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From YouTube: Urban Trails Master Plan Presentation (12/1/2021)
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A
To
be
making
a
presentation
to
you,
I'm
mike
stepas,
I'm
the
city
manager
for
the
city
of
jacksonville
beach.
A
A
We
do
have
our
mayor
chris
hoffman
in
the
back
row,
and
we
have
council
member
sandy
goldman
in
the
back
corner
as
well,
and
I
think
that's
it
for
elected
officials
for
the
first
round,
so
with
that
I'll
turn
it
over
to
our
consultants
and
again,
thank
you
all
for
taking
the
time
to
come
here
tonight.
Your
input
is
greatly
appreciated.
B
Good
evening
my
name
is
jim
harriet
with
chw
and
I'm
just
kind
of
running
around
the
room.
Have
the
teams
introduce
themselves
from
from
our
group
kenneth
players.
B
B
I
think
that's
it
so
welcome.
I
normally
like
to
move
around
a
little
bit,
but
we
do
have
a
zoom
element
to
this,
so
I've
got
to
stay
kind
of
close
to
the
to
the
screen.
So
if
you'll
forgive
me
and
don't
tell
my
previous
speech
teachers
that
I'm
stuck
to
a
podium,
I'll,
try
and
stay
up
here
and
now
I
can
notice
where
I'm
at
on
the
screen.
Second
point:
we
are
recording
this
meeting.
B
It
is
being
recorded
for
zoom,
so
you
can
go
back
and
reference
it
later
and
then,
as
we
get
in,
if
they,
if
the
people
on
the
zoom
part
have
questions,
they
can
message
those
in
and
when
we
get
to
the
question
and
answer
time,
if
they're
not
already
answered
they're
going
to
try
and
answer
them
immediately.
But
if
they're
not
already
answered
we'll,
go
ahead
and
read
them
out
to
you,
so
you
can
hear
what
their
questions
are.
Also
just
some
formalities
on
that.
B
So
we
have
about
a
15,
20,
minute
presentation
and
then
open
it
up
for
for
conversation
and
questions
and
such.
B
B
B
It's
the
big
arrow
at
the
bottom
of
the
screen,
so
real
quick
on
the
agenda
as
we
go
through
it,
we've
done
the
introductions
and
stuff
I'll
walk
through
the
milestones
and
the
schedule.
It's
been
a
pretty
quick
project
and
a
pretty
exciting
project.
We
get
through
this
pretty
quick
in
terms
of
planning
elements.
B
Many
times
we
had
a
public
workshop
about
a
month
ago
and
we'll
go
over
what
we
heard
from
that
public
workshop
and
and
how
that
related
and
relates
into
what
you
see
tonight
and
I'll
do
my
best
to
kind
of
create
that
that
ribbon
between
the
workshop
a
month
ago
and
and
tonight
mission
statement
and
goals
when
we
get
to
that
I'll
clarify
that
that's
something
the
team,
the
design
team,
the
the
consultant
team
has
worked
around,
but
obviously
it
becomes
your
commit.
B
Your
mission,
your
community
goals
on
on
where
you
want
this
to
go
but
you'll,
see
how
it
relates
to
the
overall
overall
project
and
in
the
mapping
that
we've
done
and
then
we'll
get
into
some
trail
types.
We've
we've
cross-sectioned,
those
and
related
those
to
specific
right-of-ways
and
we'll
walk
through
those
and
then
we'll
tell
you
where
we're
headed
and
then
we'll
get
into
some
questions
and
answers.
B
So
the
schedule
right
now
in
in
the
holidays,
in
the
number
five
area,
where
we're
talking
projects
and
priorities,
we're
working
on
that
we've
worked
on
some
grant
applications
and
and
some
of
that
work
with
with
parks
and
rec.
So
we
can
get
this
project
and
these
these
projects
started
up
at
number.
Six.
B
Second,
from
the
top
we're
into
the
final
design
areas
we're
starting
to
assemble
those
and
starting
to
look
at
specific
rights
of
way,
and
then
the
whole
project
comes
out
where
we
start
having
draft
documents
right
after
the
first
of
the
year,
and
then
we
start
meeting
with
the
council
into
january
february.
In
the
completed
plan
in
march.
B
So
one
of
the
questions
we
asked
at
the
first
workshop
was:
how
would
how
would
we
achieve
success?
How
would
the
community
look
at
success
and
there
were
several
things
that
jumped
out,
but
the
big
ones
were
connectivity
to
the
parks
and
different
area
attractions.
We
asked
people
to
put
notes
or
stars
on
maps
or
buttons
or
stickers
on
maps,
and
we
converted
those
to
stars
and
then
tried
to
align
this
first
run
of
trails
to
those
a
bike.
Ped
priority
was
was
big
safe
from
cars
or
separation
from
cars.
B
This
is
probably
the
biggest
challenging
part
driven
around
your
community
a
lot
and
it's
a
lot
of
streets
and
it's
a
lot
of
grid
systems.
So
how
do
we
fit
that
back
in
and
make
make
it
so
that
people
feel
comfortable
on
these?
These
corridors
multimodal
we'll
cover
what
that
means,
and
then
lighting?
One
of
the
amenities
should
be
fairly
easy
to
incorporate.
B
We
also
asked
the
other
side
of
that
question.
What
would
discourage
you
from
from
using
a
trail
system
and
quite
obviously,
you
know,
take
those
same
answers
and
turn
them
180
degrees
and
that's
where
you're
at
if
it's
unsafe,
one
of
the
things
that
jumped
out
was
the
motorized
mode
policy.
At
the
last
meeting,
I
had
at
least
a
handful
of
people
come
up
to
me
and
say
well
what
about
golf
carts?
Are
you
gonna?
B
Let
golf
carts
drive
on
these,
so
let
me
address
that
real
quick
as
we
go
through
this
because
it's
one
of
the
design
pieces.
B
Golf
cart
is
a
motor
vehicle
and
it's
defined
like
that
in
the
state
statutes
when
you're,
putting
together
a
trail,
at
least
in
my
mind,
there's
a
scale
of
what's
happening
on
the
trail
and
that
scale
needs
to
be
consistent
through
modes,
a
person
walking
a
person
riding
a
bike.
Those
are
pretty
close.
You
walk
at
about
four
miles
an
hour.
You
ride
a
bike
at
about
10
miles
an
hour,
maybe
12.
