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From YouTube: October 19, 2021 UDC Steering Committee
Description
Agenda HTML: https://englewoodgov.civicweb.net/filepro/documents/124502?handle=4E509A35A5E24909B48D1FA081B77DB7
Agenda PDF: https://englewoodgov.civicweb.net/filepro/documents/124501?handle=2EDB923AC76F4D519A22E352B37E0E6F
1. Three or more Planning and Zoning Commissioners may participate in the meeting. No legislative decisions or final actions of any board, commission or council will occur at this meeting.
2. Walkability - Street Design
Englewood Engaged - Walk and Wheel Update
3. Adjourn
Agenda HTML: https://englewoodgov.civicweb.net/filepro/documents/124502?handle=4E509A35A5E24909B48D1FA081B77DB7
Agenda PDF: https://englewoodgov.civicweb.net/filepro/documents/124501?handle=2EDB923AC76F4D519A22E352B37E0E6F
A
B
A
Everybody
we'll
go
ahead
and
get
started
for
tonight
and
I'm
just
going
to
simply
turn
it
over
to
chris
and
we'll
start
our
conversation
about
walkability
and
street
design.
So
plenty
of
staff
is
online
tonight
from
englewood.
So
if
you
have
any
questions
of
staff
as
well
or
we're
here
to
answer
and
help
you
through
the
discussion
so
take
it
away.
Chris.
C
Okay,
as
wade
mentioned,
we're
kind
of
branching
into
our
second
topic
on
walkability,
we
had
the
last
two
sessions,
we
talked
about
parking
and
how
it
impacts.
Walkability
and
again,
these
are
the
the
five
main
themes
under
your
code
assessment
and
priority
topics
to
discuss
and,
and
so
we
broke
walkability
into
two
parking
policy
and
then
street
design,
specifically
just
to
give
you
a
bit
of
a
road
map
of
where
we're
going
and
where
we've
been.
C
So
the
important
thing
here
is
a
we
don't
have
any
predetermined
notions
of
how
the
code
will
be
changed
other
than
ideas,
and
we
want
to
be
incorporating
your
ideas
and
then
also
we
don't
feel
like.
We
have
to
resolve
everything
in
these
conversations
and
we'll
we
will,
you
will
see
all
of
these
topics
come
back
in
a
coordinated
manner
in
in
draft
codes
throughout
next
year.
So,
for
example,
a
lot
of
what
we
discuss
about
streets
or
housing
is
going
to
impact
some
of
the
parking
discussions
we
had
as
well
so
they're.
C
B
Chris
yeah
yeah,
I'm
sorry
this
is
michelle.
I
have
a
question
I
and
this
may
be
on
the
the
city's
website,
for
whatever
reason
my
macbook
wouldn't.
Let
me
log
into
the
city's
website
for
security
reasons,
but
is
this
schedule
of
what
we're
talking
about
in
the
meetings?
Is
that
on?
Is
it
on
the
codenext
that
website
or
is
it
somewhere.
C
It's
yeah,
we
will
get
it.
We
have
an
engagement
strategy
that
we've
been
working
with
with
staff,
that's
starting
to
schedule
these
things,
but
this
is
the
first
time
we've
put
it
in
this
sort
of
format
as
we
sort
of
evolved
into
the
schedule.
So
short
answer
is
yeah,
we'll
get
it
on
the
website
in
a
number
of
formats.
For
you.
B
C
D
D
D
A
C
So
why
does
street
design
matter?
If
you
remember
back
in
our
kickoff
meeting,
when
we
talked
about
our
approach
to
codes,
we
do
take
a
design-based
approach,
and
that
was
what
your
plan
and
your
code
assessment
suggested,
that
more
regulations
on
building
form
community
design
and
so
in
our
from
our
perspective,
it
all
starts
with
the
streets.
The
streets
set,
the
context
for
a
lot
of
different
things
and
the
design
of
the
streets
will
tell
us
a
lot
of
what
we
can
expect
from
development.
C
So,
in
our
mind,
it's
critically
important
to
let
us
know,
what's
a
reasonable
way
for
the
for
the
regulations
to
request
or
require
the
development
to
respond.
So
it
sets
the
context
and
relationship
of
projects
to
the
street
are
are
crucial,
so
it
goes
from
streetscapes
to
frontages.
Then
we
begin
talking
about
building
scale
and
mass
and
how
places
come
together
and
then
the
last
part
about
it
becomes.
C
C
One
key
point
to
bring
out
that:
that's
I
mean
I'm
sure
obvious
to
all
of
you.
Subdivision
regulations
deal
with
building
and
designing
streets
when
you
plant
property
and
laying
them
out
for
the
first
time.
You
won't
be
doing
a
lot
of
that,
because
you're,
essentially
a
built
out
community,
a
lot
of
your
streets
are
built.
C
So
it's
not
you're,
not
in
a
situation
where
we
we
will
be
regulating
the
design
of
streets
into
existence
through
subdivision
regulations,
but
we
also
do
want
to
make
sure
the
development
code
is
coordinating
with
street
design
for
a
number
of
reasons
that
we'll
hit
on
during
the
discussion
phase
the
second
place
that
the
code
addresses
streets.
The
development
code
refers
to
the
design
and
construction
specifications,
and
so
that's
a
separate
document
in
sections.
C
1-2-3
and
1-2-12
talk
about
street
design
and
and
the
good
news
here
is
they
they
coordinate.
We
we
often
run
into
cities
where
those
two
documents
don't
coordinate
and
we'll
find
different
things
that
conflict,
and
so
those
need
to
be
reconciled.
At
least
in
your
case.
Those
are
those
two
documents
are
kind
of
singing
from
the
same
sheet
of
music
there's
a
little
bit
more
in
the
design
and
construction
specifications
and
standards
a
little
bit
more
details
than
you
have
in
the
development
code.
C
One
of
the
ways
we
typically
approach
street
design
is
that
the
development
code
should
have
a
lot
of
the
urban
design
features
of
streets,
whereas
the
design
and
construction
specifications
should
have
a
lot
of
things
of
how
you
technically
build
and
construct
the
infrastructure.
So
you
find
a
lot
more
engineering
specifications,
construction
standards
there,
whereas
in
the
development
code
you'd
find
a
lot
of
more
planning
and
urban
design
things
in
the
and
though,
and
that's
where
those
two
issues
meet,
there's
no
right
answer
to
it.
C
One
of
the
reasons
that's
important
is
the
development
code
really.
Does
not
have
a
lot
of
information,
it
does
coordinate
with
the
design
and
construction
specifications,
but
really
all
it
has
is
right
away
with
roadway
with
and
then
sidewalk
widths
and
those
sidewalk
widths
are
are
fairly
minimal,
not
sufficient
in
a
lot
of
cases,
but
these
are
minimum
standards.
So
it's
not
that
you
have
plenty
of
streets
that
go
beyond
these
standards.
C
But
our
observation
is,
you,
don't
have
a
lot
of
guidance
of
when
you
would
do
something
different
or
beyond
these
standards.
