
a
10
minute
break.
A
A
A
J
J
I
I
I
I
A
A
A
N
Thanks
mayor
and
tonight,
I'm
kind
of
wearing
the
Hat
of
interim
Public
Works
director
in
this
presentation
and
just
wanted
to
thank
Deputy
police
chief,
Vans,
Fender
and
executive
director
of
the
Inglewood
Downtown
Development
Authority
Hillary
Portillo
for
joining
me
tonight.
So
tonight
we're
going
to
go
over
a
few
things.
We're
going
to
talk
a
little
bit
about
some
national
programs
such
as
Vision,
zero
and
a
few
others
we're
going
to
talk
about
work
that
we've
done
to
date
related
to
pedestrian
safety
and
a
lot
of
what
we're
going
to
cover
tonight.
N
Also
just
kind
of
transcends
into
the
larger
context
of
Transportation
safety.
Executive
director
portel
will
go
over
pedestrian
updates
that
have
been
done
or
planned
by
the
DDA
deputy
chief
Vance
Fender
will
be
going
over
accident
data
and
then
we'll
also
be
talking
at
the
end
about
some
recommendations
and
next
steps.
N
So
just
to
let
Council
know
October
is
a
national
is
National
pedestrian
safety
month.
It's
recognized
by
the
United
States
Department
of
Transportation
and
by
cities,
counties
and
States
all
across
the
United
States.
It
celebrates
really
the
right
of
everyone
to
be
able
to
walk
a
role
safely.
I
included
a
few
statistics
here,
so
in
2020
6516
pedestrians
were
killed
in
the
United
States,
which
averages
out
to
about
18
per
day
in
2021.
Pedestrian
fatalities
were
projected
to
be
up
about
13
over
2020.
N
Vision.
Zero
is
something
that
you
may
be
aware
of.
It
started
in
Sweden
in
the
1990s,
but
essentially
it's
a
model.
That's
proven
successful
in
several
other
cities.
The
city
where
I
worked
previously
is
utilizing
it
at
the
city
of
Denver
is
utilizing
it
many
others
have
I
mean
really
what
it
is.
It's
a
strategy.
N
It's
there
are
playbooks
and
there
are
documents,
but
it
really
is
more
of
a
theory
or
a
vision
or
a
strategy
to
eliminate
all
traffic
fatalities
and
severe
injuries,
while
also
increasing
safe,
healthy,
healthy
and
Equity
Equitable
Mobility
for
all.
So
it
also
focuses
on
increased
use
of
different
multimodal
types
of
Transportation,
so
it
was
just
a
stat
on
that
that
shows
kind
of
the
importance
of
vision,
zero
and
a
few
other
statistics
to
show
that
at
least
one
driver
was
speeding
and
over
one
in
four
fatal
crashes
across
the
United
States.
N
That
date
is
from
2017.
helmets
were
estimated
to
be
37
effective
in
in
preventing
fatal
injuries
to
motorcycle
riders
and
41
for
motorcycle
passengers
and
more
than
half
of
teenagers
and
adults
who
died
in
car
crashes.
The
United
States
were
not
wearing
a
seatbelt
at
the
time
of
the
crash
in
our
region,
Dr
Cog
in
2019
they
started
a
very
comprehensive
Regional
Vision
zero
strategy.
They
published
a
document,
that's
about
100
pages
long.
That
was
actually
in
the
written,
not
the
original,
but
the
Strategic
plan.
N
The
council
adopted
in
2020
actually
included
a
project
to
utilize
the
vision,
zero
documentation
of
materials
that
were
developed
by
Dr
Cog.
So
it's
something
we've
been
working
on.
We'll
talk
a
little
bit
more
about
that,
but
Dr
cogg
developed
a
regional
guide
based
on
a
planning
process.
They
did
interviews
and
talked
to
Residents
and
others
in
the
area
about
traffic
related
issues.
They
created
the
toolkit
that
I
mentioned
and
the
three
principles
they
followed
in,
creating
it
were
complete
streets,
equity
and
Dr.
N
I
just
wanted
to
share
an
example
that
I
found
out
about
a
few
years
ago
from
the
state
of
Washington,
and
so
in
1999
Washington
realized
that
they
had
631
people
who
died
from
traffic
accidents,
and
so
they
decided
to
set
something
like
Vision,
zero
called
Target
Zero
by
2030..
So
the
idea
was
in
30
about
30
years
31
years.
They
would
reach
this
goal
and
the
reality
was
setting
a
stretch
goal
or
a
stretch.
N
Target
like
this
is
that
you're
probably
never
going
to
hit
it,
but
the
idea
is
that
you're
working
together
to
create
strategies
to
lower
it
and
often
when
you
do
set
a
stretch
Target
again,
you
don't
achieve
it
per
se,
but
you
do
if
you,
you
know,
use
the
right
strategies
and
you're
working
towards
it.
You
get
significantly
closer
to
the
goal.
So
what
they
did
is
they?
Basically,
they
use
data
to
understand
the.
Why
of
why
this
was
happening,
so
they
looked
at
things
like
you
know.
What
was
the?
N
Why
related
to
road
conditions?
Was
it
related
to
signals
and
markings
and
and
signs
was
it
related
to
users
distracted
driving?
Was
it
related
to
you
know,
lack
of
use
of
safety
equipment
such
as
seat
belts
or
helmets,
and
so
they
identified
12
different
strategies
and
challenges
to
focus
on
and
they've
significantly
gotten
closer
to
that
Target
there's
also
other
National
programs.
Besides
Vision
Zero
Safe
routes
to
school
is
when
we
don't
want
to
do
more
of
one
of
the
projects.
N
That's
currently
in
our
strategic
plan
is
to
work
with
the
Inglewood
School
District
to
map
out
three
safe
routes
to
school,
there's
actually
a
grant
program.
The
deadline
is,
is
looming
on
November
4th,
but
we
hope
to
try
to
submit
an
application
working
with
the
Englewood
School
District
on
this,
but
essentially
it
promotes
safe,
walking,
biking
scooting
from
kids
to
get
to
school
and
then
and
complete
streets
is
something
again
director.
Portel
will
talk
more
about,
but
it's
an
approach
that
focuses
on
on.
N
So
just
to
give
a
quick
update
right
now
in
the
city's
strategic
plan,
we
do
have
a
goal
on
that's
in
our
infrastructure
and
transportation
section
or
outcome
section,
and
that
goal
is
to
ensure
the
safety
of
all
while
traveling
in
Inglewood.
We
have
four
projects
that
are
currently
in
this
goal:
we're
really
starting
to
ramp
up
our
work
on
these
one
is
to
review
dangerous
intersections
as
part
of
etac
being
award
advisory
transformation
advisory
committee,
so
two
have
been
identified
and
then
we
have
a
grant
that
we
just
talked
about
related
to
that.
N
N
One
of
the
things
we've
done
towards
this
is
to
restripe
all
crosswalks
in
the
city
last
year
and
then
working
towards
the
completion
of
neighborhood
calming
program,
and
so
we
talk
obviously
about
the
project
in
Dartmouth
and
then
we'll
also
review
and
plan
out
other
projects
this
year
we
talked
about
it.
So
we'll
go
over
this
in
detail,
but
we
talked
about
the
Dartmouth
traffic
calming
project.
In
the
last
study
session.
You
just
had
also
I
believe
this
was
at
your
last
meeting
on
the
consent
calendar.
