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From YouTube: Budget Review Subcommittee on Transportation (11-16-21)
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A
Good
morning,
we're
ready
to
start
I'd
like
to
welcome
everyone
to
the
the
fifth
meeting
of
budget
review
subcommittee
on
transportation.
A
A
Our
first
order
of
business
is
approval
of
the
minutes
from
the
fourth
meeting
on
september
24th,
and
we
have
a
motion
and
a
second
all
in
favor
signify
by
saying
I
opposed
the
eyes.
Have
it.
The
minutes
are
approved.
Our
first
order
of
business
today
is
louisville
bridges.
Overview.
Amanda
spencer
is
with
us
remotely
amanda.
A
If
you
don't
mind,
identify
yourself
for
the
record
and
please
proceed.
F
Well,
thank
you
chairman
good
morning,
I'm
amanda
spencer,
with
the
kentucky
transportation
cabinet
out
of
the
state
highway
engineers
office.
It's
a
pleasure
to
be
with
you
this
morning
to
share
an
update
on
river
lake
tolling
and
secretary
gray,
sends
his
best
and
hates
that
he
could
join
us
this
morning.
F
F
There
we
go
well,
while
it
is
still
very
easy
to
refer
to
these
as
the
new
bridges
it's
hard
to
believe
that
we
have
built
this
project
and
been
tolling
now
for
nearly
five
years
and
the
lincoln
lewis
and
clark
and
the
rehabilitated
kennedy
have
been
a
faster,
safer
and
more
reliable
commute
for
tens
of
thousands
of
motorists
who
are
relying
on
these
bridges
every
day.
This
was,
of
course,
one
of
the
largest
projects
in
the
nation,
and
it
continues
to
be
a
successful
bi-state
effort
with
our
partner
in
indiana.
F
The
transportation
cabinet
took
the
lead
on
the
downtown
crossing
the
financing,
design
and
construction,
while
ndot
working
with
the
indiana
finance
authority,
ifa
was
responsible
for
that
east
end
connection,
the
bridges
project
nearly
doubled,
cross,
river
mobility
and
untangled,
spaghetti
junction
and
provided
that
important
connection
out
in
the
east
end,
the
result
has
been
improved.
Regional
mobility,
increased
opportunities
for
the
area.
The
2.3
billion
dollar
project
was
possible
because
of
tolling
with
those
motorists
who
are
using
the
bridge
every
day,
contributing
to
the
construction
cost
of
ongoing
maintenance
and
operations
cost.
F
Both
states
are
meeting
their
financial
obligations
and
riverlink
is
governed
by
the
kentucky
indiana
joint
board
and
tolling
body
oversight
in
kentucky
is
also
provided
by
the
kentucky
public
transportation
infrastructure
authority.
Kipdio
was
established
in
2009
by
the
general
assembly
to
review
and
improve
significant
transportation
projects
in
the
commonwealth.
F
F
The
tolling
body
is
responsible
for
developing
the
tolling
policies.
It
consists
of
those
joint
board
members
and
also
represents
another
representative
from
ifa
and
kiptia
by
state
tolling
representatives
handle
the
day-to-day
administration
of
the
tolling
system,
and
that
includes
me
I'm
going
to
start
go
now
over
some
of
the
basics,
starting
with
their
toll
rates
they're
based
on
vehicle
classification,
determined
by
height
and
number
of
axles.
F
F
Traffic's
always
going
to
vary,
but
we
have
seen
a
tremendous
amount
of
fluctuation
in
crossing
since
early
2020
because
of
the
pandemic.
The
average
crossings
over
the
last
three
fiscal
years
are
just
over
84
000
per
day
again.
On
average,
more
than
30
million
at
crossings
per
year.
The
traffic
and
revenue
report
was
completed
in
2013
and
updated
in
2016,
so
you
can
see
there
in
the
dark
and
light
blue
those
forecast
reports
and
in
the
green,
the
actual
crossings,
total
crossings
in
18
and
19
beat
the
16
forecast
by
quite
a
bit.
F
F
F
And
the
majority
of
drivers
using
our
toll
bridges,
are
in
passenger
vehicles
over
80
percent
large
trucks.
Those
class
threes
made
up
13
percent
of
traffic
during
that
same
three
year
time
period.
It's
about
a
three
to
one
split
with
74
of
motorists
using
those
downtown
I-65
bridges,
the
kennedy
and
lincoln
and
26.
Using
the
lewis
and
clark
out
on
the
east
end
class
1
passenger
vehicle
traffic
was
down
over
the
pandemic,
but
class
2
and
3s
have
reflected
an
ongoing
increase
with
more
commercial
vehicles
using
those
toll,
bridges.