So
we
know
that
in
a
lot
of
cases
the
sidewalk
widths
are
going
to
be
too
too
narrow
if
they
just
did
the
minimum.
We
know
in
a
lot
of
cases
that
where
and
how
the
sidewalk
feels
is
as
important
or
more
important
than
the
width,
and
we
just
don't
have
a
lot
of
guidance
or
cues
in
your
development
code,
and
it
does
refer
to
these
other
documents.
C
And
so
then,
if
we're
going
to
improve
on
those
standards,
the
question
is:
what
will
we
go
by
so
englewood
has
several
plans
and
policies
that
give
us
some
cues
but
again
in
our
assessment,
not
not
quite
enough
information
to
put
together
a
really
good
approach
that
builds
expectations
on
street
design.
So
you
have
the
walk
and
wheel
master
plan
that
talks
about
all
of
these
policies
in
a
big
picture
and
I
believe,
that's
being
there's
a
scope
that
it's
being
updated
right
now.
C
So
that
will
be
something
that
we
would
want
to
coordinate
with
as
well.
But
I
think
the
last
one
was
a
2015
dated
plan,
there's
a
complete
street
stool
toolbox.
That
includes
a
lot
of
the
ideas
that
we're
going
to
go
over
tonight,
but
it
doesn't
have
it
one.
It's
limited
to
the
downtown
redevelopment
area
and
that
more
walkable
core
and
doesn't
have
a
lot
of
application
outside
of
downtown,
even
though
some
of
the
ideas
might
and
then
it
also
is
just
a
list
of
techniques
without
a
lot
of
specifications
and
measurements
and
dimensions.
C
C
So
that
leads
to
what?
What
is
the
state
of
the
profession?
And
here
I'm
talking
about
planning
and
urban
design.
Primarily,
although
I
think
some
of
these
ideas
are
endorsed
by
transportation,
planning
and
traffic
engineering
as
well,
but
the
document
we
find
is
the
most
kind
of
forward.
Thinking
on
these
issues
is
the
national
association
of
city,
transportation,
officials
or
nacto.
C
It
starts
off
with
recommending
transitional
street
design
and
by
that
it
means
this.
The
street
itself,
the
design
and
cross-section
you
experience
when
you're
on
foot
or
driving
through
it
or
biking
through
it,
should
transition
from
block
to
block,
even
or
over
several
blocks,
based
on
the
context
of
the
land
uses.
It's
supporting,
even
though
the
functional
class
of
that
street
might
be
the
same.
So
by
functional
class
I
mean
there's
from
a
transportation
planning
standpoint.
C
Promotes
are
these
four
points,
some
streets
or
public
spaces
first,
so
we
should
think
of
them
that
way
they
really
shape
your
community
we've
seen
statistics
where
right
of
way
and
streets
are
as
much
as
25
to
40
percent
of
the
land
area
of
a
city.
So
it's
crucially
important
to
shaping
your
character.
It's
it's
basically
designing
a
quarter
or
a
third
of
your
city.
If
you
get
the
street
design
right,
even
if
we
aren't
talking
about
private
development
street
says,
generate
great
economic
value
and
particularly
do
that
through
the
design.
C
It's
it's
becoming
more
and
more
prevalent
that
these
types
of
investments
that
we'll
be
talking
about
can
really
pay
great
returns
to
the
community,
particularly
since
you
don't
need
a
lot
of
this
broadway
again
being
example,
you
know
it's
a
great
street
section
for
a
few
blocks
and
and
that's
a
powerful
economic
engine
streets
as
ecosystems.
So
again
as
something
that's
laid
out
as
a
continual
connected
system,
people
are
revisiting
the
the
environmental
benefits
of
that
linked
system.
How
can
we
get
streets
to
address
storm
water?
C
How
can
we
get
streets
to
have
more
green
infrastructure
incorporated
into
it,
since
it
is
a
connected
system
and
then
lastly,
existing
streets
can
be
changed.
We
have
lots
of
examples
from
big
picture
interventions
to
small
interventions,
and
so
that's
important
to
inglewood
again,
because
your
streets
are
largely
established.
C
The
third
point
they
advocate
is
lane
widths
or
should
be
rather
than
coordinated
to
that
functional
class.
They
should
be
coordinated
to
the
desired
speeds,
because
vehicles
and
drivers
behave
based
on
the
cues
they
get
that
they're.
Given
so
the
wider
the
lanes,
the
faster
we
can
expect
cars
to
be
traveling
related
to
that.
The
fourth
point
is
a
concept
called
good
friction
that,
what's
going
on
on
the
edges
of
the
street
needs
to
be
coordinated
with
the
behavior.
C
We
expect
traffic
to
be
behaving
so
things
like
parking
street
trees
and
bicycle
lanes
sometimes
competing
interests,
but
things
that
can
narrow
the
street
in
a
good
way
and
and
get
things
coordinated.
So
it's
a
concept
to
be
considered
and
then
the
last
generous
sidewalk
supposed
to
minimum
so
thinking
of
sidewalks
as
both
a
transportation
element
and
social
spaces.
So
again,
the
nacto
document
has
a
lot
of
more
information
on
that.
E
Thanks
this
all
sounds
good,
I'm
on
board
so
far
lots
of
exciting
ideas
in
there
to
the
degree
that
we
can
address
nude
street
design.
Here
in
the
udc
I'd
like
to
consider
adding
in
bike
lanes,
I
noticed
that
in
our
existing
standards
we
have
the
right-of-way
with
the
roadway
width
and
sidewalk
width,
but
we
don't
have
a
bicycle
lanes
in
there,
so
I
hope
we
could
consider
that
they
really
can't
go
on
the
sidewalk.
C
C
Excuse
me
a
lot
of
the
urban
design
features
that
shape
the
different
character
of
streets
so
lane
with
on-street
parking,
bicycle
lanes
and
the
landscape
amenity
are
the
four
main
things
and-
and
we
have
some
dimensions
in
your
code,
but
there's
not
a
lot
of
what's
going
on
within
those
dimensions,
and
so
this
is.
These
are
some
things
that
we've
drawn
out
of
that
macto
document
that
can
start
to
give
us
clues
again.
C
If
we
don't
have
the
dimensions
in
your
policy
manuals,
is
there
a
decision
making
tool
that
needs
to
be
built
in
that
tells
us
how
to
reconfigure
some
of
these
spaces
as
development
occurs.
So
the
first
one
being
lane
widths
and
the
lesson
learned
is
coordinate
lane
widths
with
the
desired
speed,
and
so
these
dimensions
seem
to
be
coming
up,
that
less
than
10
foot
lanes,
you're
wanting
very
slow
speeds,
and
particularly
on
neighborhood
streets.
The
10
foot
lane
is
the
more
kind
of
generally
applicable
lane
width
for
reasonable
speeds
that
mix
multimodal
transportation.
C
When
you
get
up
to
11
or
12
feet,
you're
generally
talking
about
priority
routes.
