►
Description
This is the fourth and final meeting and work session of the 2021-2022 Interim. Please see the agenda and "Work Session Document" for details.
For agenda and additional meeting information: https://www.leg.state.nv.us/App/Calendar/A/
Videos of archived meetings are made available as a courtesy of the Nevada Legislature.
The videos are part of an ongoing effort to keep the public informed of and involved in the legislative process.
All videos are intended for personal use and are not intended for use in commercial ventures or political campaigns.
Closed Captioning is Auto-Generated and is not an official representation of what is being spoken.
A
Good
morning,
and
forgive
us
for
a
short
delay
in
getting
started,
welcome
to
the
fourth
and
the
final
meeting
for
the
joint
interim
standing
committee
on
growth
and
infrastructure.
I
know
you
guys
are
all
going
to
miss
us,
but
we'll
see
each
other
again
just
a
few
months
up
in
carson
city,
we
will
call
our
roll
first
and
for
those
members
attending
virtually.
Would
you
please
turn
on
your
cameras
and
respond
when
you
hear
your
name
being
called
miss
harper?
Would
you
please
call
the
role.
D
E
A
And
I
am
present,
as
you
can
see,
we
have
members
joining
us
here
in
las
vegas
and
grant
sawyer
a
few
up
in
the
legislative
building
in
carson
city
and
a
few
virtually
we,
this
july
is
a
crazy
busy
month
for
legislators,
there's
conference
after
conference
after
conference,
but
it
makes
us
better
leaders
for
you
all,
so,
forgive
us
being
all
over
before
we
get
started.
There's
a
few
housekeeping
items.
A
I'd
like
to
go
over,
we
like
to
remind
everyone
to
please
silence
all
of
your
electronic
devices,
especially
your
cell
phones
and
laptops
during
the
meeting
for
the
members
joining
us
online.
Please
mute
your
microphone
when
you
are
not
speaking,
but
please
leave
your
cameras
on.
Additionally,
I
ask
that
our
presenters
that
are
on
zoom
call
to
leave
your
cameras
off
and
microphones
muted.
Until
I
call
the
agenda
item
that
you're
listed
on
for
your
presentation,
the
zoom
video
call
has
a
chat
feature.
However,
this
feature
is
only
to
be
used
for
technical
assistance.
A
Any
links
or
information
that
you
would
like
to
share
during
the
presentation
should
be
stated
verbally
on
the
record.
The
committee's
meetings
materials
can
be
found
on
the
nevada
legislature's
website.
You
can
also
sign
up
for
the
electronic
notifications
related
to
any
activity
on
this
committee's
website.
A
A
If
you
do
not
testify,
you
may
also
want
to
sign
in
so
there
is
a
record
of
who
is
interested
in
a
particular
topic
and,
in
the
event
of
the
committee
needs
to
contact
you
in
the
future
when
testifying
in
person.
Please
turn
on
your
microphones
hit
this
mic
button
to
speak
and
when
you're,
not
speaking,
please
turn
that
off.
A
A
A
Emailing
comments
to
the
committee's
email
address
is
another
way
to
submit
your
public
comment
or
you
can
submit
comment
by
writing
to
us
to
the
research
division
or
you
can
fax.
Your
comments
to
us
got
a
lot
of
ways
to
reach
us.
You
can
find
the
phone
number
and
the
fax
number
email
address
and
mailing
address
on
our
agenda.
A
So
with
that
we
will
move
to
our
first
session
of
public
comment
and
today,
in
addition
to
our
committee
meeting
at
the
end,
we
will
hold
our
work
session
so
bps.
Do
we
have
anyone
waiting
and
the
to
make
public
comment?
If
there's
anyone
here
in
las
vegas,
you
can
take
a
seat
at
the
table.
If
there's
anyone
in
carson
city
go
ahead
and
take
a
seat
at
the
tables,
there
don't
forget
to
state
your
name
for
the
record
and
each
time
you
speak,
you
have
to
say
your
name
again.
F
Good
morning,
madam
chair
for
the
record
danny
thompson-
I'm
here
today
representing
ibw
local
396
and
operating
engineers,
statewide
and
in
california,
we're
excited
about
the
prospects
of
a
presentation
you
have
today
on
hydrogen,
and
you
know
hydrogen.
While
it
seems
like
some
space
age
thing,
I
think
a
little
history
would
be
an
order
for
understanding
in
nevada
in
1940.
F
As
part
of
the
war
effort.
The
bmi
complex
was
built
in
henderson
nevada.
At
that
complex
through
the
process
of
electrolysis
they
used
salt
water
and
put
saltwater
water
into
these
giant
cells.
The
buildings
were
an
acre
in
size.
There
were
two
buildings:
they
had
some
790
something
of
these
cells.
In
there
the
power
came
from
hoover
dam
directly
from
the
dam
because
it
was
a
war
effort.
They
they
built
the
power
lines
underground,
be
for
fear
that
germany
or
japan
would
bomb
them
and
disrupt
the
manufacture
of
many
magnesium.
F
Now,
since
1940
up
until
about
2010
that
plant
operated,
it
made
massive
quantities
of
green
hydrogen,
and
I
tell
you
that
story
to
tell
you
this.
I
know
because
as
a
19
year
old
kid
who
didn't
know
too
much
better,
I
was
a
cut
out
electrician
on
those
ship
cells
because
you
had
to
cut
them
out,
live
600,
volts
dc
from
hoover
dam
and
you
couldn't
shut
the
dam
off
and
so
those
when
you
wanted
to
change
one
of
these
things
it
had
to
be
done
live.
F
But
you
know
hydrogen
is
the
most
abundant
element
in
the
universe
and
because
that
hydrogen
was
made
from
hydropower,
it
literally
was
green
hydrogen.
Now
they
utilize
that
hydrogen
to
make
hydrochloric
acid,
they
would
burn
the
hydrogen
and
and
chlorine
together.
And
then
you,
you
get
the
condensation
that
makes
food-grade
hydrochloric
acid
and
they
sold
that
acid.
F
But
you
could
go
to
that
same
location
right
today
tomorrow
and
put
those
cells
back
in
order
simply
put
water
in
them,
and
you
would
make
pure
hydrogen
h2o
two
hydrogens
and
an
oxygen
you'd
get
oxygen
and
hydrogen
and
in
massive
quantities.
You
know,
because
you
have
the
power
of
hoover
dam
and
so
we're
really
excited
about
the
prospects,
and
you
know,
like
I
said
hydrogen
sounds
like
some
far
fetched
idea
or
some
space
age
thing,
but
it's
not,
and
so
we're
excited
about
the
opportunity
to
listen
to
the
presentation
today.
Thank
you.
G
A
A
D
D
D
A
A
I
Okay,
here
we
go
hi.
My
name
is
barry
levinson,
I'm
a
resident
of
reno
and
a
retired
physician
from
san
rafael,
california,
I'm
also
a
volunteer
with
sarah
club.
Although
these
comments
are
my
own,
one
thing
I
noticed
when
we
moved
to
reno
is
the
paucity
of
rooftop
solar
panels.
I
am
dismayed
by
this.
Given
that
nevada
has
the
perfect
environment
for
solar
power
generation,
I
learned
that
the
lack
of
rooftop
solar
was
primarily
due
to
the
reduction
in
net
metering
rates
by
the
pacn
in
2015..
I
Fortunately,
the
legislature
reversed
this
with
a
very
good
bill
in
2017
ab405
that
restored
adequate
net
metering
rate.
So
thank
you.
I
am
currently
taking
advantage
of
this
law
and
putting
solar
on
my
roof
this
year,
but
rooftop
solar
is
not
available
to
many
people
in
nevada,
whether
they
rent
can't
afford
to
put
panels
on
their
roofs
or
have
a
roof.
That
is
not
situated
well
for
solar
panels.
Many
nevadans
simply
cannot
take
advantage
of
solar
energy.
I
They
are
missing
out
on
the
financial
benefits
over
time
and
on
being
part
of
the
transition
to
renewable
energy.
Access
to
solar
energy
is
also
an
environmental
justice
issue.
The
black
brown
and
indigenous
communities
are
most
likely
to
suffer
from
increased
energy
burden
spending
a
greater
percentage
of
their
income
on
electricity.
I
I
I
The
goal
of
this
bill
is
to
expand
solar
access
and
lower
electricity
prices
for
thousands
of
nevadans
priced
out
of
traditional
rooftop
solar
systems.
Ab465
requires
nv
energy
to
provide
for
at
least
three
and
not
more
than
10
community-based
solar
resources.
This
is
a
pilot
program
to
see
how
community
solar
can
work
in
our
state.
I
Three
years
after
the
passage
of
ab465
envy
energy
has
only
one
operational
community
solar
site
at
the
mojave
high
school
in
las
vegas
with
two
other
sites.
Under
construction
planned
for
completion
late
this
year
or
early
next,
one
is
in
reno
and
the
other
is
in
las
vegas.
While
this
may
be
considered
progress,
it
is
not
expensive
nor
fast
enough
for
the
people
suffering
right
now
with
high
energy
burden.
It
is
also
too
slow
in
helping
nevada
quickly,
ramp
up
its
supply
of
renewable
solar
energy
and
reduce
its
use
of
fossil
fuel
power
production.
I
I
am
asking
the
nevada
legislature
or
the
pucn
to
hold
nb
energy
accountable
to
quickly
expand
this
program
to
the
maximum
of
10
community
solar
sites
allowed
in
ab465
and
move
from
there
to
expanding
to
much
more
community
solar
in
nevada.
The
climate
emergency
is
now
and
we
must
address
it
in
a
speedy
and
equitable
manner.
Thank
you
very
much.
A
H
I'm
sorry,
the
public
line
is
open
and
working
and
there
are
no
more
callers.
A
Thank
you
so
with
that
we
will
close
this
section
of
public
comment
and
again
we'll
have
another
opportunity
for
public
comment
at
the
end
of
today's
meeting,
we'll
go
on
to
agenda
the
third
item
on
our
agenda,
which
is
the
approval
of
the
minutes
from
the
may
11th
meeting
and
members.
You
have
that
the
minutes
in
front
of
you,
I
know
a
few
of
you
are
substituting
in
for
some
of
our
committee
members
who
couldn't
be
here,
so
I
hope
you've
had
an
opportunity
to
review
the
minutes.
C
C
A
A
We
have
mr
sanchez,
who
will
be
joining
us
from
goet
he's
a
deputy
director
of
economic
development
and
mr
james
hume,
the
director
of
public
policy
and
government
affairs,
ed
gowett
and
john,
and
I'm
gonna
kill
your
last
name.
I'm
sorry
repesto
rostrepo.
There
we
go
principal
rcg.
A
So,
gentlemen,
the
floor
is
yours
for
a
presentation
on
the
working
group
that
was
established
to
bring
the
regions
and
organizations
and
stakeholders
together
to
identify
infrastructure
projects
that
will
enhance
the
growth
of
new
industries,
build
strong,
long-term,
sustainable
job
growth
and
growth
across
sectors
throughout
the
region.
Transportation
is
a
key
sector
so
good
morning
and
welcome
to
growth
and
infrastructure.
Good.
J
Morning,
jerry,
thank
you.
Chris
sanchez,
deputy
director
governor's
office
of
economic
development
for
the
record,
so
a
couple
of
things
today,
I'd
like
to
do,
is
provide
a
background
on
how
we
arrived
at
establishing
this
working
group.
Subsequently,
the
process,
the
working
group
and
then
the
findings.
J
Please
keep
in
mind
that
the
overall
report
is
about
100
pages,
with
an
executive
summary
which
we
have
left
copies
with
the
committee
staff
to
distribute
to
the
committee
members
and
can
be
found
on
our
website
at
goed.nv.com
and
we're
happy
to
answer
any
any
questions
that
may
arise
in
terms
of
the
presentation.
So
I'll
start
with.
Let
me
get
my
awareness
here
with
this
thing:
okay,
perfect,
so
to
paint
a
picture.
So
one
of
the
things
that
we're
looking
at
in
economic
development
is
what
we
call
the
megapolitan
clusters.
J
J
So,
while
we're
working
on
the
technical
issues
here,
I
will
progress
and,
given
that
we,
I
think
we're
moving
this
way
with
these
arrows
so
yeah,
oh
there
we
go
perfect.
Okay!
Thank
you,
user
error.
We're
good!
Thank
you,
so
so
one
of
the
things
that's
important
to
understand,
too,
is
our
industry
clusters
and
the
growth
that
we've
seen.
So
this
here
is
southern
nevada
industry
based
this
comes
from
desert
research.
J
Excuse
me,
sri
international,
a
research
firm
that
we've
used
over
the
years
in
putting
together,
like
our
resiliency
plan,
for
instance,
that
we
issued
after
the
pandemic.
This
actually
comes
out
of
that
resiliency
plan.
What
you're
looking
at
here
is
the
maturity
of
industries
as
they
relate
to
the
national
average,
and
so
you
can
see
in
the
top
left
quadrant
that
tourism
and
gaming
and
entertainment
is
very
mature,
no
surprise
there
for
southern
nevada.
I
think,
what's
probably
most
interesting.
J
Here
is
the
rise
of
logistics
and
operations,
and
if
we
had
pulled
a
similar
slide
about
two
years
ago,
you
would
see
logistics
and
operations,
probably
hovering
around
that
0.0
to
0.5
range,
but
post
pandemic.
We
see
a
tremendous
growth
and
this
kind
of
gets
at
why
we
set
up
this
committee,
so
we
recognize
coming
out
of
the
pan,
the
pandemic
that
we
had
seen
a
10
years
growth
in
e-commerce.
In
the
q2
of
2020..
J
That
became
more
more
pertinent,
as
we
were
coming
out
of
the
pandemic
because
of
supply
chain
challenges,
but
also
because,
more
recently
of
what's
going
on
with
the
ukraine
and
russia
and
the
stability
factor
there
so
but
to
take
the
takeaway
from
this
slide
is
that
we
have
growing
industries
in
southern
nevada
to
include
health
and
medical
services,
and
the
logistics
and
operations
is
growing
quite
rapidly.
J
No
surprise,
as
you'll
drive
around
the
valley
and
see
north
las
vegas
and
and
henderson
and
the
growth
that's
occurring
there
and
we'll
talk
a
little
bit
about
the
other
clusters.
Here
as
we
move
through
our
discussion
on
infrastructure,
so
the
purpose
of
the
working
group,
as
the
chair
had
indicated
in
in
the
summary
there.
Essentially,
we
wanted
to
pull
leaders
in
the
community
together
to
really
understand
what
our
growth
potential
was.
J
J
Each
meeting
had
a
theme
we
brought
in
experts
like
well.
Excuse
me
name
is
john
blank.
I
can't
remember
I'm
sorry,
but
the
name
escapes
me.
It
was
this
person
I
wanted
to
highlight,
but
we
had
a
number
of
speakers
that
were
from
all
over
the
country.
Chris
gutierrez
was
one
from
the
kansas
city,
smart
port,
and
the
reason
that
we
brought
in
chris,
for
instance,
is
that
he's
a
principal
at
the
kansas
city
smartport.
J
Now,
if
you've
been
through
kansas
city,
you
know
that
they've
got
a
lot
of
rail,
an
industrial,
heavy
industrial
presence
and
that's
historic,
but
they
were
at
a
crossroads
in
the
ear
in
the
in
the
late
1990s,
as
they
were
looking
to
to
grow
thoughtfully
and
develop
a
a
strategy
that
would
keep
them
relevant
and
you're.
Gonna
hear
me
use
that
term
as
we
work
through
this
for
this
this
presentation
and
that
is
being
relevant
to
industry
and
in
their
region,
and
so
each
meeting
had
a
theme.
J
We
also
conducted
one-on-one
interviews
with
all
the
working
group
members,
and
here
are
the
organizations
that
those
members
were
from.
So
we
had
a
good
cross-section
of
our
utility
providers,
our
county,
our
cities,
our
inchi,
as
well
as
the
individual
institutions,
and
the
questions
that
we
posed
range
from
you
know
from
their
perspective.
What
do
they
see
as
our
assets?
What
do
they
see
as
opportunities?
What
do
they
see
as
things
that
we
need
to
focus
on
that
may
prevent
us
from
from
achieving
our
goals
in
southern
nevada
and
so
the
central
points?
J
So
one
of
the
things
that
came
out
of
this
is
that
southern
nevada
needs
a
bold
strategy
to
derive
the
type
of
evolutionary
change
that
is
needed.
You'll
hear
me
say
this
in
this
presentation
that
came
up
repeatedly
in
all
of
our
interviews
was
that
there
needs
to
be
a
an
ability
for
the
region
to
come
together
to
make
decisions
that
are
regional
and
focused.
So
I
started
with
that.
Megapolitan
slide.
One
thing:
that's
important
to
consider:
there's
a
few
things
here.
J
Actually,
so,
if
you
consider
the
inland
empire,
for
instance,
think
of
the
port
of
long
beach,
part
of
la
there's
about
two
billion
square
feet
of
warehousing
space
there,
but
they
only
have
one
percent
of
that
available,
so
they
are
at
capacity
they
are
experiencing
about
ten
percent
growth
annually.
Five
to
ten
percent
is
expected
this
year,
and
that
is
20
and
21
we're
over
five
percent
growth.
J
They
have
gotten
into
a
strategic
partnership
with
our
our
friends
in
utah
at
the
utah
inland
port
authority,
where,
in
the
long
term
they
envisioned
being
able
to
move
freight
from
the
port
to
salt
lake
city.
That
would
then
be
distributed
across
the
intermountain
west
and
we
see
development
occurring
rapidly
in
our
surrounding
states.
J
And
so
this
idea
of
a
bold
strategy
is
one
that
we
think
needs
to
be
informed
by
a
real
good
understanding
of
what's
happening
around
us
and
the
how
the
region
fits
into
the
greater
southwest
and
the
trends
that
are
happening
in
california,
from
a
policy
standpoint
as
well
as
in
the
states
that
I
mentioned
in
arizona
and
utah,
and
so
you
know
how
we
grow
and
and
the
strategies
that
we
put
behind
that
growth.
It
matters
across
all
jurisdictions
of
government
here
in
southern
nevada.
J
So
one
of
the
things
that's
an
advantage
to
some
extent
is
that
we
are
not.
You
know
all
the
infrastructure
in
southern
nevada.
I
shouldn't
say
all
most
of
is
relatively
new.
We
don't
have
150
year
old
infrastructure
in
the
ground
that
hinders
our
growth
or
requires
large
capital
expenditures
to
modernize,
and
so
that
is
an
advantage
of
course.
