Jan 25, 2022 City Council Work Session

IT IS JANUARY 25TH, 2022, OF OUR CITY COUNCIL WORK SESSION, CALLING TO ORDER.

[1. Call to Order NOTICE OF OPTION TO RECESS INTO EXECUTIVE SESSION Pursuant to A.R.S. §38-431.02, notice is hereby given to the members of the City Council and to the general public that, at this work session, the City Council may vote to go into executive session, which will not be open to the public, for legal advice and discussion with the City’s attorneys for legal advice on any item listed on the following agenda, pursuant to A.R.S. §38-431.03(A)(3).]

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PRESENT. COUNCIL MEMBER MCCARTHY. I AM HERE. COUNCIL SALAS. PRESENT. COUNCIL MEMBER SHIMONI. PRESENT. COUNCIL MEMBER SWEET. PRESENT.

ALL RIGHT, THANK YOU. WITH THAT, COUNCIL MEMBER ASLAN, WOULD YOU PLEASE LEAD US IN THE PLEDGE OF ALLEGIANCE? IT WOULD BE MY HONOR.

STAND IF YOU'RE ABLE.

THANK YOU, COUNCIL MEMBER, AND COUNCIL MEMBER SHIMONI, OUR MISSION STATEMENT, PLEASE.

THE MISSION OF THE CITY OF FLAGSTAFF IS TO PROTECT AND ENHANCE THE QUALITY OF LIFE FOR ALL. THANK YOU AND COUNCIL MEMBER SALAS OUR LAND ACKNOWLEDGMENT, PLEASE.

THANK YOU, MR. MAYOR, AND I AM HONORED TO DO SO.

THE FLAGSTAFF CITY COUNCIL HUMBLY ACKNOWLEDGES THE ANCESTRAL HOMELANDS OF THESE AREAS, INDIGENOUS NATIONS AND ORIGINAL STEWARDS.

THESE LANDS, STILL INHABITED BY NATIVE DESCENDANTS, BORDER MOUNTAINS SACRED TO INDIGENOUS PEOPLES. WE HONOR THEM, THEIR LEGACIES, THEIR TRADITIONS AND THEIR CONTINUED CONTRIBUTIONS. WE CELEBRATE THEIR PAST, PRESENT, AND FUTURE GENERATIONS WHO WILL FOREVER KNOW THIS PLACE AS HOME.

THANK YOU. THANK YOU, COUNCIL MEMBER SALAS.

THAT BRINGS US DOWN TO AGENDA ITEM FOUR, WHICH IS OUR PUBLIC PARTICIPATION.

[4. Public Participation Public Participation enables the public to address the council about items that are not on the prepared agenda. Public Participation appears on the agenda twice, at the beginning and at the end of the work session. You may speak at one or the other, but not both. Anyone wishing to comment at the meeting is asked to fill out a speaker card and submit it to the recording clerk. When the item comes up on the agenda, your name will be called. You may address the Council up to three times throughout the meeting, including comments made during Public Participation. Please limit your remarks to three minutes per item to allow everyone to have an opportunity to speak. At the discretion of the Chair, ten or more persons present at the meeting and wishing to speak may appoint a representative who may have no more than fifteen minutes to speak.]

ALL RIGHT, THANK YOU. WELL, THAT BRINGS US TO AGENDA ITEM FIVE.

[5. Review of Draft Agenda for the February 1, 2022 City Council Meeting Citizens wishing to speak on agenda items not specifically called out by the City Council may submit a speaker card for their items of interest to the recording clerk.]

DO WE HAVE ANY QUESTIONS CONCERNS ON THE AGENDA FOR NEXT WEEK? ALL RIGHT, I'M NOT SAYING ANY CS OR QS IN THE CHAT BOX AT THIS TIME OR HANDS RAISED.

SO THAT BRINGS US DOWN TO AGENDA ITEM NUMBER SIX, WHICH IS THE MOUNTAIN LION 2021 ANNUAL

[6. Mountain Line 2021 Annual Report and Project Update Mountain Line has prepared an update for Flagstaff City Council on our transit programs and projects. The presentation will include a high-level review of system performance and our financial data for FY2021.]

HEATHER, TAKE IT AWAY.

GOOD AFTERNOON, MAYOR AND MEMBERS OF CITY COUNCIL.

AM I ABLE TO SHOW A PRESENTATION OR SHALL I DEFER TO THE CITY CLERK? UH, BE A GOOD QUESTION FOR CITY CLERK IF SHE CAN SHARE FROM THERE.