F
And
this
charts
taking
a
closer
look
at
revenue
forecasts
from
that
13
and
16
report
that
I
mentioned
compared
to
again
in
the
green,
the
actual
revenue
that's
been
collected,
and
I
do
want
to
stress
that,
even
with
the
disrupt
disrupted
travel
habits
that
you're
seeing
here
with
a
pandemic,
both
states
are
meeting
their
financial
obligations,
so
revenue
in
17,
18
and
19
higher
than
forecast
travel
restrictions
in
20
and
21
reducing
those
total
crossings.
F
Of
course
those
forecasts
never
considered.
I
don't
think
a
global
pandemic.
In
fiscal
year,
20
revenue
was
seven
percent
lower
than
forecasted
and
20
fiscal
year.
21
revenue,
10
percent,
lower
than
forecasted
revenue
over
the
last
three
fiscal
years
averaged
106
million
53
million
each
year
for
kentucky
53
million
each
year
for
indiana
again
on
average,
the
rebound
has
been
gradual,
but
the
current
daily
traffic
is
very
close
to
those
pre-pandemic
traffic
patterns.
In
fact,
just
last
month
in
october,
we
saw
more
crossings
than
the
pre-pandemic
october.
F
F
Again,
we
want
those
drivers
crossing
our
bridges
to
have
that
prepaid,
account
and
transponder.
It's
the
most
efficient
and
cost
effective
for
them,
and
it's
the
most
efficient
and
cost
effective
for
us.
We
don't
have
to
generate
that
invoice,
determine
who
they
are
and
generate
that
invoice
drivers
with
the
prepaid
account
and
transponder
either
a
local
sticker
tag
or
the
easy
pass
transponder.
F
They
do
currently
make
up
70
of
collectible
crossings,
or
that
was
in
2021.
You
can
see
those
numbers
in
green
in
2021
of
collectible
crossings,
customers
that
did
not
have
a
prepaid
account
and
transponder
those
customers
that
we
had
to
say.
Okay,
who
are
you
and
send
them
that
invoice
accounted
for
30
percent?
F
On
average,
over
the
last
three
fiscal
years,
payment
was
collected
for
over
82
percent
of
all
crossings
on
riverlink,
toll
bridges
now
leakage
which
is
anticipated
toll
revenue
that
is
not
ultimately
collected.
It
is
expected
with
all
electronic
tolling
systems.
It's
a
recognized
risk
to
offer
the
convenience
of
cashless
operations,
enhanced
traffic
flow
safety
and
reduced
emissions.
F
We
are
very
excited
about
some
improvements
that
are
on
the
horizon:
for
riverlink
we've
selected,
a
new
toll
services
provider
through
a
competitive
process,
electronic
transaction
consultants,
etc,
etc,
is
going
to
handle
the
customer
service
and
back
office
operations
beginning
in
2023,
that's
going
to
include
image,
review
invoicing
and
all
customer
service
we're
currently
working
closely
with
indiana
and
etc,
and
our
tool
service
advisor
on
the
development
of
the
system.
It's
expected
to
include
several
improvements
and
several
enhancements
to
allow
for
again
improved
customer
service
experience.
C
F
A
You're
welcome,
okay
amanda.
You
gave
us
some
three-year
numbers.
Do
you
have
any
numbers?
You
know
we've
been
in
existence
for
five
years
over
that
five
years.
Are
we
in
the
raid
or
are
we
ahead
on
on
far
as
our
collections
and
over
those
five
years.
F
Yes,
sir,
we
have
done
well.
We
have
always
been
able
to
meet
our
debt
service
obligations
and
and
handle
any
maintenance
which
we
are
required
to
do
so.
No
in
the
first
five
years
we
have
not.
We
have
not
gone
in
the
red.
F
How
many
years
that's
right,
so
I
guess
those
would
have
been.
We
started
tolling
in
december
of
2016.,
so
the
project
would
have
been
finished
sometime
before
that
the
bonds
go
to
2053,
but
now
the
tiffia
loan
will
be
paid
off
in
2051.
A
F
Chairman,
if
you,
if
you
wouldn't
mind,
I
will
also
share
that
in
october,
kiptia
issued
150
million
series
2021
a
federally
taxable
bonds
and
34.5
million
series.
2021B
tax
exempt
bonds
for
a
total
of
185.3
million,
and
the
refunding
that
occurred
just
just
that
short
time
ago
resulted
in
58.5
million
in
net
present
value
savings
over
the
life
of
those
bonds.
So
that's
you
know
huge
for
riverlink
and
know
that
we
continue
to
work
with
the
financial
advisor
and
continue
to
seek
out
those
opportunities
where
appropriate.
F
F
I
hate
to
to
throw
a
number
at
you.
Can
I
get
back
to
you
on
that.
A
A
Okay,
seeing
no
further
questions
amanda,
thank
you
for
being
with
us
today
and
we
appreciate
your
report.