B
Yes,
you
can
go
15
and,
if
you're
a
heck
of
a
cyclist,
you
can
go
about
20
25.,
a
25
mile,
an
hour
cyclist
in
a
four
mile
five
mile,
an
hour.
Walker
are
not
compatible.
Those
scales
are
completely
off
much
like
driving
a
car
at
30
miles
an
hour
riding
a
bike
down
the
middle
of
the
lane
at
10
miles
an
hour
doesn't
really
feel
very
compatible
and
golf
carts
tend
to
fit
into
that
vehicle
side.
B
So
we're
not
designing
trails
for
golf
carts.
Golf
carts
are
more
appropriate
on
the
road
because
of
the
scale
in
the
system,
so
I
thought
we'd
get
out
there
and
cover
that
real
quick,
because
that
was
a
big
question
that
came
up
and
we
heard
the
opinions
both
ways.
Are
you
using
these
trails
for
golf
carts?
Are
you
not
and
we'll
work
through
the
policy
discussion
in
as
part
of
the
master
planning
and
have
all
that
policy
laid
out
for
the
council
when
we
start
meeting
with
them
proximity
to
cars?
B
There
was
a
big
comment
on
separate
these
trails
from
cars.
We're
limited
within
the
right
of
way,
and
we
tried
to
keep
things
within
the
right
of
you.
Can
the
city
can
also
acquire
more
right-of-way,
but
that's
not
something
we
built
into
the
scope
that
gets
pretty
pricey
and
pretty
intrusive,
sometimes
so
you'll
see
where
we've
do
it.
What
we've
done
to
alleviate
some
of
those
those
issues
uneven
surfaces
is
something
we've
looked
at.
Poor
maintenance
is
something
that
happens
after
these
facilities
are
constructed
and
then
narrow
paths.
B
Points
of
interest
overwhelmingly
in
the
survey
we
came
back,
the
the
first
meeting
came
back
where
were
parks
and
recreation
were
the
the
highest
priorities,
beach
access.
Obviously,
there
was
a
lot
of
discussion
about
east
west
routes,
schools
and
connectivity
to
the
schools
and
then
nature
park
and
nature
area
access
points.
The
other
was
dots
on
a
map
that
related
to
shopping
or
restaurants
or
or
something
like
that.
So
we
took
all
those
we
tried
to
lay
them
out
and
try
to
build
a
network
that
that
touched
those
those
areas
specifically.
B
We
also
talked
about,
I
think
the
phrase
was,
is
what's
stuck
with
you
from
other
communities.
What
is
jumped
out?
What's
what's
been
there?
One
of
the
things
we
did
in
the
first
workshop
was
put
pictures
and
asked
people
to
put
the
what
they
saw
as
a
perfect
trail,
a
wonderful
trail
that
would
really
attract
them
to
riding
the
trail.
So
these
are
four
trails
that
are
right
here
in
florida
that
that
receive
the
most
votes.
B
If
you
know
where
they're
at
anyone
want
to
guess,
I
don't
have
a
prize
or
anything,
but
the
top
left
is
in
the
orlando
area.
We
think
baldwin
park.
I
think
what
came
up
the
top
right
is
miami
interesting
point
in
miami.
That's
a
trail,
that's
on
the
beach
side
of
the
buildings
that
runs
down
the
beach
and
haven't
finished,
researching
that
somebody
in
the
first
workshop
said
well.
The
city
of
jacksonville
beach
has
right-of-way
on
the
beach
side
of
the
buildings
in
between
the
beach,
and
I
can
see
how
that's
possible.
B
I
worked
in
a
beach
community
where
that
exact
thing
happened.
Implementing
that's
a
completely
different
discussion
and
story,
so
we'll
research
it
a
little
bit
more
and
figure
out
what
that
person
is
really
referring
to
and
talking
about.
But
it's
a
pretty
cool
trail
and
the
community
came
out
and
said
we
like
this
trail.
B
The
bottom
left
is
in
sarasota,
county
and
very
popular
trail
down
there.
I
suspect
you'll
run
into
some
of
the
same
issues.
I
actually
worked
on
the
bottom
left
one
we
went
to
put
it
in
it's
in
a
railroad
corridor
and
the
community
came
out
and
said.
Well
I
don't
want
this
behind
my
house,
and
that
was
the
first
year.
Please
don't
put
it
in
my
backyard.
I
don't
want
to
see
it.
I
don't
want
people
riding
behind
my
house
it'll
be
break
in.
B
I
can
tell
you
now
that
million
two
million
three
million
dollar
homes
are
listing.
The
fact
that
their
backyard
is
on
the
trail
as
a
selling
point,
and
you
don't
list
negatives
in
the
selling
points
of
zillow.
So
the
bottom
right
is
the
orange
trail
somewhere
in
orange
county
a
little
bit
closer
to
the
road,
but
but
you
can
kind
of
see
what
that
that
that
looks
like,
and
that
feel
feels
like
these
are
the
things
that
dropped
into
our
minds.
As
we
were
working
on
corridors
for
your
community.
B
So
to
the
goals
and
mission,
there
were
two
things
that
stood
out
for
kind
of
a
mission
that
we
were
working
on
for
jacksonville
beach
and
it
we
like.
I
said
this
was
this:
was
a
design
team,
type
of
of
mission
statement,
safe
access
and
usability
for
all
ages.
Those
were
actually
advertised
that
we
responded
with
our
proposal
safe
and
usable
for
all
ages.
So
every
once
in
a
while,
we
would
get
to
a
design
element
or
a
thought,
and
somebody
at
the
table
would
say
well
wait
a
minute.
B
Is
that
really
safe?
We
would
start
talking
about
riding
bikes
and
bikes
can
do
this,
and
that
and
this
and
that,
but
that's
not
all
modes,
so
it
would
pull
us
back
to
how
we
should
put
this
together
and
and
why
it's
put
together
this
way
connectivity
was
a
big
part.
You
can
see
that
accessibility,
all
users,
safety,
that's
the
spacing,
creating
a
sense
of
place,
in
other
words
ex.
B
What's
the
experience
then,
as
you're
riding
on
this
network,
multimodal
wide
range
of
uses
that
are
scaled
together,
like
I
was
talking
about
earlier,
and
then
the
policies
associated
with
that?
That's
another
part
of
this,
this
master
plan
that
will
be
put
together
so
so
this
becomes
part
of
the
community
when
development
or
redevelopment
happens
in
the
city
of
jacksonville
beach.
This
becomes
part
of
that
and
kind
of
drives
how
those
developments,
those
developments
and
redevelopments
work.