HEATHER, WHAT WE DO HAVE IT, I BELIEVE THAT WOULD BE BEST SHARED FROM YOUR SIDE IF YOU CAN. OK, I AM CHECKING ON THAT.

I'M ACTUALLY NOT SEEING ANY WAY FOR ME TO SHARE.

ALL RIGHT, LET ME PULL OPEN THE PDF, AND I WILL SHARE THAT IF YOU GIVE ME JUST A MOMENT.

SURE, THANK YOU.

WHILE WE'RE WAITING, I CAN EXPRESS OUR GRATITUDE FOR BEING ABLE TO PRESENT TONIGHT, AND THE GOAL AND OBJECTIVE OF THE PRESENTATION IS STRICTLY TO SHARE INFORMATION ON HOW A MOUNTAIN LION IS DOING AND HOW OUR PROGRAMS ARE GOING.

SO WE THANK YOU FOR THE INVITATION TO PRESENT.

THERE'S NO EXPECTED ACTION, BUT WILL BE AVAILABLE FOR QUESTIONS.

I AM JOINED BY KATE [INAUDIBLE], OUR DEPUTY GENERAL MANAGER, IN CASE YOU ASK QUESTIONS THAT SHE'S BETTER ABLE TO ANSWER.

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NO PROBLEM.

I SEE IT.

ALL RIGHT. SHALL I JUST GET STARTED AND STACEY, I CAN LET YOU KNOW WHEN WE'RE READY TO GO TO THE NEXT PAGE.

TERRIFIC. THANK YOU. [INAUDIBLE].

IS THERE A WAY TO EXPAND THE PDF TO MAKE IT MORE? THAT'S WHY TAKING THE TIME TO DO, TO TRY AND FIGURE OUT, WELL, WE CAN JUST START OFF WITH IT. AND IF YOU CAN, IF YOU FIGURE THAT OUT, THAT WOULD BE AWESOME, BUT WE CAN SEE IT.

SO THAT'S THE IMPORTANT PART.

YES. OK, GREAT.

SO AGAIN, HEATHER [INAUDIBLE] I'M CURRENTLY SERVING AS THE CEO AND GENERAL MANAGER FOR MOUNTAIN LINE TRANSIT, AND WE APPRECIATE YOU HAVING US HERE TONIGHT.

MOUNTAIN LINE'S MISSION IS GETTING YOU WHERE YOU WANT TO GO.

WE CONSIDER THAT TO BE OUR MISSION FOR THE PARTNERS THAT WE SERVE, AS WELL AS OUR WRITERS AND OUR EMPLOYEES.

NEXT PAGE. A QUICK REFRESHER ON WHAT IS MOUNTAIN LINE, SO WE ARE ARIZONA'S FIRST INTERGOVERNMENTAL PUBLIC TRANSPORTATION AUTHORITY, BUT THAT REALLY MEANS IS THAT WE ARE DESIGNATED TO PERFORM PUBLIC TRANSIT SERVICES ON THE BEHALF OF OUR MEMBER AGENCIES.

AND YOU CAN SEE ON THIS SCREEN THOSE MEMBER AGENCIES INCLUDE THE CITY OF FLAGSTAFF, COCONINO COMMUNITY COLLEGE, NORTHERN ARIZONA UNIVERSITY AND COCONINO COUNTY.

WE WERE FORMED IN 2006.

JUST FOR THOSE OF YOU THAT [INAUDIBLE] THAT NEXT PAGE.

IF YOU'RE NOT FAMILIAR WITH OUR SERVICES, WE WANTED TO SHARE A QUICK LOOK AT OUR ROUTE MAP, SO THIS DOES SHOW WHERE THE ROUTES GO THROUGHOUT OUR COMMUNITY.

YOU CAN SEE THE ORANGE LINE IN THE UPPER LEFT OF THE SCREEN THAT IS ROUTE FIVE, AND IT DOES SERVE THE CHESHIRE AREA.

THAT IS OUR NORTHWESTERN MOST POINT.

WE HAVE YELLOW AND BROWN LINES THAT EXTEND DOWN TO LAKE MARY ROAD ON THE MOST SOUTHERN POINT OF OUR SERVICES.

THAT IS ROUTES FOUR AND 14 THAT SERVE ALSO THE COMMUNITY COLLEGE.