That
should
be
either
what
that
wide
of
lane
to
handle
larger
vehicles
that
are
expected,
whether
it's
a
truck
route
or
transit
route
and
larger
vehicles
are
going
to
be
frequent
and
that's
when
the
wider
lanes
and
then
the
last
being
the
12-foot
lane.
C
You
really
only
want
that
if
your
priority
is
to
move
traffic
and
as
much
traffic
as
fast
as
you
can,
and
so
the
lesson
learned
there
is
what
we
often
find
in
codes
is
12
foot's
usually
listed
as
the
minimum.
So
it's
sort
of
flipping
that
idea
on
his
head
on
certain
streets.
We
might
want
to
be
thinking
of
your
lane
widths
a
little
bit
differently
depending
on
the
context
we're
going
through.
C
The
second
one
is
parking
that
good
friction
so
typical
wits
that
we
see
would
be
on
a
residential
street
six
to
seven
feet
on
a
commercial
street,
seven
to
eight
feet
and
angled
parking.
If,
if
it
were
a
situation
to
that,
you
had
enough
right
away
anywhere
from
the
14
to
20
feet
depending
on
what's
the
angle
of
the
parking
and
where
is
that
car
backing
into?
Is
it
backing
into
a
moving
lane
or
is
it
backing
into
a
secondary
lane?
So
all
of
those
decision
points
go
into
that.
C
Parking
lanes
obviously
compete
in
priority
with
the
other
issue.
That's
lacking.
That
was
already
mentioned
that
the
bicycle
parking
or
bicycle
facilities
and
some
general
rules
are
from
there.
The
main
one
is
that
what's
important
here
is
comparable
speed,
so
the
the
issue
of
bikes
on
sidewalks,
not
a
good
idea.
Those
aren't
those
aren't
very
comparable
speeds
when
you're
thinking
of
bike
as
transportation
people
walking
at
two
to
three
miles
an
hour
on
a
bike
at
anywhere
from
from
10
to
15
miles
an
hour.
C
But
at
least
it's
a
strategy
to
be
considered
when
you
might
not
have
enough
space
for
a
dedicated
facility
and
the
speeds
are
low
enough,
that
giving
the
bikes
that
extra,
cushion
and
making
sure
it's
signed
and
posted
can
can
accommodate
bikes.
But
then
the
ideal
is
really
a
dedicated
lane
and
anywhere
from
five
to
seven
feet,
and
that
depends
on.
C
Is
it
a
curb
edge
where
there
is
no
conflict
with
the
parking
or
is
it
a
situation
where
you're
abutting
the
parking
and
there's
concerns
about
door,
openings
and
things
like
that,
but
that
that
five
to
seven
foot
dedicated
lane
seems
to
be
the
sweet
spot?
And
then
anytime,
you
get
speeds
over
40.
We're
really
talking
about
a
a
pretty
significant,
comparable
speed
conflict.
So
there
should
either
be
a
protected
lane
off
street
facility
or
something
like
that.
C
We
think
this
is
a
critically
important
for
one
for
the
the
green
infrastructure
element
that
I
mentioned
also
a
really
good
feature
in
terms
of
urban
design
and
place,
making
offering
the
shade
and
comfort,
but
then
also
it's
one
of
those
good
friction,
cues,
so
streets
that
have
that
vertical
element
close
to
the
street
are
shown
to
slow
cars
down
more
than
streets
that
don't
it's
that
behavioral
cues,
so
getting
street
trees
in
wherever
you
can
is,
is
important
and
again
with
constrained
space.
There's
some
some
rules.
C
If
it's
under
four
feet
of
landscape
area
you're-
probably
not
gonna,
it's
probably
not
worth
it
to
put
the
tree
in
or
even
the
landscape
amenity.
It
just
becomes
a
maintenance
liability.
When
you
get
four
to
six
feet,
it's
best
for
small,
shade
trees.
So
on
constrained
right-of-ways,
that's
a
good
strategy,
but
the
ideal
to
get
larger
shade
trees
is
ideally
having
six
to
ten
feet
of
space.
C
C
But
we
understand
that
that's
you
don't
always
have
that
space
for
that
luxury
to
do
that,
so
these
are
just
some
of
the
good
rules,
the
other
part
about
trees.
Our
landscape
architect
is
constantly
counseling
us
that,
regardless
of
the
space,
whether
you
have
just
enough
not
enough
plenty,
what's
really
going
to
dictate.
How
well
trees
do
is
how
they're
planted
composition
of
the
soil
and
subgrade
so
they're
big
on
you.
You
can
get
a
great
street
tree
in
anywhere.
C
It's
just
a
matter
of
how
you
prepare
the
area
and
plant
it.
But
again,
thinking
of
the
space
in
this
dimension
can
help
us
and
then
the
last
element
are
the
sidewalks.
And
again
your
code
has
a
minimum
four
for
residential,
which
we
think
is
actually
deficient,
because
it's
not
enough
for
people
to
walk
side
by
side
and
a
minimum
of
five
for
a
commercial
which,
based
on
this
chart,
isn't
really
producing
the
kind
of
environment
you
want
for
a
walkable
commercial
area,
but
we
use
these
rules
of
thumbs
to
just
kind
of
escalate.
C
What
are
we
trying
to
do
with
the
sidewalk
going
from
just
enough
on
a
residential
street
just
enough
on
a
commercial
or
low
volume
street,
all
the
way
up
to
the
types
of
sidewalks
where
you
would
see
outdoor
seating
and
people
lingering
and
lots
of
community
value
from
from
the
space?
So
those
numbers
can
get
quite
high,
but
I'm
sure
you
have
some
of
those.
We
haven't
gone
out
and
measured
off
broadway,
but
I
wouldn't
be
surprised
if
you've
got
segments
of
it
that
are
in
that
16
to
20
range
as
well.
C
So
with
those
rules
of
thumb,
what
does
it
mean
to
how
we
think
about
the
code
specifying
it
and
how
we
think
about
development
responding
to
it?
So
this
would
be
just
an
image
of
what
could
happen
under
your
current
standards.
This
would
meet
the
standard
for
arterials
minimum
right-of-way
with
minimum
roadway
with
and
then
a
sidewalk
with,
not
a
lot
of
guidance
of
where
any
of
those
parts
should
go,
whereas
we
might
see
segments
of
the
streets.
That
should
look
like
this.
C
We
you
know,
maybe
that
roadway
should
be
used
for
two
through
lanes
and
a
turn
lane
and
on
street
parking,
and
then
you
can
fit
the
but
the
bike
lane
with
the
parking
buffer
in
it
and
and
a
larger
amenity
zone
and
a
sufficient
sidewalk,
so
that
all
fits
within
the
space
which
is
specified
in
the
right
of
way
and
again,
not
that
every
street
would
be
this.
But
if
we
want
to
start
to
follow
the
cues
of
getting
different
street
designs
for
different
contexts,
we
should
start
thinking
about
some
of
these
these
principles.