There
also
cuts
both
ways
and
that
we
don't
have
infrastructure
in
key
areas
of
our
valley,
because
we
were
opening
those
up
for
development
for
the
first
time.
J
One
note
and-
and
this
will
probably
come
up
again
in
this
presentation,
but
one
of
the
things
to
think
about
is
water.
So
much
of
what's
been
communicated
around
water,
especially
in
the
national
press,
is
the
deficit
at
lake
mead.
But
the
hidden
story
here
is
that
southern
nevada,
water
authority
in
the
las
vegas
valley,
water
district,
has
done
a
tremendous
job
in
reuse
and
recycle
in
fact
they're
a
leader
globally,
not
just
nationally.
J
As
you
can
imagine
second
point,
southern
nevada
is
not
using
a
standard,
originally
adopted
planning
model
for
forecasting.
So
one
other
thing
is
you
know
we
like
many
regions,
we
have
a
multiple
jurisdictions,
a
lot
of
research
being
done,
a
lot
of
planning
being
done.
J
This
happens
at
the
state
level
as
well
and,
and
one
of
the
things
that
came
up
repeatedly
is
the
ability
to
to
reduce
barriers
and
silos
and
start
to
look
at
things
more
holistically
and
pull
resources
where
we
can,
instead
and
and
and
help
kind
of
reduce
duplication,
but
also
arrive,
I
think
better
decisions
because
of
more
readily
available
data
and
modeling.
J
This
third
point
is
what
needs
to
be
done
to
address
the
needs
to
move
towards
a
more
diverse
population
in
southern
nevada.
So
one
of
the
things
that
was
very
important
is
we
thought
about
the
structure
both
of
the
committee
and
in
our
dialogue
with
everybody,
was
in
looking
through
the
lens
of
all
of
our
communities
and
understanding
where
each
of
our
communities
currently
is
and
what
we
may
need
to
do
to
help
all
of
our
communities
be
successful
and
achieve
their
goals,
both
at
the
community
level
and
regionally,
and
I'll
talk
more
about
that.
J
So
one
of
the
things-
that's-
you
know
you've
heard
me
mention
already,
but
that
is
land
and
essentially
we
have
to
start
with
land
and
then
secondarily
the
infrastructure
that
goes
to
that
land,
so
that
we
can
basically
entertain
the
idea
of
growth
in
economic
development.
J
We
see
that
through
in
site
selectors,
we
see
that
through
companies
that
are
kind
of
coming
in
and
kicking
the
tires
and
wondering
where
they
might
be
able
to
land
in
southern
nevada
to
accomplish
their
goals,
and
we
are
in
a
situation
presently
where
I
think
you
probably
have
all
heard
by
now.
We
have
a
land
deficit.
J
The
challenge
we
have
in
southern
nevada
is
that
we
don't
have
enough
contiguous
land
available
and
large
enough
footprints
to
allow
for,
or,
I
should
say,
meet
the
demands
of
where
industry
is
and
where
we
do
have
in
the
limited
capacity.
I
should
say
cases
where
we
do
have
sizable
footprints
of
land.
There
aren't
many,
but
where
we
have
them,
we
don't
have
the
infrastructure,
and
so
this
is.
It
really
goes
to
the
heart
of
our
competitiveness.
J
Our
ability
to
draw
down
federal
land
and
then
subsequently
match
that
with
a
strategic
and
and
thoughtful
intent,
around
infrastructure
will
speak
to
our
ability
to
compete
in
the
region
as
time
goes
on
the
other.
So
economic
diversification
in
this
slide
that
we
have
in
front
of
you
here.
Globalization
of
lodging
and
hospitality
industry,
especially
the
digitization
digitization
of
gaming,
can
become
a
significant
threat
to
southern
nevada.
J
But
it
also
is
an
opportunity
and
you'll
hear
me.
We'll
use
the
word
opportunity
many
times
through
this.
So
even
though
we
face
some
adversity
in
the
region,
we
have
through
all
adversity
opportunity.
It
just
really
depends
on
how
we
come
together
as
a
region
to
to
both
address
the
challenges
but
capitalize
on
those
hidden
opportunities
and
and
the
global
globalization
of
gaming
is
one.
J
The
other
is
that
the
industry
is
changing
and
as
the
industry
changes
and
evolves,
we
need
to
be
mindful
of
that,
as
there's
more
automation
brought
to
bear
in
the
industry
and
that
impacts
the
workforce
in
the
industry.
What
does
that
mean?
J
Second
point
is
economic
development.
Diversification
should
analyze
in
terms
of
degrees
of
separation
from
the
strip.
Essentially,
what
this
means
is
that
those
opportunities
that
I
mentioned
just
previously
in
sports
and
hospitality,
so
we
have
let's
say
because
of
the
stadium.
We
have
a
company
that
comes
in
and
develops
a
new
app
and
that
app
is
specific
to
let's
say
football
in
the
stadium.
But
then
they
discovered
that
that
app
can
be
used
in
healthcare,
and
so
they
repurposed
the
app
in
healthcare
and
then
in
the
third
iteration.
J
Is
you
get
so
far
from
where
they
started
that
you
don't
even
recognize
where
the
initial
technology,
the
third
is
more,
must
be
done
to
mature
the
secondary
industries
that
are
related
to
lodging
hospitality?
I
just
talked
about
that
in
terms
of
the
opportunity
as
the
hospitality
industry
grows
and
matures-
and
I
should
mention
the
convention
industry
as
well.
J
Also
economic
resiliency
is
dependent
on
infrastructure.
How
is
it
prioritized
will
still,
while
still
projecting
the
natural
and
protecting
natural
environment,
so
one
of
the
things
that's
very
important
and
and
the
governor
and
his
team,
and
go
ed
in
partnership,
as
well
as
with
department
of
conservation
and
natural
resources,
have
worked
with
kristin
averitt.
J
Our
our
lead
in
this
area,
on
our
climate
strategy,
for
the
state
and
and
one
of
the
things
moving
forward
that
we
are
cognizant
of
and
affecting
change
in,
is
ensuring
that
economic
development
that
we
use
a
kind
of
a
wide
lens,
as
we
start
to
think
about
growth
and
throughout
the
state
and
in
the
region
and
the
impact
there's
no
secret.
As
I
mentioned,
with
water
scarcity,
we
need
to
be
mindful
of
of
you
know
the
companies
coming
in
and
their
water
usage
and,
if
they're
a
fit
for
our
region.
J
J
As
we
see
a
more
enhanced
growth
and
supply
chain,
those
trucks
are
coming
right
through
southern
nevada
and
there's
going
to
be
more
and
you'll.
Hear
me
talk
about
the
I-15
corridor
in
this
next.
This
next
bullet
point.
So
we
need
to
be
thinking
and
segwaying
a
little
bit
here,
but
it
ties
into
the
environment.
J
You
know,
there's
been
a
lot
discussed
over
the
years,
and
one
thing
that
came
out
of
our
conversations
with
the
I-15
corridor
is
that
we
need
to
be
mindful
of
induced
demand,
and
so
I
think
many
of
you
have
heard
about
the
bright
line,
which
is
the
rail
planned
rail,
high-speed,
rail
from
southern
california
to
las
vegas,
a
very
a
great
project,
but
because
of
the
idea
of
induced
demand,
which
basically
means
that,
even
though
we
will
add
rail
capacity,
we
will
not
solve
the
capacity
issues
on
the
I-15,
and
so
we
need
to
be
approaching
that
with
multiple
solutions.
J
So,
if
you
remember
just
not,
quite
a
year
ago,
governor
sister
lack
and
governor
newsom
had
announced
that
this
two
states
and
ndot
and
caltrans
would
come
together
and
california
d.o.t
would
come
together
to
work
on
a
plan
to
add
capacity.
Where
there's
choke
points
on
the
I-15.
J
We
need
that
it's
essential,
especially
for
our
tourism
corridor.
We
are
seeing
that
behavior
is
changing
because
of
the
I-15
congestion
that
happens
in
our
on
our
weekend:
travel
and
our
destinations.
J
We
are
seeing
folks
that
are
flying
more
driving
less,
which
is
is
good,
but
we
also
know
that,
even
with
the
with
the
rail
and
with
the
additional
lane
capacity,
we
still
stand
to
have
congestion
issues
on
the
I-15.
So
what
I'm
getting
at
is
there's
with
everything
that
we
might
bring
up
today.
You'll
find
that
we
need
to
advance
multiple
solutions
simultaneously
to
solve
our
problems
and
there's
no
silver
bullets
here
and
it's
going
to
take
time.
J
I-15
is
one
of
those,
and
so
you
know
working
with
the
resort
corridor
and
the
individual
properties
on
on
a
number
of
of
ideas
that
have
come
up
through
a
lot
of
these
conversations
from
staggering
checkout
times
to
a
litany
of
other
things,
probably
more
in-depth
conversation
a
later
date.
We
all
will
need
to
advance
those
things.
J
J
If
you
will
in
in
in
the
southwest
region,
we
have
partnered
with
the
utah
and
inland
port,
we
are
going
to
be
bringing
industry
together,
multiple
industries
over
the
next
year,
we'll
we'll
be
holding
these
meetings,
both
in
in
utah
and
in
nevada,
where
we'll
be
looking
at
the
supply
chain,
we're
going
to
be
looking
at
how
freight
moves
very
specifically
across
the
different
industries
through
our
state.
J
A
couple
things
here
on
the
transportation
distribution
funding
of
public
transit
in
southern
nevada
in
2021
is
at
the
same
level
as
it
was
in
2002.
Please
keep
in
mind
that
this
final
report
was
reported
out.
J
But
at
the
time
of
our
working
group,
these
statistics
held
true
and
I
thought
that
they
were
worth
noting
and
doc
currently
has
a
530
million
annual
budget
shortfall.
Where
we
see
this,
I
know
the
committee
hears
a
lot
about
the
shortfalls
and
the
budgets
and
the
numbers.
One
of
the
things
that
we
in
our
focus
on
planning,
both
at
the
state
level
and
in
the
regional
level,
is
starting
to
align
kind
of
the
capital
budgets
around
where
we're
seeing
the
most
growth
in
the
state
in
our
regions.
J
So
that
we
have
well
flyovers
in
henderson
that
are
ready
when
our
infrastructure
excuse
me,
when
our
warehousing
and
distribution
centers
are
finished,
just
matching
kind
of
matching
that
infrastructure
with
the
speed
and
rapidity
that
we're
defining
the
development
community
investing
and
building
out
our
our
our
region.
J
I
talked
about
induced
demand.
Already
minimum
parking
requirements
came
up.
This
is
this
came
in
in
the
context
of
mitigating
congestion,
which
will
impact
our
ability
to
meet
our
carbon
mitigation
goals,
and
the
idea
is
is
that,
if
we've
kind
of
flipped
the
way
that
that's
looked
at
with
minimum
parking
regulations
drive
down
car
ownership
which
drives
traffic?
Excuse
me
traffic
congestion.
J
We
see
migration
from
north
las
vegas
over
to
henderson
and
that's
going
to
continue
as
we
have
more
warehouses
built
in
henderson,
and
we
have
haas
automation
coming
over
over
time
here,
they're
not
built
out
yet,
but
that
it
will
be
a
significant
job
generator
for
the
valley
and
so
making
sure
that
folks
can
get
to
work
and
they
can
do
so
effective
and
efficiently,
and
we
will
be
working
and
already
having
these
conversations
with
our
private
industry
partners
that
are
both
coming
to
the
state
and
have
landed
here
and
the
region,
a
large
share
of
southern
nevada's
workforce.
J
So
yeah
we
just
talked
about
that
autonomous
driver
assisted
trucks.
So
one
of
the
things
that
we
looked
at
from
a
technological
standpoint
was
autonomous,
driving
and
trucks.
J
It's
interesting
that
one
of
the
things
that
came
out
of
all
these
conversations-
and
this
is
kind
of
a
case
in
point
and
and
this
bullet
point-
is
that
trucks
are
unlikely
to
be
and
viable
for
the
foreseeable
future
because
of
potential
payload
liability
risk.
But
there
are
other
issues
the
way
that
I
think
about
autonomy.
I
think
about
electrification
and
and
some
of
the
other
technologies
that
are
kind
of
in
the
news
almost
every
day.
J
Is
that
and
using
the
same
metaphor,
we've
got
to
peel
back
the
union
to
see
where
we
should
start
what
type
of
enabling
infrastructure
do.
We
need
to
put
it
physically
in
the
ground
now
or
bring
into
the
state
or
bring
into
the
region
that
will
facilitate
the
utilization
of
those
technologies
as
they
mature
and
that's
working
with
private
industry
and
the
companies
that
are
here
and
those
are
looking
to
come
in
to
understand.
You
know:
smart
city
initiatives
like
the
city
of
las
vegas
is
pursuing
and
working
with
active
emotional.
J
J
So
when
we
think
about
in
the
context
of
the
discussions
that
we
had
with
the
working
group,
it
was
kind
of
getting
at
that
level
of
discussion.
What,
where
do?
We
really
need
to
be
focused
now
to
to
to
talk
about?
So
it's
not
so
much
the
the
platform
or
the
cool,
great
new
vehicle
on
the
road
or
the
platform
flying
in
the
sky.
It's
the
things
that
underpin
our
ability
to
make
those
things
happen
and,
and
that
will
be
the
added
value
to
industry.
J
One
of
the
other
things
that
came
up
is
the
possible
to
create
a
separate
highway
lane
for
trucking
industry.
So
I
I
included
this
in
the
bullet
points
because
you'll
see
it
in
the
report,
but
it
also
came
up
multiple
conversations,
and
that
is
the
idea
of
electric
highway
from
california
to
to
nevada
it's
interest.
I'm
not
an
expert,
and
I
should
have
started
with
this
with
any
of
these
I've
kind
of
surfaced
level
in
all
these
things.
J
But
as
you
talk
to
experts
that
are
in
this
space,
it
kind
of
goes
back
to
what
I
just
referenced,
which
is
that
you
know
we
got
to
know
where
we
should.
We
start
to
enable
these
things
and
going
back
to
the
idea
that
we
need
to
think
about
how
we
can
facilitate
greater
mobility
along
the
I-15
corridor.
This
perhaps
could
be
a
solution,
but
there
are
a
lot
of,
I
think,
immediate
things
we
can
do
in
the
short
term.
J
F
Thank
you
chris
good
morning,
committee
john
restrepo,
with
rcg
economics
here
in
las
vegas
yeah.
This
just
a
kind
of
spin-off
of
something
chris
said
earlier.
I
know
that
the
main
thing
that
we
learned
through
all
of
this
in
all
these
meetings
and
the
interviews
that
we
did
was
the
variety
of
silos
that
have
been
created
or
we've
been
existing
here
in
south
nevada
for
many
years
between
public
agencies,
between
private
companies,
between
private
companies
and
public
agencies,
and
that's
held
us
back
a
little
bit.
F
I
think
in
terms
of
how
we
become
a
more
resilient
economy.
What
I
think
happened
is
everyone.
I
think
knows.
The
pandemic
just
exposed
a
lot
of
the
underlying
issues
that
we've
been
being
been
able
to
avoid,
because
we
just
depended
on
general
growth
to,
and
that
sort
of
thing,
and
the
other
thing
that
that
that
came
out
of
this
committee
was
it's
going
to
take
an
incredible
amount
of
time,
talent,
treasure
and
political
will.
F
To
make
ourselves
a
more
resilient
come
on
economy,
we
did
learn
we're
the
least
resilient
metro,
our
least
resilient
metro
area
in
the
country,
economically
speaking,
and
now
we're
dealing
with
the
land
issue,
which
chris
touched
on,
and
even
equally,
if
not
more
importantly,
the
long-term
drought,
climate
change,
related
drought
issues
and
how
we're
going
to
deal
with
that
and
how
we
work
with
our
the
states
around
us.
We
can
no
longer
just
view
ourselves
as
an
isolated
community
in
the
middle
of
the
desert.
We
are
part
of
a
the
ecosystem
of
chris
calls.
It.
F
The
western
united
states
and
the
west
is
seeing
a
lot
of
challenges
facing
it
from
fires
to
drought,
to
you
know,
cost
of
living,
all
sorts
of
things,
and
so
one
of
the
things
that
we
thought
of
when
we
did
the
study
for
chris
and
coordinated
all
these
activities
and
meetings
is
how
do
we
most
effectively
move
forward
in
this
issue
of
infrastructure,
coordination
and
development,
and
not
only
physical
infrastructure,
because
I
think
one
of
the
things
that
came
out
of
this
meeting
as
well
is
that
we
have
the
issue
of
human
infrastructure,
jobs,
quality
of
life
wages.
F
All
these
things
were
talked
about,
but
a
lot
of
the
folks
we
interviewed
in
addition
to
the
traditional
roads
and
bridges,
and
things
like
that.
So
how
do
we
address
these?
These
social
infrastructure
issues
as
well
over
time,
and
so
one
of
the
things
that
we
thought
of
the
most
effective
way
to
do
it
among
other
tools,
is
under
you
know,
under
a
sp
430.
F
The
infrastructure
bank
is
that
to
establish
a
working
group,
a
white
technical
working
group
that
will
report
to
the
the
board
of
the
infrastructure
bank
and
this
technical
working
group
would
have
maybe
14
nine
to
15.
People
doesn't
have
to
be
big,
but
the
important
part
would
be
the
expertise,
and
so
we
thought
folks
in
urban
planning
transportation.
F
Public
works
real
estate
development,
because
sometimes
we
don't
talk
well
to
each
other
from
the
development
side,
with
the
public
sector.
Folks,
conservation
groups,
the
construction
industry,
civil
engineering
to
understand
the
technical,
physical
constraints
of
what
we're
talking
about
here
and
in
economic
development
folks,
and
how
do
we
target
industries?
What
industries
do
we
target
in
the
context
of
becoming
more
resilient
over
the
long
term
and
underlying
a
lot
of
this
and
chris
touched
on
it
earlier,
is
what's
happening
as
the
economy
gets
becomes
more
driven
by
automation,
ai
and
robotics?
F
There
have
been
were
a
number
of
studies
done,
pre-pandemic
universities,
looking
at
the
issues
of
automation
and
its
expansion
in
in
around
the
united
states
in
its
effect
on
job
markets.