AND THEN ON THE NORTHEASTERN SIDE OF TOWN, YOU'LL SEE A RED ROUTE IN YOUR UPPER RIGHT SCREEN, AND THAT IS OUR ROUTE 66 SERVICE THAT SERVES ALL THE WAY OUT TO THE CHRISTMAS TREE AREA. OUR ROUTES DO HAVE VARYING FREQUENCY FROM 20 MINUTES ALL THE WAY OUT TO ONE HOUR. THAT JUST MEANS HOW OFTEN THE BUS COMES PAST A STOP.

NEXT SLIDE. OUR CURRENT FLEET INCLUDES 22 HYBRID ELECTRIC BUSSES, SIX HYBRID ELECTRIC ARTICULATED BUSSES.

OFTENTIMES PEOPLE CALL, THOSE ARE SLINKY BUSSES, AND THEN WE HAVE EIGHT PARATRANSIT VEHICLES. CURRENTLY IN OUR FLEET, WE ARE TRANSITIONING TO ELECTRIC, AND WE'RE GOING TO TALK A LITTLE BIT ABOUT THAT LATER IN THE PRESENTATION.

NEXT SLIDE. OUR FACILITIES INCLUDE ONE HUNDRED AND SIXTY FOUR BUS STOPS.

I'LL START WITH THAT POINT, WE ACTUALLY HAVE A TEAM OF FOUR STAFF THAT MANAGE THOSE STOPS FOR CLEANLINESS AND SERVICE ABILITY.

WE HAVE TWO CONNECTION CENTERS, ONE DOWNTOWN ON PHOENIX AVENUE AND ONE AT THE MALL.

AND CURRENTLY WE OPERATE ONE ADMINISTRATIVE OFFICE THAT INCLUDES THREE SHOPS AND ONE BUS STORAGE FACILITY.

NEXT SLIDE. MOUNTAIN LINE HAS WORKED HARD TO PROVIDE A VALUABLE SERVICE AND BE GOOD STEWARDS OF PUBLIC DOLLARS.

THIS HAS RESONATED WITH THE PUBLIC, AND MOUNTAIN LINE HAS BEEN SUCCESSFUL IN SECURING BOTH SUPPORT AND FUNDING.

NEXT SLIDE. THIS IS OUR 20-YEAR HISTORY.

MOUNTAIN LINE HAS INCREASED IN OUR RIDERSHIP EVERY YEAR SINCE IT WAS FIRST FORMED IN 2001, WITH THE EXCEPTION OF THE LAST TWO YEARS WHICH HAVE BEEN IMPACTED BY THE PANDEMIC.

WE DO SHOW A SIGNIFICANT INCREASE BETWEEN 2011 AND 2012, AND THIS IS DUE TO THE ADDITION OF ROUTE 10 THAT CONNECTS ANY NEW CAMPUS TO WOODLANDS VILLAGE AND THE DOWNTOWN FLAGSTAFF AREA. THIS SERVICE IS FREE TO UNIVERSITY STUDENTS, AND THEY MAKE UP ABOUT 50 PERCENT OF OUR RIDERSHIP. AS WE'VE SEEN, INCREASES IN RIDERSHIP OUR COST PER PASSENGER HAS SIMULTANEOUSLY GONE DOWN OVER THE YEARS.

NEXT SLIDE. NARROWING OUR FOCUS A LITTLE BIT, THIS IS OUR MONTHLY RIDERSHIP REPORT THAT'S AVAILABLE ON OUR WEBSITE ANY TIME YOU WANT TO CHECK IT OUT.

THIS COMPARES THE LAST TWO COMPLETED YEARS WITH THE CURRENT ONGOING YEAR.

YOU CAN SEE IN THE LIGHTEST GRAY LINE THAT IS 2020 WHEN WE FIRST STARTED FEELING THE

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IN 2022, WE ARE SHOWING A RECOVERY OF RIDERSHIP AND ACTUALLY PROJECTING TO BE AT ONE POINT THREE MILLION RIDERS THIS YEAR.

NEXT, SLIDE. SWITCHING OUR FOCUS A LITTLE BIT FROM RIDERSHIP TO SOME OF THE FINANCIAL DATA. THIS GRAPH IS TO SHOW OUR OVERALL EXPENSES, AND YOU CAN SEE THAT THE BUS SERVICE IS OUR LARGEST PROGRAM, WITH WAGES AND BENEFITS MAKING UP ABOUT 50 PERCENT OF TOTAL EXPENSES. THE NEXT LARGEST EXPENSE THAT WE HAVE ACROSS OUR PROGRAMS IS FUEL.