G
G
Yes,
sir,
thank
you
for
the
opportunity
to
be
here
with
you
all
today,
I'm
jason
sawala
assistant
state
highway
engineer
for
the
kentucky
transportation
cabinet.
I'm
going
to
speak
to
you
all
a
little
bit
today
about
highway
safety
and
specifically
about
some
media
questions
that
you
had
and
I'm
sharing
a
screen.
Can
you
all
see
that.
G
And
so
again,
very
much
appreciate
the
opportunity
to
come
and
speak
to
you
today.
You
know
I
would
I
would
just
ask
you
know.
I
know
that
this
is
being
cast
out
there
and
virtually
so
we
just
ask
for
folks
not
to
participate
while
driving
talking
about
highway
safety
and
want
to
make
sure
you
get
to
where
you're
going
safely
every
trip
every
time.
G
So
talk
a
little
bit
about
highway
safety
in
general
this
morning,
and
so
as
of
as
of
yesterday
morning,
we
had
had
697
reported
deaths
on
the
system
due
to
transportation
crashes
and,
as
we
talked
about
you
know,
messaging
and
communication,
and
things
like
that.
One
of
the
things
that
I
I
just
want
to
talk
briefly
about
is
one
of
our
areas
that
we
focus
on
is
occupant
protection,
and
you
know
so.
G
This
is
the
wearing
of
seat
belts
and
child
passenger
safety
seats
and
those
sorts
of
things
and
included
in
those
types
of
communications.
We
have
approximately
90
percent
of
kentuckians
who
wear
their
seat
belts
according
to
our
observed
seatbelt
surveys.
G
Yet
in
these
fatal
crash
numbers,
just
over
55
percent
of
vehicle
occupants
who
are
killed
in
in
vehicle
crashes,
are
not
wearing
a
seat
belt
or
not
properly
restrained,
and
so
when
we
talk
about
opportunities
to
communicate
and
opportunities
for
highway
safety,
working
with
drivers
on
safe
behaviors
is
is
something
that's
critical
because,
like
I
said,
almost
9
out
of
10
folks
wear
their
seatbelt
when
they
drive
or
when
they're
a
passenger
in
a
vehicle.
G
But
unfortunately,
these
serious
crashes
are
resulting
in
a
lot
of
folks
that
were
not
restrained
and
not
buckled
up
losing
their
lives,
and
so
I
just
I
just
wanted
to
kind
of
share
that
to
set
the
table
and
anytime,
I
say
anything
about
any
type
of
numbers.
When
we
talk
about
highway
safety,
I
just
I
really
want
to
remind
everybody
that
you
know
we
talk
about
highway
safety,
we
communicate
at
a
statewide
level
or
a
national
level
talking
about
statistics,
but
highway
safety
isn't
about
numbers.
Highway.
G
Safety
is
about
people
highway,
safety
is
about
local
communities
and
when
we,
when
we
really
get
down
to
it,
we
want
everybody
who
travels,
whether
that
be
in
a
vehicle
or
on
foot
by
bike
to
get
to
their
destination
safely,
every
trip
every
time,
and
so
when
we
talk
about
safety,
we're
talking
about
people
and
and
just
always
want
to
make
sure
that
that's
something
that
we're
communicating.
G
So
I
mentioned
just
a
second
ago
occupant
protection
being
one
of
our
our
emphasis
areas
in
our
strategic
highway
safety
plan,
and
when
we
talk
about
the
strategic
highway
safety
plan,
we're
talking
about
preventing,
you
know,
deaths
and
serious
injuries
as
a
result
of
crashes,
and
so
you
know
we
have
a
bold
goal
for
this
for
this
period
that
this
strategic
highway
safety
plan
covers
and
that's
to
be
under
500
deaths.
Obviously,
we
want
to
be
at
zero
deaths,
but
this
is.
G
This
is
the
interim
goal
that
we've
set
and
from
a
couple
slides
ago
talking
about
already
697
this
year.
G
We've
got
a
ways
to
go
and
there's
a
lot
of
opportunities
to
work
with
local
communities
to
work
with
partners
from
across
the
highway
safety
spectrum,
whether
that
be
public
health
or
education
or
engineering
or
enforcement
emergency
medical
services
to
do
those
sorts
of
things.
Those
six
emphasis
areas,
as
I
mentioned,
aggressive,
driving,
distracted,
driving,
impaired
driving,
occupant
protection,
roadway
departure
and
vulnerable
road
users
and
again
those
vulnerable
road
users
are
folks
that
aren't
in
you
know:
passenger
vehicles
or
commercial
vehicles.
G
Those
are
folks
like
pedestrians,
bicyclists,
motorcyclists,
low
speed,
electric
scooter,
operators
etc,
and
so
I
kind
of
jumping
into
the
into
highway
safety
messaging.