In
a
number
of
these
studies
in
las
vegas
was
one
of
the
metros
that
was
looked
at
because
it's
an
important
metro
area
around
the
country
and
that
65
50
to
65
percent
of
the
jobs
that
existed
in
2018
would
not
exist
by
2035..
F
So
how
do
we
deal
with
that
as
part
of
it
long-term
planning,
because
that
is
a
form
of
our
infrastructure
and
an
expanded
view
of
infrastructure
in
terms
of
the
social
infrastructure?
So
a
lot
of
things
have
had
ahead
of
us
that
we
have
to
deal
with
and
a
lot
of
coordination
with
the
other
states.
So
we
think
establishing
this
working
group
to
do.
F
That
would
be
a
pretty
effective
way
to
make
sure
our
voice
is
heard
in
other
states
and
that
we're
using
our
dollars
and
as
public
dollars
as
best
and
as
best
we
can
and
most
effectively.
And
that's
that's
my
my
presentation
for
today.
Thank
you.
J
Chris
sanchez,
for
the
record,
so
one
of
the
things
to
update
the
committee
on
is
I
mentioned
that
this
report
was
issued
in
the
end
of
2021
of
the
540
million,
or
excuse
me
billion
that
the
was
included
in
the
infrastructure,
investment
and
jobs
act.
J
A
portion
of
that
went
to
the
economic
development
administration
for
a
new
grant
program
or
series
of
grant
programs,
one
of
which
was
the
build
back,
better
regional
challenge,
and
so
the
las
vegas
las
vegas
global
economic
alliance
or,
as
everybody
knows,
our
local
economic
development
authority
pulled
the
region
together
and
put
a
series
of
projects
forward
and
applying
for
that
grant.
J
J
The
eda
economic
development
administration
asked
us
to
cut
that
down
to
about
45
million,
and
so
what
you
see
here
is
the
pre
and
post
of
that
cut,
and
basically,
what
we've
done
is
is
focused
on
high-tech
manufacturing
brought
together,
and
when
I
say
we
I
mean
the
region
and
it's
worth
noting
that
lbga
did
a
tremendous
job
in
bringing
together
the
community
in
all
the
jurisdictions
to
arrive
at
these
these
projects
and
they
kind
of
serve
as
a
barometer
of
the
things
that
we
need
moving
forward
in
the
region
very
specifically,
but
the
growth
collaborative
is
focused
on
at
lvgea,
is
basically
focused
on
keeping
the
momentum
going
around
this
this
grant
and
this
activity
at
the
high
level.
J
J
A
K
I
think
each
year
you
covered
a
lot
and
so
like
questions
kept
popping
up
as
a
new
topic
came
up
and
I
was
almost
like.
Could
you
stop
on
that
topic
and
let's
ask
some
questions,
then
you
can
move
on
to
the
next
one
before
I
because
I
didn't
want
to
and
then
with
mr
schreppo's
recommendations
it
kind
of
answered
some
of
them
with
your
working
group
findings.
K
The
first
thing
you
you
that
came
to
mind
is
the
land
issue
and
when
you're,
when
you
were
when
you
were
discussing
this
with
this
group,
what
is
your
plan
to
or
recommendations
to
draw
down
more
federal
land
because
it
seems,
like
you
know,
if
we're
going
to
diversify
our
economy,
which
we
scream
diversify
economy,
you
need
the
land
and
you
need
the
growth
and
you
need
the
development
to
to
do
that,
and
so
is.
Is
there
some
recommendation
or
plan
to
to
to
draw
down
that
federal
land?
That's
that's!
Currently,
not
there.
J
Yeah,
thank
you
for
the
question
chris
sanchez
for
the
record.
So,
yes,
I
mean
historically,
this
has
been
done
through
lands
bills
that
we've
had
at
the
federal
level.
I
think
we
as
a
community
need
to
come
together
and
and
really
kind
of
think
about
what
what's
needed
and
kind
of
referring
to
my
earlier
comments
about
defining
kind
of
our
place
in
the
broader
southwest,
and
that
value
proposition
is
really
important
and
how
we
fit
in
to
both
what
industry
is
looking
for
right
now,
we
are
what
we
see
it
go
at.
J
Is
that
there's
a
window
of
opportunity
that
has
arisen
nationally,
and
you
see
this
and
the
announcements
of
companies
and
states
announcing
new
development
and
so
for
our
competitiveness?
We
need
to
figure
out
how
we're
going
to
bring
more
federal
land,
draw
that
down
that
land
for
development,
and
then
you
know
the
timelines
are
important,
because
that
window,
that
I
mentioned
is
not
a
long-term
window.
J
Perhaps
we've
got
two
years
left,
and
so
the
one
thing
we
do
have
to
our
advantage,
though
that
I
should
mention,
is
that
the
availability
of
let's
say
900,
acre,
plus
parcels
nationally,
is
limited,
and
so,
when
we
think
about
like
apex,
for
instance,
and
the
pad
that
exists
out
there,
which
is
just
over
900
acres,
getting
infrastructure
where
we
have
the
land
assets
is
important
right
now
as
well.
J
So
if
I
were
to
think
about
this
in
nuanced
way,
I
would
say
we
need
to
look
at
infill
and
what
opportunities
we
have
in
infill
in
the
valley.
We
need
to
look
at
the
current
land
that
is
available
and
make
sure
we've
got
infrastructure
and
have
a
plan
in
place
and
funding
in
place
to
get
infrastructure
to
it,
so
that
we
can
respond
to
industry,
and
then
we
have
to
develop
a
plan
that
the
entire
region
can
stand
behind.
J
That.
We
can
then
take
to
our
congressional
leaders
to
draw
down
more
federal
land
and
that
I
think
you
know
we
need
to
advance
all
those
balls
at
the
same
time,
there's
a
lot
of
complexities
there,
as
you
know,
with
with
environmental
concerns
and
urban
sprawl
concerns
and
and
the
like,
but
the
long-term
viability
of
this
region
will
be
dependent
on
our
and
competitiveness
is
going
to
be
dependent
on
our
ability
to
solve
this
problem.
I
mentioned
earlier
that
utah
and
arizona
they're
moving
forward
with
large
tracts
of
land.
Texas
is
booming.
J
We
see
it
all
the
time
in
our
site,
selector
visits
and
the
companies
that
come
in
and
talk
to
us
they're,
looking
at
all
those
three
states
and
us,
and
what
is
that
differentiator
now
you
know
workforce
obviously
is
the
top
of
the
list,
but
land
availability
and
our
ability
to
move
quickly.
So
do
we
have
the
infrastructure
and
the
land,
and
is
it
ready
to
go,
and
if
it's
not
there
and
it's
two
years
out
or
18
months
out,
we
basically
are
taking
ourselves
out
of
the
running.
In
those
conversations.
K
Thank
you
for
that,
mr
sanchez
and
so
kind
of
leading
into
their
kind
of
a
follow-up
to
that
is.
Is
we
talk
about
water?
That's
been
a
big
topic
of
conversation
in
in
developing
when
we,
depending
on
who
you
listen
to.
We
have
a
scarcity
of
water,
and,
and
so
you
know,
how
do
we
develop
with
the
scarcity
of
water,
but
the
other
side
of
the
coin
is:
do
we
really
do?
We
really
have
a
water
problem?
I
mean
I
mean
it's.
K
K
That
would
suggest
that
we
don't
even
use
our
full
allocation
of
water
that
we're
that
we're
drawing
and
that
it's
not
really
a
southern
nevada
problem,
it's
more
of
a
down
river
problem,
and-
and
so
I
I
agree
with
you-
that
that
the
southern
nevada
water
authority
or
its
subsidiary,
whatever
the
other
part
of
it
is
has
done,
has
done
certain
things
to
be
caught
to
to
promote
conservation
and
and-
and
I
think
we've
done
a
very
good
job
of
that.
K
J
We
are
dealing
with
a
overall
resource
that
over
time
is
diminishing,
so
that
I
think,
is
true.
However,
our
ability
in
the
region
to
in
the
way
that
we
approach
utilizing
that
resource
is
basically
unmatched
along
that
corridor.
As
you
as
you
reference,
though,
I
think
not
to
be
repetitive,
but
I
do
think
there's
an
opportunity
for
us
to
export
that
knowledge
base.
J
That
sometimes
the
way
things
are
characterized
don't
always
tell
the
whole
story,
and
you
know
we
are.
We
want
to,
I
think,
from
our
end
at
goed.
Our
aim
is
to
be
to
ensure
that
we're
just
good
stewards
of
the
resource-
and
I
think,
that's
probably
where
economic
development
ultimately
ends
up
landing.
And
what
do
I
mean
by
that?
Well,
if
we
have
a
company,
that's
looking
to
come
in
and
they
bottle
water
and
want
to
take
it
to
california.
J
That's
not
a
good
idea
stuff
like
that
right,
but
we're
going
to
have
to
be
mindful
of
in
the
long
term
planning
and-
and
I
would
yeah
I'm
not
an
expert
in
this
area-
and
I
don't
want
to.
I
don't
want
to
pretend
to
be-
and
I
don't
want
to
say
things
that
may
not
be
inaccurate,
but
I
would
say
this,
and
that
is
that
you
know
the
water
authority
in
snwa.
They've
done
a
lot
of
long-term
strategic
planning.
J
They've,
looked
at
kind
of
and
projected
all
this
out
and
there's
different
scenarios
and
those
scenarios
are
based
on
certain
types
of
action,
both
holistically
and
at
the
micro
level
locally,
and
I
think
the
question
that
we
have
to
ask
ourselves
as
a
region
is:
where
are
we?
Where
are
we
comfortable
in
those
scenarios,
given
what
we
know
now,
where's
our
comfort
zone?
What's
that
mean
for
us?
J
I
don't
me,
I
don't
mean
that
to
be
a
non-answer,
it's
just
there's
a
lot
of
complexities
in
this
and
the
decisions
that
we
make
now
are
going
to
impact
where
we
end
up
farther
down
that
timeline,
and
then
those
decision
points
will
pivot.
So
I
think
we
need,
as
a
region
to
come
together
and
do
a
little
bit
more
work
on
this,
and
I
know
that
that's
occurring
with
the
development
community
and
our
office
goed
is
working
with
the
water
authority
very
closely
on
this
as
well.
F
If
you
have
a
moment,
john
raskrapo,
with
rcg
economics,
again
yeah,
I've
sat
on
and
been
a
member
of
the
several
committees
for
the
southern
nevada,
water
authority,
they're
called
urpac
the
integrated
resource
planning,
advisory
committee,
citizens
committee,
based
with
business
and
industry
and
individuals,
and
it's
been
very
clear
over
the
last
few
years
that
and
over
many
years
now,
the
southern
nevada
water
authority
in
the
las
vegas
valley,
water,
district
and
henderson
water
district
in
north
las
vegas
are
all
managing
their
water
resources
pretty
well
in
terms
of
per
capita
use
per
day
gallons
per
per
capita
per
day,
for
example,
and
there
are
things
being
put
in
place,
are
taking
out
ornamental
turf
and
all
these
other
things
that
are
going
in
place
right
now
around
all
around
the
valley,
and
so
there's
there
is
movement
in
a
very
strategic
and
in
in
and
smart
way.
F
The
challenge
that
we're
facing
is
this:
drought
is
not
isolated
to
southern
nevada.
We're
part
of
the
western,
united
states
and
the
west
is
suffering
serious,
historical
drought
conditions,
and
we
have
two
states
that
we're
having
had
having
to
deal
with
as
part
of
this
process,
particularly
aragorn,
arizona
and
california,
and
have
large
agricultural
interests
and
those
agricultural
interests.
F
So
that's
why,
as
we
mentioned
earlier,
an
integrated
western
u.s
response
to
whether
it's
infrastructure,
whether
it's
water,
whether
it's
land,
whatever
it
may
be,
is
really
critical,
and
so
you
know
understanding
that
is
is
really
important
and
one
final
thing
I'll
say,
which
is
really
a
number
that
struck
me
recently.
F
Seventy
percent
of
the
water
in
lake
that
is
used
in
lake
mead
is
used
for
agriculture,
mostly
in
california,
secondarily
in
arizona
and
seventy
percent
of
that.
Seventy
percent
is
used
for
alfalfa
and
hay
to
feed
cattle
and
horses
and
sheep
and
pigs,
and
things
like
that.
It's
not
almonds
and
tomatoes
and
all
those
sorts
it
is
part
of
it.
F
But
it's
it's
largely
an
issue
of
of
how
we
manage
our
water
resources
for
agricultural
uses
and
how
much
meat
we
eat
and
all
those
sorts
of
things
can
replace
it's
a
much
bigger
global
kind
of
thing
of
how
we,
how
we're
dealing
with
things
and
that's
I
just
wanted
to
add
on
to
which
chris
said
the
only
other
thing
I
failed
to
mention
earlier
of
in
his
working
group,
the
other
members
that
we're
recommending,
in
addition
to
the
private
sector,
as
I
said
earlier,
are
folks
from
go
ahead
and
from
the
legislature.
L
Did
you
have
a
question
go
ahead?
Thank
you
carrie.
Yes,
I
do
that's
a
horrible
okay.
So
when
I
was
reviewing
the
slides,
I
just
want
clarification
that
most
of
the
transportation
funding
that
you're
looking
for
has
to
do
with
expanding
roads
right
ass,
asphalt
between
california
and
nevada.
Is
that
correct.
J
Chris
sanchez,
for
the
record,
thank
you!
So
yes,
and
no
so
that's
part
of
it,
but
there's
also
the
investment
in
transit
networks
throughout
our
valley
to
make
sure
that
folks
can
move
back,
and
you
know
throughout
the
valley
efficiently
and
effectively
to
get
to
work.
So
it's
not
just
an
investment
in
physical
roads,
it's
actually
it's.
The
networks
to
support
is
to
support
the
networks
for
people
to
move
more
efficiently.
L
J
Chris
sanchez
for
the
record,
thank
you
for
the
point
of
clarification
there.
So
I'm
thinking
about
mass
transits,
like
bus
systems
and-
and
you
know
I
know-
light
rail's-
been
talked
about
many
many
times,
but
the
the
physical
platforms
we
need
to
move
people
and
so,
whether
that's
the
the
monorail
or
boring
company
or
whatever
it
may
be,
but
just
the
planning
around
facilitating
getting
folks
to
where
they
can
work.
L
Okay,
thank
you
for
that
clarification,
and
it's
still
in
your
presentation.
It's
it
seems
to
be
mostly
centered
around
the
california
nevada
sort
of
thing,
and-
and
I
was
listening
to
what
you
were
saying
about
open,
I
mean
taking
advantage
of
opportunities
because
we
have
hundreds
of
acres
for
large
development.
L
L
You
know
the
nexus,
the
connection
between
them,
because,
if
we're
growing
industry,
which
it
appears,
we
need
to
have
more
diversification,
we
also
are
going
to
have
more
demand
for
housing,
which
is
you
know,
historically
more
expensive
than
people
can
afford,
and
and
there's
very
little
of
it
that
is
affordable
right
now
and
and
how
we're
going
to
deal
with
that
issue
as
well.
L
I
think
really
has
to
be
part
of
the
discussion,
because
I
don't
know
what
those
other
places
like
utah
and
that
you
spoke
of
earlier
are
doing
about
their
housing
situation.
J
Chris
sanchez
for
the
record.
Thank
you
for
that
question.
Absolutely
so.
In
this
particular
working
group,
we
did
not
focus
on
housing,
but
that
was
intentional
because
there's
other
groups
within
the
community
that
have
been
the
lead
on
on
looking
for
solutions
for
affordable
housing.
Our
agency
is
very
much
involved
in
those
discussions
and
we
are
working
kind
of
in
hand
in
glove
with
with
the
the
leaders
in
the
community
around
around
those
discussions.
J
So
it's
not
that
we
weren't,
mindful
of
it
it's
just
that
we
didn't
want
to
duplicate
the
effort
that
was
already
occurring
in
the
community
and
with
the
other
state
agencies
and
some
of
the
locally
led
activity.
J
But
you
raise
a
great
point,
and
that
is
that,
and
that
goes
to
kind
of
planning
and
zoning
at
the
local
level
and
how
we
support
our
growth
and
how
we,
you
know,
we
think
about
the
influx
of
people
coming
in
as
a
result
of
of
opening
up
more
land
assets
and-
and
I
think
that
kind
of
is
a
great
segue
into
the
point
that
mr
restrepo
brought
up,
which
is
that
we
need
a
the
idea.
J
Is
that
a
regional
planning
body,
that
kind
of
sits,
above
all
the
jurisdictions
which
could
be
helpful
in
this
instance
and
looking
and
mapping
out
you
know
kind
of
making
sure
we've
got
the
the
housing
availability
that
we're
anticipating
the
number
of
employees
that
could
be
coming
in
based
on
the
acre
of
land
available
and
our
forward
leaning
and
those
conversations
over
time.
Thank
you
and
if.
F
John
restrepo,
if
I
could
add
to
that
assemblywoman
the
I
think,
as
we
all
know,
from
the
infrastructure
bank,
the
setup-
that's
what
we've
been
putting
forward,
though
it's
zac
conan,
because
instrument
and
a
lot
of
this
there's
20
million
dollars
that
has
been
put
in
for
bonding
of
for
affordable
housing
and
should
leverage
around
200
million
dollars
of
activity.
It's
not
to
be
all
end-all.
But
it's
it's
a
starting
point
on
how
we
address
the
affordable
housing
issues.
So
this
infrastructure
bank
will
be
critical
in
addressing
those
kind
of
investments.
F
The
other
thing,
too,
that
you
touched
on
in
krista
it's
on
to,
and
that
is
what
are
the
cities
and
the
county
the
jurisdictions
are
going
to
have
to
do
in
terms
of
revamping
revising
updating,
reforming
whatever
term
you
want
to
use
their
zoning
laws
to
allow
for
more
creative
ways
to
do
in-field
development,
and
how
do
we,
you
know,
have
more
inclusionary
type
zoning
as
opposed
to
exclusionary
zoning.
So
that's
all
part
of
this
equation,
as
well
as
the
whole
zoning.
F
You
know
a
part
of
this
at
the
at
the
local
governmental
level.
J
Chris
sanchez,
if
I
may
add
one
more
point-
and
that
is
that
this
has
also
been
a
a
priority
of
the
governor
and
the
governor's
senior
team
and
and
there's
been
senior
staff
kind
of
leading
the
charge
in
this
area
as
well,
so
we
were
kind
of
mindful
of
that
too,
as
we
went
into
this
process.
Thank
you.
A
G
Thank
you,
madam
chair.