THE COUNTY PROGRAMS ARE ILLUSTRATED HERE JUST TO GIVE YOU OUR FULL PICTURE.

GENERAL FUND IS MOUNTAIN LINES GENERAL FUND NOT TO BE CONFUSED WITH THE CITY AND INCLUDES EXPENSES FOR REBRANDING AND MEMBERSHIPS.

THESE ARE EXPENSES WE COVER WITH NON TRANSIT FUNDING LIKE ADVERTISING.

NEXT SLIDE. ULTIMATELY, WHO PAYS FOR MOUNTAIN LINE INCLUDES FOUR MAJOR SOURCES.

CITY OF FLAGSTAFF CONTRIBUTES WITH A TWENTY NINE AND A HALF CENTS ON ONE HUNDRED DOLLAR PURCHASE TAX THAT WE USE FOR FUNDING, OPERATING AND OUR CAPITAL EXPENSES.

YOU'LL NOTE THAT ARIZONA IS NOT ON THIS SLIDE BECAUSE ARIZONA DOES NOT CONTRIBUTE TO TRANSIT. WE DO RECEIVE FUNDS VIA A-DOT BUT THEY ARE PASSED THROUGH FEDERAL FUNDS AND SO ARE RECORDED IN THAT SLICE OF THE PIE.

THE FEDERAL TRANSIT TRANSPORTATION ADMINISTRATION SLICE OF THIS PIE WILL SHOW A SLIGHTLY LARGER IN FUTURE YEARS DUE TO OUR $17 MILLION GRANT FOR ELECTRIC VEHICLES AND OUR DOWNTOWN CONNECTION [INAUDIBLE].

NEXT SLIDE. BREAKING DOWN THAT FEDERAL FUNDING SLICE OF THE PIE.

THERE ARE FOUR DIFFERENT SOURCES THAT MAKE UP THAT FEDERAL FUNDING.

WE'VE BEEN EXTREMELY SUCCESSFUL IN LEVERAGING THE LOCAL TRANSIT TAX TO SECURE FEDERAL FUNDING FOR PROJECTS, PLANS AND INITIATIVES.

IN FACT, WE HAVE PAID FOR OUR FACILITIES, OUR BUS STOPS AND ALL OF OUR BUSSES USING 80 PERCENT FEDERAL FUNDING AND 20 PERCENT LOCAL MONEY HAVING LOCAL FUNDING SOURCES NECESSARY TO GAIN ACCESS TO THE FEDERAL DOLLARS.

AND WE PRIORITIZE THAT FOR CAPITAL PROJECTS.

THE ORANGE SLICE OF THIS PIE IS IMPORTANT TO US BECAUSE IT IS RECOGNITION OF THE PROGRAMS THAT WE PROVIDE AND THE HIGH PRODUCTIVITY WE HAVE.

THIS FUNDING SOURCE IS DEFINED BY THE FEDERAL TRANSIT ADMINISTRATION AS SMALL TRANSIT INTENSIVE CITIES.

ESSENTIALLY, THEY LOOK AT THE SERVICE OF PLACES LIKE [INAUDIBLE] METRO MEASURE US AGAINST THEM, AND THEY HAVE SIX BENCHMARKS IN WHICH IF WE ARE PERFORMING, AS WELL AS THAT LARGE SYSTEM, WE RECEIVE ADDITIONAL FUNDING.

CURRENTLY, WE ARE RECEIVING SIX OF SIX MEASURES AND WE ARE ONE OF 11 COMMUNITIES THAT HAVE ACHIEVED THAT. NEXT SLIDE.

YOU ALL ARE PROBABLY FAMILIAR, BUT IN CASE YOU AREN'T, THIS IS THE HISTORY OF THE TRANSIT TAX. IT WAS FIRST ESTABLISHED IN 2000.

IT WAS RENEWED AND INCREASED IN 2008, AND THEN IT RENEWED AGAIN IN 2016.

NEXT SLIDE. GOING BACK TO THE SMALL, TRANSIT INTENSIVE CITIES AGAIN, THAT REWARDS HIGH PERFORMING SYSTEMS LIKE MOUNTAIN LINE WITH ADDITIONAL FUNDING.

THIS GRAPH ILLUSTRATES THE SMALL URBAN SYSTEMS THAT EXIST IN THE STATE OF ARIZONA.