B
This
would
be
the
north,
obviously,
the
north
part
of
the
city,
and
probably
you
count
it,
as
is
the
higher
priority
or
the
higher
level
call
it
the
backbone
of
the
network.
Obviously
you
could
grid
this
whole
city
out
with
trails
on
every
street
and
that
would
be
a
fabulous
approach,
but
there
is
a
funding
element.
So
where
would
you
start
to
put
your
your
your
funding
first,
and
how
would
you
look
at
it,
so
you
can
get
the
most
bang
for
your
buck.
B
B
So
how
did
we
do
this?
We
looked
at
these
corridors
before
the
project
started
before
we
had
that.
First
public
workshop,
we
sent
teams
throughout
the
city
to
look
at
different
corridors
and
different
routes,
potentially
potential
routes,
and
then
we
did
a
desktop
review
of
rights
of
way
and
how
much
room
we
had.
So
those
two
combinations
started
to
drive
where
these
these
routes
started.
Laying
out.
B
A
couple
of
couple
of
points
on
it:
this
is
an
interesting
area
that
we
just
couldn't
turn
away
with
when
we
were
working
on
on
a
on
a
plan
this.
Can
you
see
that.
B
Okay,
so
this
area
here
everyone's
probably
going
well,
what's
that
about?
Why
did
that
run
out
there?
This
is
actually
about
a
1.3
mile
ride.
Just
a
few
minutes
on
a
bicycle,
you
know
a
little
bit
longer
in
a
walk,
but
the
reason
that
one
jumped
out
is
you've
got
these
wide
right
of
ways
that
we
could
work
in
to
loop
yourself
around
under
the
bridge
and
not
have
to
cross
on
beach
boulevard
a
fairly
significant
crossing
state
routed.
That
states
got
their
particular
issues
with
with
crossings
and
making
them
work.
B
Well,
obviously,
you
could
connect
up
and
and
cross
in
areas
where,
where
it's
just
easier
to
do,
but
as
in
terms
of
atmosphere,
a
kind
of
a
a
place
making
type
of
situation,
this
seemed
like
something
that
jumped
out
to
us,
as
is
an
area
to
to
go
and
get
to
one
of
the
other
things
that
we
tried
to
work
in
was
loops.
B
That
was
a
feedback
message
that
we've
heard
from
the
purse
workshop.
Don't
just
create
an
out
and
back
trail,
in
other
words,
don't
create
an
east-west
trail.
I
can
only
then
go
from
east
west
to
west
to
east,
create
a
place
where
I
can
go
around
and
and
have
a
ride.
So
everything
on
this,
these
two
maps,
this
north
one
and
then
the
south
one-
has
that
element
of
of
where
do
you
go
once
once
you're
on
this
network.
B
Let
me
jump
to
the
south
one,
you
see
the
a's,
the
a
type
route
is
a
greenway.
This
is
one
of
the
biggest
challenges
that
that
we
see
is
true.
Greenway
trails,
where,
where
you
you're
completely
void
of
vehicles,
is
really
difficult.
There's
a
lot
of
roads,
there's
a
lot
of
streets
and
it
wasn't
planned
for
that
and
you
don't
have
the
benefit
of
two
or
three
railroad
corridors
running
through
the
middle
of
your
city,
that
you
can
convert,
acquire
and
convert.
But
there
are
some
areas
that
stand
out.
B
One
up
here
is
the
golf
course,
and
we
have
talked
to
the
city
parks
rec.
The
golf
course
people
and
they
are
open
to
running
trails
through
the
golf
course.
So
we've
done
a
lot
of
background
research
on
other
communities
that
have
done
this
and
as
a
golfer
I
was
kind
of
surprised
because
there's
golf
balls
flying
around
golf
courses
and
there's
communities
that
have
dealt
with
it
in
different
ways.
B
Some
communities
have
just
said:
you
know
what
you're
out
there,
you
kind
of
raise
your
hand
and
head
out
we'll
be
gone
in
a
few
minutes.
Other
communities
have
put
nets
up,
so
we're
kind
of
working
on
that,
so
the
concepts
you
see
routes
through
the
golf
course
are
really
in
concept.
Only
right
now,
we've
mapped
out
the
holes.
We've
got
a
picture
of
that
and
we'll
start
laying
those
out
to
see
if
there's
any
ability
to
move
people
in
around
the
golf
course.
B
The
other
area
is
at
the
south
end
of
the
city
this
this
a
and
this
loop
here
is
an
old
landfill
that
sits
out
there.
It
has
a
greenway
route
that
that
could
reach
up
into
this
north
from
the
landfill
up
into
the
neighborhoods
to
connect
those
it's
kind
of
a
unique
area.
B
I
was
out
there
again
tonight
and
and
taking
a
look
at
ways
it
could
be
connected.
So
those
are
two
areas
that
stand
out.
The
b
route
is
a
a
separated
corridor
where
you're
separated
from
traffic
reasonably
safe,
the
sea
routes
are.
The
corridors,
are
just
a
little
bit
tighter
and
you're
you're
closer
to
the
travel
lanes,
but
still
separated.
B
So
let's
go
ahead
and
take
a
look
at
some
of
those.
These
cross
sections,
the
cross
section
here.
Obviously
the
green
way
route:
this
is
the
type
atmosphere
you're
trying
to
create
in
these
these
two
areas
separated.
We
think
we
can
accomplish
that
on
the
areas
on
the
map
that
are
marked
a
just,
a
more
major
exposure,
a
route
that's
off
might
be
transportation
related
where
you're
using
it
to
go
somewhere,
might
provide
access
to
neighborhoods
and
but
definitely
a
safe
riding
environment.
B
B
Type
b
routes
are
a
protected
path
where
the
goal
on
the
protected
path
is
to
move
the
path
as
far
away
from
the
right
of
way
as
possible.
If
you
on
the
on
the
actual
diagrams
of
the
the
cross
sections
that
we
grew
up,
that
says
varies,
I
would
say
you
want
to
get
10
feet
or
more,
and
there
are
some
right-of-ways
that
you
have
in
the
city
where
we
could
accomplish
that.
B
So
one
big
question
that
probably
jumps
to
mind
is:
why
would
you
do
a
sidewalk
on
a
road
that
has
a
a
protected
path
on
the
other
side
and
it
gets
back
to
those
those
modes
of
access
and
that
scale
of
use?