Thank
you,
gentlemen
for
this
robust
report.
First,
I
want
to
echo
many
of
the
comments
of
my
colleagues
relative
to
balancing
water
and
availability
of
land,
as
we
know
that
that
plays
directly
into
how
we
will
grow
strategically
to
meet
the
needs
of
our
existing
residents
throughout
our
community.
Currently,
many
of
the
conversations
that
I
am
a
part
of
throughout
our
community
are
about
that.
How
do
we
ensure
the
stability
of
the
water
resources
that
we
have
given
the
fact
that
we
are
not
the
only
entity
drawing
on
that
water?
G
So
we
continue
to
address
those
issues,
but
then
the
availability
and
affordability
of
housing
is
the
secondary
key
consideration
as
we
work
on
economic
diversification,
so
just
have
to
get
that
out
there
understanding
that
those
balancing
that
as
we
grow,
but
mr
estrepo
I'd
like
to
address
a
comment
you
made
and
I'm
wondering
if
you
can
unpack
it
just
a
little
bit
in
your
presentation,
you
noted
that
we
are
the
least
resilient
metro
area
in
the
country.
Economically
speaking,
I'm
wondering
if
you
could
just
detail
the
specifics
of
that
a
little
bit
more.
F
Thank
you,
john
restrepo,
with
rcg
economics.
The
question
of
economic
resilience
is
the
different
types
of
resilience.
Obviously,
there's
physical
or
social
and
the
one
we
focus
on
most
of
the
time
in
our
practice
is
a
question
of
economic
resiliency,
as
it
relates
to
the
structure
of
our
workforce
and
our
economy.
F
We
are
an
economy,
that's
largely
based
on
the
kindness
of
strangers,
as
they
say
so
when
people
are
feeling
comfortable
and
they're
feeling
that
they
can
spend
money
and
travel
and
visit
us
and-
and
so
there's
this
that's
the
issue
of
discretionary
spending.
F
But
we
are
discretionary
spending
based
economies
when
we
the
reason
we
get
hit
so
hard
after
every
great
every
every
recession.
But
the
great
recession
is
a
great
example.
Not
the
sound
too
redundant
and
what's
happening
with
the
pandemic.
Recession
is
when
people
quit
spending
money
for
a
variety
of
purpose,
whether
whether
they're
closing
businesses
or
casinos,
things
like
that
because
of
the
pandemic
or
they're
feeling
uncomfortable
nationally
with
inflation
or
maybe
recession,
fears
or
whatever.
That
may
be,
that
consumer
confidence
is
a
huge
driver
of
the
of
the
health
or
or
vice
versa.
F
The
the
challenges
we
face
here
in
southern
nevada,
so
when
we
speak
about
resiliency
at
least
from
an
economic
standpoint,
is
how
our
economic,
our
job
workforce,
is
structured,
what
we
pay
our
workforce
and
what
are
the
industries
that
are
the
the
industry?
That's
driving
our
economy.
F
Here,
it's
a
different
story
up
in
reno,
which
is
much
more
diversified,
economically
developed
and
more
resilient,
stronger
economy
that
they
have
because
of
the
types
of
businesses
they've
been
able
to
attract
there
because
a
variety
of
reasons
not
the
least
of
which
is
their
location
on
the
i80
corridor.
But
that's
what
I
mean
by
resilience
and
the
issue
of
of
of
our
structure
of
our
economy.
G
Thank
you.
I
appreciate
that
just
one
clarification,
I'm
sure
have
you
studied
this
previously,
given
that
you
are
in
economics
and-
and
I
know
it's
a
passion
of
yours
for
many
years,
if
you
have
have
you
seen
any
improvements
in
the
diversification
or
any
improvements
at
all
relative
to
our
economic
stability
as
a
result
of
investments
in
education
or
bringing
in
new
industry.
F
F
As
soon
as
things
start
getting
a
little
bit
better
in
the
economy,
we
kind
of
we
kind
of
forget
about
the
hard
work
that
requires
the
diversification
and
economic
development
require,
and
so
that,
unfortunately,
you
know
we
kind
of
forgot
the
lessons
of
the
great
recession
pretty
quickly
after
things
started
getting
better
in
2014
15,
16,
17
18
until
the
pandemic.
F
This
time,
I
think,
I'm
hearing
a
lot
more
serious
discussions
by
the
end
by
the
business
community
by
our
leaders,
political
leaders,
public
leaders
and
business
leaders
that
oh
wow,
this
you
know
we
are,
we
are
challenged
and
we
have
to
do
something
different
now
we
can't
fall
back
on
waiting
for
the
next
resort
to
be
built
so
to
speak,
and
so
I
think
there
is
we've
made
progress,
but
there
is
a
lot
of
a
lot,
a
lot
of
work
that
needs
to
be
done
and
not
the
least
of
which,
which
is
not
the
subject
today,
but
it's
part
of
this
discussion
it
has
to
be.
F
What
does
our
tax
structure
look
like?
Does
our
tax
structure
emulate
a
resilient
economy?
Does
it
have
to
be
revised
and
changed
or
reformed,
and
I'm
not
suggesting
higher
taxes?
But
what
do
we
need
to
do
there
in
terms
of
providing
the
funding
to
make
public
funding
to
be
a
more
resilient
economy?
J
Chris
sanchez,
for
the
record-
if
I,
if
I
may
thank
you
one
thing
I
I
can
extrapolate
more
on-
is
the
slide
I
just
went
back
to,
which
is
this
idea
that
we
have
these
emerging
industries
and
I'll
provide
this
additional
material
to
the
committee
so
that
you
have
it.
But
it's
pretty
fascinating
to
see
that
over
the
short
term
here
in
the
last
two
years,
we've
seen
a
significant
increase
in
the
jobs
available
in
warehousing
and
distribution,
and
you
can
almost
see
it
kind
of
in
our
charts
kind
of
right
out
of
hospitality.
J
You
just
kind
of
see
it
carry
over.
That's
not
this
slide,
but
I'm
visualizing
the
slide.
I
know
we
have,
but
I
will
follow
up
and
make
sure
that
you
you
have
that
as
well,
because
it
it
really
kind
of
shows
a
a
pictograph
of
of
what's
happening
with
our
industries
as
they're
changing.
So
we
are
diversifying
the
tremendous
growth
of
warehousing
and
and
distribution
that
you
drive
by
and
see
in
the
valley
is
having
a
significant
impact
in
terms
of
the
makeup
of
our
workforce.
J
But
it's
important
to
keep
in
mind
that
our
gaming
hospitality,
entertainment
injuries
industry
is
such
a
large
share
of
our
economy
that,
even
though
we're
growing
these
other
aspects
of
our
economy,
you
may
not
feel
it
as
much
because
of
the
large
share
of
our
predominant
industry
and
there's
still
growth
potential
in
that
industry,
as
we
were
talking
about
with
the
technology
focus
so
yeah.
Thank
you.
C
J
Chris
sanchez,
for
the
record,
this
particular
study
was
focused
on
the
activity
we
did
for
the
southern
nevada
working
group.
We
do
not
have
separate
studies
for
the
I
think
you're
referring
to
the
the
megapolitan
clusters
slide
correct.
We
do
not
have
individual
studies
for
the
other
two
regions,
but
we
wanted
one
other
point
there.
As
we
look
at
right
now.
J
We
have
engaged
sri
international
and
we're
working
with
them
on
an
update
to
our
resiliency
plan,
and
there
will
be
much
more
detail
around
the
individual
megapolitan
regions
in
that
document
and
we're
working
on
that
process.
Now.
C
Okay-
and
I
agree
because
every
one
of
these
has
got
the
same
issues
and
problems
that
you're
seeing
in
southern
nevada
is
northern
nevada
and
and
you're
talking
about
I-15,
but
I-80s
got
the
same
issues
and
we've
got
a
lot
of
major
development
in
industrial
commercial
across
all
down
I-80,
so
northern
nevada
is
growing
and
some
of
the
biggest
companies
in
the
world
are
moving
down
into
these
areas.
So
I'm
hoping
we
don't
look
back
on
these
then.
C
The
last
thing
I
wanted
to
bring
up
is,
I
hope,
you'd
look
at
that
study
that
was
done
by
naco,
and
that
was
done.
This
thing
had
been
going
on
for
five
to
eight
years.
The
study
about
nevada
could
change
us
around
mostly
on
the
public
lands
and
being
developed
back
into
the
state
of
nevada.
So
if
you
could
take
a
look
at
that
study,
I
think
of
that.
I
answer
about
90
percent
of
your
questions
on
public
lands
and
and
how
this
could
be
and
how
it
could
pay
for
every
bit
of
this.
C
So
it's
demar
says
was
a
commissioner
tomorrow
that
actually
pushed
on
this,
and
we
had
that
bill
here
several
times.
But
if
you
look
at
that
study,
you
might
find
there's
a
lot
of
information
in
there
that
you
can
use
and
the
governor's
office
could
use.
J
Chris
sanchez
for
the
record,
thank
you
for
that
recommendation
and
I,
I
should
say
you're
exactly
right,
so
I
spent
a
lot
of
time
up
in
the
north
and
in
the
rurals
looking
at
opportunities
for
infrastructure.
One
of
the
things
that
we're
focused
on
is
the
development
of
rail
north
south,
especially
in
the
ely
corridor
in
the
in
the
northern
and
the
the
ability
to
connect
on
that
120
mile
stretch
of
the
railway.
There
we
are,
I
mentioned
earlier,
we're
working
with
utah
very
closely
on
industry
focus,
that's
mining
and
agriculture.
J
A
lot
of
that
is
anchored
in
what
we're
experiencing
along
the
I-80
corridor
and
and
anchored
in
the
idea
that
we
know
we're
seeing
a
significant
growth
in
the
mining
industry
and,
as
you
astutely
recognize,
we
are
bringing
in
potentially
more
acreage
of
development
along
the
I-80
in
the
fermi
area
and
in
fact
I
was
just
out
there
touring
that
the
week
before
last,
and
so
we
we
you're
you're
spot
on
correct,
we
we've
got
to
be
equally
as
in
tune
with
what's
happening
in
northern
nevada.
J
When
I
mentioned
the
ecosystems
and
what
I
was
remiss
and
not
saying
is
that
our
state
is
an
entire
ecosystem
and
network
and
all
nodes
have
to
be
functioning
efficiently
and
effectively
within
that
ecosystem,
for
our
entire
state
to
to
benefit
the
southwest
region,
if
you
will
and
industry
so
how
we
tie
in
like,
for
instance,
in
rail,
if
we
were
able
to
connect
rail,
north
and
south,
if
we're
able
to
utilize
short
lines
and
connect
to
the
main
lines,
that's
a
completely
different
scenario
for
our
value
proposition
to
not
only
the
southwest
but
the
rest
of
the
country,
and
so
we're
looking
at
at
that
as
well,
and
the
impact
that
the
growth
and
anticipated
growth
will
have
on
the
i80
corridor
in
the
north.
A
J
Chris
sanchez
for
the
record:
yes,
so
they're
they're,
they
are
our
competition,
but
also
one
thing
I
think
it's
important
to
to
to
mention
is
in
the
idea
of
regionalism.
They
are
our
potential
partners,
so
our
when
we
see
companies
coming
in
and
that
list
of
the
short
list,
if
you
will
usually
will
include
arizona,
utah
and
nevada,
depending
on
what
they're
looking
for,
they
may
not
be
a
competitor.
J
That
would
be
yes,
but
on
the
other
hand,
I
mentioned
this
idea
of
these
networks
and
we're
trying
to
draw
closer
partnerships
with
our
economic
development
counterparts
in
each
of
the
states
we're
working
with
goio
in
utah.
We
will
be
meeting
with
cal
biz.
We've
had
several
meetings,
we'll
be
meeting
with
them
again
very
soon,
but
the
idea
is
on
the
areas
that
that
will
enhance
kind
of
the
entire
our
our
state
and
help
us
grow
strategically
in
the
in
the
areas
that
we're
looking
to
do
so.
A
J
Chris
sanchez,
for
the
record,
so
one
of
the
ways
we
do
it
is
through
our
win
program
at
goed
and
essentially,
what
we
do
is
we
partner
with
our
nc
institutions
and
community
colleges,
and
we
design
programs
with
industry.
So
one
of
the
things
that's
important
about
workforce
is
making
sure
that
we're
preparing
folks
for
the
jobs
of
today
and
then
tomorrow,
to
your
point-
and
we
want
in
order
to
do
that,
we
have
to
have
that
industry
partnership,
because
industry
is
on
the
cutting
edge.
J
They
know
what
they
need
and
and
often
times
through
those
partnerships
they
actually
will
bring
in
folks
from
their
plants
to
help
provide
a
lot
of
the
curriculum
development
and
the
training.
And
then
the
community
colleges
benefit
because
they
gain
that
expertise
and
knowledge
and
are
able
to
expand
that
and
and
and
grow
those
training
opportunities.
So
the
work
again,
this
workforce
innovations
for
a
new
nevada
program
is
how
we
do
it
at
goed.
We
also
work
closely
with
inchi.
J
One
of
the
things
that's
been
important
that
director
brown
has
done
is
making
sure
that
we
have
quarterly
meetings
with
inchi.
To
talk
about,
you
know
kind
of
what
we're
seeing
in
trends
in
economic
development
and
what
we
think
is
emerging
and
how
we
can
try
to
close
the
gap.
J
A
A
So
members,
as
I
mentioned
at
the
beginning
of
our
meeting,
we
do
have
a
few
of
our
members
who
are
joining
us
virtually
they're
kind
of
multitasking,
so
in
the
fear
of
maybe
losing
them
to
some
other
obligations.
They
have
I'm
going
to
go
out
of
order
and
move
to
our
work
session.
Do
that
next
and
then
go
back
to
our
presentation
and
with
that
I
am
going
to
turn
it
over
to
miss
thomas.
B
Thank
you,
ma'am,
chair
margie,
thomas
with
the
research
division
of
the
legislative
council
bureau.
The
work
session
document
has
been
uploaded
to
the
committee
web
page
and
members
probably
have
a
hard
copy
as
well.
So
the
chair
and
staff
prepared
the
work
session
document
to
assist
the
committee
in
determining
which
legislative
measures
it
will
request
for
the
2023
session
as
well
as
other
actions.
B
The
committee
may
endorse,
such
as
providing
a
statement
in
the
final
report
or
drafting
a
letter,
so
the
work
session
document
contains
a
summary
of
recommendations,
and
just
so
the
members
know
they
do
not
necess.
The
the
members
of
the
committee
do
not
necessarily
support
or
post
the
recommendations
in
this
document.
Instead,
it
has
just
been
compiled
and
organized
so
that
the
committee
members
can
review
them
and
decide
whether
they
want
to
accept
reject,
modify
or
take
no
action
on
the
recommendations.
A
F
A
Okay,
I
believe
senator
hammond
was
first,
so
I
will
take
the
first
from
senator
hammond
and
a
second
from
senator
harris.
Any
discussion
on
the
motion
see
none
all
in
favor,
please
say:
aye
aye.
B
The
second
item
also
is
regarding
broadband.
It
would
be
to
include
a
statement
in
the
committee's
final
report
urging
the
state
of
nevada
to
maximize
current
federal
funding
and
grants
to
connect
unserved
persons
and
communities
throughout
the
state
with
broadband
again.
This
was
also
discussed
at
the
may
11th
meeting.
A
Members
any
questions.
I
entertain
a
motion,
senator
hammond,
a
second
from
assemblywoman
around
may
any
discussion
on
the
motion
see
none
all
in
favor,
please
say:
aye
aye
any
oppose.
B
Thank
you
ma'am
chair.
It
is
regarding
electric
vehicles
and
is
to
include
a
statement
in
the
committee's
final
report,
encouraging
the
department
of
administration
to
prioritize
electric
vehicles
as
replacement
options
for
fleet
inventory
at
locations
throughout
nevada
that
have
available
ev
charging
infrastructure.
This
was
also
discussed
at
the
may
11th
meeting.
A
C
A
We
have
one
in
opposition
that
was
assemblyman
ellison.
The
motion
carries
the
next
item
on
our
agenda.
A
The
next
item
on
our
work
session
agenda
was
a
letter
that
was
going
to
encourage
the
dmv
to
change
the
way
they
do
appointments
and,
since
the
printing
of
our
work
session
document,
we
have
found
out
that
they've
already
implemented.
That
change
so
we'll
be
pulling
that
from
today's
work
session
and
we'll
move
on
to
the
next
one
miss
thomas.
B
Chair
the
final
one,
then,
is
recommendation
number
five
regarding
school
zone,
safety
and
road
safety
cameras.
It
would
be
to
draft
a
bill
authorizing
the
installation
and
use
of
an
automated
traffic
enforcement
system
by
a
governmental
entity
to
enforce
the
provisions
of
nrs
484
b
.363,
which
prohibits
certain
vehicle
maneuvers
within
an
established
speed
limits
for
a
school
zone
or
school
crossing
zone.
During
certain
times
this
was
discussed
at
the
march
9th
meeting.
C
Yeah,
madam
chair,
does
this
money
come
out
of
the
federal,
or
is
that
under
a
grant?
How
does
that
get
paid?
For?
I
can't
remember.
A
So
this
wouldn't
be
mandating.
It
would
be
authorizing
the
local
municipalities
if
they
so
choose
to
put
in
the
cameras
in
school
zones,
so
it
would
depend
on
where
they
wanted
to
use
that
funding.
For
that.
So.
A
A
A
A
It's
time
to
discuss
the
nevada,
sustainable
transportation
study
and
the
advisory
working
group
to
study
certain
issues
related
to
transportation,
which
was
established
in
assembly
bill
413
during
the
2021
legislative
sessions
members.
You
may
recall
that
ab13
requires
indot
to
establish
an
advisory
working
group
during
the
2021-2022
interim.
The
working
group
must
consist
of
at
least
20,
but
not
more
than
30
persons,
including
the
chairs
of
the
assembly
and
senate
standing
committees
on
growth
and
infrastructure,
with
the
additional
members
appointed
by
the
department
to
represent
a
wide
variety
of
entrances
and
organizations.
A
The
working
group
was
charged
with
studying
transportation,
equity
reduction
in
greenhouse
gas
emissions
and
the
sustainability
of
the
state's
highway
fund.
The
department
is
required
to
submit
a
written
report
on
the
findings
and
recommendations
to
of
the
working
group
no
later
than
december
31st
of
this
year,
for
it
to
be
transmitted
to
the
2023
legislative
session.