One
of
the
things
that
we
talk
about
from
a
highway
safety
perspective
is
asking
people
to
get
involved
and
so
the
way
that
we
kind
of
portray.
That
is
by
the
this
three
eyes
concept.
And
when
I
say
this,
you
know
I
can
get
involved
by
getting
informed
about
safety
and
hopefully
we're
doing
a
little
bit
of
that
today.
G
Getting
involved
in
improving
highway
safety
and
then
getting
intentional
about
the
example
that
we
set
out
there
on
the
roadway
in
our
in
our
own
vehicles
or
while
we're,
while
we're
traveling,
no
matter
what
mode
we're
traveling
in
and
so
a
part
of
the
way
that
we
help
to
do
in
information
and
involvement
on
on
things
that
are
important,
related
highway.
Safety
is
through
media
and
marketing
campaigns,
and
so
you
may
be
familiar
excuse
me.
You
may
be
familiar
with
some
of
these
campaigns
and
logos
that
are
on
your
screen
here.
G
Everything
from
you
know
national
nitsa
campaigns,
like
click
it
or
ticket
or
drive
sober,
get
pulled
over.
I
for
those
of
you
on
the
transportation
committee.
Last
month,
I
I
spoke
to
you
about
bike:
safe,
walk,
safe
drive,
safe
kentucky.
Looking
at
improving
safety
for
vulnerable
users
buckle
up
phone
down.
You
saw
a
logo
a
little
earlier
in
the
presentation
talking
about
those
two
life-saving
actions
when
you're
behind
the
wheel
and
realistically,
when
we
talk
about
investment
in
media
and
marketing,
it's
to
communicate
with
different
groups
who
use
the
transportation
system.
G
These
things
are
all
very
important,
because
each
one
of
these
actions,
that's
prevented,
helps
contribute
to
a
safer
system
for
everyone.
So
the
question
that
I
was
asked
to
talk
about
today,
amongst
any
other
things,
was
funding
for
these
types
of
campaigns
for
television
billboards,
etc.
Excuse
me,
and
so
those
numbers.
D
G
Up
here
on
the
screen
and
when
we
look
at
those
across
the
across
the
different
years,
those
vary
depending
on
different
types
of
campaigns,
and
one
of
the
things
that
that
we
attempt
to
do
within
the
office
of
highway
safety
is
to
make
sure
that
we're
cognizant
of
things
that
are
emerging
trends
here
in
kentucky
here
at
home
and
locally.
G
And
so
when,
when
I
spoke
to
the
transportation
committee
last
month
about
bike,
safe,
walk,
safe,
drive,
safe,
that's
in
response
to
you
know
an
opportunity
for
us
to
help
improve
safety
for
vulnerable
road
users,
specifically
bicyclists
and
pedestrians,
and
so
as
we
go
through
and
do
some
of
those
things.
G
G
And
so
you
know,
one
of
the
things
that
I
just
you
know
want
to
mention
is
that,
as
we
have
gone
through
the
last
several
years,
you
know
we
have
seen
increases
in
things
like
aggressive
driving
and
distracted
driving
increases
in
vulnerable
road
user
crashes
like
pedestrian
crashes
and
bicyclist
crashes,
and
so
we're
really
trying
to
focus
on
those
things
to
help.
People
understand
how
their
actions
impact
safety
of
not
only
themselves
but
others
who
use
the
system.
G
And
so
I
just
just
wanted
to
share
that
with
you
and
certainly
appreciate
the
opportunity
to
speak
with
you
today
and
happy
to
take
any
questions
that
you
may
have.
A
A
G
Well,
some
some
of
that
is
a
state
match,
and
then
some
of
those
are
for
programs
that
are
above
and
beyond
what
can
be
funded
by
nitsa,
due
to
different
rules
and
regulations,
and
so
again,
looking
at
that
bicyclist
and
pedestrian
opportunity
to
improve
safety
like
if
you
look
at
the
the
state
from
that
particular
year.
That
is
inclusive
of
the
development
of
of
the
walks,
drive,
walk
and
bike
safe
campaign.
A
On
your
death
total
we
have
every
year
for
for
accidents,
do
you
include
walkers
and
those
on
bikes?
In
that
total.
A
Okay,
all
right
and
and
when
you
do
your
statistics,
do
you
do
you
show?
I
know
you
show
that
we
see
the
deaths
by
by
county
from
time
to
time.
A
Is
there
any
other
information
that
you
do
if,
if
of
course,
we
saw
that
I
guess
leaving
the
roadway
is
the
number
one
cause
of
number
one
result
of
death?
Our
death
deaths
result
in
that
more
than
any
other
reason.
A
Other
statistics,
you
might
have
you
know
rural
versus
urban,
eastern
kentucky
versus
western
kentucky.