Sidewalk
is
excellent
for
a
walker
if
you've
ever
walked
on
a
sidewalk,
though
you're
side
by
side
with
somebody
else,
and
you
come
to
another
set
of
walkers
coming
towards
you
or
you
come
upon
a
set
of
walkers
that
are
that
are
on
the
path
in
front
of
you.
B
One
of
you
has
to
get
single
file.
You
have
to
work
your
way
around
that
the
multi-use
trail
doesn't
have
that
issue
as
much
so
we're
trying
to
build
a
scaled
trail
that
that
fits
the
need
in
the
community.
There
are
cross
sections
that
we
could
work
on
where
this
sidewalk
could
be
doubled
up
or
replaced
by
doubled.
Up
I
mean
you
have
a
five
foot.
Sidewalk,
you
put
a
side,
five
foot
sidewalk.
Next
to
it.
Now
you
have
a
10
foot
path,
that's
completely
different
atmosphere!
B
I
want
to
research
that
a
little
bit
more
with
the
team,
because
there
may
be
some
issues
with
that
that
center
scene
down
the
down
the
middle
of
the
sidewalk,
where
you
button
them
up
against
they're,
not
saw
cut
seams.
It's
a
expansion.
Joint
scene
has
a
way
of
grabbing
bicycle
tires
at
times,
and
I've
actually
been
through
one
of
those
accidents
where
the
tire
comes
to
a
complete
halt
and
the
whole
bike
just
catalyst
over
the
top
of
itself.
So
we
have
to
try
and
figure
something
out.
B
So
trail
type
b2
is
a
modification
of
the
b
and
c
type
routes.
You
don't
have
a
lot
of
dedicated
greenways,
so
one
of
the
things
we
worked
on
was
how
can
we
re-accomplish
that
dedicated
greenway
within
the
rights
of
what
we
have
the
advantage?
You
have
that
most
communities?
Don't?
Is
this
incredibly
dense,
gridded
street
pattern?
There
are
streets
and
blocks
and
they're
short
blocks.
B
Eights
is,
is
one
of
those
it's
set
off
from
from
10th
the
heavy
corridors,
maybe
10th
with
with
the
industrial
area
9th,
is
a
very
heavy
north-south
corridor,
so
in
general
yeah,
instead
of
trying
to
fit
a
trail
within
that
very
tight
corridor
and
get
everybody
conflicting
with
traffic
and
dealing
with
cars,
crossing
bikes
and
bikes,
crossing
cars
and
pedestrians
there
and
just
making
it
a
noisy,
active
corridor.
What
if
we
moved
over
a
block
or
two
and
then
repurposed
the
right-of-way
and
there's
a
couple
of
ways
you
could
do
this?
B
One
is
just
completely
change
it
and
say
we're
going
to
put
a
trail
down
here,
but
there
are
driveways
and
there
are
access,
and
there
are
cars
that
go
down
through
there
for
some
things,
they're
not
well
heavily
traveled.
I
drove
eighth
again
tonight
to
see
it
at
rush
hour
and
didn't
come
across
another
car.
I
stopped
at
what
felt
like
a
thousand
stop
signs,
but
there
was
no
other
cars
on
eighth
avenue,
so
there's
an
advantage
there
and
there's
an
example
not
too
far
away.
B
You
see
this
picture
here
is
a
repurposed
street
much
like
that
in
mount
dora
kind
of
a
unique
cross
section
that
they
came
up
with.
You
can
see
the
one-way
street
here
and
a
path
over
here
with
a
separation.
That's
about
a
four
to
six
foot
depending
on
where
you're
at
so
how
do
you
get
in
and
out
of
driveways?
Well,
you
build
these
crossover
points.
Use
a
different
surface
type,
allow
people
to
cross
it
if
they
need
to.
B
You
could
also
take
it
one
step
further
and
shorten
this
up
and
provide
one-way
or
two-way
access
in
that
maybe
10
foot
wide
pass.
So
if
you
have
a
driveway
20
feet
in,
but
there's
nobody
else
on
that
block,
you
could
accommodate
that
driveway
with
a
10-foot
road
that
goes
into
that
driveway
with
the
path
and
the
rest
of
it.
Now
you've
created
more
of
a
green
corridor.
B
The
laser
button
is
like
the
tiniest
button
on
this
thing.
The
adjacent
path
is
going
to
be
a
bit
closer.
So
vision
knows,
as
I
said,
the
the
protected
path
is
10
feet
or
more
pushing
it
as
far
away
from
the
road
right
away
as
possible.
B
The
adjacent
path
would
be
10
feet
or
less
looking
at
your
corridors
and
the
ones
we've
mapped
out,
it's
probably
much
less
than
10
feet.
4
feet,
5
feet
that
type
of
separation.
So
how
does
that
work?
We
put
a
graphic
in
that
shows
a
concrete
that
that
butted
concrete.
But
ideally
I
think
you'd
want
trails
to
be
the
asphalt
material.
Concrete's
more
were
expensive
to
install
the
first
time.
B
These
are
some
examples.
This
one
is
is
probably
the
worst
case
that
you'd
want
to
avoid
as
much
as
possible.
We
would
try
to
avoid,
as
we
mapped
them
out,
but
in
in
certain
instances,
you're
going
to
be
right
up
on
the
back
of
the
sidewalk,
so
this
one
separated
a
little
bit
from
the
roadway,
but
maybe
a
four
foot
separation
with
some
landscaping
in
that
area.
This
is
actually
buckhead
just
outside
of
atlanta.
B
Then
up
through
there,
it's
a
fairly
wide
path,
I
think
eight
to
ten
feet
and
they
actually
put
because
it
gets
close
to
the
road.
What
you
can't
see
is
just
off
picture
the
path,
kind
of
comes
out
and
then
tucks
around,
so
as
a
as
a
bike
rider
or
a
skateboarder
you're
you're
coming
at
the
traffic
edge,
so
they
created
a
barrier.
It's
a
little
fence
type
of
thing
that
runs
through
this
about
about
a
two
foot
separation.
It's
actually
done
very
nice.
B
I've
been
there
a
couple
years
ago,
and
it's
very
well
done
it's
a
very
busy
road,
but
you
don't
feel
like
you're
you're
right
on
top
of
the
traffic.
You
don't
feel
like
you
could
just
fall
off
the
curb
and
when
you're
walking
with
kids,
that's
a
big
thing.
There
is
a
barrier
there.
So
those
are
examples
of
that
and
you
have
corridors
especially
on
the
east
west
side,
where
you
just
have
to
try
and
fit
that
trail
in
to
work.