N
You
did
approve
on
this
item,
which
are
pedestrian
improvements
around
the
Maui
area,
and
if
there
are
any
questions
on
this
item,
deputy
director
host
could
could
address
them
and
so
now
I'm
going
to
turn
it
over
to
director
portel.
To
talk
about
the
work,
the
Englewood
development
excuse
me,
Downtown,
Development
Authority
has
been
doing.
O
O
If
The
Pedestrian
is
hit
by
a
car
going
30
miles
per
hour,
there's
a
40
percent
chance
of
severe
injury
or
Fatality,
and
if
the
vehicle
is
going
40
miles
per
hour,
there's
a
73
percent
chance
of
severe
injury
or
fatality
streets
can
be
designed
to
be
safer
for
everyone
and
I
always
keep
that
data
in
mind.
When
I'm
looking
at
a
street
situation.
O
In
addition,
we're
working
to
strengthen
the
multimodal
network
throughout
downtown,
particularly
East-West
connections
between
Inglewood
station
and
the
Medical
District,
as
well
as
working
with
the
city
to
strengthen
the
Inglewood
trolley
service.
The
idea
is
to
give
people
a
variety
of
ways
to
get
to
from
and
around
downtown
Inglewood
safely.
O
There
are
some
really
vulnerable
communities
living
within
one
mile
of
the
paseos
on
South
Broadway
I
I
did
some
research
when
I
was
applying
for
a
grant
to
improve
those
paseos
in
this
and
the
crosswalk
there
and
found
that
within
one
mile
49
of
the
households
are
low
income.
14.5
percent
of
the
population
are
seniors.
O
16.2
percent
of
the
population
are
children
and
1400
residents
within
one
mile
of
that
location
have
no
vehicle
in
terms
of
our
community
members
with
disabilities.
12.5
percent
of
the
City's
population
lives
with
a
disability.
1100
people
within
a
half,
a
mile
of
old
Hampden,
have
disabilities
and
200
to
300
people
per
year
are
living
in
Inglewood
while
attending
Rehabilitation
at
Craig
Hospital.
O
O
O
There
are,
you
know
few
visual
Clues
to
slow
down
and
watch
for
pedestrians,
but,
as
we
all
know,
the
area
is
growing
rapidly
and
there
are
competing
interests
to
serve,
and
this
is
where
the
complete
Street
design
philosophy
comes
into
play
that
we're
not
just
designing
the
street
for
vehicles
anymore,
we're
thinking
about
everybody
who's
using
that
public
right-of-way.
So
we
need
to
consider
new
residents
seniors
people
with
disabilities,
customers
of
local
businesses,
people
with
chronic
health
conditions,
hospital
employees
and
patients
who
are
coming
to
both
hospitals.
O
O
O
There
are
five
senior
apartment
communities
on
Old
Hampden
between
Broadway
and
Lafayette
anyway,
Gail
is
always
trying
to
get
to
the
Maui
Recreation
Center,
the
Safeway,
on
the
corner
into
the
downtown
area
or
along
the
into
shops
and
businesses
along
South
Broadway,
and
she
showed
us
how
many
Ada
ramps
are
actually
designed
at
an
angle
and
they
send
people
into
the
intersection
instead
of
into
the
crosswalk.
It's
not
uncommon.
It's
not
only
found
in
Inglewood,
but
there
are
some
of
those
along
Old
Hampden
that
are
dangerous
for
her.
O
O
A
young
woman
who
lives
in
a
new
condominium
and
uses
a
wheelchair
pointed
out
the
lack
of
safe
crosswalks
and
how
she
is
barely
visible
to
motorists.
When
she's
moving
around
in
her
chair,
the
photo
on
the
far
right
shows
the
the
citizen
in
the
wheelchair
in
the
middle.
What
it
looks
like
when
a
vehicle
comes
upon
him.
You
can
barely
see
his
head
above
that
wheel.
O
So
that's
why
this
project
is
so
very
important
and
why
I'm
so
glad
we
all
got
assertive
about
going
out
and
getting
a
7.3
million
dollar
grant
to
get
this
work
done
in
the
next
two
years.
This
shows
how
the
project
advisory
committee
comments
really
directly
informed.
Many
of
the
elements
in
the
conceptual
plan
for
old
Hampden.
O
G
O
Onto
the
side
street,
instead
of
in
the
intersection,
this
is
one
of
the
Cross
sections
of
the
complete
streets
project
really
showing
a
wider
multi-modal
sidewalk
on
the
North
side,
with
with
a
landscape
buffer
between
it
and
travel.
Lanes,
the
vehicle
travel
Lanes,
get
narrowed
from
12
or
13
feet
wide
to
11.,
still
plenty
wide
enough
for
a
vehicle,
but
that
that
visual
feeling
that
everything's
a
little
tighter
makes
motorists
slow
down
and
look
look
out
for
things.
O
O
Project
we
were
able
to
secure
a
CDOT
grant
for
almost
a
hundred
and
fifty
thousand
dollars
to
implement
pedestrian
safety,
mobility
and
accessibility
improvements
to
both
paseos
again.
The
designs
were
informed
by
stakeholders
who
are
using
the
area
on
a
regular
basis,
and
the
improvements
include
enhanced
lighting,
particularly
on
the
east
side,
overhead
string
lights
on
the
West
Side
bicycle
Corrals
on
both
sides.
Landscape
improvements
in
a
wheelchair
charging
station
on
the
West
Side
installation
could
occur
late
this
year
with
Landscaping
not
going
in
next
spring.
O
O
In
fact,
and-
and
you
know,
those
observations
were
supported
by
police
data
collected
in
2021
that
showed
that
up
to
52
percent
of
vehicles
were
traveling
over
the
speed
limit
of
25
miles
per
hour
up
to
45
miles
per
hour
throughout
the
area
or
through
the
area,
and
you
know
the
evening
we
we
all
sat
down
last
summer
and
went
over
this
set
of
improvements.
We
got
up
left
the
left,
the
meeting
room.
O
There
was
a
collision
right
there
on
that
crosswalk
and
that's
what
the
photo
and
the
left
shows
what
happened
here
was
there
was
a
pedestrian
walking
in
the
crosswalk.
The
beacon
was
flashing,
the
white
Jeep
suddenly
stopped,
so
he
looked
up
and
realized.
He
had
to
stop
car
behind
him
ran
into
him
the
pedestrian,
but
fortunately,
by
that
point,
was
in
the
mid
block
and
did
not
get
harmed.
O
The
hawk
light
is
is
better
than
the
flashing
Beacon
because
it
assigns
the
right-of-way
and
it
provides
positive
stop
control
when
pedestrians
activate
it.
That's
engineering
speak
for
when,
when
a
pedestrian
pushes
the
button,
a
red
light
goes
on
and
cars
have
to
stop
until
the
pedestrians
get
through.
The
traffic
Hawk
signals
can
result
in
a
55
percent
reduction
in
pedestrian
crashes
and
29
reduction
in
total
crashes.
Public
works
department
expects
to
install
this
signal
next
year.
O
Collectively.
Both
sets
of
improvements
will
go
a
long
way
to
making
really
the
heart
of
our
Historic
downtown
much
safer
for
people,
regardless
of
what
mode
they're
using
so
fourth
quarter
of
this
year
and
into
2023
we're
going
to
be
focused
on
the
city
center
Corridor
study,
which
will
look
at
making
Inglewood
Parkway
multimodal
and
safer
for
pedestrians
using
different
modes.