THE BLUE BAR IS THE NUMBER OF [INAUDIBLE] EACH OF THESE SYSTEM PROVIDES.

WHILE THE ORANGE BAR IS THE AMOUNT OF APPROPRIATED FIFTY THREE ZERO SEVEN MONEY, FIFTY THREE ZERO SEVEN IS DISTRIBUTED BASED ON POPULATION AND DENSITY OF THE COMMUNITY.

YOU WILL KNOW THERE ARE TWO COMMUNITIES [INAUDIBLE] AND [INAUDIBLE] THAT RECEIVE FIFTY THREE ZERO SEVEN MONEY BUT ACTUALLY HAVE NO SERVICES IN PLACE.

THE SMALL TRANSIT INTENSIVE CITY FUNDING ACTUALLY EQUALS OUT THE AMOUNT OF FEDERAL FUNDS FLAGSTAFF RECEIVES BY REWARDING OUR SYSTEM FOR ITS HIGH PERFORMANCE.

AND I'LL JUST FOOTNOTE THAT THE FIFTY THREE ZERO SEVEN MONEY APPROPRIATED TO COMMUNITIES WITHOUT TRANSIT IS THEN REDISTRIBUTED BY THE STATE THROUGH A COMPETITIVE PROCESS.

IT DOES NOT NECESSARILY GO BACK [INAUDIBLE].

NEXT SLIDE. A BRIEF LOOK AT MOUNTAIN LINES LEGISLATIVE PRIORITIES.

WE ARE WORKING ON TWO STATE INITIATIVES RIGHT NOW AND HAVE A BILL THAT IS SPONSORED BY REPRESENTATIVE BLACKMAN THAT COULD RESULT IN ADDITIONAL $6 MILLION APPROPRIATION FOR OUR DOWNTOWN CONNECTION CENTER.

ADDITIONALLY, WE'RE WORKING WITH ON THAT DISTRIBUTION OF TRANSIT FUNDING IN A TIMELY FASHION. FEDERALLY, WE'VE BEEN WORKING ON REAUTHORIZATION, AND WE WERE SUCCESSFUL IN INCREASING THE STICK SET ASIDE FROM TWO PERCENT TO THREE PERCENT.

AND AS ALREADY MENTIONED, THAT'S IMPORTANT FUNDING TO OUR COMMUNITY.

NEXT SLIDE. I WANT TO GO BACK AND TALK A LITTLE BIT MORE ABOUT OTHER PROGRAMS, WE'VE BEEN

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MOUNTAIN LINE PARATRANSIT SERVICE IS DESIGNED FOR PEOPLE WITH DISABILITIES WHO DO NOT HAVE FUNCTIONAL ABILITY TO RIDE THE BUS, THOSE CLIENTS ARE ALSO ELIGIBLE FOR A TAXI PROGRAM, WHICH IS A COST EFFECTIVE MEASURE FOR MOUNTAIN LINE TO PROVIDE THAT SERVICE.

AND IT OFFERS A MORE CONVENIENT TRIP FOR THE CLIENT.

MORE INDIVIDUALIZED SERVICE.

NEXT SLIDE. SIMILAR TO THE BUS, WE DO TRACK RIDERSHIP ACROSS THAT SYSTEM, AND THIS IS ALSO AVAILABLE ON OUR WEBSITE.

THE PICTURE IS NOT THAT DIFFERENT THAN THE BUS SYSTEM, ALTHOUGH WE ARE SEEING A QUICKER RECOVERY IN OUR TRANSIT SERVICE DEMAND THAN WE ARE ON THE BUS.

AND A LOT OF THAT IS THE DEFINED RIDERSHIP THAT USES TRANSIT THAT CAN'T GET AROUND WITHOUT IT. NEXT SLIDE.

WE ALSO TRACK THE SCENE FOR CITY TAXI.

WE WE LIKE TO SEE CITY TAXI RIDERSHIP HIGH BECAUSE IT DOES REDUCE THE OVERALL OPERATING COST OF PARATRANSIT PROGRAMS. NEXT SLIDE. AND THE LAST PART OF OUR PROGRAMS IS THE MOUNTAIN EXPRESS SERVICE, MOUNTAIN EXPRESS IS FREE SERVICE BETWEEN FLAGSTAFF AND ARIZONA SNOWBALL, AND IT IS ONE HUNDRED PERCENT FUNDED BY ARIZONA SNOWBALL.