It
work
it
that
way.
B
Width
of
the
path
there's
different
conventions-
typical
sidewalk,
is
five
feet,
maybe
four
typically
not
six.
For
some
reason,
they
decided
five
feet.
Was
the
perfect
width.
It's
about
two
people
wide.
It's
about
one
biceps
less
wide!
You
can't
fit
two
on
a
sidewalk.
You
ever
tried
to
ride
side
by
side
on
bikes.
It
gets
pretty.
Tight
trails
tend
to
have
a
minimum
width
of
about
eight
feet,
maybe
seven.
If
you're
jammed
into
an
area
six
you
get
down
to
six,
it's
starting
to
feel
more.
B
Like
a
sidewalk,
eight
foot,
minimum
up
to
twelve
feet,
you
can
go
as
wide
as
you
want,
but
the
wider
you
get
should
be
should
be
reflective
of
the
volume
of
users
that
are
on
it.
At
that
point,
eight
to
twelve
feet
is
the
norm,
so
everything
we're
trying
to
fit
in
widen
out
the
trail
as
much
as
possible,
but
we're
really
focusing
on
about
a
ten
foot
width.
B
B
Let's
see
most
of
the
examples
that
in
the
pictures
I've
shown
you
are
in
that
neighborhood
of
8
to
12
feet,
there
were
other
trail
types
that
were
working
on
everyone's,
probably
looking
in
the
map
and
said:
what
are
you
going?
Gonna
do
on
first
avenue,
because
that's
one
of
the
ones
that's
banging
around
in
our
minds
and
we
we've
come
up
with
some
cross
sections.
Cody's
worked
on
some
cross
sections
and,
and
I've
fiddled
around
with
some
cross
sections
and
all
it
keeps
leading
us
back
to.
B
B
And
we
have
ideas
that
would
be
really
cool,
but
they
would
be
big
ideas
that
that
we
really
want
to
talk
with
the
stakeholders
about,
for
example,
you
know
creating
a
one-way
street
on
first
eliminating
traffic
completely
from
first
going
with
a
pedestrian
type
street
did
not
put
a
pedestrian
street
cross
section
in
here,
but
if
you've
ever
been
to
asheville
north
carolina,
there's
a
little
street
called
wall
street,
you
can
google,
google
it
it's
pretty
cool
lemon
avenue
in
sarasota
is
another
one,
and
it's
basically
from
store
front
to
store
front.
B
You
have
the
same
cross-section
elements.
You
have
sidewalk
street
sidewalk
store
fronts
on
on
either
side,
but
then
we're
where
you
would
have
the
curb
and
gutter
you
take
that
out,
create
french
drains.
So
it's
all
one
surface
level,
and
now
your
street
from
door
to
door
in
the
street
is
all
surface,
and
as
long
as
you
keep
the
activity
up
in
terms
of
pedestrians
and
bicyclists,
you
can
allow
cars
to
go
down
there.
B
You
can
block
it
off
for
festivals
and
fairs
and
stuff
like
that
very
easily
cars
tend
to
drop
their
speeds
quite
a
bit.
If
you've
ever
driven
wall
street
in
asheville
lemon
avenue,
the
speed
limit
is
well
below
20
miles
an
hour
down
to
15
miles
an
hour.
There's
no
desire
to
go
that
fast.
B
When
I
visited
the
community
as
we
were
getting
started
on
this
project,
there
was
a
festival
downtown
at
the
park
right
on
the
water
and
I
drove
into
an
area,
and
we
started
going
so
slow
as
vehicles
that
people
were
just
in
and
through
the
cars
as
we
were
down
there.
That's
really
cool.
That's
a
really
cool
element
that
you
would
want
on
that
whole
corridor.
B
It
got
to
the
point
where,
though,
where
I
felt
like
I
was
the
one
out
of
place.
In
fact,
I
even
looked
at
signs
and
stuff
to
make
sure
I
didn't
drive
through
a
road
closed
barricade
somewhere,
and
that's
what
you
want.
You
want
that
that
level
of
uncomfortableness
for
the
driver
of
the
vehicle
in
those
situations
so
we're
going
to
keep
working
on
those
ideas.
B
We're
going
to
talk
to
the
the
focus
groups
that
jason's
put
together
and
talk
to
the
city
a
little
bit
more
about
what
that
means
and
how
those
look
that's
one
of
the
next
steps
as
we
get
into
the
final
designs
through
december.
It's
a
I
have
to
admit
when
we
work
out
the
first
schedule
and
turn
craig
cause.
We
were
talking
about
just
how
busy
we
are
in
working
on
stuff.
I
was
thinking
december
will
be
a
low
month.
You
know,
I'm
gonna
write
this.
B
This
master
plan
up
at
that
point-
and
I
I
don't
know
dawned
on
me
today
that
today
is
december,
so
we're
here,
which
is
usually
why
I'm
shopping
at
the
last
minute.
For
christmas,
too,
that's
all
right.
I
missed
a
whole
week
before
thanksgiving.
I
went
home
and
I
turned
to
my
wife
and
said
you
realize
next
week's
thanksgiving
she's,
like
yeah
duh,
I'm
like
no,
there
should
have
been
another
week
in
there.
She
goes
another
week.
Thanksgiving
would
have
been
in
december.
B
You
don't
need
to
hear
all
that
then
we
get
into
after
the
first
of
the
year.
All
of
this
starts
to
come
together.
The
documents
start
to
come
together.
The
plan
starts
to
come
together
a
little
bit
more
and
then
we'll
the
final
submittal
and
and
final
document
in
march.
B
B
B
The
network,
the
question
was:
do
we
have
plans
for
expedited
cross
crossings
on
the
corridor?
I
would
turn
to
the
city
and
we'll
help
out
and
work
with
them
in
any
way
possible.
To
do
that,
I
can
tell
you
the
maps
lined
up
to
utilize
existing
signals
in
locations.
B
One
of
the
the
strategies,
if
you
would
would
be
to
get
yourself
ready
as
a
community
for
f
dot
money.
Has
anybody
seen
the
the
legacy
trail
in
in
sarasota
down
in
venice?
There
is
an
overpass
a
grade
separated
overpass
on
u.s
41
takes
the
legacy
trail
from
one
side
of
41
to
the
other.