The
Little
Dry
Creek
Greenway
feasibility
study
looking
at
a
multimodal
path
along
the
Little
Dry
Creek
stream
channel
and
the
Inglewood
trolley
enhancements
analysis.
P
Good
evening,
Council
I'm
here
tonight
to
present
some
accident
data
that
we
gathered
as
part
of
this
project
and
as
part
of
a
part
of
a
strategic
plan,
we're
working
on.
So
to
recap
a
little
bit
on
some
of
our
overall
findings.
We
did
find
in
our
top
five
accident
locations,
a
majority
of
those
accidents.
Percentage-Wise
occur
between
2
p.m
and
6
p.m.
P
We
talked
a
little
bit
about
our
traffic
team
of
three
officers
and
maybe
adjusting
some
of
their
hours
to
overlap
with
this
time
frame,
and
then
we've
looked
into
some
signage
and
other
enhancements
at
these
locations.
So
our
number
one
and
these
numbers
are
from
August
of
20
20
to
August
of
2022.
So
for
two
years,
so
the
number
one
accident
location
in
town
is
Santa
Fe
and
Dartmouth
majority
and
you'll
see
that
all
of
these
have
some
things.
P
In
common,
the
majority
of
all
of
these
crashes
were
caused
by
rear
end
collisions
in
all
five
top
accent
locations.
So
that's
number
one
number
two:
the
majority
occur
between
2
p.m
and
6
p.m,
so
Santa,
Fe
and
Dartmouth
is
number
one.
We
talked
about
some
of
the
pros
and
cons
of
the
enforcement
side
of
it
and
one
of
the
biggest
cons
that
we
saw
was
many
many
years
ago
when
CDOT
changed
the
speed
limit
from
45
to
55
down
Santa
Fe
through
Inglewood
Sheridan
and
parts
of
Littleton.
P
That
makes
routine
traffic
enforcement
difficult
based
on
the
speed
of
the
motorists,
as
well
as
there's
a
lot
of
there's,
not
many
places
to
run
traffic
enforcement
there
either
because
of
all
the
concrete
barriers,
the
lack
of
the
side
of
the
road
things
of
that
nature.
So
we
looked
at
those
two
things
on
Santa,
Fe
education,
you're
going
to
see
is
also
the
same.
It's
all
talking
about
signage,
PSAs,
Public,
Safety
announcements
and
any
public
safety
or
Traffic
Safety
campaigns.
P
So
that's
something.
That's
also
all
the
way
through.
So
our
second
highest
accident
location
in
those
two
years
was
Santa
Fe
and
Union.
Also
again
same
thing,
majority
of
crashes
rear,
end
collisions,
speed
limit
was
raised
to
55
many
years
ago,
making
that
enforcement
difficult.
And
then
we
just
had
some
engineering
suggestions,
but
this
came
from
the
police
department.
So
take
that
with
a
grain
of
salt
because
we're
not
Traffic
Engineers.
So
these
are
just
some
things
that
we
came
up
with
that
we
can
work
with
public
works
on
the
third
highest
accent.
P
Location
is
at
Broadway
in
Bellevue,
exact,
same
crash
data,
education
enforcement
and
then
again,
engineering,
the
biggest
thing
at
Broadway
and
Bellevue,
that's
different
than
our
Santa
Fe
locations
is.
We
do
have
some
pedestrian
violations
that
we
could
look
at
there
and
some
pedestrian
education
that
we
don't
have
really
on
Santa
Fe
that
didn't
really
come
into
or
play
for
that
number
four
is
Inca
and
Highway
285,
again
exact
same
issues.
P
We
did
talk
a
little
bit
more
about
some
increased
lighting
under
Santa
Fe,
near
Highway,
285
and
then
maybe
even
working
with
Sheridan
and
CDOT
to
lower
that
speed
limit
coming
from
River
Point
into
Inglewood.
Those
are
some
of
our
engineering
thoughts
and
then
number
five
was
Galapago
in
285
and
again
all
of
the
same
traffic
crash
data
there
with
rear
end
collisions
and
the
majority
of
these
occurring
between
2
pm
and
6
pm.
P
N
It
updates
to
this
forgive
plan.
We
also,
you
know,
want
to
consider
identifying
the
whys
which
deputy
chief
vendor
just
talked
about
of
accidents
and
working
together
to
develop
strategies
to
solve
for
those
wise.
If
Council
does
decide
to
adopt
division,
zero
goal,
then
we
would
leverage
resources
from
Dr
Cub,
which
are
pretty
extensive.
We
also
want
to
develop
an
internal
framework.
This
is
something
also
that
was
actually
in
the
Strategic
plan
for
about
two
and
a
half
years
ago.
That
I
think.
H
N
Working
for
a
little
while,
but
kind
of
fell
away
from
it
about
a
year
and
a
half
ago,
so
basically
bringing
back
an
internal
review
panel
that
would
involve
traffic
engineering,
someone
from
the
Traffic
Division
and
public
works,
and
someone
from
police
to
review
crash
data
after
accidents,
as
well
as
on
a
routine
basis
and
make
recommendations
similar
to
what
you
saw
in
the
last
couple.
Slides
also,
you
know
to
review
the
recommendations
made
by
the
police
department
related
to
enhancements
at
the
top
five
crash
locations
in
the
city
also
to
continue
go
grants.
N
This
is
again
something
that
the
state
of
Colorado
Dr
cogg
the
county
to
an
extent.
The
federal
government
they're
all
really
interested
in
this,
and
so
there
are
a
fair
amount
of
grants
that
are
out
there,
and
so
we
want
to
be
as
active
as
possible
as
we
have
been
in
securing
that
funding.
We
also
want
to
make
sure
that
we're
engaging
the
community
in
this
work
that
again,
if
Council,
does
decide
to
move
forward
with
with
vision,
zero
that
we
would.
N
You
know
work
with
our
Communications
Department
on
a
campaign
to
ensure
the
Public's
aware
of
what
the
city
is
doing,
but
also
to
provide
tips
on
how
individuals
and
groups
can
be
safe
and
Vigilant
about
pedestrian
safety.
We
also
want
to
improve
information
on
the
city's
website.
Something
that's,
as
you
may
know,
I
would
say
in
my
time
as
interim
director,
I
think
I've
gotten,
we've
gotten
four
or
five
different
requests
from
people.
Please
put
up
a
sign
here.
Please
put
signals
here.
N
Please
improve
the
markings
here
and
we
do
have
a
process
and
deputy
director
who
is,
can
talk
more
about
the
details
where
we
we
review
on
that
data
and
we
sometimes
often
do
traffic
studies
with
our
contracted.
Traffic
Engineers
but
I've
realized
is
we're
not
we
don't
have
on
our
website
kind
of
a
rubric.
You
know
not
to
say
we
would
give
everything
unless
it
was
requested,
but
at
least
explaining
you
know
when
we
make
a
decision
about
signs.
You
know
we
look
at
these
10
or
15
factors.
We
look
at.
N
N
Here
are
the
things
that
we
look
at
so
being
more
transparent
about
that
I'm,
continuing
to
work
with
etac
on
Transportation
safety
goals
and
projects,
I'm,
also
developing
more
of
a
routine
I,
guess,
I
would
say
relationship
with
the
school
district
on
safety
in
school
zones
and
also
safe
routes
to
school,
and
then
I'm
continuing
to
partner
with
the
Edda,
as
director
portel
mentioned,
on
downtown
pedestrian
enhancements.