RIDERSHIP CONTINUES TO GROW EACH YEAR WITH THE EXCEPTION OF COVID, AS DOES THE IMPACT THIS SERVICE HAS HAD ON CONGESTION ALONG HIGHWAY 180.

NEXT SLIDE. WE DO OFFER AN ECO PASS PROGRAM, THIS ENCOURAGES EMPLOYERS TO BUY PASSES FOR ALL EMPLOYEES AT A DEEPLY DISCOUNTED RATE, REDUCING THE NEED FOR AND PARKING AT BY THE EMPLOYER. TRANSIT ACCESS IS A VALUABLE EMPLOYEE BENEFIT, ESPECIALLY FOR EMPLOYERS LIKE YOU WHO CHARGE FOR PARKING OR FMC WHO HAVE LIMITED PARKING.

NEXT SLIDE. WE HAVE BEEN VERY FOCUSED ON TECHNOLOGY.

WE OFFER A TRANSIT APP THAT ALLOWS RIDERS TO TRACK OUR BUSSES IN REAL TIME.

PLAN TRIPS AND SEE WHEN THE NEXT BUS WILL ARRIVE.

WE'VE RECENTLY ADDED MOBILE TICKETING, OFFERING OUR RIDERS AN ALTERNATIVE TO PAYING CASH OR OWNING A BUS PASS.

AND LASTLY, WE INTRODUCED AND LAUNCHED A PROGRAM CC NOW, WHICH ALLOWS RIDERS TO REPORT SAFETY CONCERNS IN REAL TIME.

NEXT SLIDE. SIXTY-EIGHT PERCENT OF OUR RIDERS SAY THAT MOUNTAIN LINE IS THEIR ONLY TRANSPORTATION, WITH FORTY-SEVEN PERCENT OF OUR RIDERS ACCESSING WORK AND 20 PERCENT OF OUR RIDERS GOING TO SCHOOL.

NEXT LINE. INSTEAD OF LOOKING BACK, WE'RE GOING TO LOOK FORWARD A LITTLE BIT, AS I ALLUDED TO EARLIER, WE ARE IN THE MIDDLE OF TRANSITIONING TO ZERO EMISSION BUSSES.

THIS IS A PLAN THAT OUR BOARD DID ADOPT EARLIER THIS YEAR.

WE HAVE TWO BUSSES ON ORDER NOW AND EXPECT TO TAKE DELIVERY WITHIN THE NEXT 12 MONTHS.

AS LONG AS THIS SUPPLY CHAIN HOLDS UP AND WE'RE EXCITED TO INTRODUCE AND PILOT THESE BUSSES IN OUR COMMUNITY TO SEE WHAT RANGE WE CAN GET OUT OF THEM AND MAKE BETTER PLANS FOR FUTURE TRANSITION.

NEXT SLIDE. WE ARE STILL IN THE PROCESS OF OUR FIVE YEAR PLAN KNOWN AS FLAGSTAFF IN MOTION. AS THE FLAGSTAFF COMMUNITY CHANGES IN GROWTH, IT'S IMPORTANT THAT MOUNTAIN LINE SERVICES ARE EVALUATED TO ENSURE TRANSIT CAN CONTINUE TO MEET THE NEEDS OF THE COMMUNITY.

MOUNTAIN LINE IS IN THE PROCESS OF IDENTIFYING HOW BEST TO PROVIDE AND FUND TRANSIT SERVICES. YOU CAN VISIT FLAGSTAFF IN MOTION TO LEARN MORE AND SHARE YOUR TRANSIT NEEDS AND PRIORITIES.

NEXT SLIDE. A BIG TOPIC OF DISCUSSION FOR US HAS BEEN NORTHERN ARIZONA HEALTH CARE'S POTENTIAL MOVE.

SO WE WANTED TO ILLUSTRATE WHAT WE HAVE PROPOSED AS A WAY TO MEET THEIR NEEDS WITH TRANSIT AND THE ESTIMATED COST OF THAT PROGRAM.

THE CONVERSATION ABOUT SERVICE TO NAH IS AN ONGOING DISCUSSION WITH OUR PARTNERS AND NAH . NEXT SLIDE. AND AS WE WIND DOWN AND CLOSE OUT, IF YOU WERE NOT AWARE, MOUNTAIN LINE JUST CELEBRATED ITS 20TH ANNIVERSARY IN OCTOBER AND THESE ARE JUST A COUPLE OF THE TWEETS WE WERE ABLE TO SHARE, MOST OF YOU ARE PROBABLY FAMILIAR WITH JEFF [INAUDIBLE], WHO WAS A KEY INDIVIDUAL IN OUR LAUNCH AND OUR SUCCESS OVER THE LAST SEVERAL YEARS.