B
Instead
of
going
on
a
circuitous
route
around
traffic
signals,
it
was
a
3.1
million
funded
project
unfunded
project,
but
we
had
prepped
ourselves
up
and
approached
the
city
approached
d.o.t,
so
much
from
from
a
county
standpoint
that
when
they
had
money
left
over
and
they
do
because
they
never
under
fund
a
project
when
they
had
money
left
over,
they
look
for
a
place
to
spend
it
and
they
want
something
ready
to
go.
B
So
one
of
the
com,
the
strategies
we're
going
to
talk
to
public
works
and
parks
and
rec
about
as
well
as
the
city
commission,
is
building
that
strategy
into
the
thought
process
to
do
something
right
and
allow
the
state
to
jump
in
and
fill
that
gap.
B
So
right
now,
everything's
lined
up
to
the
signalized
intersections.
There's
also
options
that
are
at
grade
clock
signals
is
a
is
a
strategy.
If
we
needed
to
go
through
that
and
we
would
work
with
the
city
on
on
helping
that
out.
The
city
desired
this
too,
but
that'd
be
part
of
the
plan
overall
is
how
to
cross
one
a1a.
It's
it's
a
huge
divide
that
we
just
have
to
deal
with.
B
Let
me
back
into
how
we
came
up
with
the
cross-section
type.
One
of
them
was
looking
at
the
actual
right-of-way
that's
out
there.
This
will
be
a
big.
This
would
be
a
big
discussion
point
when
you
move
into
implementing
this.
B
I'm
sure
I've
been
in
in
jason's
seat
and
you
go
out
and
you
say:
well:
we've
got
80
feet
or
100
feet
and
people
mow
down
to
the
edge
of
the
road
people
see
that
front
yard
as
right
down
to
the
edge
of
pavement,
when,
in
fact
the
right-of-way
line
goes
quite
a
bit
further
back
having
that
discussion
with
with
homeowners,
that's
one
way
to
to
separate
on
some
of
those
major
corridors,
separate
the
the
lateral
distance,
the
trail
to
the
edge
when
you
get
to
driveways,
depending
on
the
size
of
the
driveway,
in
other
words
the
traffic
volume.
B
There
is
signage
approaches
we
can
take.
You
can
stop
the
trail.
You
can
stop
the
cars,
you
can
stop.
Both
you
can
move
the
driveway
stop
bar
back.
You
can
double
stop
borrow
each
one
of
those
would
be
a
specific
project
on
how
to
do
that.
For
the
corridors
we
selected.
We
tried
to
focus
on
parts
of
the
corridor
that
didn't
have
as
much
of
that
impact.
So
you
see
us
in
one
area.
B
B
We
come
down
10th
all
the
way
down
to
the
bottom
here,
and
then
we
jump
over
to
eighth
and
probably
wonder
why
and
it's
because
less
driveway
interaction
if
we
stayed
on
10th
10th
turns
into
an
industrial
area
south
of
beach
boulevard
and
as
a
priority,
there's
a
wide
right
of
way.
But
there
aren't
any
driveways.
People
are
parked
everywhere
and
we
just
didn't
think
it
was
ever
going
to
be
a
viable
part
of
the
network
if
it
was
something
you
did
early
on
in
the
project.
B
A
A
B
So
for
those
that
are
are
on
the
zoom
meeting,
there
were
two
questions
points.
One
was
the
very
south
end
of
penman.
If
I
have
that
correctly
correct
as
it
approaches
beach
is
to
close
that
gap
and
and
find
a
way
across
beach
boulevard
and
then
as
an
alternative
to
running
a
long
beach
boulevard,
which
is
probably
very
tight
right
of
way.
Look
at
shetter
as
a
corridor
correct.
B
Up
in
this
area,
so
so
for
those
online
extending
15th
avenue
across
a1a,
that's
a
good
point,
we'll
look
into
that.
That
hawk
talk
signal
with
that
location.
B
Is
does
everyone
understand
what
a
hawk
signal
is
box
stands
for
something
and
I'm
not
going
to
try
and
explain
that
hi
I
don't
know
it's
basically
a
pedestrian
only
crossing.
Where
is
this
meeting
being
held
with
overhead
signals,
much
like
a
traffic
signal,
so
the
signals
are
up
overhead
they're,
not
on
the
side
of
the
road
and
they're.
Definitely
there
they're
signed
a
certain
way.
They're
have
signal
indicators
in
a
certain
way,
so
somebody
comes
up
activates.
B
Changes
stops
traffic
and
then
the
bike
bike,
lane
or
crosswalk
or
whatever
it
is
works
with
the
traffic
stop.
So
it's
a
it's
a
high
intensity
traffic
crossing
at
a1a
and
there
are
some
things
we'll
look
into
that.
There
are
some
things
you
can
do
on
a1a
to
even
enhance
the
safety
of
it.
We'll
make
sure
that
that
they're,
aware
of
that
or
you're
aware
of
that
and
take
a
look
at
that.
B
B
So
the
question
is
on
penman:
is
there
anything
that
restricts
it
from
being
an
anti
and
a
tight
trail?
It's
it's
got
the
road
in
the
right
of
way.
I'm
not
sure
you
could
ever
get
the
trail
far
enough
away
from
the
edge
of
pavement
to
be
what
you
would
refer
to
as
a
greenway.
B
Greenway
is
there's
nothing
around
you,
you're
you're
in
the
corridor
you're
in
the
trees
you're
in
the
in
the
nature
element
riding
on
a
trail
is
how
we've
defined
greenway.
It
could
definitely
be
a
protected.
You
know
a
b
category
trail
and
then
you
try
and
push
it
as
far
away
from
the
edge
of
pavement
as
possible.
B
To
restate
the
question
for
a
b's
and
cs
for
b,
b2
and
c:
would
the
path
be
8
to
12
feet
and
separate
it
at
least
a
certain
distance?
Generally?
Yes,
but
with
the
built
right
of
way,
the
way
it
is,
there
might
be
areas
where
that
path
comes
closer
than
four
feet
from
the
edge
of
pavement.
But
I
think
the
goal
always
is
at
least
eight
feet
target
for
10
to
12.
A
It
goes
down
the
first
street
bicycle
roadway
goes
all
the
way
down
to
the
footwork
into
black
and
they
put
a
three-way
section
all
the
way
up
to
the
natural
section
of
the
official.
B
So
the
question
for
those
online
are
we
coordinating
with
neptune
beach
to
the
north,
the
east
coast
greenway,
I
believe,
is
the
name
of
the
organization
along
the
coast
as
well
as
the
consultant.