So
I'm
just
questions
for
for
you
to
consider
this
evening.
A
A
I
You
mayor,
thank
you
for
the
presentation,
all
three
of
you,
the
question
I
have
is
on
the
traffic
the
or
the
the
accidents
were.
There
were
those
numbers,
specifically
pedestrian
involved
accidents,
or
do
we
have
do
we
have
that
data,
or
is
that
just
general
car
collisions
these
would
be
more
people?
So
sorry,.
P
I
I
Yes,
okay,
yeah
I
would
be
really
interested
in
in
that
because,
as
I've
heard
about
you
know,
different
pedestrian
fatalities
and
pedestrian
accidents,
I'm
hearing
about
them
on
small,
you
know
residential
streets
and
then
a
number
of
them
along
Broadway
I'm,
not
hearing
about
them
so
much
along
Santa
Fe,
maybe
they're
happening
there,
but
does
very
low
pedestrian
traffic
area.
I
mean
nobody
wants
to
cross
Santa
Fe
anyway,
so
they're
just
they're,
not
there
if
they
can
avoid
Crossing
it
on
foot.
I
So
it
would
be
really
interesting
to
me
to
know
where
those
accidents
are
happening,
so
we
could
maybe
more
specifically
Target
The
Pedestrian.
You
know
Zone
and
I.
Think
Broadway
is
a
big
one,
obviously,
because
it's
a
bit
a
wide,
fast-moving
street
with
lots
of
people.
You
know
lots
of
foot
traffic
and
lots
of
car
traffic.
At
the
same
time
so
and
I
know
we
have
a
complete
streets
project
kind
of
in
the
potentially
in
the
works
there
as
well.
So
that's
that's!
All
I
have
for
now.
F
N
Okay,
I'll
answer
the
second
question.
First
and
then
let
deputy
director
hose
answer
your
first
question.
So.
The
plan
just
specifies
three
schools,
so
my
plan
is
to
reach
out
to
the
deputy
superintendent
and
start
a
discussion
or
interim
superintendent
and
start
a
discussion
with
her
on
it
and
then
to
an
extent
let
the
schools
kind
of
influence.
What
that
looks
like,
but
I
think
they're
often
done
for
elementary
schools.
Okay,
thank.
H
You
so
as
far
as
the
five
six
years
ago,
I
wasn't
here
but
I
do
know.
There
was
one
safe
route
to
school.
Grant
project
completed
the
Broadway
in
Mansfield
that
signal
there
and
those
bull
boss
that
was
safe
for
us
to
school
funding.
So
I
know
there
was
some,
obviously
some
coordination
with
the
high
school
for
that
I
think
so
that
there
has
been
coordination.
This
hasn't
been
anything
recent
that
we
need
to
kind
of
freshen
that
up
and
get
the
priorities
back
in
order.
F
F
Another
just
comment:
I
heard
this
morning
on
the
news
regarding
Denver
Vision
zero
and
they
had
counts
on
how
they've
lowered
death
rates
in
the
city
of
Denver
city
of
Denver
is
pretty
large
I
assume
they
include
Dia
and
stuff,
but
they're
saying
26
deaths
for
this
year,
which
was
lower
than
other
years.
So
over
the
last
I
think
they've
been
doing
this
for
two
or
three
years.
It's
coming
down
and
I
I
would
agree
that
really
thinking
you
could
get
to
zero
would
be
pretty
difficult,
real,
difficult.
D
The
goal
looks
like
or
Vision
zero
I'm
flexible
there
I
think
if
there
is
a
regional
benefit
working
with
our
regional
partners
and
Dr
Cog,
and
if
it
makes
sense
to
kind
of
adopt
that
moniker
I'm
I'm
open
to
that.
But
I
think
that
investing
time
here,
I
think
of
a
couple
months
ago,
remember
Anderson
was
we
had
some
public
comment
and
you
were
so
compelling
to
say
people
are
dying
in
our
community.
We
have
those
deaths
on
South
Broadway.
D
What
are
we
doing
and
I
think
a
coordinated
effort
that
has
tactics
and
strategy
together
is
going
to
be
really
helpful
and
something
that
has
stuck
with
me,
and
you
know
the
question
of
what
do
we
do
with
that
conversation?
So
I'm
excited
to
see
this
come
together
briefly
on
the
safe
routes
to
school.
I
believe
that
our
resident,
who
asked
for
the
Youth
commission
specifically
called
out
that
program
or
that
project
for
something
that
that
commission
could
look
at
and
so
I
think
maybe
that'd
be
another
holder
in
this
moving
forward.
A
Thank
you,
member
Noonan,
Camp.
Actually,
I
got
a
couple
questions
and
I've
guessed
deputy
chief.
This
one
may
be
for
you
or
actually
CM
engine.
You
may
want
to
take
this
one,
but
we
have
a
couple
of
projects
with
the
state
right
now
with
or
with
Dr
Cog
or
with
C
dot.
One
is
Santa
Fe
one
is
Hampton.
A
Do
your
recommendations
tie
in
well?
I
guess
your
recommendations
right
now
are
just
from
a
city
level,
but
are
we
expecting
to
get
recommendations
from
Dr
Cox
CDOT?
Whoever
happens
to
be
about
what
we
need
to
do
on
Santa
Fe
and
what
we're
planning
on
doing
with
Hampton
and
I
know
that
this
is
a
multi-city
projects
for
ball,
but
I'm
just
kind
of
curious.
Yes,.
P
G
P
Just
our
our
responsibility
that
we
would
have
to
work
directly
with
CDOT
to
try
to
work
with
their
Traffic
Engineers
with
our
Traffic
Engineers
to
do
some
of
those
changes
now
the
enforcements
are
on
on
both
so
but
then,
for
you
can't
rest
your
way
out
of
the
out
of
a
traffic
accident.
A
problem
I
mean
really
it's.
It's
all
about
education
and
engineering.
A
G
P
And
some
of
those
have
been
tried,
it
I
mean
I,
remember
starting
here.
We
did
that
at
several
intersections
with
an
empty
police
car
and
did
some
of
those
types
of
things
and
I
think
what
ended
up
happening
is,
is
I,
I,
think
our
residents
and
our
visitors
got
wise
to
to
a
lot
of
those
places.
Some
of
the
mountain
towns
you
drive
through
and
you
see
the
same
police
car
in
the
same
place
all
the
time
on
that
kind
of
deal.
I
think
that's
what
happened
there,
but
yeah
we
have.
P
If
I
see
somebody
pulled
over
at
a
at
a
stop
sign
more
than
two
or
three
times,
I
know
that
that
Police
Department's
watching
that
stop
sign
and
so
I
automatically
come
to
a
complete,
stop
make
my
you
know:
100
200
300
account,
then
I
may
move
on,
but
so
I
do
the
same.
Exact
thing
so
I
know
exactly
what
you're
talking.
C
About
the
other
issue
is
that
location,
Dartmouth
and
and
Santa
Fe
is
on
the
sort
of
the
far
Northern
edge
of
our
city,
pretty
close
to
the
Denver
border,
so
we're
feeding
a
lot
of
traffic
from
Denver
and
I.