You
know
regional,
regional
issues
that
we
might
that
we
might
look
at
and
see
if
there's
a
particular
problem
in
an
area.
G
Yes,
sir,
those
are
those
are
things
that
we
analyze
annually
and
can
share
them.
We
actually
have
a
highway
safety
dashboard
that
looks
at
all
of
those
emphasis
areas
that
you
can
look
at
on
the
basis
of
a
county,
a
city,
a
region
like
an
area,
development,
district
or
kytc
district
or
kentucky
state
police
post.
We've
we've
really
gone
and
and
tried
to
put
that
information
together
to
help
make
it
actionable
for
folks
in
local
areas.
So
yeah,
yes,
sir,
that
is
available,
and
I
can
share
it
with
you.
Offline.
A
G
Yes,
sir,
so
as
a
part
of
the
the
highway
safety
improvement
program,
we
certainly
do
system-wide
analysis
of
those
types
of
items
both
for
rural
roadways
and
intersections.
And
those
are
those
are
things
that
we
analyze
to
look
at
opportunities
not
only
through
infrastructure,
but
also
through
these
other
types
of
concepts.
With
our
other
partners
to
be
able
to
prevent
deaths
and
serious
injuries.
A
A
You're
welcome
next.
Next,
up
is
representative
santoro
and
boone
county
judge
executive,
gary
moore.
A
Mr
chairman,
the
the
floor
is
yours,.
E
Thank
you
very
much.
This
is
such
a
great
group
that
I'm
in
front
of
I
just
want
to
say
that
a
lot
of
times
when
I'm
building
the
road
plan,
everyone
comes
to
me
and
says.
Well,
if
we
had
a
road,
we
can
get
a
development.
We
could
get
a
oh
anything
a
factory.
So
I
came
to
a
point
where
I'm
going
to
introduce
again
this
year,
a
transportation
improvement
district.
It's
like
a
tiff,
so
I'm
going
to
let
judge
moore
afterwards
explain
some
things,
and
this
is
some
good
business.
E
It's
just
another
tool
and
a
toolbox.
It's
not
a
mandate,
you
they
don't
have
to
do
this
just
want
to
let
you
know
a
transportation
improvement
district
or
what
I
am
calling
it.
A
transportation
development
district
is
a
special
assessment
district
to
improve
transportation
systems,
road
and
transit
related
and
also
water,
sewer
and
broadband
within
a
designated
area
of
a
county
or
a
city.
E
E
I
wanted
to
see
how
many
believers
and
non-believers
I
have
so
that's
why
I
filed
it
last
year,
but
this
year
we're
going
to
really
work
on
this
bill
and
everyone
is
invited
to
give
me
input
on
this.
This
type
of
special
assessment
district
often
adopts
a
larger
area-wide
approach.
That
generally
considers
benefits
on
a
pragmatic
basis,
rather
than
more
targeted
special
special
benefits
on
a
project
area.
So,
like
I
said
it
could
be
a
factory,
it
could
be
anything
that
something's
coming
into
your
community.
E
We
have
a
way
of
funding
it
under
the
plan
tids,
which
I'm
going
to
call
them
can
be
established
by
a
city,
a
county
or
crop
league
by
three
other
counties.
So
you
know
we
have
so
many
little
counties.
You
can
get
two
or
three
together
to
work
on
this
with
one
more
with
more
than
one
jurisdiction
participating.
A
tid
provides
a
form
for
cooperation
and
pooling
and
targeted
management
of
transportation
funding
resources
to
carry
out
a
specific
system
of
improvements.
So
this
is
just
some
good
business.
E
E
A
district
may
also
have
the
power
to
issue
debt
against
future
special
assessment
revenues
and
enter
into
contracts
related
to
the
improvements
under
the
my
proposal.
A
tid
would
not
have
the
power
of
condemnation
and
any
project
undertaken
by
a
tid
would
have
to
be
approved
by
the
entity
created
by
the
district.
So
we're
not
just
going
to
go
in
there
and
take
property
and
amend
domain
kids
will
be
able
to
bring
together
various
finance
financing
for
larger
local
projects,
and
it
can
even
be
used
as
a
conduit
for
developing
projects
on
state
highways.
E
If
transportation
agrees
to
it,
tids
will
be
able
to
compete
for
federal,
mpos
money,
as
well
as
various
grant
funding
made
available
by
federal
highway
administration
through
the
recently
passed
infrastructure
bill.
I
keep
talking
about
a
match,
so
this
could
possibly
help
us
a
tid
can
help
streamline
delivery
of
what
otherwise
would
have
been
a
challenging
project
to
implement
implement
by
only
one
local
entity
within
the
district
districts
may
be
in
better
position
to
respond
to
projected
growth
in
their
regions
and
often
promote
selected
transportation
system
improvements
as
drivers
for
economic
development.