AND WITH THAT NEXT SLIDE? THAT IS OUR BRIEF UPDATE, AND AGAIN, I WANT TO THANK YOU FOR YOUR TIME TODAY, BUT WE'D BE HAPPY TO ANSWER ANY QUESTIONS ON THE INFORMATION THAT WAS SHARED.

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COUNCIL, DO WE HAVE ANY QUESTIONS AT THIS TIME? VICE MAYOR. THANK YOU, MAYOR.

AND THANK YOU SO MUCH, HEATHER.

THAT WAS GREAT.

AND HELLO, KATE, I KNOW THAT YOU'RE ON THIS AS WELL.

CAN YOU TALK A LITTLE BIT MORE ABOUT THE PARATRANSIT, HOW PEOPLE ACCESS IT, HOW IT'S FUNDED? YEAH, I GUESS THOSE ARE THE TWO THINGS THAT I'M MOST INTERESTED IN.

OKAY. SO PARATRANSIT IS DESIGNED TO MEET THE FEDERAL REGULATIONS TO MAKE SURE THAT INDIVIDUALS WHO CAN'T ACCESS THE BUS HAVE COMPLIMENTARY SERVICE.

THAT'S THE WAY IT'S DESIGNED, SO IT RUNS THE SAME SERVICE HOURS.

IT COVERS THE SAME SPAN OF AREA AS THE FIXED ROUTES.

WE ACTUALLY GO THREE QUARTER OF A MILE AS A CROW FLIES FROM ANY ROUTE OR STOP IS CONSIDERED WITHIN THE BOUNDARIES FOR PARATRANSIT, FURTHER DEFINED AS [INAUDIBLE] SERVICE TO ACCESS THAT SERVICE.

WE DO HAVE AN APPLICATION PROCESS THAT'S AVAILABLE BY CALLING OUR OFFICE OR VISITING OUR WEBSITE. WE ASK SIMPLE QUESTIONS JUST TO ASCERTAIN THE ABILITY TO ACCESS STOPS.

SO A LOT OF CLIENTS QUALIFY FOR WHAT WE CALL CONDITIONAL SERVICE.

MEANING WHEN THEY'RE GOING MAYBE TO THE MALL, THEY COULD USE A BUS TO DO THAT.

BUT THEIR HOME DOESN'T HAVE ADA ACCESSIBLE ACCESS TO A BUS STOP, MEANING IT'S TOO FAR TO WALK. IT DOESN'T HAVE CURB CUTS OR ANYTHING ALONG THOSE LINES, SO WE USE THAT APPLICATION TO REALLY HELP THE CLIENT MANAGE WHICH SERVICE IS MOST APPROPRIATE FOR THEM.

THAT APPLICATION CAN TAKE UP TO TWENTY ONE DAYS, BUT AFTER THAT THEY'RE CERTIFIED ON THE SYSTEM. THEY CAN CALL AND BOOK THEIR RIDES.

WE TAKE RESERVATIONS UP TO FIVE P.M.

THE DAY BEFORE SOMEONE NEEDS THE RIDE.

OCCASIONALLY, WE ACCOMMODATE SAME DAY SERVICES, DEPENDING ON WHAT WE CAN FIT WITHIN OUR SERVICE. THE FARE FOR THAT CANNOT BE MORE THAN TWICE WHAT IT IS FOR THE BUS.

SO IT'S A DOLLAR TWENTY FIVE ONE WAY FOR THE BUS, IT'S TWO FIFTY ONE WAY ON THE TRANSIT SYSTEM. I HOPE THAT GIVES YOU KIND OF A ROUND FEEL OF THE PROGRAM, BUT I CAN GET MORE SPECIFIC. OK.

AND DID YOU SAY THAT YOU RECEIVE FEDERAL FUNDING FOR THAT? I MEAN, I KNOW THAT YOU RECEIVE A LOT OF DIFFERENT FUNDING, BUT YOU RECEIVE FEDERAL FUNDING FOR PARATRANSIT.