So
we
have
the
director
of
indot
and
mr
jeff
doyle
from
the
project
of
management
at
cdm
smith
to
provide
information
on
the
progress
of
the
working
group
of
this
committee.
N
Madame
chair
members
of
the
committee,
thank
you
for
having
us
and-
and
I
should
know
thank
you
for
having
us
again
because
I
know
we've
provided
an
update
earlier
during
this
interim.
I
am
here.
Oh
christina
swallow
director
of
the
nevada
department
of
transportation
for
the
record.
I
am
here
to
provide
a
little
bit
of
background
on
the
working
group,
but
I'm
also
here
with
a
colleague,
jeff
doyle,
project
manager
at
cdm
smith.
N
As
was
mentioned,
the
funding
that
we're
looking
at
specifically
is
primarily
for
the
ndot
system,
but
this
is
an
advisory
working
group
and
it
is
a
group
of
many
stakeholders
I'll
get
into
that
in
a
second,
and
so
we
hired
a
consultant
to
help
really
lead
this
effort.
So
it
wasn't
an
end
dot
driven
effort
as
much
as
it
was
a
community
driven
effort
and-
and
that's
why
he's
going
to
be
here
to
provide
the
update
as
to
where
we
are
and
what
the
next
steps
are
on
this
study.
N
And
so,
as
I
provide
a
little
bit
of
background
and
madam
chair,
you
provided
this
a
little
bit,
but
this
stems
actually
I'm
going
to
say
from
scr3
in
the
2019
session,
when
there
was
an
interim
committee
established
to
look
at
a
sustainable
funding
source
for
the
ndot
system,
the
the
statewide
transportation
system,
and
during
that
effort
we
had
a
lot
of
really
good
conversations.
But
we
recognized
that
this
was
more
comprehensive
and
a
little
bit
greater
of
a
challenge
than
what
could
be
accomplished
in
that
format.
N
And
so
we
came
out
with
ab413
and
thank
you
for
passing
it
in
this
effort.
As
you
can
see
on
the
screen,
we
are
really
looking
at
the
needs
of
all
users
of
the
transportation
system,
we're
looking
at
the
equity
of
that
system,
both
social
and
user
equity
of
the
system.
We're
looking
at
this
in
context
of
the
state's
goals
to
reduce
greenhouse
gas
emissions
and
we're
looking
at
it
to
make
sure
that
it's
sustainable
financially.
N
The
impact
of
land
use
on
all
of
the
infrastructure,
so
we're
going
to,
I
think,
actually
have
a
little
bit
of
a
kick
through
can
on
the
land
use,
because
the
committee
that
we
comprised
is
is
really
focused
on
transportation,
and
we
think
that
that
might
be
a
slightly
different
committee.
But
jeff
will
get
into
that.
I
think
in
a
little
bit
this
committee,
the
advisory
working
group
no
less
than
20
no
more
than
30.
N
We
ended
up
at
right
at
29
members
and
those
members
of
the
working
group
really
represent
a
diverse
group
across
the
state.
We
have
the
metropolitan
planning
organizations
as
part
of
this
group,
so
the
rotc
of
southern
nevada,
the
rotc
of
washoe
county,
as
well
as
tahoe
and
carson
area,
metro
planning
organizations.
We
have
environmental
agencies
and
organizations
represented
clean
energy.
We
have
tax
policy
represented
tribal
representation,
local
chambers,
including
reno,
sparks
las
vegas
chamber,
urban
chamber
and
latin
chamber.
N
We
have
the
nevada
resort
association,
so
it
is
really
a
diverse
and
labor
is
represented.
It's
really
a
diverse
group
and
it's
it's
been
interesting.
Being
part
of
this
group
as
as
we've
been
learning
together,
we
all
came
to
the
table
with
different
levels
of
expertise
on
that
on
transportation
and
transportation
funding,
and
so
we've
been
learning
together
and
exploring
a
lot
of
different
opportunities
on
how
we
might
find
fund
the
system
which
jeff
will
get
into
in
a
bit.
But
why
are
we
doing
this?
N
The
real
reason
why
we're
doing
this
is,
and
I'm
going
to
note
on
the
chart
in
front
of
you.
Almost
all
of
those
numbers
are
based
on
since
2010,
but
we've
not
taken
a
a
wholesale
look
at
how
we
fund
our
transportation
system
and
much
longer
than
that.
The
fuel
tax
has
not
been
adjusted
since
the
early
90s,
and
while
we
did
get
an
increase
of
gst
we've
not
really
looked
at
the
impact
of
inflation.
N
So,
as
a
state
we've
not
really
looked
at
inflation,
we've
not
really
looked
at
the
impact
of
growth,
the
impact
of
of
growth
and
land
use
on
how
much
we
drive
yeah,
you
can
see
that
we're
driving
far
more
than
we
drove
ever
in
the
past.
So
we've
not
taken
a
detailed
look
at
that.
Nor
have
we
really
looked
at
what
has
happened
to
our
vehicle
fleet
and
this
gets
into
those
climate
goals,
and
I
think
yes,
on
the
next
slide
again
just
looking
back
to
2010,
our
vehicle
fleet
has
become
much
more
fuel
efficient.
N
N
I
don't
know
what
that
is,
but
almost
a
penny
per
mile
for
every
mile
that
we
drove
on
the
road
on
an
on
a
fleet-wide
basis
based
on
the
fuel
economy,
but
we
know
that
fuel
economy
of
the
vehicles
is
getting
is
improving
annually.
We
also
know
that
evs
are
coming
in
and
evs
aren't
paying
anything
into
the
system,
and
so,
if
you
look
at
the
projection
out
to
2040,
we
would
need
in
order
to
fund
the
current
system
and
only
the
current
system,
almost
everybody
to
almost
drive
twice
as
much
as
they're
driving
today.
N
Well,
if
my
system
looks
the
same
and
they're
driving
twice
as
much
we're
not
going
to
be
going
very
far
or
very
fast,
so
so
this
is
that's
what
this
is.
We've
identified
and
the
previous
presenter
talked
about
the
funding
shortfall
that
we've
identified.
We've
actually
done
a
deeper
dive
into
that
and
really
looked
at
what
the
extent
of
that
shortfall
is
and
what
the
opportunities
are
and
challenges
in
that
space
and
and
then
we
dove
into
how
do
we?
How
do
we
address
that
shortfall?
What
do
we
need
to
do?
What
are
the
recommendations?
M
Okay,
thank
you
christina
good
morning,
madam
chair
members
of
the
committee,
again
jeff
doyle,
with
cdm
smith
as
we
I
pick
up
the
rest
of
the
presentation
from
here
about
10
slides.
I
do
want
to
point
out
that
in
some
advanced
materials
that
we
sent
the
committee,
we
did
make
a
couple
clarifications
and
updates
to
three
slides
and
I'll
point
those
out
as
we
reach
those
slides,
so
everyone's
working
from
the
same
piece
of
paper
or
slide.
M
We
are
on
on
pace
to
finish
on
time
and
to
deliver
what
we
hope
will
be
something
useful
for
the
legislature,
not
only
your
upcoming
session,
but
in
future
sessions
as
well.
I
should
note
this
is
one
of
the
slides
that
had
a
correction,
we're
not
sure
yet,
which
date
in
november,
we
will
have
a
final
working
group
meeting.
I
think
maybe
some
advanced
materials
indicated
november
8th,
but
there's
something
else
happening
that
day.
M
So
it's
operated
basically
as
a
measuring
stick
as
the
working
group
sifts
through
a
number
of
options
that
you'll
see
in
a
moment
and
each
of
these
principles
either
alone
or
well.
All
of
the
principles
are
are
used
to
measure
the
revenue
mechanisms,
but
mechanisms
themselves
either
alone
or
in
combination.
M
One
or
more
mechanisms
should
be
capable
of
achieving
each
of
the.
I
think
that
there
are
seven
of
them
I'll
just
quickly
mention
them.
I
won't
read
all
the
words
to
you,
but
financial
sustainability
is
a
measure
of
whether
the
revenue
to
be
produced
from
the
recommended
mechanism
is
going
to
be
sufficient
to
meet
the
ongoing
maintenance
needs
and
the
demand
for
future
transportation
services
in
the
future.
Not
just
for
tomorrow,
sufficiency
is
financial
sufficiency.
It's
related.
M
That's
a
measure
to
make
sure
that
the
amount
of
revenue
raised
from
a
mechanism
is
sort
of
the
juice
is
worth
the
squeeze
so
that
we're
not
recommending
mechanisms
that
are,
you
know,
insufficient
to
meet
the
funding
needs
and
then
user
equity
refers
to
drivers
of
vehicles
all
paying
their
proportionate
share
of
the
impacts
and
for
the
use
of
the
roadways.
Social
equity
has
more
to
do
with
improving
the
distributional
impacts
of
the
taxes
or
fees
that
are
recommended,
particularly
to
lower
income
households.
M
Flexibility
is
a
measure
of
the
degree
to
which
the
revenue
can
be
used
for
non-highway
purposes.
It's
it's
basically
a
pass
fail
or
a
yes.
No,
if
it's
constitutionally
restricted
to
highways,
then
it's
considered,
at
least
for
our
working
purposes,
inflexible
and
so
for
the
working
group
to
meet
the
goals
of
ab413.
M
Greenhouse
gas
emissions
is,
of
course,
prominent
as
a
state
policy
priority,
so
the
recommended
revenue
mechanism
should
be
capable
of
being
in
alignment
with
those
ghg
reduction
goals
and
then
finally,
transparency,
efficiency
and
ease
of
compliance.
Those
are
actually
three
separate
principles,
but
they're
all
related,
and
you
can
think
of
it
as
simple
to
explain
to
your
constituents
and
that
they
can.
Everyone
can
track
how
the
funds
are
collected
and
used
and
that
the
methods
that
are
used
for
the
collection
are
are
cost
effective.
M
So,
with
these,
having
established
these
transportation
funding
revenue
principles,
we
then
looked
at
24
that
you
can
see
here
on
a
screen,
basically
in
categories
of
taxes
and
fees
on
fuels,
gas,
tax,
diesel
tax,
primarily
and
then
fees
on
vehicles
which
are
not
based
on
usage.
It's
just
if
you
own
or
operate
a
vehicle,
you
have
certain
fees
that
you
have
to
pay.
M
If
it's
a
direct
usage
fee,
if
it's
an
indirect
usage
fee,
much
like
the
current
gas
tax
is,
then
you
could
consider
items
such
as
a
tax
or
a
fee
on
on
batteries
or
on
tires,
or
even
on
electricity
consumed
by
electric
vehicles
and
then
finally
the
fourth
grouping.
It
was
just
various
other
fees
that,
as
we
assessed,
not
only
what
exists
in
nevada,
but
also
what
is
being
done
around
the
nation
collected
other
ideas
and
threw
them
all
into
the
mix
for
the
working
group's
consideration.
M
As
I
mentioned
before,
the
guiding
principles
were
really
served
as
the
ruler
that
we
measure
against
to
find
out
how
each
potential
of
the
24
25
how
each
of
those
revenue
mechanisms
performed
relative
to
those
principles.
Now
the
slide
that
I
have
in
front
of
you
is
not
meant
to
be
read.
There's
far
too
many
words.
M
It's
really
just
intended
to
be
an
illustration
to
show
you
one
way
in
which
the
working
group
received
information
and
then
used
it
to
deliberate
and
discuss
how
they
felt
about
those
mechanisms
in
their
performance,
so
where
you
can
see
a
red
one.
The
first
segment
is
to
describe
here
the
example
being
used
is
the
gst,
so
it's
an
existing
revenue
mechanism.
M
The
one
indicates
the
area
where
there's
just
a
description
of
how
that
mechanism
might
work.
Now
the
gst
is
already
in
current
law,
so
that
wasn't
hard
to
describe,
but
we
do
describe
the
way
in
which,
at
least
at
the
time
we
thought
the
gst
could
be
potentially
increased
if
the
legislature
so
chose
and
dedicated
to
transportation.
M
Moving
back
across
the
example.
Number
two
is
really
the
quantitative
assessment
of
the
sustainability
and
sufficiency
principles.
So
what
that
is
is
trying
to
illustrate
how
that
revenue
mechanism
would
perform
in
the
future
compared
to
vehicle
miles
traveled
so
vehicle
miles.
Traveled
is,
I
guess,
a
surrogate
for
transportation
demand
the
usage
on
the
system.
How
much
wear
and
tear
you
might
expect,
and
then
the
green
line
is
the
revenue
that
can
be
expected
from
that
one
source.
M
If
the
legislature
implemented
it
and
not
not
only
mechanically,
but
also
at
the
rates
that
we
just
illustrated
now,
there's
nothing
magical
about
those
rates.
We
were
just
trying
to
play
around
with
how
robust
each
of
them
were.
Certainly,
you
wouldn't
have
a
tire
tax
that
was
capable
of
filling
a
500
million
a
year
funding
backlog.
M
So
this
is
just
to
help.
The
committee
illustrate
that
and
then
finally
down
number
three.
This
is
a
more
qualitative
assessment
of
how
the
revenue
mechanisms
performed.
So
the
working
group
members
all
well.
First,
the
staff
put
something
in
front
of
them
to
react
to,
and
then
we
had
thorough
discussions
on
pretty
much
each
of
the
24
or
25
different
options
and
how
they
felt
that
they
would
perform
on
those
principles
that
you
see
listed
across
the
bottom.
There.
M
M
We
would
now
like
to
call
it
six
remaining
revenue
options
for
analysis
and
consideration,
and
the
difference
is
an
earlier
version,
didn't
quite
articulate
where
we
think
the
working
group
is
right
now
in
its
interest
for
a
fee
on
electric
vehicles
and
I'll
talk
about
that
in
a
moment.
But
what
you
see
in
the
left-hand
column
is
that
there
are
long-term
sustainable
revenue
sources
that
have
been
identified
now.
M
That
was
the
obviously
the
principal
charge
coming
out
of
ab413,
but
there
are
mechanisms
that
are
already
in
place
their
current
taxes
that,
instead
of
brand
new
mechanisms,
current
taxes
may
have
some
viability,
at
least
in
the
near
term,
as
the
legislature
considers.
You
know
how
they
want
to
how
you
want
to
fund
the
transportation
system
going
forward.
M
The
working
group
seems
to
have
moved
to
active
consideration
of
the
six
listed
in
front
of
you
and
I'll
just
quickly
mention
them,
and
we
can
certainly
talk
about
them
more.
If
you'd
like
in
q.
A
first
is
for
the
long-term
sustainable
statewide
revenue
sources,
a
distance-based
charge
on
light
duty
vehicles,
which
is
also
referred
to
nationally
as
a
road
usage
charge,
has
been
identified
as
of
interest
to
deal
with
the
eroding
tax
revenue.
That
christina
showed
you
in
one
of
the
earlier
slides,
also
increasing
the
current
gst.
M
That's
the
value-based
tax
on
vehicles
was
of
interest
to
the
committee,
and
it
was
particularly
important
because
that
was
a
flexible
funding
source,
so
it
could
be
used.
Obviously,
for
roadways,
but
if
the
legislature
should
so
chose
it
could
be
used
for
other
multimodal
programs
and
priorities
as
well.
So
the
intent
there
was
to
make
sure
that
there
is
an
inclusion
of
a
flexible
source
for
the
legislature
to
apply
mechanisms
that
are
either
currently
in
law.
M
The
first
three
below
or
that
could
be
popped
up
fairly
soon
are
listed
under
the
near
near-term
statewide
revenue
sources,
so
obviously
increasing
the
current
gas
tax
and
the
diesel
tax
would
be
possible
in
the
near
term
because
it
already
exists,
as
would
increasing
the
basic
vehicle
license
fee
that
all
owners
pay
for
vehicles.
M
In
addition,
there
is
interest
so
far
among
the
working
group
in
exploring
more
about
what
could
be
done
with
an
inflation
index
to
the
excise
tax,
the
gasoline
excise
tax
statewide
and
we're
recognizing
that
it's
already
in
place
at
the
local
level
in
in
many
areas,
and
then.
Finally,
this
is
the
one
that
we
had
to
reconsider
to
make
sure
we
captured
where
we
think
the
working
group
is
at
the
moment
they
seem
to
be
in
general
agreement,
not
unanimous,
but
general
agreement
on
a
distance
based
charge
for
electric
vehicles.
M
M
Fortunately,
we
had
it
was
the
legislative
council
bureau
that
flagged
an
issue
for
us
that
we
were
not
aware
of,
and
it
mostly
has
to
do
with
the
mechanisms
by
which
the
legislature
may
or
may
not
be
able
to
increase
the
gst
depending
on
how
that
would
happen,
and
so
without
there's
a
lot
of
words
on
the
slide
here.
But
I'll
just
try
to
hit
the
high
points.
M
It's
a
recognition
that
the
gst
is
constitutionally
capped
at
five
percent
and
when
you
consider
that
the
state
rate
is
currently
four
percent
and
the
largest
county
plus
churchill
have
imposed
their
option
or
their
local
option
rate
of
one
percent
that
squeezes
out
most
of
the
viable
room
under
that
five
percent
constitutional
limit
for
that
fund
source.
So
that
was
something
that
the
consulting
team
had
not
considered,
and
we
appreciate
lcp
pointing
that
out.
M
They
also
highlighted
a
couple
different
possibilities,
for
maybe,
if
you
know
the
legislature
so
chose,
and
if
it's
a
recommendation
of
this
working
group
ways
to
move
forward.
That
would
be
other
other.
What
we
call
them
drafting
techniques
that
would
allow
the
gst
to
be
increased
for
transportation
purposes
and
we're
still
sort
of
taking
in
their
advice
and
counsel
on
that,
and
we
will
pick
it
up
again
in
september
and
summarize
it
for
the
working
group
members.
So
they
understand
that
it's
not
as
simple
as
perhaps
we
thought
it
would
have
been
early
on.
M
There
was
a
second
possibility.
We
weren't
sure
how
the
gst
issue
would
play
out.
So
we
wanted
to
resurface
another
flexible
funding
source
for
nevada's
consideration,
and
that
is
a
delivery
fee
and
to
be
clear,
this
is
a
delivery
fee
that
would
be
paid
by
purchasers
or
actually
by
the
shippers,
not
sorry
scratch
that
it
was
a
small
fee
that
would
be
paid
by
the
merchants,
we'll
just
call
them
merchants
likely
collected
from
the
users
just
like
any
fees
that
they
pass
along.