E
H
Well,
thank
you,
chairman
santoro,
chairman
higdon,
to
all
the
committee.
It's
an
honor
to
be
with
you
here
today
and
get
to
share
some
of
my
thoughts
on
this
being
a
neighbor
to
hamilton,
county
of
ohio
and
part
of
the
oki
metro
region.
I
see
these
tools
being
used
within
our
region
and
in
my
neighboring
counties
and
they're
able
to
move
things
along
quicker
and
I
believe,
as
chairman
santoro
said,
it's
another
tool
in
the
toolbox.
H
We
know
with
limited
dollars
and
limited
resources
that
we
need
all
the
tools
we
can
have
to
get
these
things
done.
So
in
fast
growing
counties
it
would
be
important
a
boone
county,
a
scott
county,
jefferson
fayette
wherever
it
might
be,
but
I
also
see
this
as
a
tool
for
rural
counties,
as
the
chairman
said,
being
able
to
work
together
in
a
regional
way
with
two
or
three
counties.
H
H
There
was
one
underway:
the
northeast
boone
county
study
that
o.k.I
our
council
of
governments,
our
mpo
in
cincinnati
was
doing,
and
I
became
the
chair
of
it
right
away
because
the
former
chair
did
not
win
their
election,
so
I
came
into
that
in
the
middle
of
a
transportation
plan.
Since
then,
in
boone
county
we've
2007,
we
did
a
county-wide
transportation
plan
and
then
we
updated
that
again
in
2015.
H
H
We
have
built
many
pieces
of
this.
The
next
piece
that
is
is
coming
at
us
quickly
is
a
section
from
kentucky
237,
pleasant
valley,
road
down
to
kentucky
536
hathaway
road,
the
first
northern
section
of
that
we
had
identified
the
corridor
years
ago.
What
has
happened,
developers
bought
the
land,
they've
built
subdivisions
and
that
corridor
is
now
closed
off.
Our
option
now
is
to
widen
the
existing
road
rather
than
build
the
parallel
road
and
we're
going
to
impact
people's
driveways
their
front
yards.
H
H
We
could
do
this
with
about
five
properties
rather
than
52
properties,
and
just
think
about
that
in
the
in
the
arena,
in
the
in
in
the
parameters
of
time
and
cost
developers
that
are
buying
this
land,
where
this
quarter
exists
are
already
coming
to
the
planning
commission,
with
their
development
plans,
they're
willing
to
work
with
us
two
particular
developers
in
going
ahead
and
preserving
the
corridor
and
selling
us
the
land
at
their
purchase,
price
they're
buying
raw
land,
in
this
case,
at
about
twenty
five
thousand
dollars
an
acre,
and
what
we
need
for
right
away
is
not
that
much
and
they're
going
to
sell
us
that
land
to
preserve
the
corridor
at
their
cost,
rather
than
the
after
development
costs,
which
will
be
many
times
greater
than
that
and
we're
impacting
new
development.
H
So
the
transportation
improvement
district
with
the
partnership
of
boone
county,
the
developer,
other
landowners
and
the
commonwealth.
We
we
could
do
something
that
would
preserve
a
corridor
it's
there
when
the
project
is
funded
by
this
committee
and
by
the
legislature
and
it's
a
win-win
for
everyone.
That's
just
one
example,
as
chairman
said,
he
wants
to
make
this
more
than
just
transportation.
Let's
use
water.
H
H
I
have
a
fire
district
that
has
two
fire
hydrants
in
the
whole
fire
district
and
we
need
to
get
water
out
there,
but
by
working
with
the
county
through
a
transportation
development
district,
our
water
district
landowners
and
consumers
that
would
possibly
pay
a
monthly
surcharge
on
a
project
such
as
this
wrapping
that
into
a
transportation
improve
or
trans
a
transportation
development
district
would
be
a
great
tool
to
have
now
the
ohio
bill.
It
goes
further
than
what
is
being
proposed
here.
H
If
you
read
that,
as
there
are
some
things
in
the
ohio
provision
where
they
do
have
content
content
condemnation
authority,
we're
not
proposing
that
the
chairman's
not
they
have
taxing
authority,
that
includes
tolls.
That's
not
part
of
this.
I
understand
I'm,
not
I'm
not
a
legislator,
but
from
our
discussions
we
know
some
of
those
land
mines
that
may
be
you
know
would
would
be
a
an
issue
to
the
bill
passing.
I
think
we're
aware
of
that.
H
So
when
you
read
it,
the
ohio,
transportation
improvement
district
know
that
this
is
an
example,
but
not
exactly
the
same
thing
and
looking
at
my
notes,
I
think
just
in
wrapping
up
and
we
wanted
to
allow
time
for
q
a
that's
mainly
why
I'm
here,
I've
served
as
boone
county
judge
executive
for
23
years.