Wonder
if
there's
an
opportunity
there
to
to
partner
in
some
way
with
Denver
on
on
enforcement,
action
and
say
hey.
Can
we
work
together
on
this,
because
this
is
a
problem
for
for
both
of
us.
P
Yeah,
absolutely
and
and
I
think
a
little
bit
during
my
presentation.
I
talked
about,
especially
as
we're
coming
towards
Santa
Fe
and
Union.
That's
even
more
of
a
closer
City
Limits
between
Littleton
us
and
Sheridan
Within,
less
than
a
quarter
of
a
mile.
We
just
happen
to
have
the
intersection
right.
H
H
C
P
P
C
F
P
G
G
P
F
E
F
P
I
can't
tell
you
that
there's
less
enforcement,
what
I
can
tell
you
is
that
number
one
we've
had
Staffing
challenges,
as
you
know,
and
our
Traffic
Unit
is
down
to
one
motor
officer
right
now,
so
that
is
a
our
whole
Traffic
Unit
right
now,
as
of
today,
normally
it's
staffed
with
three
and
right
now.
We've
got
one
of
the
officers.
F
P
Yeah
and
I
think
one
of
the
things
that
we
have
done,
especially
with
our
traffic
team,
is
we
focus
their
efforts
more
on
school
zones,
high
traffic
locations
and
then
citizen
complaints
and,
frankly
I.
We
don't
get
many
citizen
complaints
from
a
stop
sign
at
Mansfield
and
Clarkson.
So
it's
really
not
high
profile
yeah,
but
I
do
remember
doing
that
when
I
was
on
patrol
as
well
yeah.
F
I
Thank
you,
mayor
I,
just
I
just
want
to
speak
to
some
of
the
general
ideas
and
suggestions
and
thank
you
staff
for
bringing
this,
because
I
did
mention
this
a
couple
months
ago
when,
when
that
gentleman
came
forward
and
talked
about
about
some
of
the
pedestrian
deaths,
we've
had
along
Broadway
and
I,
do
think.
If
there's
some
way,
we
could
Elevate
this
pedestrian
safety
as
a
priority
in
the
city.
I
I
think
it's
probably
one
of
one
of
one
of
the
highest.
You
know
areas
of
Public
Safety
concern
in
the
city
altogether.
I
I
think
there
are
more
people
that
die
from
from
our
you
know
in
terms
of
what
the
city
has
responsibility
over
pedestrians
dying
on
the
streets.
It
is
happening
every
year,
multiple
times
and
it's
something
something
we
need
to
address.
I
I
see
some
real
challenges
with
how
to
go
about
addressing
it,
though,
and
I
love
like
let's
go
for
the
vision,
zero.
You
know
some
kind
of
a
you
know,
a
campaign
that
puts
this
at
the
front
of
our
minds,
but
you
know
I
think
about
you
know
we're
investing.
I
I
I,
don't
know
how
we
go
about
funding
this
because
a
you
know
a
bull
bouts
on
one
intersection
are
going
to
cost,
so
Tim
could
probably
answer
this
10
or
20
or
30
000,
depending
on
the
size
of
the
you
know
size
of
the
street
and
that
kind
of
thing,
and
we
need
them
everywhere
like
we
need
to
slow
down
traffic
everywhere.
It
doesn't
when
you
I,
do
think
when
you
start
looking
at
this,
you
see
pedestrian
traffic.
I
Pedestrian
accidents
are
happening
all
over
the
place,
and
everybody
complains
about
how
fast
people
are
going
down
their
streets
and
so
I
don't
know,
I,
don't
know
what
we
do
to
get
at
that.
I
know.
If
we
can
prioritize
things,
we
can
do
a
complete
Street
somewhere,
but
again
complete
streets
is
incredibly
cost
prohibitive.
I
We
can
do
it
in
a
few
areas
and
we
should,
where
it's
possible
and
where
we
have
the
grants,
funding
to
do
it,
but
we
gotta,
like
I,
think
creative
and
when
we
go
about
this,
look
at
what
other
cities
have
done.
What
are
some
low-cost
Alternatives
I
mean:
can
you
take
these
Flex
posts
and
put
them
up
and
install?
I
You
know:
install
Bike
lanes
for
cheaper,
not
just
for
the
sake
of
of
bike
traffic
but
to
to
narrow
the
streets,
and
you
know
I,
don't
know
what
the
solution
is,
but
think
really
creatively
about
what
are
the
low-cost
possible
things
that
we
can
do
on
a
much
broader
basis,
even
if
they're
not
as
effective.
You
know
as
the
the
expense
of
things,
but
doing
something
is
better
than
doing
nothing
or
doing
you
know
just
a
very
small
percentage
of
our
streets.
I
Finding
these
improvements
so
or
think
about
what
is
a
dedicated
funding
source
to
where
we
can.
We
can
push
forward
with
a
much
broader
array
of
traffic
calming
measures
throughout
the
city,
but
again,
thank
you
for
bringing
this
forward
and
I'm
totally
supportive
of
whatever
elevates
this
in
terms
of
our
priority
in
the
city.
C
N
A
Thank
you.
Thank
you.
Thank
you
for
that
assistant
city
manager
and
to
that
I
know.
I've
been
copying
on
some
of
those
responses.
I
know
that
Eastman
and
Cherokee
I
believe
was
one
of
them
that
was
requested
and
was
denied
providing
that
information
on
why
it
was
denied
and
projects
that
have
been
looked
at
I
think
would
be
beneficial,
so
I
think
I
have
a
couple
more
questions.
I'll
keep
them
brief,
but
just
I
guess
in
terms
of
the
vision,
zero
I
would
be
in
favor
of
this
and
part
of
the
reason.
A
Why
is
because
it
would
prioritize
it.
As
for
us,
as
Council
and
I
know,
we've
been
talking
about
just
prioritizing.
How
do
we
prioritize
things
for
the
capital
projects?
I
think
this
is
one
way
that
we
say
that
we
are
going
to
be
looking
at
ways
to
minimize
pedestrian
debts
or
provide
multiple
Mobility
options
for
the
city,
so
I
think
that
that's
one
way
for
us
to
do
it
and
just
keep
it
top
of
mind.
A
So
I
know
it's
going
to
be
hard
just
based
off
of
what
member
Anderson
stated
in
terms
of
just
funding
sources,
but
we're
doing
complete
streets
on
on
Hampton,
and
a
lot
of
that
is
through
a
Dr
Cog
Grant.
So
there
are
funny
mechanisms
that
we
can
be
using
from
Dr,
Dr,
Congress,
sea
daughter
or
for
the
federal
government
in
order
to
get
these
done.
But
I
guess
my
question
to
that
was
is
when
we
talk
about
Vision
zero.
N
So
what
I
was
really
looking
for
tonight
is:
if
it
is
a
direction
you
want
to
go,
we
would
need
time
to
then
come
back
to
you
either
as
part
of
the
Strategic
Plan
update
in
November
or
as
part
of
your
retreat
to
basically
provide
you
know
as
strategies
and
tactics
that
would
become
part
of
the
plan
that
would
become
part
of
it.
We
you
do
every
year
prioritize
goals
that
are
in
the
Strategic
plan.
N
So
certainly
if
this
is
a
goal
that
you
add
to
the
mix
some,
it
would
be
up
to
you
to
decide
where
that
priority
falls
in
the
plan,
and
certainly
you
know
where
we've
continuously
worked
on.