C
Similarly,
for
the
standard
local
street,
this
is
the
minimum
right
away
with
minimum
sidewalk
and
then
a
roadway
width
which
is
fairly
wide.
It's
36
feet
and
and
not
a
lot
of
what's
supposed
to
happen
within
that
space,
so
we
just
put
in
the
parking
and
the
lanes
according
to
that
rule
of
thumb,
and
you
have
a
lot
of
leftover
space
on
on
these
streets
with
that
standard.
C
So
this
is
one
way
to
think
of
that
space
and
and
rearranging
it,
and
this
would
take
some
of
those
amenities
and
actually
expand
them
out.
So
you
in
you
in
the
50
foot
right
away
with
the
36
foot
wide
street
you,
you
can't
fit
these
things,
so
this
would
bump
up
to
a
60
foot
right
away
kind
of
adding
to
the
outside,
but
we're
still
kind
of
left
with
that
wider
street
in
the
middle.
C
So
then
we
did
another
scheme
that
that
took
that
50
foot
right
away
and
simply
rearranged
it,
and
I
think
you
have
several
streets
that
that
follow
this
cross
section.
It's
a
28
foot
wide
and
from
our
kind
of
google
earth
rough
math,
we
were
able
to
find
several
of
your
local
streets
that
did
have
this
quality,
even
though
it
didn't
meet
the
minimum
code,
which
would
suggest
that
the
street
needs
to
be
36
foot
wide
on
a
local
street.
C
But
you
know
having
different
solutions
for
different
contacts.
This
would
be
a
50-foot
ride
away
to
that
apportions
the
street
to
some
of
those
things.
The
other
thing
to
point
out
here
is
you
can
kind
of
start
to
see
the
the
approach
to
bicycle
lanes
and
parking
and
and
where
you
balance
that
this
one
suggesting
that
they
merge,
because
it
would
be
a
slow
low
volume
street
and
therefore
a
bike
facility
wouldn't
be
needed
and
more
frequent,
on-street
parking
could
be
done.
C
So
those
are
all
kind
of
decisions
that
can
happen
on
a
context
by
context
basis
to
get
better
better
street
design
things
and
again,
we
can
to
the
extent
that
your
transportation
plans
and
policies
haven't
accounted
for
these
things,
they're
not
difficult
to
build
in
some
simple
rules
of
thumb
to
help
us
and
give
us
cues.
It
may
not
answer
the
question
for
a
standard
for
every
single
situation,
but
it
can
begin
to
set
up
a
decision-making
process.
C
C
Just
our
observation
of
what
we
think
we
want
to
accomplish
with
street
design
and
the
development
code,
particularly
because
of
your
guys's,
unique
situation
that
you
aren't
often
planning
new
streets,
but
we
do
really
believe
the
development
code
needs
to
be
addressing
these
topics
in
the
event
that
you
do,
but
we
also
want
some
document
guiding
the
design
of
these
spaces
so
that
we
have
an
answer
for
when
some
of
these
things
need
to
be
coordinated
with
development.
So
our
our
objectives,
we
think
we
think
one.
C
C
We
do
believe
that
we
need
more
specific
guidance
for
different
contexts
so
that
we
can
answer
what's
going
on
within
some
of
those
spaces.
And
then
the
last
question
is
is
how
will
this
be
implemented?
And
we
came
up
with
three
scenarios
that
we
would
often
find
happening
in
the
development
code,
the
first
reactive.
C
The
second
scenario
is
proactive,
so
when
will
right-of-way
improvements,
be
viewed
as
an
incentive
for
the
types
of
development
or
anticipated
development
that
the
city
wants
to
see?
So
it's
often
the
case
where,
even
though
it
seems
like
a
really
big,
large,
expensive
thing
to
redo
a
street
comparably
to
when
you
know,
development
developers
are
asking
for
incentives.
C
If
you
do
the
ledger
on
redoing
a
streetscape
and
the
benefit
that
can
provide
to
that
project,
it's
really
a
pretty
good
return
on
investment
for
the
city.
It's
often
far
less
than
development
incentives
they
might
be
asking
for.
So,
if
it's
as
simple
as
hey
we're
going
to
redo
the
streetscapes,
the
rest
is
on
you.
E
E
I
would
be
concerned
that
whether
or
not
we're
meeting
ada
requirements,
even
with
a
four
foot
sidewalk,
I
would
think
you'd
probably
need
at
least
a
five
foot
sidewalk
to
meet
those
or
have
passing
spaces.
So
it
seems
like
there
would
definitely
be
room
for
increasing
those
minimum
widths
across
the
area,
and
I
think
that
also
goes
into
just
the
general
idea
of
of
comfort
and
sort
of
the
what
what
works?
E
E
So
I
definitely
appreciate
all
those
you
know
different
suggestions,
I'm
wondering
what
is
the
role
of
the
city
traffic
engineer,
transportation,
engineer
in
terms
of
like
we
put
in
best
practices
refer
to
nacto
or
things
like
that,
and
then
it's
essentially
would
be
still
up
to
the
engineer
whether
or
not
they
get
implemented.
So
I
guess
that
would
be
one
question
and
I
was
thinking
if
I
had
another
question.
I
guess
and
another
question
I
would
have,
and
you
can
address
this
later.
E
At
least
the
experience
I've
had
on
my
street
is
that
the
street
is
wide
enough
for
cars
parked
on
both
sides,
and
this
is
just
a
residential
street
and
for
two
cars
to
pass
each
other
driving
and
then
the
right
way
extends
10
feet
up
past
the
sidewalk
into
into
the
yard.
So
just
like
do
we
have
a
sense
of
how
much
right
away
we
actually
are
working
with
within
the
city,
because
that's
a
huge
asset
to
have
that
much
land
within
the
city
to
potentially
be
working
with.
C
Yeah
a
lot
of
great
comments
there
I'll
try
to
make
sure
I
address
them
all
the
first
one
or
the
last
one.
I
guess
the
right
of
way.
We
are
working
with
staff
to
try
and
get
some
math
on
that
or
maps
with
the
math
to
know.
You
know
how
many
streets
do
we
have
where
there
just
isn't
the
right
of
way
to
do
this,
and
therefore
to
do
some
of
these
different
things.
C
Your
one
of
your
questions
was
well
who,
if
we
get
some
of
these
policies
and
principles
in
who
decides
and
that's,
I
think,
that's
a
fair
question.
That's
what
goes
back
to
our
first
point
of
regardless
of
what's
where
some
of
these
ideas
live.
We
would
want
both
documents,
the
development
code,
which
is
usually
first
encountered
by
the
planning
department
and
planning
commission
versus
the
design
and
construction
standards,
which
is
usually
first
encountered
by
public
works
or
the
traffic
engineer.
C
We
actually
talked
with
public
works
last
week,
and
I
think
one
of
the
things
that
came
out
in
our
mind
is
people
just
want
to
have
something
that
helps
them.