H
I've
been
president
of
the
oki
council
of
governments,
the
mpo
I've
seen
us
fund
transportation,
improvement
districts
on
the
ohio
side
of
the
river
and
do
it
very
efficiently
and
equitably.
I'm
a
past
president
of
caico.
I
understand
the
need
to
have
a
tool
for
our
rural
counties
as
well
as
our
more
quickly
growing
counties.
H
I've
been
involved
on
the
national
level
as
chair
of
the
naco
transportation
committee
and
I'm
the
past
president
of
caico
and
the
national
association
of
counties.
What
I
see
other
states
doing
in
this
arena.
It's
not
always
about
raising
a
tax,
it's
not
always
about
asking
for
for
money,
but
it's
asking
for
authority
and
tools
to
do
things
on
our
own
and
that's
how
I
view
this
bill.
Other
states
are
doing
it
and
I
believe
it
could
work
well
here.
H
E
I
do
want
to
mention
that,
in
the
event
that
this
becomes
statute,
the
taxing
district,
either
the
county,
physical
court
or
a
city
commission-
will
have
an
elected
official
left
half
to
approve
this
tax.
So
it's
not
going
to
be
a
body
like
we
have
now
it
will
have
to
be
elected
officials.
So
any
questions,
mr
chairman,.
H
So
a
tool
such
as
this
in
my
county,
we
possibly
would
be
the
the
borrowing
entity
giving
a
better
interest
rate,
a
better
bond
rate
and
better
better
tools
than
we
would
normally
get
through.
The
traditional
process
and
other
counties
may
have
that
same
opportunity,
and
it
would
be
the
elected
officials
that
would
have
to
vote
on
this.
Not
an
appointed
board.
D
Thank
you,
mr
chairman
and
chairman.
I
just
wanted
to
ask
just
a
couple
questions.
We
have
a
very
successful
tif
district
in
warren
county.
The
revitalization
of
downtown
through
that
has
been
nothing
short
of
amazing.
We
have
a
professional
ballpark,
you
know
performing
arts
centers,
I
mean
restaurants.
Things
are
happening
there
like
crazy
and,
of
course,
this
last
session
we
did
the
one
that's
up
in
the
west
end
in
louisville.
H
If
I
may,
the
tiff
would
be
one
of
the
funding
sources
for
a
transportation
development
district
or
an
infrastructure
development
district
they're
different,
the
tiff
would
not
could
not
be
a
recipient
of
a
federal
allocation.
It
could
not
apply
for
grants
through
the
mpo
or
through
your
ad
districts.
H
This
is
a
fiscal,
a
fiscal
agreement
between
the
various
partners
and
many
times.
The
tiff
is
one
of
the
funding
pieces
of
the
tit,
my
understanding
with
the
way
this
is
written
as
I
read
through
it.
If
there
are
any
revenues
that
impact
the
commonwealth.
Of
course,
commonwealth
would
have
to
approve
this
right,
but
if
it's
a
local
transportation,
development,
district
or
or
development
district,
then
it
would
be
those
bodies
that
are
that
are
taking
on
the
obligation
and
the
debt
and
not
the
state,
so
it
could
be
one
or
the
other.
H
G
D
And
mr
chairman,
if
I
could
one
more
please
as
far
as
like
you
were
talking
about,
I
think
is
ohio.
You
said
that's
used
this
very
very
successfully.
Ohio.
E
E
E
D
C
E
C
Yeah,
so
thank
you
chairman,
so
so
I
understand
that
you
could
could
buy.
Let's
say:
you've
got
five
property
owners
out
there
and
you've
bought
four
of
them
without
eminent
domain.
Then
you
have
one
hold
out.
C
A
B
Thank
you.
My
question
is
for
representative
santoro
representative:
do
you
feel
that
this
is
a
good
bill,
good
sponsor
or
bad
sponsor
good
bill.
E
E
A
Mr
chairman,
what
about
would
this
work
for
sam
walls?
E
A
We
do
have
a
lot
of
requests
for
those
I
know
we
do.
We
do
help
me
understand
the
the
who
approves
this
and
and
who's
the
governing
body
is.
Is
this
going
to
be
the
city
or
the
county,
or
is
this
going
to
be
a
a
separate
entity.
A
Okay,
but
they
they
somebody
would
be
the
governing
body
of
of
that.
That
group,
because
I
you
know
you
would
want
to
be-
you
want
to
make
sure
that
elected
officials
are
involved
anytime.
You
talk
about
tiff.
Is
you
know
it's
a
it's
a
it's
it's
a
tax,
so
we
want
to
make
sure
that
we
have
elected
officials
that
that
are
accountable
for
that
that
they
make
sure
what
they're
doing.