The
answer
to
that
question
in
simplest
terms
is
yes
or
yes,
we
will.
We
worked.
B
We
looked
at
at
the
east
coast
greenway
and
there
are
specific
requirements
really
kind
of
surprised
me
that
that
they
want
a
separated,
dedicated
corridor.
So
it's
real
specific,
so
bike
lanes
and
and
bikes
in
the
street
basically
are
not
part
of
the
corridor.
It
won't
get
designated
as
part
of
the
east
coast
greenway.
If
it's,
if
that's
what
it
is,
that's
not.
B
Yeah
I'll
have
to
look
at
how
they
did
that
yeah.
So
I'll
have
to
look
at
that,
so
that
it
can
become
part
of
the
designation.
We'll
talk
to
jason,
about
that.
We'll
talk
to
the
city
about
that.
It's
that
separated
dedicated
trail
that
is
not
and
where
I
couldn't
find,
where
they
just
basically
had
a
design
element,
so
you
must
be
separated
by
four
feet
or
ten
feet
or
fifteen
feet.
So
we'll
look
into.
B
Grant
application
went
today
correct
yeah,
so
I
think
that
was
one
of
the
projects
that
that
was
finalized
on
that's.
What
was
one
of
the
ones
that
laid
out
there,
and
so
yes,
the
question.
B
B
My
recommendation
would
be
where
you're
prioritizing
trail
use.
The
vehicles
have
to
give
way
with
that
said,
as
a
person
who
might
ride
on
these,
it's
going
to
be
real
hard
to
cross
the
street
without
stopping
or
coming
down
to
a
pause
waiting
for
those
vehicles
to
stop.
B
But,
generally
speaking,
your
question
was:
will
there
be
four-way
stops
in
some
of
these
areas?
Yes,
I'm
sure
we'll
end
up
with
four-way
stops,
but
for
for
high
priority
trail
use,
we
would
focus
the
corridors
and
prioritize
the
traffic
on
the
trail
over
the
vehicles.
In
many
cases,
that's
what
makes
it
so
difficult,
sometimes
for
fdot,
because
they're
in
the
business
of
moving
cars.
B
A
B
B
On
the
trail
I
worked
in
in
in
sarasota
county,
we
had
to
put
a
speed
limit
on
it
because
it
was
long
straight
railroad
quarter
and
cyclists
like
to
hop
on
it
and
set
their
times
over
a
certain
number
of
miles,
and
we
had
a
bad
accident
between
a
cyclist
moving
at
about
20
to
25
miles
an
hour
and
a
pedestrian,
and
it
was
serious
I
mean
broken
hip
and
broken
wrists,
so
you're
you're
right
next.
B
A
B
So
the
question
for
those
online
is:
how
do
you
accommodate
two-way
bike
traffic
with
a
in
a
roadway?
That's
one-way,
and
there
are
many
examples
of
that
and
it's
it's
a
traffic
engineering
problem
that
you
have
to
solve
it.
It
can
be
done
and
is
done.
It
usually
involves
some
form
of
separation
and
how
you
line
up
line
up
the
lanes
and
make
sure
that
you
know
the
contraflow
bicycle
is
on
the
right
or
proper
side
of
the
travel
lanes
and
mount
dora.
Had
that
example,.
B
So
that
bottom
right
picture
is,
is
what
you're
basically
describing
this
one
down
here.
This
is
one-way
traffic,
and
this
is
a
bike.
Two-Way
bike
path,
basically
bike
ped
multi-use
path
and
they
use
it
for
walking.
I
mean
you
see
a
bicyclist
on
it
there,
but
but
in
mount
dora
you'll
see
people
out
walking
on
that
corridor
also,
so
it's
really
that
separation
and
then
the
signage
that
goes
with
it
and
then
how
you
handle
the
intersections.
Those
are
all
design
elements
that
we
would
have
to
work
through.
A
B
So
so
the
question
is:
is
with
the
state
laws
with
regarding
bicycles
on
sidewalks
and
whether
they're
permitted
or
not
permitted,
and
how
would
that
law
apply
to
the
trails?
B
B
You're
allowed
to
ride
a
bicycle
on
a
sidewalk,
but
you
have
to
caveat
in
very
basic
form,
is
if
you're
riding
on
a
sidewalk.
You
have
to
be
like
a
pedestrian.
B
So
when
you
come
to
a
cross
street,
you
have
to
act
and
do
what
a
pedestrian
would
do
with
that
that
cross
street
you
have
to
stop
with
the
traffic.
You
have
to
move
with
the
ped
light
or
move
with
the
the
flow
of
traffic.
If
you're
in
the
bike
lane
as
a
bicyclist,
now
you're
a
vehicle
and
you
have
to
act
like
a
vehicle,
it's
a
it's
an
interesting
nuance
in
there.
B
But
the
idea
is
to
build
the
trail
system
and
design
it
so
that
it's
comfortable
and
usable
in
a
safe
environment
for
all
those
users.
B
There
may
be
some
local
ordinances
that
that
you
need
to
address,
but
definitely
not
mandated
local
ordinances.
Like
I
said,
the
a
speed
limit.
Many
times
is
one
I
don't
know
if
anybody's
ever
gotten
a
ticket
for
riding
too
fast
on
a
trail,
but
it
tends
to
focus
cyclists
off
the
trails
and
onto
the
streets
and
cyclists.
Are
I
mean
those
are
the
people
that
strap
their
toes
into
the
pedals
and
they
take
off
and
they
don't
want
to
stop.
They
just
want
to
ride
and
ride
fast
fast
for
a
bike
anyways.
B
So
we
would
look
through
those
on
a
specific
basis
in
a
specific
location
in
every
intersection.
Every
every
time
you
come
to
an
intersection,
you
have
to
analyze
that
and
make
sure
that
your
make
sure
it's
a
logical
approach,
notification
to
both
the
cars
and
the
trail
users.
B
Mutcd
florida
green
book.
B
And
there's
some
common
courtesies
that
you
start
to
learn
you
know
coming
up
on.
Your
left
is
a
good
phrase.
If
you're
coming
up
behind
the
person
and
you're,
you
know
you're
moving
a
bit
faster
than
a
walker.
You
know
on
your
left
you're
if
you're
a
trail
user,
that's
a
common
phrase.
You
get
to
know
and
know
and
understand
and
get
to
use,
but
it
works.