Give
a
right
answer
whether
it's
planning
or
public
work,
so
I
think
I
think,
we'll
we'll
get
there
on
some
of
those
other
questions
and
then
to
your
last
point
on
the
bike
lanes
completely
agreed
with
your
points
on
the
shareo
and
the
protected
lane
and
those
things.
So
I
mean
our
our
radar
and
sensitivity
is
up
on
that.
C
In
fact,
some
at
some
points
I
think
it's
it
might
even
be
best
just
to
refer
to
nakto.
They
seem
to
have
the
best
guidance
in
terms
of
balancing
some
of
the
competing
interests
and
and
coming
up
with
designs
that
work
well
on.
You
know
when
you're,
when
you
should
separate
the
transportation
facilities
even
to
you
know,
having
there's
a
whole
range
of
different
facilities
that
have
standards
from
you
know
this
just
includes
lanes
and
then
we
we
say
well
at
some
point:
it's
an
off-street
facility
or
a
protected
lane.
C
Well,
there's
a
hundred
variations
of
those
things
as
well,
whether
you're
talking
about
a
multi-use
off-site
off-street
trail,
whether
it's
a
trail
incorporated
into
the
of
way,
that's
buffered
with
a
landscape
or
whether
it's
a
two-way
bikeway.
That's
in
the
right-of-way
and
different
and
a
part
of
the
right-of-way
is
segmented
off
with
a
protected
barrier.
All
of
those
things
are
tools
and
strategies
to
be
considered.
C
C
Yeah
are
we
meeting
them
yeah,
and
I
think
I,
whether
what's
required
of
ada
and
not
and
when
you're
deficient,
gets
to
be
quite
a
complicated
issue,
but
I
would
say
going
forward
you're
right
that
four
feet:
it
probably
isn't
gonna.
If
it's
a
new
facility
going
in
it's
not
going
to
meet
it.
Our
point
is:
that's
probably
not
enough.
Anyway,
I
mean
it's
kind
of
like
the
stroller
test,
the
wheelchair
test
or
the
side
by
side,
people
walking
tests.
C
You
got
to
have
five
feet
and
then
you
go
up
from
there
is,
and
then
I
think
then
I
think
the
ada
compliance
becomes
more
of
keeping
clear
zones
and
making
sure
there's
proper
details
on
intersection,
details
and
curb
ramps
rather
than
the
width
itself.
I
think
that
that
should
probably
take
care
of
itself
in
a
in
an
in
an
updated
standard
that
just
meets
your
your
general
transportation
goals,
but
it's
certainly
a
good
point
to
bring
up
and
be
aware
of.
C
Yeah,
that's
we
that's
one
of
the
discussions
we
have
with
staff
last
week
was,
you
know
most
of
these
projects.
If
it's,
if
it's
a
situation
where
the
solution
is
a
redesigned
right-of-way,
you
usually
gotta
address
it
on
a
block
scale.
Unless
it's
something
that's
a
one
of
those
more
interim
strategies
where
perhaps
it's
like,
I
said
there,
there
could
be
things
that
are
that
have
steps
to
that.
So
in
solution
we're
starting
to
look
at
some
of
those
options,
but
there's
no
magic
answer
for
that.
C
C
It
might
be
a
scenario
where
we,
where
we
start
to
come
up
with
some
priorities,
for
where
are
your
greatest
deficiencies
and
and
that
it
gets
to
that
third
one,
the
strategic
events,
really:
where
are
we
having
the
most
development
activity
or
the
most
potential
where
the
greatest
efficiencies?
And
we
can
we
come
up
with
a
a
system-
that's
not
just
regulating
them
into
in
into
existence,
but
but
it's
more
of
an
investment
strategy
that
at
some
point
we
know.
C
Okay,
this
street's
ready
to
elevate
onto
the
cip,
and
maybe
it's
a
system
where
we
we
you
have
to
pay
into
it.
As
you
go,
there's
opportunities,
one
of
the
things
we
started
exploring
was
the
the
assessment
tools
that
the
state
offers
of
where
property
owners
could
begin
to
start
to
pool
money
for
some
of
these
upgrades
through
it
through
an
assessment.
C
So
I
think
all
of
those
options
need
to
be
on
the
table
and
I
don't
know
that
in
any
one
one
scenario
there
will
be
a
great
answer,
but
I
think
that's
why
we
started
to
frame
these
in
the
reactive,
proactive
and
strategic.
I
think,
under
each
of
those
there's
probably
going
to
be
a
whole
list
of
options
that
we
need
to
vet
out
as
well.
B
B
So
I'm
just
putting
that
little
bug
in
your
ear,
just
because,
I'm
not
so
sure
most
of
inglewood
would
bandied
together.
I
think
they'd
rather
improve
their
alley
rather
than
their
street.
I'm
just
trying
to
be
an
honest
of
what
I
I
hear
this.
The
allies
are
one
of
the
biggest
complaints
that
I
hear
about
all
the
time.
So.
D
C
Yes,
that's
a
great
topic
and
that's
that's
kind
of
what
we
were
referring
to
hear
that
the
the
wider.
You
are
the
more
opportunity
you
have
for
some
of
those
social
spaces,
not
not
that
you
can't
have
those
things
on
the
narrower
sidewalks,
because
they
certainly
exist
the
development
code.
I
don't
know
where
this
that
policy
lives
in
the
city's
documents
right
now,
but
we
often
try
to
get
the
development
code
to
coordinate
with
that
wherever
possible.
C
What
you
are
allowed
to
do
and
a
lot
of
misinformation
of
well,
that's,
not
legal
because
of
liquor
laws
or
that's,
not
legal,
because
of
liability
and
therefore
you
need
to
fence
it
all
in
and
then
and
then
you
don't
want
it
fenced
in
because
it's
public
space,
so
we're
certainly
willing
to
help
with
that,
because
I
don't
think
it.
I
think
it's
an
area
that
gets
unnecessarily
com
complicated
by
some
of
that
misinformation,
so
we'll
will
be
willing
to
coordinate
information
and
the
development
code
is
the
place
to
do
that.
C
E
Thank
you
yeah.
I
would
say
that
it
would
be
good
to
make
sure
that
we
have
accommodations
for
benches
and
outdoor
seating
and
have
them
be
welcoming
to
folks.
I
was
reading
some
article
from
china
that
you
have
to
now
in
one
of
their
cities
put
in
a
payment
to
use
a
bench
in
a
park
and
then,
after
your
time's
up,
these
spikes
come
up
and
you
have
to
go
and
it's
essentially
to
keep
people
moving,
and
the
purpose
really
is
to
keep
people
you
know
hanging
out
and
which
often
means
they're.
E
You
know
creating
more
connections
and
visiting
businesses,
and
things
like
that,
so
I
think
it's
good
to
be
considering
those
those
social
spaces
like
you
mentioned
in
these
gathering
spaces-
and
I
guess
on
on
this
particular
slide
that
you
have
showing
now-
and
I
think
something
to
think
about
with
that-
is
that
we've
heard
through
a
lot
of
other.