Trying
to
you
know,
integrate
those
priorities
more
into
how
we
make
decisions,
and
so
certainly,
if
that
was
a
priority
set
by
Council,
that
wasn't
your
strategic
plan.
We
would
come
back
to
you
with
recommendations
on
how
to
prioritize
funding.
For
that
you
know,
as
you
mentioned,
of
course,
there
are
a
lot
of
grant
opportunities.
N
We've
gone
after
some.
We
continue
to
go
after
others.
That's
one
source:
it's
a
great
source
in
a
lot
of
ways,
and
there
again
this.
There
is
a
lot
of
money
out
there
for
this.
But
of
course
it's
not
always
reliable
and
it's
not
kind
of
a
dedicated
Revenue
stream,
but
it
is,
it
is
definitely
it
has
made
a
difference
in
the
city
and
it
definitely
could
in
the
future
as
well.
A
Obviously
Broadway
we've
touched
on
that
quite
a
bit
and
then
just
where
there's
additional
density
occurring
within
the
city,
whether
it's
off
of
Windermere
and
that
type
of
thing.
So
it's
is
it
wouldn't
it's
Windermere
down
south
but
I'm,
trying
to
think
what
it
is
alongside
Navajo
there
it
is
I
always
want
to
call
it
Revere,
but
yeah.
So
those
areas
I
think
I
would
prioritize,
but
obviously
based
off
the
data
that
we
happen
to
have
from
the
city
in
terms
of
pedestrian
accidents
or
deaths,
that
that
should
be
driving
our
conversation.
C
G
C
But
you
know
I
see.
I
saw
portions
of
Denver's
Vision
zero
plan
implemented
when
I
was
still
commuting,
downtown
and
then
I
stopped
commuting
downtown
for
a
couple
years
and
as
I
drive
downtown
on
occasion
now,
I
find
it
vastly
more
difficult
to
move
about
in
my
car
and
I
have
to
attribute
that
to
Vision
Zero's
plan.
A
So
the
reason
why
I
mentioned
that
is
that
I'm
just
kind
of
curious
I,
don't
agree
with
all
the
changes
that
they
made
downtown,
but
it
has
slowed
down
traffic
and
it
does
allow
for
cyclists
to
feel
a
little
bit
more
comfortable.
My
office
is
downtown
and
I
do
get
a
ride
on
it's,
not
Arapahoe,
but
one
of
those
streets
that
I
am
a
little
bit
more
comfortable.
A
But
I
understand
your
frustration
with
some
of
the
changes,
but
I
think
some
of
those
actually
have
added
to
being
able
to
walk
a
little
bit
easier
or
being
able
to
ride
downtown
a
little
bit
easier.
So
I
think
that
is
some
of
the
I
think
that
is
a
success
in
a
sense
but
but
yeah
I
think
that's
part
of
the
goal,
I
guess
in
a
sense,
but
member
Anderson,
yeah.
I
I
I,
don't
think
quite
the
same
road
rules
apply
there,
but
I
do
think
that
that's
one
of
the
one
of
the
things
we
have
to
make
our
piece
with
in
moving
you
know.
If
we
move
forward
is
that
there
is
going
to
be
a
slowing
of
traffic
for
pedestrian
safety,
because
that's
the
only
thing
that
that
helps
but
I
wanted
to
like
on
the
in
terms
of
people
who
are
requesting
a
stop
sign
or
or
something
like
that.
I
totally
agree
that
we
need
to
have
like
guidelines
there.
I
The
one
exception
I
would
say
to
that
is
if,
if
there's
been
a
fatality
or
pedestrian
accident
at
an
intersection
to
me,
that's
data
enough
to
say
that
something
needs
to
be
done
at
that
intersection
and
I
know
we
had
one
at
you
know:
Bannock
a
few
blocks
south
of
Oxford
I,
don't
remember
what
the
intersection
was
there
and
they
they
never.
You
know
they
never
really
got
the
neighbors
really
wanted
something
there
stop
sign
or
speed
bump.
H
So
definitely
a
fatality
is
certainly
a
something
that
stands
out.
You
know
a
study
a
little
closer
and
a
lot
of
times
the
way
some
of
those
turn
out.
It's
kind
of
the
depends
on
the
cause
of
the
accident
and
what
was
going
on.
Sometimes
it's
operator
error
or
some
somebody's
just
being
Reckless,
and
just
you
know
not
even
obeying
the
laws
or
anything
it's
difficult
to
to
do
any
kind
of
infrastructure.
H
That's
going
to
prevent
that
if
somebody
chooses
to
disobey
the
law
and
then
be
Reckless,
then
that
bad
things
sometimes
happen
that
way.
But
we
certainly
we
do
look
at
the
a
little
heavier
study
on
a
death
like
that.
We're
going
to
look
at
the
type
of
Crash
and
do
we
need
to
do
so.
We
certainly
wouldn't
say
no
to
any
improvements.
That
would
that
we
felt
would
be
something
that
would
prevent
that
in
the
future.
H
But
we
it's
just
kind
of
a
case
by
case
and
a
lot
of
those
that
are
a
fatality
do
turn
out
to
be
sometimes
some
type
of
operator
error,
just
carelessness
on
the
part
of
the
driver
or
something
you
know.
That's
something
that's
difficult
to
prevent
with
any
kind
of
traffic
control
measures,
so
that's
kind
of
how
those
are
looked
at
in
those
situations,
but
they
definitely
are
looked
at
closer
to
verifies
or
something
that
can
be
done
to
prevent
this
in
the
future.
H
G
H
I
Every
residential
street,
then
that's,
you
know
to
me
that's
reason,
and
even
if
even
if
you
you
study
it
this
way
in
that
way,
you
say
you
know
this
was
not.
This
was
just
you
know,
caused
by
an
operator
error
or
something
like
that.
I,
don't
that
doesn't
that's
not
that's
not
too
compelling
to
me.
I
feel
you
know
this
I'm,
just
one
council,
member
but
I
feel
like.
If
there's
been
a
fatality,
we
don't
even
need
to
research
the
cause.
A
G
A
F
E
E
There
are
now
two
rush
hours,
one
in
the
evening
and
one
in
the
morning,
and
it
is
going
to
slow
down
traffic
and
and
really
create
a
traffic
jam
and
I
believe
there
are
other
tools
in
our
toolbox
when
we
have
a
fatality
and
I
believe
correct
me.
If
I'm
wrong,
there
have
been
two
fatalities
on
Broadway
in
a
very
close
area
of
time.
E
I
believe
the
one
thing
that
we
are
missing
in
this
council
is
doing
nothing
about.
It
is
enforcement,
and
if
you
want
people
to
slow
down,
you
have
got
to
give
enough
tickets
to
cause
people
to
slow
down.
We
cannot
make
the
the
infrastructure
so
narrow,
all
over
this
city
to
stop
traffic
totally
and
I.
Believe
there's
one
huge
mistake
that
we
make
made
and
I
brought
it
up
in
January.
E
Cdot
was
doing
a
study
along
the
sanity,
Santa
Fe
Corridor
for
six
or
seven
years.
It
just
came
to
a
conclusion.
We
missed
our
opportunity
to
be
involved
in
that
and
now
we're
addressing
those
problems
when
we
could
have
addressed
them
as
a
whole
and
it
I.
It
incredibly
disappointed
me
at
the
time
it
happened,
but
we
have
got
to
deal
with
the
enforcement
piece
of
this.