B
A
The
presentation
that
will
be
posted
so
keep
an
eye
on
the
city's
website,
but
we
will
post
the
presentation,
both
the
recording
and
the
slides,
so
that
you
guys
can
take
a
look
at
these.
Also,
if
you
see
there
on
the
bottom,
that's
that's
an
email
address
for
the
project.
So,
if
you
guys
have
any
questions,
further
comments,
ideas,
please
reach
out.
That's
a
great
place
to
to
share
with
us
any
questions
or
anything
that
hits
you
after
you
go
home.
B
We'll
also
be
sending
out
a
survey
in
general,
some
questions,
one
of
the
one
of
the
big
parts
of
this
project
is
branding
and
wayfinding
and
and
how
that
works.
So
our
graphics
people
will
will
be
asking
some
questions
about.
You
know
how
do
you
see
getting
around
the
trail
system
and
what
signage
and
such
we'll
also
ask
some
design,
element,
questions
and
and
stuff
about
the
network,
and
maybe
some
some
follow-up
questions
on
on
what
came
up
in
this
meeting.
A
B
B
When
I'm
looking
at
it,
I'm
looking
at
it
from
a
scale
standpoint,
a
scale
of
a
segway
down
a
trail
is
not
out
of
scale
with
a
pedestrian
or
a
bike
rider
on
a
trail.
You
know
you're
moving
10
miles
an
hour
four
miles
an
hour
like
we
were
saying
earlier.
A
golf
cart
just
doesn't
fit
a
cyclist
strapped
in
and
riding
25
miles
an
hour
just
doesn't
fit
with
the
scale
of
the
other
things.
But
there
are
now
a
lot
of
motorized
items.
B
It
yeah
the
what
I
was
trying
to
point
out
if
that's
actually
part
of
seattle's
trail
network.
What
I
was
trying
to
point
out
with
that
picture.
More
than
anything
else
was
there's
there's
places
in
a
type
c
trail
where
that
trail
might
have
to
come
right
up
to
the
back
of
sidewalk
to
fit
by
design.
That's
not
the
best
experience.
B
A
B
Exactly
you
might
come
up
to
an
intersection,
there
might
be
a
building
there
power
poles.
Sometimes
you
run
into
a
fairly
significant
large
power
pole.
You
have
to
work
around.
You
know
it's
two
hundred
thousand
dollars
to
move
it
or
it's
five
thousand
dollars
to
scrunch
the
trail
down.
You
know
those
are
the
type
value
engineering
questions
you
do
so
that
question
was
related
to
not
the
desire
to
have
it
have
a
trail
system
up
to
the
back
of
the
side.
Back
of
the
curve
on
on
cross
sections.
A
A
A
We
were
going
to
do
a
second
presentation.
We've
only
had
a
couple
of
people
come
in,
we
do
have
printouts
and
enlargements
of
some
of
the
stuff
you've
seen
here.
If
anybody
wants
to
kind
of
look
at
some
of
those
maps-
and
maybe
we
can
run
through
the
presentation
for
those
that
want
to
kind
of
a
little
bit
to
hear
some
of
the
stuff,
they
might
have
missed
sorry
and.
B
To
those
online,
there
was
a
brief
discussion
in
the
room
about
coordination
with
the
other
cities.
When
you
look
at
the
map,
it
stops
at
the
city
line,
and
we
did
that
because,
if
we
had
drawn,
I
was
worried
if
we
drew
a
map
or
even
an
arrow,
somebody
in
the
room,
somebody
somewhere
would
go
where
the
city
of
jacksonville
beach
is
not
funding
a
trail
in
neptune
beach.
Right
just
you
know,
obviously
those
were
will
line
up
and
we're
we're
definitely
trying
to
coordinate
them
in
that
way.
B
The
question
is:
is
there
any
other
funding
and
I'm
assuming?
Are
we
looking
at
that?
The
answer
is
yes,
the
state
has
funding
for
trails
and
they
award
those
out
to
communities.
That's
that's
one
source.
There
are
various
other
trails,
the
trails,
conservancy
and
other
groups.
Sometimes
those
come
with
stipulations,
but
those
are
possibilities.
Local
funding,
many
of
those
programs
need
a
match,
some
type
of
funding
and
match,
whether
it
be
in
cash
or
in
kind
services.
Sometimes
right
of
way.
B
You
know
if
if
the
city
has
right-of-way,
so
yes,
we
are
looking
at
funding.
It's
actually
part
of
the
master
plan
that
we
we
lay
out
different
opportunities
for
funding,
and
in
this
first
slide
you
saw
chw
is
the
firm
I'm
with
ayers
has
specializes
in
funding,
and
and
that's
why
they're
on
the
team.
A
B
Right,
one
of
the
big
things
about
getting
money
from
agencies
is
that
you've
got
a
plan.
You
know
where
to
spend
it
and
then
one
of
the
key
elements
sometimes
to
the
state
is
being
lucky
and
having
a
relationship
where
you
can
draw
on
funding
that
they
have
available.
So
they
finish
another
project
and
they're.
The
way
we
way
I
obtained
3.1
million
one
time
was
just
kept
pestering
them
on
an
idea.
B
B
B
That's
in
our
next
phase,
as
we
get
into
cross
sections
we'll
be
able
to
delineate
where
those
paths
will
go
which
side
of
the
street
it'll
be
on.
I
can
tell
you
some
of
that
work's
been
done
on
every
one
of
the
corridor
maps,
at
least
from
a
single
point
standpoint.
In
other
words,
we
looked
at
one
spot
on
the
corridor
and
said:
where
would
the
path
go
in
this
area?
Is
it?
Is
there
room
for
it?
B
We
would
want
to
do
more
work
like
that,
and
that's
that's
part
of
this
next
month's
work
work
to
to
finish
and
accomplish
that
and
it's
getting
a
little
noisy
in
the
room.
B
So
we've
concluded
the
presentation
speaking
to
those
online
and
it's
getting
noisy
to
where
now
there's
nobody
sitting
in
front
of
me.
B
If
there's
any
other
questions
text
them
into
seth
and
or
message
them
into
seth,
if
not,
our
contact
information
was
on
the
slide
and
connected
through
the
email.
If
you
send
it
to
that
email
on
that
last
slide,
it
does
come
to
my
email
box,
so
jax
beach,
utmp
chw
dash
inc.com.
That
comes
to
my
box.
I
get
copied
on
those
and
we'll
be
be
sure.
We
will
be
sure
to
incorporate
your
comments,
your
questions
and
answer
those
for
you.