You
know
different
feedback
sessions,
how
important
our
our
parks
are
and
how
much
people
value
parks.
E
And
I
think
a
question
would
be
if
we're
able
to
you
know
suggest
some
of
changes
like
that
for
the
code,
how
that
may
impact,
whether
it's
public
works
or
whether
that
would
bring
in
parks
and
recreation
and
if
there's
support
as
well
from
some
of
those
other
departments.
If
we
were
to
create
more
of
those
social
spaces
or
gathering
spaces
along
different
right-of-ways.
C
E
Kate
townley,
I
might
as
well
ask
one
more
thing.
I
I
guess
one
other
thing
and
I'm
wondering
about
you
know
in
terms
of
coordinating
and
what's
possible,
and
all
of
that-
and
you
know
the
moving.
A
curb
is
very,
can
be
very
expensive
or
impacting
storm
water,
and
things
like
that.
So
I
don't
know
if
the
code
is
the
right
place
for
this,
but
where
might
there
be
opportunities
to
still
narrow
the
right
away
or
narrow
the
lane
widths
and
things
like
that
without
you
know,
moving
the
curb.
E
We
have
an
example
of
that.
I
think
with
the
mid-block
crossing
on
broadway
is
you
know,
creating
a
bump
out,
but
they
didn't
actually
move
the
curb
and
gutter.
So
can
we
still
think
about
some
of
those
things
as
we're?
You
know
considering
different
sidewalk
widths
or
street
designs.
That
may
not.
You
know,
maybe
at
some
point
in
time
we
have
enough
money
to
change
the
whole
storm
water
system
and
change
the
gutter
system,
but
other
things
that
we
can
do
for
now
or
just
other
possibilities.
C
Yeah,
that's
a
great
point
for
a
couple
of
reasons:
one
the
cost
of
moving
a
curb,
as
I
understand,
is
quite
a
lot
and
then
two
the
impact
on
storm
water.
We
we
have
already
begun
because
of
your
situation,
but
then
we
also
run
into
this
in
other
cities.
We've
been
collecting
examples
of
projects
that
deal
with
that
situation.
C
E
Christine
thanks,
I
agree
with
all
that
and
in
cases
where
it
is
too
expensive
or
not
possible
to
move
a
curb
or
to
expand
the
right
way.
I
would
similarly
be
curious
if
there
are
streets
where
the
existing
lanes
could
be
narrowed
enough
to
fit
in
a
narrow
bike
lane,
and
that
made
me
curious
when
you
said
the
the
minimum
bike
lanes
are.
Typically,
I
think
you
said
five
to
seven
feet.
C
E
There
ever
cases
where,
at
the
four
foot
bike
lane,
I
was
wondering
how
wide
the
dartmouth
one
is.
I
don't
know
if
any
of
you
know.
I
know
it's
pretty
skinny,
but
I
also
know
I'm
really
glad
it's
there,
even
though
it's
skinny
I'd
I'd
rather
have
a
skinny
unprotected
bike
lane
than
be
stuck
in
the
sharrows.
C
Yes,
I
I
am
aware
of
four-foot
ones,
and
I
think
some
of
the
guidancing
nakto
even
says
that
in
constrained
areas
that's
acceptable,
so
yeah
and
the
other
part.
I
think
one
of
the
things
about
the
bike
lanes
that
would
probably
go
beyond
this
project,
and
maybe
it's
with
the
walk.
Coordinating
with
the
walk
and
wheel
plan
is,
I
think,
there's
a
really
big
opportunity
on
you.
C
Have
so
much
connectivity
in
your
street
network
that
some
that
prioritizing
different
streets
for
different
functions
would
be
a
a
great
idea
and
maybe
you're
taking
a
a
local
street
that
has
a
high
amount
of
connectivity
and
finding
a
way
to
do
a
bike
boulevard
through
it,
or
something
like
that.
Those
are
things
that
will
be
they'll,
get
into
more
transportation
planning
that
are
beyond
the
development
code.
But
we're
certainly
going
to
want
the
development
code
to
communicate
with
those
those
ideas.
F
Yeah,
while
we're
talking
about
contacts
for
different
streets,
I
wouldn't
want
to
forget
our
our
bus
routes
in
in
inglewood
that
we've
got
some
important
routes
here.
Some
that
could
see
major
improvements,
so
just
those
are
some
different
contexts
that
I'm
just
wondering
if
you
handle
those
specifically
in
some
of
these
areas
and
just
how
they
connect
to
the
street.
C
C
If
you're
looking
at
different
sections,
you
probably
can't
afford
to
narrow
the
lanes,
because
those
large
vehicles
need
to
be
there,
but
it's
also
one
where
perhaps
on
you
know,
the
the
curb
space
is
really
valuable
to
the
transit
agency.
So
on-street
parking
is
one
that
quickly
goes
away,
but
then
there's
also
other
transportation
services
that
are
similar
to
transit.
There
find
that
curb
space,
valuable,
the
on-demand.
C
Transportation
services,
whether
it's
uber
or
lyft,
those
types
of
things,
so
I
think
there
is
a
multimodal
well
and
your
the
comp
plan
has
the
multimodal
corridor.
So
I
think
there
certainly
is
a
multi-modal
section
that
needs
to
be
developed
that
balances
a
lot
of
those
interests
and
really
prioritizes
the
pedestrian
and
the
transit
vehicle
over
everything
else,
because
every
every
transit
ride
begins
and
ends
up
with
a
pedestrian.
E
E
I
picture
the
ubc
as
being
as
as
affecting
individual
houses
that
are
scraped,
individual
commercial
businesses
that
are
built
up
and,
like
you
said,
we're
a
pretty
built
out
city
as
it
is
so.
Can
you
explain
a
little
better
how
that
fits
into
or
how
our
recommendations
here
for
streets
can
can
get
to
the
right
places
within
englewood
between
all
the
different
plans
and
departments.
C
C
C
C
C
I
think
it'd
be
pretty
easy
for
those
two
doctors
to
continue
to
coordinate.
I
think
the
the
harder
problem
is
that
a
lot
of
these
discussions
or
bigger
picture
planning
policies
need
to
be
addressed
in
these
documents.
But
you
know
without
knowing
an
exact
answer
to
your
question.
I
think
there's
some
there's
a
few
things
that
we
know
we
can
do
as
a
bare
minimum
to
get
get.
Some
of
these
ideas
incorporated.
B
E
E
E
So
but
and
sorry
I
don't
have
this
question
formulated
that
well
but
sort
of
maybe
what
what
comes
first
and
this
might
have
to
do
also
with
whether
you're
being
proactive
or
reactive
to
a
situation,
an
example
might
be.
Several
years
ago
we
were
looking
at
an
overlay
for
oxford
light
rail
station
along
windermere
street,
and
so
say
you
wanted
to
update
that
zoning
or
something
like
that
and
have
you
know,
have
it
continue
to
be
or
have
it
be,
zero
setbacks,
because
that
would
make
it
more
walkable.