It
is
not
just
the
infrastructure,
it
is
also,
and
the
truth
is
I,
don't
agree
with
not
figuring
out
what
the
problem
is.
E
If
there's
a
fatality,
if
there's
a
fatality,
we
need
to
figure
out
what
the
problem
is,
because
if
we
don't,
we
can't
fix
the
problem,
and
if
it
is
an
enforcement
problem
slowing
you
know,
changing
the
infrastructure
will
just
maybe
create
more
so
anyway,
I'm
just
weighing
in
on
that
I
I
think
we
need
to
identify
where
the
areas
are.
That's
one
of
the
things
that
occurred
to
me
even
on
the
Dartmouth
corridor.
E
I
Don't
think
the
data
Bears
out
that
that
actually
makes
a
big
difference
in
terms
of
pedestrian
fatalities
and
that
and
the
research
that
I've
done
so
I
wish
it
was
that
easy
that
we
could
just
invest
a
little
bit
in
enforcement
or
change
some
signs,
but
I,
don't
think
that's
the
way
it
works
in
in
the
real
world
and
I
do
think
it's
going
to
be
an
investment.
So
that's
my
two
cents.
A
Thank
you,
member
Anderson.
Anyone
else
want
to
weigh
in
actually
just
deputy
chief
where
you
talked
about
the
traffic.
You
said
that
there
was
only
one
currently
in
place
today,
but
you
have
three
open
positions.
Can
you
just
talk
about
how
the
numbers
have
changed?
I
know
that
cheap
Watson
has
come
in
front
of
us
in
terms
of
you
know
how
many
sworn
you
have
and
how
many
open
positions
you
have,
but
has
those
numbers
changed
over
the
past
couple
months?
No.
P
C
Those
calls
and
I
know
that
you
guys
are
are
stretched
and
that
you're
doing
the
best
work
you
can,
to
the
extent
that
we
can
do
more.
Traffic
enforcement
I
also
have
to
go
on
record
saying
as
someone
who
lives
across
the
street
from
Clayton
Elementary
School
I
appreciate
seeing
traffic
enforcement
in
the
school
zone
during
the
time
when
the
children
are
arriving
and
leaving
that's
very
important
to
me
and
I
would
rather
see
that
than
cop
with
a
radar
detective
radar
gun
on
on
Broadway
any
day.
I'll
take
the
four-way.
A
N
If
that's
what
you'd
like
from
us,
I
was,
in
my
mind,
I
was
thinking
something
like
Vision,
safe
or
something,
but
whatever
whatever
you
decide,
we're
happy
to
come
with
recommendations,
if
you'd
like
us
to
and
then
recommendations
from
strategies
that
would
kind
of
help
help
us
get
there
in
November.
If,
if
you're
amenable
to
that,
I
think
so,.
A
Find
a
name
so
with
nothing
else.
Thank
you
all
for
the
presentation
tonight
and
yeah
we'll
be
talking
again
next
month
about
this.
So
thank
you
all
right.
Everyone
we're
moving
on
now
to
agenda
item
five
reports
from
boards
and
commissions
from
our
Liaisons.
Anybody
have
anything
to
report.
Member
Anderson,
I.
I
I
passed
on
the
council
request
to
assistantcitymanager
Dot
at
that
meeting
as
well.
But
the
question
is
our:
the
question
was:
are:
is
the
tiered
tiered
pricing
structure
who's
that
targeted
at
because
I
think
it's
400,
000
gallons
per
month,
which
I
think
exceeds
what
most
residential
or
any
residential
customer
probably
is
capable
of
using
so
I?
I
So
anyway,
that's
just
one
of
the
big
one
of
the
concerns
that
came
up
there.
Most
of
the
rest
of
the
stuff,
I
think
I'm
sure
the
water.
You
know
the
water
department
will
be
able
to
incorporate
in
the
plan
to
some
some
extent
as
well.
The
other
update
I
had
was
from
the
Tri-Cities
homelessness
policy
group
and
their
the
the
there
is
a
draft
of
an
RFP
for
I'm,
forgetting
the
term
the
navigation
Center.
J
I
You
navigation
Center.
We
had
a
discussion
or
last
year
in
committee
meeting
about
you,
know
about
kind
of
the
target,
the
the
long-term
purposes
of
that,
what
the
goals
of
the
navigation
Center
was,
whether
it's
to
get
homeless,
people
housed
or
whether
it's
to
help
provide
services
to
our
homeless
population.
But
I
thought
there
was
a
really
a
really
robust
discussion
on
that
and
they
were
going
to
incorporate
some
of
some
of
the
suggestions
from
the
steering
committee
back
in
the
RFP
but
I'm
sure.
I
F
Thank
you,
I
think,
with
regards
to
some
of
the
users
for
the
water
I,
think
that
was
things
like
7-Up
Bottling
Company
when
they
used
to
be
here
I
mean
obviously
they
were
a
large
YouTube
users.
Swedish
is
a
large
user.
Anybody
with
a
lot
of
Landscaping
is
going
to
be
larger
than
your
five
little
ones
so.
F
Well,
I
think
oh
we
got
or
all
I
had
was
Parks
and
Rec
and
Recreation
when
we
did
the
ribbon
cutting
over
at
Cushing
park
for
this
skate
park
in
the
exercise
area.
I
think
the
exercise
area
was
a
nice
surprise
to
a
lot
of
us
and
I
think
this
skate
park
is
pretty
successful,
considering
that
even
when
the
construction
fence
it
was
around
it,
it
was
pretty
busy
at
night.
C
Thank
you.
So
the
budget
advisory
committee
meets
tomorrow.
They
met
last
month
on
the
27th
and
I.
Don't
believe,
I
briefed
Council
on
what
they
discussed
at
that
time,
but
they
reviewed
some
of
the
ongoing
capital
projects
for
2022,
and
this
does
bring
me
to
something
that
I
would
like
to
bring
up
during
Members
Choice,
which
is
one
of
the
ongoing
capital
projects
in
2022.
C
The
fiber
rollout
so
I'll
bring
that
up
later
tomorrow,
Parks
and
Rec
we'll
meet
with
the
budget
advisory
committee
to
to
review
some
of
their
ongoing
projects
and
initiatives.
I
also
attended
the
region,
9
opioid
task
force
meeting
as
the
representative
to
Tri-Cities
for
Tri-Cities
and
Alternate
voting
member
there's.
Similarly
similar
to
what's
going
on
with
the
Tri-Cities
homeless
initiative.
There
was
a
fair
amount
of
talk
about
resource
navigation.
A
Thank
you,
mayor,
Pro,
tem
and
actually
I
want
to
thank
you
for
all
the
time
that
you're
putting
into
the
opioid
task
force
it's
a
lot
of
hours
and
you
have
really
been
providing
us
a
lot
of
feedback
on
what's
being
talked
about
so
I
do
want
to
thank
you,
mayor,
protemper,
being
our
voice
on
that
that
panel.
So
and
actually,
if
you
want
to
go
ahead
and
just
talk
about
the
budget
advisory
committee,
I
was
going
to
bring
it
up
myself.
C
A
Thank
you,
mayor,
Pro
tem.
Any
questions
from
Council,
I
city
manager,
I
know
that
we
talked
about
this
briefly
on
Friday
I
want
to
say,
and
we
just
had
a
discussion
on
everybody.