M
It
would
not
be
paid
by
the
postal
service
or
ups
or
fedex,
but
it
would
be,
for
example,
colorado
has
enacted
such
a
fee.
It's
I
think
in
their
case
it's
35
cents
per
delivery,
and
it
would
be
obviously
for
tangible
goods
and
the
legislature
and
the
work
group
will
make
recommendations
as
well
on
the
scope
of
what
that
would
be.
There
is
an
issue
with
that.
M
M
I
would
say
unanimous,
but
we'll
find
out
when
we
vote
that
they
will
be
recommending
that
this
issue
be
carried
forward
and
a
specific
land
use
study
commission
be
convened
and
they
may
have
some
recommendations
on
at
least
as
the
transportation
components
want
ought
to
be
considered.
But
as
we've
all
recognized
it's
more
than
just
transportation.
M
Okay,
the
final
report
to
the
legislature
just
to
set
expectations.
M
There
will
be
areas
probably
more
areas
for
findings
and
conclusions
and
there
will
be
hard
recommendations,
for
example,
gst
I'll
just
use
as
an
example
that
might
be
one
where
well
they
may
make.
I
I
don't
know
what
they'll
do
on
in
terms
of
specific
revenue
sources,
but
there
there
may
be
revenue
options
that
they
won't
be
recommending
necessarily
should
be
a
certain
rate
to
raise
a
certain
amount
of
money
for
a
certain
purpose,
but
rather,
as
the
original
charge
was
looking
at
mechanisms
that
are
sustainable
for
the
future.
M
However,
to
provide
hopefully
maximum
usefulness
to
the
legislature
in
the
findings
and
conclusions,
we
are
going
to
prepare
rate
tables
for
the
mechanisms
that
were
of
interest
to
the
working
group,
so
that,
if
you,
when
you
pick
them
up
someday
either
next
session
or
in
the
future,
and
feel
that
the
timing
is
right,
you
could
calculate
using
all
the
information
that
we've
provided.
What
rates
would
raise,
which
amounts
and
what?
For
what
purposes?
M
The
final
slide
is
the
final
report
to
the
legislature.
We
again,
we
are
on
time
in
terms
of
being
able
to
get
the
report
to
you.
The
next
meeting
will
be
critical.
It
will
be
in
person.
I
think
it's
here
in
las
vegas,
so
encourage
everyone
to
watch
or
attend,
we'll
be
reviewing
the
finding
statements
that
we
floated
to
the
working
group
members
for
first
reactions
in
june.
We
we
are
reshaping
them
now
and
they
will
go
back
to
the
working
group
members.
M
M
Okay-
and
I
think
that
that's
all
we
have
for
prepared
remarks
today
and
I'm
happy
to
answer
any
questions.
M
N
A
A
So
it's
truly
been
a
labor
love
of
stakeholders
throughout
the
state
to
make
sure
that
we
get
this
right
so
that
we
have
a
sustainable
solution
for
how
we
fund
our
highways
in
nevada.
As
we
look
at
transit
issues
as
we
look
at
land
use
issues,
there's
been
a
lot
of
work
gone
into
it.
So
I
applaud
you.
A
The
team
of
both
your
teams
from
ndot
and
cdm
and
all
the
stakeholders
have
given
their
time
because
they
don't
get
paid
to
come
out
and
do
this,
and
these
are
day-long
meetings,
but
people
are
truly
committed
to
get
this
right
nevada.
So
I
just
wanted
to
tell
you.
Thank
you.
Members.
Do
you
have
any
questions?
Assemblywoman
brown
me.
G
Thank
you
remarkable
work,
really,
it's
so
great
to
see
how
far
you've
come
throughout
the
interim.
Congratulations
on
some
really
good
work.
My
question
is
relative
to
bicyclists
pedestrians
right
some
of
our
multimodal
users
that
are
a
little
bit
more
at
risk
and
I'm
just
curious
to
know
what
kind
of
reporting
or
of
the
comments
that
you
receive
throughout
the
interim.
Can
we
look
forward
to
when
the
report
is
done
relative
to
the
vulnerable
road
users.
N
All
right,
christina
swallow
for
the
record.
You
know
one
of
our.
Our
tasks
is
to
make
sure
that
we're
looking
at
it
for
all
modes,
all
users.
So
we
are
looking
at
considering
the
flexibility
of
the
revenue
to
be
used
on
infrastructure.
That
would
be
supportive
of
non-drivers,
and
so
we're
doing
that.
I
should
note
that
we
are
primarily
looking
at
the
nevada
dot
system.
N
Our
system
is
roughly
14
000
lane
miles
across
the
state,
which
is
about
13
of
the
total
road
network,
and
but
while
it's
only
13
of
the
network,
we
carry
50
of
the
traffic
and
70
of
the
heavy
vehicle
traffic,
so
our
roads
aren't
necessarily
always
the
roads
that
have
the
most
non-drivers
on
them,
but
we
do
have
them
and
so
we're
working
to
make
sure
that
we
have
flexible
funding,
that
we
can
use
to
build
out
and
improve
the
system
for
non-drivers.
N
But
we
are
having
those
conversations
more
broadly
with
our
local
partners
in
the
scope
of
what
we
deliver
on
a
transportation
program,
and
the
previous
speaker
also
spoke
a
little
bit
about
the
funding
that
we've
gotten
through
the
bipartisan
infrastructure
law.
So
we're
working
on
it
that
in
that
space,
but
to
the
extent
on
this
effort,
we're
looking
at
where
we
have
more
flexible
funding
sources,
largely
we
can
use
the
funding
that
the
revenue
that
we
do
have
for
sidewalks
and
bike
lanes.
If
it's
within
the
the
right
of
way
proper.
It's.
K
Thank
you,
madam
chair.
I
know
this
is
a
working
group
and
you're
just
kind
of
going
through
stuff,
but
it
seems
I
wasn't
there.
So
I
kind
of
wanted
to
kind
of
dig
into
a
little
bit
of
the
like
the
findings
or
the
the
discussion
points,
especially
when
you're
talking
about
like
a
street
utility
fee
or
a
land
impact
use
fee.
And
so
what
would?
What
would?
What
would
be
the
the
recommendation
to
those
who
are
already
paying
attacks
because
they
pump
gas?
N
Christina
swallow
for
the
record:
can
I
just
I'm
gonna
check
back
and
get
clarity
you're
specifically
asking
like
a
street
utility
for
your
land
use
impact
fee
if
that
would
be
on
top
of
other
revenue
sources?
I
think
the
good
news
on
this
is
right.
Now
we're
not.
The
awg
is
no
longer
really
looking
at
either
of
those
as
options
to
advance
as
a
recommendation
for
a
statewide
revenue
source.
K
Increasing
the
licensing
fees
for
all
users
and
and
then
you
kind
of
transition
to
maybe
evs,
which
has
been
a
big
topic
of
conversation
as
evs
utilize
roads,
and
then
they
don't
pay
the
the
the
fuel
tax
that
is,
that
is
dedicated
towards
the
repair
and
in
in
the
repair
the
the
roads
by
which
they
use,
and
so,
when
you're,
looking
at
like
a
road
usage
charge
for
evs,
the
the
per
mile
thing
seem
to
be
very
problematic.
K
Just
because
you
it
would
be
like
a
self-reporting
thing.
Correct
I
mean
I
don't
know
how
you
judge,
how
far
a
vehicle
drives
unless
they
report
it
themselves.
Unless
you
stick
something
on
their
vehicle
and
then
you
talk.
You'd
also
talked
about
a
flat
usage
fee,
so
maybe
that
they
pay
when
they
register
their
vehicle.
They
pay
an
extra
flat
usage
fee
and
that
seemed
more.
K
That
seemed
more
realistic
because
you
could
get
it
at
the
point
of
you
could
get
it
at
one
point
and
then
and
then
move
on
from
there.
But
you
guys
seemed
like
you
were
discussing
that
that
that
wasn't.
That
was
the
option
that
they
had
potentially
to
either
pay
a
road
road
usage
fee
and
track
their
mileage
or,
if
they
didn't
want
to
do
that,
that
they
could
pay
that
they
could
pay
an
upfront
fee.
Is
that?
Did
I
get
that
right?
So.
N
I
I
think
you
had
a
couple
of
questions
in
there,
but
I'm
going
to
go
with
the
last
one
and
if
I,
if
we
miss
anything
else,
just
please
repeat
it
christina
swallow
for
the
record.
So
regarding
ev
contributions
to
the
system.
Currently,
the
awg
is
looking
at
a
revenue
option
that
would
be
a
distance
based
charge
for
evs
and
and
and
with
the
option
to
play
to
pay
a
flat
fee.
N
This
is
actually
something
that
the
awg
is
looking
at
as
a
bridge
to
a
long-term
solution
that
we're
in
all
vehicles,
kind
of
anticipating
that
cafe,
standards
are
going
to
continue
to
increase
in
fuel
efficiency
and,
at
some
point,
we're
going
to
have
to
make
some
adjustments.
But
in
the
interim,
when
evs
represent
roughly
two
percent
of
the
system
or
the
fleet,
this
is
a
recommendation.
N
This
is
not
a
new
concept,
it's
actually
already
being
implemented
in
utah
they've,
already
implemented
it
for
their
evs.
The
question
regarding
self-reporting
actually,
all
of
our
vehicles.
We
have
odometers
and
our
gas
powered
engines.
We
get
an
annual
check.
I
don't
believe
the
evs
do,
but
that
could
be
implemented
so
that
at
an
annual
smog
check
for
lack
of
another
term,
they
would
have
an
odometer
reading,
and
so
they
would
be
able
to
then
pay
based
off
of
the
the
miles
they
traveled
the
flat
fee
was
actually
had.
N
There
was
actually
some
members
of
the
ewg
that
had
some
concerns
regarding
the
flat
fee,
around
equity
and
the
assumption
that
all
ev
drivers
drive
the
same
distance,
so
they
should
all
pay
the
same.
When
we
know
that
that's
that's
not
true.
Some
people
drive
more.
Some
people
drive
less.
So
that
was
why
we
were
looking
at
actually
going
straight
to
the
road
user
fee,
but
then
providing
a
flat
fee.
If
there
were
concerns
by
the
by
the
individual
user.
A
And
in
response
to
your
question
I'll
remind
you
during
the
2019
legislative
session,
the
assembly,
growth
and
infrastructure
was
able
to
pass
a
bill
for
a
pilot
program
for
dmv
to
to
capture
miles
being
used
of
the
different
vehicles
on
our
roadway
and
that
pilot
program
is
still
going.
L
Thank
you
very
much
chair
just
a
question
about
when
we
talk
about
road
use.
L
We
know
that
heavier
vehicles
have
more
damage
to
the
roads
than
lighter
passenger
vehicles,
and
I
may
have
missed
it,
but
did
you
all
bring
into
consideration
when
you
talked
about
fees,
the
difference
in
size
and
weight
of
vehicles
and
how
the
you
talked
about
awg
already
looking
into
this
sort
of
there's
a
pilot
out
there,
did
it
also
take
into
consideration
the
s,
the
type
and
size
of
the
vehicles
in
relation
to
the
fees.
N
Thank
you
for
the
question.
Christina
swallow
department
of
transportation
for
the
record.
If
we
were
to
go
back
a
few
slides
jeff,
we
would
be
able
to
look
on
slide
10
of
those
fees
no
longer
under
consideration,
and
actually
one
of
those
fees
was
a
fee
based
on
weight.
So
there
was
some
conversation.
Actually
there
was
a
robust
amount
of
conversation
regarding
weight-based
fees,
and
at
this
point
the
awg
was
not
prepared
to
advance
that
as
a
recommendation.
N
I
should
note
that
when
we
were
looking
at
this
fee,
it
was
largely
based
on
personal
vehicle
versus
trucks
like
big
heavy
trucks.
It
didn't
dive
into,
and
we
started
to
see
this
in
one
city
so
far
in
the
nation,
where
they're
actually
looking
at
weight
on
all
vehicles,
so
vehicles
under
you
know,
3000
pounds
versus
vehicle
over.
You
know
three
to
five
and
and
really
that's
starting
to
look
and
capture
at
the
increased
weight
that
we're
seeing
in
in
the
ev
fleet.
L
Madam
chair
follow-up,
ms
wallow,
can
you
be
a
little
bit
more
specific?
I
know
the
idea
was
put
aside,
but
I
I
think
it's
it's
cogent
question
to
ask
why
there
was
or
just
give
a
little
insight
on
why
that
idea
did
not
pan
out.
M
Thank
you,
madam
chair,
for
the
record.
Jeff
doyle
cdm
smith.
Yes,
so
picking
up
from
what
christina
explained,
the
rationale
behind
it
is
that
although
vehicles
of
heavier
weights
do
more
damage
on
the
roadways,
they
are
not
currently
subject
to
the
most
stringent
cafe,
standards,
which
is
the
principal
driver
behind
the
erosion
projected
future
erosion
in
the
motor
fuel
tax.
M
M
But
as
these
heavier
duty
vehicles
do
make
meaningful
improvements
in
their
fuel
economy.
That
ought
to
be
reconsidered,
including
if
there
are
some
transitions.
This
is
probably
very
much
in
the
future
to
alternative
fuels.
Then
they
will
represent
the
same
challenge
that
passenger
vehicles
do
today.
N
Christina
swallow
for
the
record,
and
just
one
additional
piece
is
they're
still
buying
fuel,
and
so
I
think
that
was
one
of
the
other
key
points
that
was
brought
up
by
members
of
the
awg.
Is
that
if
we
were
to
move
forward
or
if
the
legislature
was
to
move
forward
with
an
increase
in
fuel
taxes,
those
heavy
vehicles
are
also
buying
that
increased
fuel.
So
they
would
be
contributing
a
larger
proportion
to
the
the
fund
as
a
result
of
those
increases.
C
Madam
chairman
yeah,
when
you
did
this
study
yeah,
did
you
look
at
some
of
the
people
and
that
live
in
rural
nevada,
like
italy,
eureka,
tonopah
hawthorne,
all
these
places
that
are
out
way
out
that
you
know
they've
gotta.
They
got
to
travel
a
lot
of
ways
for
some
big
stores
or
or
medical
reasons
or
whatever,
but
is
that
taken
into
consideration
because
they're
not
like
living
in
the
city
they
can
go
10
blocks
to
whatever
they
got
to
get
to
these
people
are
hundreds
of
miles.
N
Christina
swallow,
thank
you
for
the
question
we
actually
did
and
we
have.
We
do
have
rule
representation
on
the
committee.
Nevada,
cattlemen's
association
and
doug
busselman
is
representing
rural
nevada
on
the
awg,
so
we
do
have
a
rural
voice
and
then
our
consulting
team
actually
looked
at
when
we
started
looking
at
some
of
the
ways
these
fuel
mech
or
the
mechanisms
could
impact
different
types
of
drivers.
One
of
those
examples
was
a
rural
nevada
driver.
A
A
All
right
committee
that
moves
us
to
our
next
agenda
item,
which
is
a
presentation
from
the
nevada,
airport
and
heliport
system
plan.
As
you
all
know,
aviation
is
a
crucial
component
of
our
transportation
system.
The
nevada
aviation
system
includes
publicly
owned
airports,
privately
owned
airports
and
heliports
and
military
installations.
A
Today,
the
president
of
the
nevada
aviation
association,
mr
ken
mohan,
is
here
to
present
an
overview
of
the
recent
completed
system
plan,
which
is
used
to
provide
guidance
and
direction
to
the
indot
aviation
program,
including
how
to
help
maintain
the
system,
monitor
its
performance
and
invest
in
the
future,
and
I
believe
mr
mullen
is
in
carson
city.
I
see
a
shadow
at
the
table.
If
you
are
there,
the
floor
is
yours
and
thank
you
for
joining
us.
O
Thank
you,
man,
I'm
sure
apologize
for
that.
It's
right.
First
time,
utilizing
this
system
and
trying
to
fill
everything
out
here.
I
am
looking
for
the
presentation
on
here
for
a
little
assistance.
Thank
you.
O
I
think
it's
very
appropriate
today
that
both
chris
sanchez
with
the
with
go
ed
and
christina
swallow
with
and
are
both
here
and
I'd
like
to
share
some
information
about
our
organization.
First,
our
organization
was
founded
early
in
the
1990s,
as
kind
of
a
loose
group
of
airport
managers,
working
together
on
common
problems
and
expanded
over
time
into
becoming
a
airports,
association
primarily
focusing
on
airport
managers.
O
O
I
became
involved
in
2018.
I
was
named
manager
at
the
carson
city
airport
and
attended
my
first
association
meeting
in
douglas
county
and
subsequently
walked
out
of
the
room
becoming
the
first
vice
president.
I
think
I
must
have
stepped
out
for
a
glass
of
water
or
something
and
suddenly
became
thrust
in
the
middle
of
the
leadership.
O
I
assumed
president's
presidency
after
the
resignation
for
health
reasons
by
the
current
president
and
spent
much
of
the
lockdown
period.
Focusing
on
updating
a
strategic
plan
for
the
organization-
and
that
was
in
collaboration
with
our
board,
as
well
as
other
community
members,
and
we
organized
the
association
to
expand
beyond
just
airports
but
to
focus
on
aviation
as
a
whole
and
the
state,
and
that
goal
formed
a
broader
foundation
of
membership
and
expanded
to
airport
operators,
but
also
to
users
of
the
system,
flight
departments,
fixed-based
operators,
flight
schools,
etc.
O
And
you
can
see
this
evolving
in
the
news
with
discussions
of
advanced
air
mobility
and
future
needs
of
or
uses
of
aviation,
there
are
four
or
four
public
use
airports
in
nevada.
Five
of
privately
owned
airports
that
are
open
to
the
public.
There
are
two
temporary
airports
for
private
events
or
excuse
me
public
events.
O
One
of
them
is
the
burning
man,
black
rock
airport,
and
then
there's
also
another
area
called
dead
cow
for
a
off
airport,
fly-in
and
so
there's
a
total
of
51
airports,
but
that's
excluding
the
military
facilities
at
nellis,
creech
and
navy
fallon
4
600,
approximately
a
general
registered
general
aviation
aircraft
and
63
heliports.
O
I
was
asked
to
comment
quickly
on
the
impacts
of
ab-161,
which
was
a
tax
abatement
scheme
that
was
put
in
place
to
attract
aeronautical
companies
to
the
state
and
since
2015.
These
numbers
I
got
from
go
ed,
indicate
that
there
were
18
companies
that
took
advantage
of
that
impact
was
initially
250
jobs
and
build
out
was
at
785.