E
C
C
That's
a
great
question,
but
you
just
summed
up
exactly
why
we
think
this
is
such
an
important
topic
of
the
development
code.
The
best
way
I
can
sum
it
up
is
so
this
is
a
street
that
would,
according
to
the
code,
would
meet
your
standards.
It's
not
a
street
where
we
would
say
just
like
you
described.
C
It
doesn't
make
sense
to
say
that
this
should
be
a
have
a
walkable
development
pattern
with
buildings
built
right
to
the
street,
because
this
the
investment
in
the
street
doesn't
warrant
it,
whereas
this
street,
and
then
particularly
if
that
amenities
own
filled
in
with
some
of
the
benching
and
seating
like
you
mentioned,
would
be
the
exact
opposite.
You
would
expect
the
development
to
be
right
up
on
the
street
and
you
would
in
fact
want
to
require
it.
So
those
are
the
exact
cues
that
we
want
the
development
code
to
to
be
responding
to.
C
Similarly,
from
a
residential
standpoint,
a
similar,
you
know,
this
would
be
a
pretty
good
street
to
have
a
reduced
setback
and,
and
maybe
houses
tighter
the
street.
This
one,
maybe
not,
and
it's
the
ordinary
larger
setbacks,
where
the
front
yard
is
the
amenity,
so
that
that's
the
coordination
that
we
want
to
achieve.
C
The
tougher
question
is:
which
comes
first,
so
there
is
certainly
a
chicken
chicken
or
the
egg
scenario
that
we're
going
to
have
to
figure
out,
and
that
does
go
back
to
you
know
that
that
host
of
strategies,
what
do
we
do
when
it's
just
one
lot
and
a
block
versus
a
bigger
picture
fix?
So
those
are
all
things
that
we'll
need
to
to
collectively
figure
out.
F
Hey,
I
have
a
comment
on
that.
This
is
brooke,
I'm
a
senior
planner
here
and
yeah.
I
think
our
some
of
our
we.
We
changed
some
setback
regulations
many
years
ago
to
try
and
encourage
buildings
to
come
up
to
the
street,
to
especially
on
places
like
broadway,
where
we
did
not
want
parking
lots
in
front
of
retail
buildings.
F
But
I
think
in
some
cases
we
didn't
have
enough
right-of-way
and
I'm
not
suggesting
that
the
city
try
to
acquire
more
right
away,
but
that
sort
of
pushing
or
encouraging,
through
our
code,
businesses
and
and
development
to
come
up
to
a
zero
setback
line
actually
where
there
was
not
much
room
to
do.
Many
things
has
actually
created
some
issues
where
we
we
don't
have
enough
room
to
do
what
we
would
like
to
do
with
our
streetscapes.
A
C
C
The
nacto
guide
talks
about
something
which
is
called
a
yield
flow
lane,
and
what
that
is,
is
it's
a
street.
That's
intentionally
doesn't
have
enough
room
for
two-way
traffic,
but
accommodates
two-way
traffic
and
and
what
they
suggest
is
the
cars
yield
to
let
the
other
one
go
by
and
there's
enough
intermittent
parking
to
provide
that
good
friction,
but
the
streets
usually
anywhere
from
22
to
26
feet
wide,
and
so,
when
you
do
the
math
on
that,
it's
a
parked
car
on
each
side.
C
Six
to
seven
feet:
you're
left
with
anywhere
from
11
to
14
foot,
lane
width,
which
can't
fit
two
cars
through
very
easily.
So
the
cars
slow
down.
If
there's
breaks
in
the
parking-
and
it
works,
it's
a
great
neighborhood
street
type.
It
works
in
a
very
connected
street
network
and
it
works
when
the
speeds
and
volumes
are
intentionally
low.
So,
there's
a
certainly
a
street
network
and
there's
a
land
use
component
to
that
street
type.
C
That's
a
long-winded
way
to
get
your
question
of
the
first
pushback
we
get
on
that
street
type
is
from
fire
who
will
often
say
that.
Well,
we
need
at
least
20
feet
clear
on
all
streets
too
in
case
we
need
to
set
up
apparatus
and
so
there's
some
mixed
priorities.
I
think
in
that
that,
and
maybe
some
misinformation
on
what's
actually
essential
versus
not,
but
that's
usually,
where
we
run
into
the
biggest
pushback
from
the
fire
department
is
they
they
tend
to
not
prefer
those
really
narrow
streets.
C
I
don't
know,
since
we
aren't
necessarily
going
to
be
rebuilding
curbs.
I
don't
know
that
we
would
ever
get
to
a
point
where
we'd
want
them
that
narrow
for
you
all,
but
I
mean
it's,
it's
it's
a
preference
and
they
can
work,
but
we
could
expect
to
have
to
facilitate
something
with
fire
on
that
other
than
that.
I
think
most
of
the
things
we're
talking
about
are
pretty
well
accepted
by
fire
departments.
B
A
E
A
A
C
Is
it
green
buildings
and
sites,
in
other
words,
things
that
are
promoting
either
low
energy
or
low
impact
site
design,
which
we
would
expect
it
would
be?
But
there
will
be
a
question
of
how
much
do
you
regulate
for
that
versus?
How
much
do
we
just
try
to
make
sure
there's
not
barriers
to
doing
it?
Should
someone
choose
because
there
could
be
some
cost
implications?
C
That
kind
of
return
on
investment
resilient
long-term?
I
mean
the
really
the
200
year.
Sustainability.
Are
we
building
things
that
pay
for
themselves
and
return
on
our
investment
and
infrastructure,
and
in
in
or
is
it
all
three,
and
just
when,
when
we
are
faced
with
our
policies,
are
pointing
us
to
all
three?
There
are
certain
things
that
we
would
regulate
for
and
certain
things
that
we
would
simply
remove
barriers
so
that
they
can
happen
and
that's
about
as
far
as
we've
thought
about
it,
but
we'll
start
to
try
to
flesh
those
out.
C
I
do
think
the
topic
you
talked
about
last
time,
the
electric
vehicles
in
the
parking
lot
it
was.
It
was
related
to
the
parking
discussion,
but
it's
it's
exactly
the
type
of
green
alternative,
energy
site,
design
and
transportation
thing
that
we
need
to
be
thinking
about,
and
it
does
present
some
questions
of.
Are
we
requiring
those
in
certain
parking
lots?
You
guys
already
started
to
address.
Some
of
that?
Are
we
requiring
them?
Is
there
a
threshold
of
a
project
where
we
would
require
them?
C
B
E
I
don't
have
an
electric
vehicle,
but
it
seems
like
I've
seen
those
around
town
in
different
parking
garages
where
they're
on
they're
in
someone's
parking
garage,
a
commercial
facility,
but
they
don't
just
give
you
the
electricity
for
free.
You
pay
through
an
app
or
something
like
that
for
what
you
do.
Use
so
kind
of
maybe
a
third-party
model.