Can
you
provide
a
little
bit
more
clarity
for
members
at
Council
about
what
was
discussed
during
budget
advisory
and
just
anything
on
the
fiber
optic?
Thank.
J
For
you
know
for
us
to
operate
a
a
municipal,
fiber
optic
Network
that
would
be
home
to
business,
so
we're
putting
that
together.
I
think
it
would
be
a
great
discussion
for
us
to
have
with
you
that
what
are
the
needs
of
the
city
departments
utilities
needs
to
connect
all
of
their
signals.
We
need
to
connect
City
Hall
to
the
police
station
for
redundant
feeds
Etc,
but
to
the
mayor,
Pro
tems
point
in
our
one-on-one
could
that
be
done
with
private
sector
and
we
just
pay
long
term.
J
A
D
Ers
is
the
project
size
is
again
just
Clarity,
for
how
is
that
possible?
What
is
the
long-term
strategy
for
how
we
would
actually
make
that
work,
because
my
concern
is
that
in
24
we
might
have
the
same
situation
of
like.
Where
are
we
going
to
cut
and
it
might
be
an
easy
cut
and
I
don't
and
I'm
newer
to
the
council,
but
have
a
strong
sense
of
what
are?
D
What
are
we
looking
at
for
the
risk
versus
the
opportunity
cost
here,
and
is
there
a
cyber
security
risks
that
we're
taking
by
not
making
the
investment,
and
so
coupling
both?
What
is
the
value
and
then
also
strategically?
How
will
we
actually
get
it
done
would
be
really
helpful
in
that
study
session.
A
A
G
E
J
A
C
Yeah
I
was
just
going
to
point
out
that
one
that
when
I
heard
councilmember
Russell's
request
for
the
aggregate
exit
interview,
information,
I
didn't
hear
it
as
being
restricted
to
the
public
works
department.
I
I
must
understand
that
to
be
a
city-wide
request.
However,
when
the
council
request
came
back
and
it's
crt-0485,
it
came
back
restricted
to
the
public
works
department
and
we
were
given
vacancy
information,
but
there
wasn't
any
aggregated
accident
interview
data
provided.
E
E
E
And
I
have
some
more
specific
things,
but
I
I
think
if
I
get
those
General
things
that
will
help
and
then
my
last
one
and
I
I
really
would
like
to
perhaps
see
this
in
a
study
session.
If
that's
possible,
maybe
we
need
to
maybe
we
don't
and
I'm
I.
Think
I
may
have
asked
this
question
a
while
back
about
rules
for
operating
trash
companies
in
Inglewood
and
I
I
know.
E
M
M
I
think
we're
crossing
a
quite
a
fine
line
by
requesting
Personnel
information
in
terms
of
exit
interviews
and
we
can
ask
by
Department
and
ask
for
the
aggregated
amount,
but
the
truth
is
if
we
are,
if
the
sample
size
is
so
small
that
we
can't
de-identify
the
data
to
the
point
where
no
one
can
assemble
it
and
understand.
Okay
among
these
three
Public
Works
individuals
or
these
five
people.
It's
easy
to
understand.
That's
this
one!
M
That's
that
one
I
mean
we
might
not
be
in
a
position
to
reveal
that
kind
of
information
without
violating
someone's
privacy
and
I.
Think
legally
we're
bound
to
protecting
the
individuals.
I,
don't
know
it
kind
of
seems
like
we're
crossing
a
line
and
I'm
concerned
about
that
request
and
making
it
a
public
thing
or
publicly
accessible,
Bank
of
of
downloaded
data.
D
Park
neighborhood
Who
for
the
last
few
years
have
has
been
frustrated
by
this
vacant
lot.
That
has
been
at
the
end
of
her
street
and
over
the
last
several
months,
she's
been
working
with
her
neighborhood
group
with
the
city
with
the
schools
with
non-profits
to
create
change
in
that
area.
So
I
just
want
to
encourage
council
members.
If
you
haven't
driven
past
Floyd
and
Cherokee,
that
lot
was
beautified
over
the
weekend
with
a
brand
new
mural
little
Free,
Library
benches
Planters
a
sign
and
they
received
funding.
D
There
was
a
grant
the
neighborhood
Improvement
Grant
through
our
neighborhood
resources
program.
They
got
to
do
that
work.
They
received
funding
from
the
Cultural
Arts
District
commission
to
purchase
the
art
supplies
we
had.
They
had
probably
20
high
school
art
students
out
there
painting
a
mural
over
the
weekend.
They
partnered
with
non-profits.
It's
such
an
incredible
success
story
of
what
community
members
can
do
to
create
change
in
their
own
neighborhood
through
the
resources.
M
Wink,
a
quick
aside
or
or
continuation
of
that
thought,
is
that
McDonald's
has
done
even
more
I
mean
this,
isn't
the
first
or
second
time
she's
stood
up
and
represented
the
Cushing
Park
neighborhood
I
think
she
may
have
even
begun
to
execute
great
projects
for
our
neighborhood
before
our
neighborhood
coordinator
took
office
and
and
started.
The
formal
plans
on
behalf
of
the
city.
I
may
be
lying
there,
but
I
I
know
that
she's
done
cleanups
of
the
park
or
orchestrated
them
in
which
I've
participated,
but
yeah.
M
A
A
Obviously,
as
part
of
the
extra
interviews
we
want
to
be
back
from
our
employees
on
what
we
could
be
doing
better.
If
we're
doing
anything
that
can
negatively
affect
that
in
the
future,
then
then
it's
not
something
that
I
do
want
to
receive
and
make
public
to
the
public.
So
that's
where
I
weigh
there.
Obviously
I
think
city
manager
and
City
attorney.
J
Thank
you,
mayor
just
wanted
to
let
everybody
know
that
we
had
another
fire,
but
this
time
at
the
recycling
center
in
1601,
West
Harvard.
This
is
a
private
Enterprise
that
does
strictly
recycling.
We
responded
to
that
and
did
lose
some
water
pressure.
So
if
you
got
complaints
from
that,
it's
the
hill,
basically
from
the
neighborhood
between
Evans
and
Baker,
and
so
we
have
gotten
the
fire
under
control,
though,
and
we're
cleaning
up
about
the
time
we
started.
The
meeting
also
just
wanted
to
thank
everybody
who
worked
for
Trunk
or
Treat.
J
We
had
a
great
turnout.
In
fact,
we
had
lots
of
people
showed
up
that
did
not
registers
or
kind
of
looking
at
the
process
for
that,
but
better
to
have
too
many
than
too
few
this
year,
Avery
Acres
was
the
coordinator
for
that
he's,
a
new
recreation
supervisor
in
Rec
and
did
a
great
job,
but
just
had
a
lot
of
teams,
participation,
our
interim
Public,
Works
directors,
own
Department.
The
fleet
division
specifically
won
the
competition.
If
you
went,
they
have
all
these
wild
vehicles
that
we
can't
sell
like
an
armored
vehicle,
the
old
SWAT
vehicle.
J
We
can't
sell
it.
It's
like
illegal
to
sell,
so
they
turned
it
into
a
bank.
Heist
exhibit
gave
candy
out
and
everybody
loved
it
and
they
won
yet
again,
although
that's
not
official
but
I,
think
that
was
very
clear
to
me
that
they
had
won
by
the
voting.
So
thanks
to
everybody
for
their
help
with
that
and
that's
all
I
have
perfect
with.