O
Now,
one
of
the
reasons
that
we
don't
hear
a
lot
of
discussion
about
funding
of
airports
in
the
state,
primarily
through
nevada
department
of
transportation,
is
as
aviation
came
to
its
own.
O
Most
much
of
the
early
airport
development
was
done
by
municipalities
and
so
as
it
matured
after
world
war
ii.
What
was
then
known
prior
to
the
faa
was
under
the
commerce
department
and
the
faa
filled
out
with
a
what
they
call
the
nippius
and
that's
established
the
national
plan
of
airport
systems,
and
so
primarily
most
of
the
funding
from
the
state
comes
from
that
airport
improvement
grants.
O
O
During
the
various
funding
mechanisms
that
came
about
during
the
lockdown
there
were
144.5
million
dollars,
came
to
nevada
airports
and
there's
going
to
be
an
additional
293
billion,
or
excuse
me
million
dollars
over
the
next
five
years
through
the
the
bill
funding
and
there's
an
additional
5
billion
across
the
country.
That's
going
to
be
available
through
that
process.
O
This
slide
here
was
shows
the
impact
of
sb
26
from
2001..
O
If
you
look
at
the
middle
row
up
there
under
grant
fund
appropriation,
the
last
deposit
into
that
fund
from
the
legislature
was
around
2019
fiscal
year,
and
so
that
fund
is
dwindling.
I
think
today's
it
it
indicates.
It's
as
of
february,
is
around
69
000,
which
is
insufficient
for
most
grap
grant.
Matching
the
infrastructure
bank
is
another
opportunity
that
the
legislature
established
in
assembly,
bill,
399
and
then
senate
bill
430,
and
there
are
75
million
dollars
of
general
obligation
bonds
available.
O
That
is
a
competitive
environment,
but
it
is
an
opportunity
for
airports
to
apply
for
additional
funding.
Ndot's
aviation
program
is
is
nominal,
there
is
kurt,
halcoll
is
the
planner
in
the
department.
He
does
a
lot
of
airport
inspections
and
the
faa
compensates
them
for
that,
and
so
a
lot
of
those
funds
come
from
there.
O
The
goal
was
to
analyze
the
needs
of
the
system,
but
also
to
determine
an
economic
impact
to
the
state,
similar
information
that
they
came
across
79
runways
in
the
state,
1.35
million
annual
miles
and
over
50
million
commercial
passengers.
O
The
helipads
was
added
to
help
designate
where
those
are
and
ensure
that
they're
all
appropriate,
whether
they're,
private
military
or
and
what
the
supporting
facilities
were.
O
O
There
was
a
unique
portion
of
this
study,
however,
that
was
identified.
It
was
called
the
airport
regional
value
and
what
it
tried
to
help
do
was
determine
you
know
what
would
cost
replace
that
infrastructure,
but
also
value
the
the
not
just
the
economic
impact,
but
the
type
of
operations
that
you
can
conduct
at
an
airport
like,
let's
say,
fernley
or
hawthorne,
for
example.
O
So
there's
a
variety
of
categories
and
sector
descriptions
and
there
was
a
scoring
system
based
on
that
primarily
facility
and
service
objectives
are
which
are
really
important
to
airports
and
helps
define
their
significance
based
upon
their
locality
and
the
type
of
facilities
and
access
available.
O
This
part
of
the
study
also
included
a
forecasting
mechanism
both
for
commercial
and
non-commercial
operations,
and
you
can
see
that
trend
is
going
to
continue.
I
don't
think
anybody's
surprised
by
that.
There
is
a
little
flattening
of
the
general
aviation
side,
there's
primarily
a
number
of
reasons
for
that
early
aviation
used
to
be
like
owning
a
boat.
O
They
did
an
ex
a
study
for
each
individual
airport,
and
this
is
really
critical,
especially
for
representatives
in
their
local
community,
because
for
each
airport
there
is
one
of
these
specific
reviews
and
it
talks
about
what
they
currently
have
and
what
their
needs
might
be.
And
so
I
I
encourage
you
to
look
at
that.
O
There
are
some
funding
sources
that
come
as
part
of
this.
One
of
them
was
to
identify
what
those
needs
are
and
just
under
the
performance
measures
and
the
various
facilities.
That
is
a
significant
dollar
amount
of
of
a
billion
dollars
for
addressing
some
of
those
other
airports.
Investment
needs,
or
I'm
going
to
explain
a
little
bit
of
how
the
faa
process
works
because
that's
important
to
understand,
but
we
look
at
a
comprehensive
picture
of
what
the
total
investment
needs
were,
and
this
comes
across,
covering
both
clark,
county
and
washoe
as
well.
O
We
wanted
to
make
sure
that
we
understood
the
impact
to
the
to
the
keeping
the
system
updated
and
why
it's
important
to
have
included
those
the
method
methodology
for
the
impact
economic
impact
is
also
important
to
understand.
O
So
this
is
not
a
a
new
method
of
analyzing
it,
but
it
did
look
at
everything
from
tenant
information,
capital
improvements
and
employer
labor
income
output.
So
I'm
going
to
make
a
quick
comparison,
not
just
of
what
the
airports
look
like.
I'm
also
going
to
compare
it
to
some
of
the
other
industries
in
the
state,
but
aviation
contributed
to
over
285
000
jobs
in
the
state.
Labor
income
alone
was
over
12
billion
dollars
with
a
statewide
output
of
40
billion.
O
You
can
see
that
that
number
is
significant
as
well
statewide
output
over
73
billion,
but
one
thing
I
do
want
to
emphasize
is
that
without
aviation,
the
hospitality
sector
would
not
have
these
kind
of
numbers
so
they're
they
really
go
hand
in
glove
and
what
I
want
to
really
talk
about.
Before
I
get
on
to
the
initiatives,
let
me
focus
just
a
little
bit
on
how
the
faa
funding
works.
O
There
is
some
airports
that
are
in
the
las
vegas
or
excuse
me,
the
los
angeles
airport
district
office,
but
we
determine
an
airport
capital
improvement
program
and
we
identify
those
by
priorities
and
it's
like
a
five-year
plan,
and
so,
for
example,
let
me
talk
about
carson
city
because
that's
my
most
recent
experience
as
an
airport
manager,
so
we
always
start
with
the
pavement
at
the
runway
surface
and
work
out
that
becomes
the
highest
priority.
Just
like
maintaining
your
roadways.
O
Maintaining
your
runway
and
your
taxiway
infrastructures
are
critical,
so
we
always
have
a
every
three
years
have
a
rehabilitation
program
in
there
and
then
we
look
at
other
aspects.
Well,
one
of
the
programs
that
was
just
completed
this
year
was
an
update
to
the
automatic
weather
observation
system
and
the
acquisition
of
a
new
snow
plow,
and
also
a
study
on
a
nighttime
instrument,
landing
approach.
O
So
we
identified
those
rough
order,
magnitude
of
costs
with
engineering
estimates
we
did
all
the
environmental
and
so
that,
when
the
funding
is
released,
the
airport
district
office
will
identify
which
programs
they'll
fund-
and
it's
usually
based
on
how
prepared
you
are
so
one
thing:
that's
really
important
is
the
communities
that
they
stay
on
top
of
those.
So
what
what
really
has
taken
place
is
that
funding
for
airports
becomes
relying
on
the
federal
government
and
less
so
on
the
state
governments.
O
But
what
I've
observed
through
my
involvement
in
regional
and
statewide
aviation
organizations
is
that
there
are
more
robust
aviation
programs
at
the
state
level
in
our
neighboring
states
and
I'll
use
arizona
for
an
example
and
I'll
use
that,
because
I've
spent
significant
amount
of
time
there
in
the
last
couple
years
and
adot
does
several
things
for
their
their
airports,
of
which
include
pavement.
Maintenance
is
one
of
their
top
priorities,
but
they
also
fund
things
that
may
not
otherwise
be
fa
grant
eligible.
O
So
if
your
family
members
experience
a
medical
emergency,
the
idea
of
getting
in
an
ambulance
and
driving
five
or
six
miles
to
a
trauma
center
is
could
be
the
difference
of
life
or
death,
and
so
some
of
the
needs
at
the
rural
airports
have
to
be
about
supporting
those
type
of
medical
operations.
Weather
reporting
broadband
internet.
So
they
can
access
flight
plan
information,
be
able
to
know
what
the
conditions
are
going
to
be
on
the
ground
when
they
arrive,
and
sometimes
they
change
in
route.
O
O
I
was
in
a
conversation
with
treasurer
conan
and
I
was
about
three
minutes
into
my
spiel,
explaining
how
five
million
dollars
can
leverage
about
50
million
dollars
in
federal
funding.
O
O
So
if
they're,
if
I
can
get
something
94
off,
I'm
really
all
about
that,
and
so
for
the
state
of
nevada
should
be
about
that
too,
and
we
don't
want
to
walk
away
from
money
on
the
table,
and
that
happens
a
lot,
especially
in
the
rules
where
they
don't
have.
The
funding
for
a
local
match,
so
if
they
have
a
big
project,
let's
say
it's
a
runway,
rehab
project
or
installation
of
a
fuel
system,
and
they
can't
make
the
local
match
they
have
to
walk
away
from
it.
O
However,
there
are
other
faa
funds
that
sometimes
step
in
the
gap
and
those
are
usually
what
they
call
supplemental
funding
and
some
of
that
opportunity
might
be
able
to
bid
for
those
or
there
might
be
an
opportunity
for
rules
to
swap
grants
when
they
don't
have
the
money
and
they
can
save
up
for
it.
So
there
are.
There
are
workarounds
that
we
do
to
that.
O
One
thing
we
have
been
doing
with
the
aviation
department:
they
called
us
earlier
in
the
year
about
a
bdr,
and
we
asked
for
a
bdr
for
a
five
million
dollar
request,
and
these
sound
like
big
money.
When
you
look
at
the
the
comparison
of
what
we've
had
interjected
in
previous
years
in
the
hundred
thousand
dollar
range.
O
Some
of
the
challenges
that
are
going
on
now
in
aviation
are
there.
The
regional
carriers
are
reducing
their
operations
to
communities
like
elko
and
they're,
going
to
lose
their
service
to
salt
lake.
That
is
the
only
commercial
service.
They've
had
right
now,
it's
scheduled
to
continue
through
december
through
that
bill.
I
think
it's
critical
to
re-establish
service,
not
just
to
salt
lake,
I'd
like
to
see
that
come
back
towards
reno
and
then
ultimately
allowing
those
passengers
to
connect
back
to
las
vegas
and
then
any
ultimately
anywhere.
O
In
the
world,
while
I
was
at
carson
city,
I
had
done
some
research
on
being
able
to
have
service
between
las
vegas
and
carson
city
during
the
legislative
session.
As
you
know,
currently
that
several
flights
basically
southwest,
I
know
frontier
is
operating
in
that
space
and
spirit
has
had
some
discussions,
but
those
flights
still
require
you
to
drive
40
minutes
from
reno
down
to
carson
city
and
service
directly
to
carson
city
airport
from
las
vegas.
O
Even
if
it's
a
couple
days
a
week,
a
monday
friday
type
arrival,
departure
would
be
critical
for
supporting
the
legislature
and
as
well
as
the
communities
that
rely
on
that
transportation
and
then
from
this
part
of
the
state,
there's
obviously
a
lot
of
access
through
las
vegas
to
any
any
destination
in
the
united
states
or
across
the
country
across
the
globe.
O
O
I'm
I'm
certainly
not
trying
to
disparage
anything,
I'm
trying
to
just
bring
light
on
the
subject
of
how
do
we
fund
it,
and
why
is
it
why
it's
critical,
and
that
is
the
issue
of
the
sustainable
funding
for
transportation
and
when
we
talked
about
just
previously
in
the
presentation
by
christina
and
jeff,
was
about
all
moats-
and
I
did
not
hear
aviation
mentioned
in
that
and
there's
a
real
critical
issue:
that's
going
to
come
up
for
southern
nevada
and
that's
the
the
idea
of
constructing
a
brand
new
airport
in
that
area.
O
The
southern
nevada
supplemental
plan.
We
had
a
presentation
by
clark,
county
department
of
aviation
at
our
conference,
about
it
the
importance
of
it
and
why
it's
critical
for
southern
nevada
and
there
hasn't
been
a
brand
new
airport
constructed
in
nevada.
Excuse
me
in
the
united
states,
since
denver
international
was
built
27
years
ago,
that's
going
to
be
a
national
level
project.
It's
going
to
require
support
from
the
federal
aviation
administration,
but
it's
also
going
to
require
support
from
the
state,
and
I
think
those
are
critical
to
connecting
that.
O
A
O
A
Appreciate
that
members
any
questions
I
believe,
assemblyman
ellison
up
north
does
have
a
question.
Thank.
C
Hundreds
of
people
use
them
flights
to
go
back
and
forth
to
salt
lake,
for
medical
reasons,
ordered
to
hit
salt
lake
and
then
come
back
to
reno,
mostly
our
educators.
They
do
that
so
this
is.
This
is
devastating
to
rural
nevada,
and
you
can
figure
about
three
quarters
of
the
state
area
will
be
impacted
by
this
and
we
tried
to
get
flights
into
eureka
or
ely
vegas,
ely,
elko,
reno
and
then
then
back,
but
now
the
sky
west
is
pulling
there.
C
C
So
we've
been
working
on
this
for
years,
so
I'm
hoping
we
can
do
something
that
we
can
get
these
planes
back
in
the
air
and
we
even
looked
at
a
private
business
that
had
a
med
flight
and
tried
to
get
all
her
king
errors
in
the
air
to
to
be
used
and
that
didn't
work.
So
we're
we've
tried
everything.
But
then
I
got
another
question
after
that.
If
you
mind
hitting
that
and
then
I've
got
one
other
question.
O
Go
ahead:
well,
I
yeah
I'll
go
ahead
and
take
a
stab
at
that
one.
First,
okay,
there
are
other,
I
think,
what's
happening
now
with
the
aging.
O
Ken
moen,
with
nevada
aviation
association,
there's
there's
a
couple
of
factors
involved.
One
is
the
aging
workforce
and
there's
a
pilot
shortage
as
a
result
of
that
most
of
the
pilots
had
historically
transitioned
from
some
sort
of
military
experience
and
then
the
civilian
workforce,
and
now
the
airlines
are
even
experiencing
such
a
challenge
that
they've
created
their
own
flight
schools
and
a
lot
of
that
training
is
taking
place
in
the
southwest
due
to
the
great
weather.
O
O
The
first
officer
could
have
a
lower
experience
level
and
the
captain
would
meet
that
criteria,
and
so
it
takes
a
tremendous
amount
of
flying
to
get
to
that
1500
hour
level,
and
there
has
been
some
talk
and
sky
west
is
one
of
the
leaders
on
this
about
pulling
the
number
of
seats
out
of
the
aircraft
to
be
able
to
fall
into
a
different
category
and
be
able
to
have
a
right
seater
with
lower
time,
and
so
there's
some
work
that
can
be
done
in
that
level
and
and
that
that
the
reason
for
that
initial
change
absolutely
had
nothing
to
do
with
a
particular
accident
that
they
used
as
a
and
it
was
in
buffalo
new
york
and
both
of
those
pilots
had
ample
time
in
in
that
aircraft.
O
The
other
option
is
that
we
could
and
should
look
at
a
private
operation
to
do
that
and
create
within
our
state,
utilizing
whether
it's
goed
or
other
groups
bring
people
together
and
figure
out
how
to
fund
an
operation
like
that,
and
I
don't
think
it
would
would
fund
at
a
deficit,
because
I
think
the
demand
would
help
meet
it
and
it
could
start
with
as
small
as
a
pc-12,
which
is
a
nine-seat
aircraft
and
has
a
lab
in
it.
And
you
could
do
that
kind
of
operation
and
meet
it
meet
it
across
the
state.
O
It's
almost
like
an
uber
air
type
operation.
One
of
them
was
called
surf
air
and
there
was
another
group
called
blackbird
where
they
went
out
and
you
could
buy
memberships,
etc.
But
I
think
you
can
expand
it
to
support
various
industries,
whether
it's
ag
hospitality
or
mining,
for
example.
So
I
think
there
are
some
possibilities
and
I've
kicked
that
idea
around
with
some
different
folks
that
I
know,
but
I
think
that
it's
definitely
worth
exploring
further.
C
C
Station,
sir
right
yeah,
a
lot
of
them
went
to
control
towers
and
some
didn't
you
know
it's
air-to-air.
So
is
there
any.
C
Excitement
to
get
them
back
into
some
of
these
areas.
I
love
flight
service.
Every
time
I'd
fly
into
a
flight
service
station.
It
was
great
right,
but
I
I
had
some
instance
wendover,
where
you
know
you've
got
to
have
your
eyes
open
and
and
keep
calling
and
calling
and
calling
before
you
set
your
plane
down
so
right.
O
This
ken
moon
from
nevada
aviation
association
for
the
record-
I
was
in
the
faa
during
that
consolidation
period
and
what
they've
done
is
they
contracted
that
out
to
a
group
that
manages
very
large
flight
service
areas?
O
Now
much
of
that's
going,
digital
and
electronic,
as
you
are
aware,
through
different
programs
for
flight
being
one
of
them,
I
think
automated
weather
service
observation
stations
now
at
airports
reduce
some
of
that.
I
mean
it's.
It's
not
perfect.
I
think
one
thing
we
were
instituting
at
carson
city
was
putting
in
wet
weather
cams,
so
that
pilots
could
log
in
and
take
a
look
at
actual
conditions.
O
It
was
fine,
but
to
the
pilot
it
was
not
so
fine,
and
so
they
would,
they
would
depart
they'd
get
some
sort
of
weather
enroute
and
then
they
would
get
to
the
destination
and
have
to
make
a
decision
about
whether
to
try
to
land
or
not
land
and
that's
a
situation.
We
can
rectify
relatively
easy
by
the
installation
of
not
only
weather
cans
but
also
weather
observation
stations
and
for
the
costs
they're
pretty
nominal
in
that
respect.
L
I
do
thank
you
so
much,
sir,
for
your
presentation.
You
mentioned
ab-161
from
2015
and
that
18
companies
took
advantage
of
a
tax
abatement
to
the
tune
of
1.3
billion
dollars.