F
E
Yes,
at
the
least,
I
don't
think
a
landlord
will
be
required
in
any
situation
to
provide
it
out
of
the
goodness
of
their
heart.
Multi-Family
might
be
different
because
you
live
there,
but
as
far
as
commercial
buildings,
I
don't
think
a
landlord
would
be
required
to
give
you
the
electricity
for
free.
I
think
it
might
be
the
market
that
would
take
care
of
that,
and
I
think
also
excel
got
permission
to
install
a
whole
bunch
of
chargers
that
they
could.
Then
you
know
charge
you
for
the
electricity.
B
C
Now,
that's
I'm
that's
good
conversation
that
those
thoughts
have
been
run
through
our
head
as
well,
and
I
think
the
last
point
is
where
we
usually
see
it.
There's
a
third
party
that
has
a
profit
motive
that
will
has
an
interest
in
and
being
on
that
property
and
the
energy
companies
are
usually
the
ones
behind
those.
I
think
at
least
for
the
demonstration
projects
as
we're
rolling
out
and
who
knows
it
might
evolve
into
a
different
economic
model,
the
more
prominent
they
become.
A
And
you
know
we
have
300
plus
days
of
sunshine
here
in
colorado
and
there's
been
a
lot
of
talk
about
how
we
can
capitalize
on
on
the
solar
aspects,
and
some
of
you
will
have
been
part
of
the
conversations
about
solar
and
bulk
plane
and
height,
and
so
those
are
also
some
things
that
you
know
we're
hearing
quite
a
bit
of
on
the
staff
level.
So
that'll
probably
be
part
of
the
conversation
going
forward
as
well.
E
Christie
I'll
be
interested
in
the
conversation
in
that
next
meeting
as
far
as
site-specific
sustainability
for
what
would
be
required
for
all
new
construction
versus
what
would
be
where,
where
you
might
try
to
get
a
certain
number
of
points
or
pick
from
a
certain
number
of
options
like
they
did
in
golden.
Although
I
heard
that
golden
is
currently
updating
evolving
it
since
it's
a
number
of
years
old.
So
I
guess,
if
we
do
look
at
goldens,
we
should
make
sure
that
we
get
their
latest
and
greatest.
F
I
I'm
just
I
thought
I
think
tonight's
topic
was
great
and
I
just
wonder
if
there's
any
more
discussion
on
it
in
terms
of
street
design.
I
just
find
that
a
fascinating
topic
and
bernie.
I
don't
know
if
you're
out
there,
but
I
always
respect
your
opinion
and
as
as
many
people
in
this
group,
I
respect
many
of
these
opinions,
but
I
don't
know
if
you
have
anything
to
add
to
that
to
our
street
discussion
street
design
discussion
but
yeah.
It's
just
throwing
that
out.
There.
E
F
D
I'm
gonna
comment
on
the
ironworks
area.
Up
there
I
was,
I
was
up
there
and
drove
down
their
street
and
there
was
cars
that
were
parked
less
than
a
foot
from
one
another,
and
I
I
don't
see
how
it
would
be
even
possible
to
get
them
out
of
the
parking
space
there
and
the
street
was
just
totally
lined
with
these
cars
and
it
was
basically
fairly
tight
to
drive
through
that
street.
There's
no
way
a
ladder
truck
could
get
in
there
and
probably
even
a
small
fire
truck
could
not
get
in
there.
F
C
D
C
D
A
Yeah
thanks
carl
for
bringing
that
back
up
and
what
that
actually
is
was
a
questionnaire
we
did
last
summer
during
the
assessment
project
and
that
questionnaire
is
actually
in
the
appendix
of
the
assessment
report,
and
I
am
happy
to
send
that
to
everybody
tomorrow
morning.
Just
so,
you
can
see
what
that
references
again
so
yeah.
Thank
you
again
for
bringing
that
back
up.
But
that's
that's
what
that
was.
A
One
of
the
other
attachments
on
the
agenda
tonight
was
the
link
to
englewood
engaged,
walk
and
wheel
update
plan.
So
if
you
all
have
a
chance
to
take
a
look
at
what
what
works
being
done
under
that
effort
as
well,
that's
I'm
going
to
provide
you
with
some
ideas
as
to
what
the
city
is
looking
at
with
regard
to
projects
coming
up
in
terms
of
bike
lanes
and
and
and
so
forth.
So
that's
that's
something.
A
A
Right
now,
so
you'll
be
able
to
see
some
interesting
information
in
terms
of
you
know,
eras
of
some
of
the
houses
when
they
were
built
and
that
sort
of
thing
and-
and
you
know
once
we
get
into
the
discussion
about
neighborhood
character
and
design-
that
information
is
going
to
really
come
into
play
when
our
discussions
as
well.
So
just
take
a
look
at
that,
but
that's
also
on
the
angular
engaged
web
page
as
well.
E
I
was
just
just
trying
to
wrap
my
head
around
then
with
the
street
design
standards
or
the
idea
of
adding
those
in.
Is
this
something
that
we're
going
to
to
revisit
or
we'll
put
in
suggestions
and
then
we'll
review?
Those
later,
I
was
just
trying
to
figure
out
kind
of
what
the
next
steps
are
with
this
discussion.
A
Yeah
thanks
chris
and
I'll
just
add
to
that
in.
In
terms
of
you
know,
part
of
the
other
aspect
of
this
group
is
a
technical
advisory
group
that
does
include
our
traffic
engineer
in
public
works,
so
keeping
in
mind
the
importance
of
of
everything
and
all
the
documents
talking
to
one
another.
We
will
engage
them
more
fully
in
the
conversation
at
that
time
as
well.
So
we
know
we're
not
doing
something
that
you
know
is
not
possible
here
in
terms
of
streets
and
whatnot.
F
It
really
can
and
then
obviously
arterials
and
some
other
streets
have
a
wider
right-of-way,
but
I
think
things
can
be
accomplished.
I
think
the
discussion
on
moving
curves
or
not
moving
curves
is
important,
because
a
lot
of
things
can
be
done
from
flow
line
to
flowline
but
yeah.
I
think
wade's
comments
about
engaging
public
works
and
our
technical
sort
of
committee-
and
you
know,
we've
got
a
lot
of
goals
here,
but
I
think
it
can
be
accomplished.
A
We'll
get
everything
loaded
that
we
can
and
questions
answered
that
we
can
so
one
last
thing
too,
is
that
november
1st
we
will
be
having
a
our
first
review
with
city
council,
so
we
will
be
giving
them
an
update
as
to
everything
we've
been
doing
and
talking
about
and
and
what
our
processes
going
forward.
So
that
update
is
coming
to
them
as
well.
D
Yeah
wait.
I
got
one
one
quick
one
sure
the
solar
access
guide.
I
was
looking
at
this
afternoon.
It's
a
it's
only
a
three-page
document,
but
it's
very
informative.
It
gives
the
sun
angle
at
the
december
21st
and
it
talks
about
solar
fences
where
it's
at
the
distance,
from
the
property
line
to
your
building.