E
A
Is
you
know
one
that
if,
if
you
have
a
large
area-
and
you
have
a
lot
a
lot
of
people
involved
in
the
tf,
you
know?
Is
there
a
minimum
and
maximum
that
you
could?
You
know,
try
that
percentage,
that
you
would
you
know?
Typically
it's
a
property
tax
or
a
payroll
tax.
You
know
I,
I
guess
you
wouldn't
want
to
build
a
road
and
only
have
very
few.
You
know
the
build
it
and
they
will
come.
A
You
build
it,
expecting
a
huge
industry
to
come
and
they
don't
come.
You
know
who's
left,
holding
the
bag.
H
I
may
respond
to
that
as
well.
In
ohio,
the
tids,
the
transportation
transportation
improvement
districts
have
been
so
successful
when
the
state
is
doing
its
transportation
plan,
it
will
allocate
upfront
money
to
the
tids
to
do
certain
things
in
that
biennium,
because
it's
blended
funds,
it's
making
the
state
funds
go
further
and
in
some
cases
it's
almost
become
renewable,
where
they
may
put
250
000
a
year
into
the
tid
for
10
years
or
something
to
that
effect
to
be
able
to
issue
to
be
a
partner.
H
But
of
course
that
would
be
up
to
you
when
you
prepare
your
budget
as
to
whether
you
would
fund
a
particular
district
and
at
what
level
the
district.
As
I
see
it,
would
have
to
make
the
case
of
what
they
need
the
funds
for
and
whether
or
not
you
would
want
to
be
able
to
allocate
those
funds
to
it.
The
other
thing
that
this
district
does
in
ohio.
H
It
goes
to
the
the
the
funding
process
like
in
within
the
transportation
budget
in
northern
kentucky,
with
what's
called
snk
funds,
they're
local
funds
that
are
issued
to
each
ad
district
or
mpo.
This
district
could
apply
to
those
projects
it.
H
It
may
be
safety
improvements,
it
may
not
be
a
new
road,
it
may
be
10
intersections
that
need
turn
lanes
or
traffic
signals
or
better
striping
for
safety,
as
we
just
heard
in
the
last
presentation
that
could
also
be
funded
by
a
district
and
those
could
be
requested
through
the
process,
so
they
can
receive
in
ohio.
They
can
receive
state
allocated
funds
to
partner
and
do
certain
things
more
efficiently
and
more
effectively
and
sometimes
really
much
quicker.
B
Thank
you
chair.
Thank
you,
gentlemen.
Hi
judge
nice
to
see
you.
I
just
have
a
couple
questions
sort
of
following
up
on
the
chairs
questions.
Just
if
you
can
talk
a
little
bit
about
the
guardrails
here,
you
know
if
a
project
was
funded
and
it
didn't
come
to
fruition
and
then
talking
about
ohio
and
how
long
they've
been
doing
this.
Have
you
seen
any
examples
of
where
this
didn't
work
out?
Well
that
we
can
learn
from
and
put
into
this
bill
to
protect
us.
E
Not
as
far
as
a
failure
in
ohio
or
anywhere
no
the
best
thing
about
this,
is
you
know
you
hear
about
the
six
year
road
plan.
This
makes
it
faster
for
us.
That's
why
I
want
it,
because
I
get
tired
of
everybody
saying
the
six
year
plan
takes
so
long.
This
way
it's
there
and
you
can
use
it
a
lot
quicker.
B
Just
the
guard
rails
will
be
put
in
place,
so
you
know
when
we're
considering
these
would
any
of
the
projects
have
to
reach
a
certain
price
threshold
or
safety
threshold,
as
the
judge
mentioned
something
along
those.
Would
we,
as
the
state
put
any
guardrails
in
there,
would
be
completely
left
up
to
the
municipalities.
H
All
and
keep
in
mind
that
any
lending
institution
before
they're
going
to
loan
money
to
a
project
they're
going
to
make
sure
that
those
protections
are
there.
So
I
could
see
the
county
and
or
the
city
if
it
touches
the
city
needing
to
back
the
bond.
Otherwise
I
don't
think
you
get
the
lending,
so
we
would
want
to
make
sure,
as
elected
officials
at
the
county
level,
that
the
project's
solid,
that
it
makes
sense
and
that
we
can
make
the
numbers
work.
A
Any
other
questions,
seeing
none
that
I
do
want
to
make
an
introduction,
if
you
don't
mind,
morgan
cecil,
hiding
out
back.
There
is
our
new
staff
person
for
senate
transportation
committee,
and
we
want
to
thank
laura
beth
long
who
had
that
position
for
for
quite
a
while
who's
moved
up
in
other
assignments.
So
morgan
welcome
to
the
transportation
committee.