L
At
the
very
beginning
of
your
of
your
presentation,
I
wasn't
around
then
in
the
assembly,
and
I
would
if
you
could
just
kind
of
talk
a
little
bit
about
what
what
that
meant,
what
it
is,
and
if
this
company
that
you
are
speaking
of
that
is
pulling
out
of
the
elko
area,
was
one
of
those
18
companies
that
was
able
to
take
advantage
of
the
tax
abatement.
O
O
I
have
to
dig
in
the
data
a
little
bit
and
I
can
give
you
an
iou
on
who
those
companies
were
and
what
those
what
they
were
doing
done.
I
do
know
a
couple
of
them
off
the
top
of
my
head.
I
know
that
daso
aircraft
services
at
reno,
tahoe
airport,
was
one
of
the
firms
that
applied
for
that.
O
I
also
know
that
there's
a
company
that's
planning
to
relocate,
I
don't
know
if
there's
what
the
status
of
that
is
up
from
mcclellan
to
carson
city.
Originally,
I
I
don't
know
the
status
of
that,
but
a
lot
of
those
there
was
another
off
top
my
head.
I
think
it
was
another
flight
school,
slash,
maintenance,
repair
operation
at
the
reno
airport
advanced
to
aviation.
O
They
also
applied
for
it.
So
what
they
were
required
to
do
was
both
capital
x,
but
also
primarily
jobs
related,
and
so
they
had
to
identify
the
number
of
jobs
that
they
were
going
to
be
able
to
support
what
those
wages
were.
And
what
I
liked
about
this
bill
was
that
if
they
didn't
do
it,
they
didn't
get
the
the
abatement.
So
it
really
had
was
stringent
on
the
follow-up
and
a
very
high
level
of
compliance.
L
No,
I
think
the
thing
that
I
like
about
what
I
heard
is
that
they
had
to
do
the
prove
up
first
or
actually
do
the
work
first
before
they
got
the
abatement,
but
any
other
data
would
be
wonderful,
and
I
appreciate
that.
Thank
you.
A
A
You
too,
members
that
takes
us
up
to
our
final
presentation
of
the
day.
It's
a
presentation
on
the
hydrogen
landscape
in
nevada
and
we'll
have
the
founder
and
executive
director
of
the
united
states
hydrogen
alliance
joining
us.
We've
heard
how
hydrogen
has
so
many
uses.
One
of
those
uses
includes
playing
a
larger
role
in
the
transportation
sector
and
potentially
helping
us
meet
our
zero
emissions
goals.
A
So
I
see
you
there
on
zoom.
If
you
can
go
ahead
and
introduce
yourself,
I
see
that
you
have
a
a
powerpoint.
Unfortunately
we
did
not
receive
that.
So
I'm
going
to
ask
at
the
end
of
your
presentation,
if
you
could
please
send
that
to
our
staff
so
that
anyone
that's
joining
us
online
or
goes
back
to
review
this
committee
meeting
would
have
that
and
then
the
members
of
the
committee
would
also
have
that.
So
at
the
end
of
the
presentation,
please
send
it
to
our
committee
staff.
H
Absolutely
thank
you
well
good
afternoon,
chair
and
committee
members.
My
name
is
roxanna
beck
muhammadi
and
I
am
the
executive
director
of
the
u.s
hydrogen
alliance.
It's
an
honor
to
speak
to
you
today
about
the
hydrogen
landscape
in
nevada.
I
come
to
you
as
an
environmentalist
energy
engineer
and
advocate,
and
I
hope
to
provide
you
with
a
pragmatic
and
honest
assessment
of
the
industry.
H
H
H
H
Hydrogen
is
one
of
the
many
solutions
that
synergistically
works
across
clean
energy
and
transportation
systems.
The
department
of
energy
has
depicted
these
synergies
in
the
image
displayed.
On
the
left
hand
side.
You
see
power
generation
options,
including
renewables
like
solar,
geothermal
and
wind.
You
can
use
this
power
to
produce
hydrogen,
which
can
fuel
zero
emission
vehicles,
vessels,
aircraft
equipment
and
also
feed
into
industrial
processes.
H
There
are
major
economic
environmental
benefits
associated
with
the
deployment
of
hydrogen
fuel
cells.
A
a
recent
mckinsey
report
concluded
that
by
2050
hydrogen
can
meet
14
of
the
global
energy
demand
generate
upwards
of
almost
a
trillion
dollars
per
year,
support
the
development
of
3.4
million
jobs
and
reduce
carbon
emissions
by
16
percent,
as
well
as
36
percent
of
nox
emissions.
H
Hydrogen
can
also
enable
adoption
of
solar
and
wind
power
additional
adoption
of
solar
and
wind
by
storing
that
intermittent
power
for
long
periods
of
time.
Currently
over
generation
of
solar
and
winds
is
a
limiting
factor
to
additional
deployment.
You
may
be
aware
that
air
lockheed
has
built
a
large-scale
hydrogen
production
facility
in
north
las
vegas.
We
also
have
beto
tech.
That's
actively
looking
for
sites
right
now
across
the
state
to
produce
hydrogen
in
a
distributed
manner
to
support
hydrogen
fuel
cell
electric
trucks,
buses
and
passenger
vehicles.
H
H
H
H
H
H
H
H
Ballard
fuel
cell
systems
are
powering
freight
trains
and
tizen
motors
is
actively
taking
orders
for
long
distance
fuel
cell
electric
trucks
that
we
anticipate
traveling
along
the
I-80
and
I-15
to
transport
freight
from
western
coast,
seaports
to
inland
ports
and
distribution
centers,
just
as
discussed
earlier-
and
these
are
just
a
few
major
examples.
H
Not
only
can
we
decarbonize
gray,
but
we
can
also
decarbonize
passenger
mobility.
Rtc
actually
received
3.8
million
dollars
from
the
fta
recently
to
purchase
ballard
fuel
cell
electric
buses
on
the
waterfront,
zero
emission
industries
deployed
the
first
commercial
fuel
cell
ferry
in
the
world
and
are
actively
looking
at
deploying
potentially
recreational
small
boats
in
tahoe.
H
H
We
need
accompanying
infrastructure
for
these
transportation
modes.
As
a
result,
traditional
fuel
station
builders,
like
lancer
energy
and
tlm
petro
labor
force,
are
building
hydrogen
fueling
stations
in
other
states,
but
they're
all
looking
actively
to
find
sites
around
I-80
and
I-15
to
support
fuel
cell
electric
trucks
and
cars
that
will
be
deployed
in
the
upcoming
years
just
quickly.
This
is
a
summary
of
deployed
hydrogen
fuel
cell
applications
across
the
us,
as
provided
by
doe.
H
Just
to
summarize,
you
probably
have
heard
about
hydrogen
hubs,
but
what
are
hydrogen
pods?
Here's
a
really
simplified
graphic
of
what
a
hub
can
look
like
renewables,
biomass,
renewable
natural
gas
can
be
used
as
a
feedstock
for
hydrogen
production,
which
can
then
be
stored
and
then
distributed
for
transportation,
energy
generation,
industrial
and
grid
related
purposes.
H
H
And
this
is
a
near
and
dear
topic
to
center
spearmint.
Hydrogen
can
also
be
a
solution
to
avoiding
dust
associated
with
acquiring
fuel
in
hostile
areas.
Also,
it's
a
little-known
fact
that
the
us
army
is
actively
planning
for
the
production
of
hydrogen
as
it's
deemed
as
the
next
tactical
field,
especially
with
over
80
countries
across
the
globe.
Investing
in
hydrogen,
hydrogen
and
fuel
cells
build
gaps
across
our
future
energy
and
transportation
systems,
especially
when
we're
looking
at
them
being
clean.
H
The
department
of
energy
is
responsible
for
distributing
this
eight
billion
dollars,
and
we
now
have
30
states
in
our
great
nation,
announcing
their
intent
to
apply
for
these
dollars,
including
your
neighbors,
california,
washington,
arizona
and
a
multi-state
hub
called
the
western
interstates
hydrogen
hub,
comprised
of
wyoming
utah
new
mexico
and
colorado
with
the
state's
infrastructure
bank.
The
industry's
interest
in
the
state,
the
I-80
and
I-15
being
critical
freight
corridors
and
the
state's
commitment
to
clean
energy
and
transport
nevada
could
be
a
strong
competitor
or
partner
to
these
other
neighboring
states
for
these
dollars.
H
G
Thank
you,
madam
chair.
Just
one
question:
probably
it's
probably
a
broad
question,
but
when
we're
talking
about
the
storage
of
hydrogen,
you
had
mentioned
in
your
presentation
that
there
were
several
large
storage
facilities.
Can
you
speak
to
the
instability
if
there
is
any
instability
with
the
storage
of
hydrogen,
especially
in
large
quantities,
and
on
top
of
that,
how
long
can
you
store
it
for.
H
G
Okay
and
along
with
that,
when
you're
asking
for
the
technical
information,
if
I
met
madam
chair,
so
you
can
store
for
weeks
months
years,
seasons.
But
if
you
have.
D
G
Stored
in
one
place
is
there
is
there
need
not
to
mix
it
with
others,
so
you
want
to
make
sure
you
use
up
whatever
you're,
storing
in
one
place
and
not
mix
it
with
some
of
the
newer
stuff.
That
kind
of,
I
guess,
I'm
kind
of
looking
at.
Do
you
have
to
make
sure
you
keep
it
siloed
separately
from
new
batches
of
hydrogen
cells?
G
Or
can
you
just
add
it
in
there
if
you
could
if
it
lasts
indefinitely,
I
mean
I
just
don't
know
enough
about
it
to
have
any
kind
of
clue
whatsoever.
So.
H
No,
absolutely,
you
know,
that's
a
good
question.
You
know
hydrogen
is
utilized
at
a
certain
purity
rate.
We
would
store
hydrogen
exclusively
in.
Let's
say
this
underground
storage
or
a
cavern,
and
you
know,
basically,
we
could
use
distribution
systems
like
the
national
gas
pipeline
in
order
to
transport
this
hydrogen
to
different
places
even
across
the
country.
H
You
can
be
continuously
in
a
sense
replenishing
this
this
vast
energy
storage
system
over
time
as
well.
So
it's
not
like
it's
a
it's
not
like
a
closed
capsule
and
then
you
reopen
it.
It
is
a
continuous
system
if
you
can
think
of
it.
That
way,.
L
Just
real
quick
go
ahead.
I
attended
the
presentation
at
unlv
earlier
this
year.
First
of
all,
thank
you
so
much
for
your
presentation
appreciate
that
I
attended
the
presentation
at
unlv
when
they
launched
the
program.
L
The
coordination
with
southwest
gas
and
unlv
to
you
know
to
talk
about
hydrogen
production,
one
of
the
ways
that
they
talked
about
producing
hydrogen
was
with
water
and,
as
you
heard
earlier,
we
have
quite
a
scarcity
within
our
state
of
water
and
to
use
it
for
production.
Of
hydrogen.
Of
course,
raises
questions
and
alarm.
L
There's
another
way
to
produce
hydrogen,
and
if
you
could
just
speak
to
that,
so
that
we
have
some
understanding
about
the
difference
between
the
two
processes
and
which
one
of
if
both
of
these
processes
are
already
ready
to
produce
hydrogen
in
large
quantities
so
that
it
could
actually
be
used
effectively
in
our
communities.
H
Thank
you
so
much
for
that
question
assembly.
Remember.
Actually,
this
is
a
perfect
question.
This
comes
up
very
often,
and
so
I
would
like
to
to
first
say
that
this
came
up
even
last
year
when
we
were
presenting
a
cr-10,
and
I
know
that
nrdc
brought
up
this
question
about
just
using
electrolysis.
H
The
most
traditional
way
of
producing
hydrogen
right
now
is
through
what
is
called
c-methane
reformation
98
of
it
is
being
produced
that
way.
It
basically
is
just
warming
up
water
up
to
the
point
that
it's
steam
about
700
degrees
celsius
and
then
actually
having
that
interact
or
react
with
methane.
Typically
now
methane
can
be,
it
can
be
coming
from
a
fossil
fuel
or
it
can
come
from
a
renewable
source
like
renewable
natural
gas.
H
So
it
can
come
from
off
your
wastewater
treatment
facilities
from
your
landfills,
et
cetera,
et
cetera,
and
you
can
produce
renewable
hydrogen.
That
way,
and
I'd
like
to
remind
people
that,
as
long
as
there
are
people,
you
will
have
local
renewable
natural
gas
readily
available.
But
there
are
many
other
processes
like
pyrolysis.
You
can
actually
take
plastics
and
produce
hydrogen
you
could
take
instead
of
just
even
fossil
natural
gas.
Instead
of
clearing
it,
you
can
produce
hydrogen.
H
You
can,
of
course,
produce
a
hydrogen
from
electricity
as
well,
but
you
know
woody
biomass,
there's,
there's
multiple
methods
of
actually
producing
hydrogen
and
I
actually
encourage
another
diverse
portfolio.
H
A
You
see
no
other
questions
from
our
committee
members.
I
want
to
thank
you
for
joining
us
today
and
thank
you
for
the
presentation
and
then
again
ask
that
you
email
that
presentation
over,
so
it
becomes
part
of
the
public
record
for
today's
meeting.
A
A
A
person
may
also
submit
public
comment
and
writing
either
in
addition
to
their
testifying
or
in
lieu
thereof,
written
public
comments
may
be
submitted
before
during
and
after
the
adjournment
of
this
meeting.
So
is
there
anyone
here
in
las
vegas?
That
would
like
to
provide
public
comment
and
then
we
will
move
up
north
to
carson
city
and
then
take
anyone
who's
joining
us
by
phone.
We
have
one
person
here
and
las
vegas.
D
D
D
The
third
thing
is
nevada
power,
misquoted
ab405
in
its
application
before
the
commission,
so
ab4
was
never
implemented
correctly.
It
was
never
intended
to
restore
rooftop
solar.
It
was
intended
to.
It
was
intended
to
codify
the
the
findings
of
the
docket
in
2015.,
so
we've
got
a
real
issue
with
net
metering
and
there's
an
open
there's
an
open
docket
before
the
commission
and
it
there's
a
chance.
It
may
not
go
well.
There's
a
lot
of
push
back
from
the
commission
on
this,
and
this
committee
was
created
to
understand
what
the
problem
was
with
net
metering.
D
A
H
E
Good
afternoon,
chair
and
committee
members,
this
is
sean
sever
from
the
nevada
dmv.
E
It's
s,
e,
a
n
s
e
v
e
r,
and
I
just
wanted
to
comment
briefly
on
the
dmv
item
that
was
pulled
from
the
work
session,
and
I
do
appreciate
you
pulling
that
item
after
a
meeting
with
senator
brooks
in
march
of
this
year.
The
dmv
did
change
the
policy
that
prevented
nevada
residents
from
visiting
dmv
offices
in
towns
in
which
they
do
not
reside.
E
I
did
want
to
point
out
that
this
is
a
bit
of
a
catch-22
for
the
dmv,
as
residents
from
the
larger
cities
can
quickly
overwhelm
the
small
staffs
and
offices
in
our
rural
nevada
towns.
We
saw
this
happen
during
the
height
of
the
pandemic,
and
we
had
to
put
this
policy
in
place.
There
were
dozens
of
people
lining
up
overnight
outside
our
pahrump
office,
for
example,
which,
as
you
can
imagine,
made
things
much
worse
for
everyone.
E
We
do
offer
registration
and
driver's
license
renewal
online
now
among
other
services,
and
we
could
use
your
help
to
remind
them
nevadans
that
they
should
check
online
first
to
see
if
they
can
do
their
dmv
business
on
our
website
instead
of
waiting
in
line
in
an
office.
So
thank
you
for
your
ongoing
support
and
your
time
today.
A
H
I
Oh
hello,
I'm
sorry,
I
wasn't
sure
if
it
was
my
turn,
my
name
is
caroline
jones.
I'm
here
on
behalf
of
the
environmental
defense
fund
edf
sees
hydrogen
as
a
potential
climate
solution
in
hard
to
decarbonize
sectors,
but
only
if
leaks
are
accounted
for
and
prevented.
Hydrogen
can
be
an
important
climate
strategy
in
nevada
and
around
the
u.s,
but
scaling
up
the
use
of
hydrogen
to
carbonize
heavy
duty
transportation,
aviation,
shipping
or
industrial
applications
requires
careful
consideration
of
hydrogen's
environmental
and
climate
impacts,
which
recent
edf
research
clients
have
been
historically
underestimated.
I
There's
emerging
consensus
in
the
scientific
community
about
hydrogen's
warming
impact
as
a
powerful
short-lived,
indirect
greenhouse
gas
hydrogen
itself
as
a
leak
prone
gas
has
owned
potent
and
often
overlooked
warming
effects
based
on
the
latest
science.
The
actual
warming
power
of
hydrogen
in
the
atmosphere
is
two
to
six
times
higher
than
standard
estimates,
depending
on
the
time
frame.
When
we
consider
the
near-term
climate
impact
edf
research
shows
that
climate
benefits
from
hydrogen
usage
can
be
severely
diminished
for
high
to
moderate
emission
rates.
I
Minimizing
or
eliminating
hydrogen
leakage
is
absolutely
critical
to
the
success
of
hydrogen
as
part
of
the
solution
to
climate
change.
Furthermore,
hydrogen
is
not
an
inherently
climate
use:
climate
visual
source
of
energy,
its
effects
on
the
climate,
positive
or
negative
depend
on
where
and
how
it's
produced
hydrogen
boost
by
fossil
fuels.
Without
carbon
capture
and
storage,
known
as
gray,
hydrogen
is
not
a
climate
solution
and
should
not
be
considered
in
nevada's
plans
for
development.
I
E
I
Overall,
climate
warming
effects
of
fossil
fuel-based,
hydrogen
specifically
methane
leakage
from
producing
hydrogen
using
natural
gas
and
ccs
is
a
significant
concern.
The
climate
effects
of
mechanicals
are
often
underestimated
in
hydrogen
assessments
and
methane
is
a
powerful
greenhouse
gas
with
a
high
global
warming
potential.
I
I
A
A
A
Thank
you
so
much
well
with
that
members.
Thank
you
for
your
time
in
participating
in
this
committee
over
the
few
months
and
for
those
that
sat
in
today.
Thank
you
so
much
for
answering
the
call
to
step
up
and
be
a
substitute.
We
truly
appreciate
it.
I
got
the
chance
to
work
with
you
guys
during
the
session,
so
I
knew
you
knew
that
the
subject
matter
and
could
trust
that
you
would
make
objective
opinions.
So
this
is
our
last
meeting.