SO THE WAY THE PROGRAM IS FUNDED, AND I APOLOGIZE FOR NOT ADDRESSING THAT IS WE FUND IT THE SAME WAY WE DO THE BUS.

SO WE GET ROUGHLY TWO AND A HALF MILLION A YEAR IN APPROPRIATED [INAUDIBLE] FUNDS.

AND WE USE THAT TO FUND THE OPERATING OF BOTH THE BUS AND THE TRANSIT SYSTEM.

WE CAN USE THAT FOR UP TO 50 PERCENT OF THE COST.

OUR PROGRAMS ARE ACTUALLY COST MUCH MORE THAN THAT.

SO THE CITY OF FLAGSTAFF OVER MATCHES THOSE FUNDS.

OK, THANK YOU.

YOU'RE WELCOME. COUNCIL MEMBER SWEET.

HI, HEATHER. THANK YOU FOR BEING HERE, AND I HOPE OUR COMMUNITY KNOWS HOW LUCKY WE ARE TO HAVE MOUNTAIN LINE IN FLAGSTAFF.

I'M WONDERING IF YOU CAN SPEAK TO ANY OF THE EFFORTS THAT MAY BE HAPPENING AND TRYING TO GET EMPLOYEES OF THE DOWNTOWN TO TAKE THE BUS.

[INAUDIBLE], I CAN DO MY BEST.

I MAY HAVE TO CALL ON KATE TO HELP FILL IN THE BLANKS, BUT WE HAVE THE ECO PASS PROGRAM, WHICH I TALKED ABOUT A LITTLE BIT IN THE PRESENTATION.

THE DOWNTOWN BUSINESS EMPLOYERS PARTICIPATE IN THAT PROGRAM, SO EVERYONE WHO WORKS FOR THOSE DOWNTOWN EMPLOYERS HAS ACCESS TO A FREE TRANSIT PASS.

WHAT WE'VE BEEN DOING IS WORKING WITH THE EMPLOYERS TO ENSURE THAT THEY HAVE MATERIAL THAT THEY CAN SHARE WITH THEIR EMPLOYEES TO OUR CONCERN IS THAT PEOPLE DIDN'T KNOW THE PROGRAM EXISTED, SO WE'VE BEEN WORKING WITH EMPLOYERS TO ENSURE THAT INFORMATION IS AVAILABLE. EMPLOYEES KNOW THAT IT'S AN AVAILABLE OPTION TO THEM.

WE ALSO WORKED ON RE-STRATEGIZING HOW THE PAST PROGRAM WAS SET UP AS COMPARED TO THE PARKING PASS PROGRAM EMPLOYEES USED TO HAVE TO CHOOSE, AND NOW THEY HAVE THE OPTION OF HAVING BOTH IF THEY WOULD LIKE THEM.

SO WE'RE VERY EXCITED ABOUT SOME OF THOSE CHANGES THAT WE'VE ONLY INTRODUCED, I THINK, WITHIN THE LAST COUPLE OF WEEKS.

GREAT, I THINK THAT IS IS VERY HELPFUL, AND I HOPE THAT ALL THE BUSINESS OWNERS LISTENING TONIGHT CAN PASS THAT INFORMATION ALONG.

THANK YOU. THANK YOU.

THANK YOU, COUNCIL MEMBER SHIMONI.

THANK YOU, MAYOR, AND GOOD EVENING, GENERAL MANAGER [INAUDIBLE] THANK YOU SO MUCH FOR THE PRESENTATION AND ALSO GOOD EVENING TO DEPUTY GENERAL MANAGER KATE MORLEY AND THE TEAM THAT'S TUNING IN. THANK YOU FOR THE UPDATE.

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SO KUDOS TO HER AND HER LEADERSHIP AND WORK WITH THE CITY.

WE ARE BEYOND GRATEFUL FOR YOU AND YOUR DEDICATION TO ALL THIS IN LEADERSHIP, SO I KNOW YOU'RE NOT GOING TO SPEAK UP ON THAT FRONT SO I HAD TO AS THE BOARD CHAIR FOR MY MIND TO DO IT MYSELF. IT'S BEEN AN HONOR WORKING WITH MOUNTAIN LINE AS A ELECTED AND IN THE CAPACITY AS A BOARD MEMBER, ALONG WITH NOW THE CHAIR FOR THE PAST.

[INAUDIBLE] TEN YEARS.

NO, JUST KIDDING. IT FEELS LIKE TEN YEARS, BUT MAYBE A YEAR, IF THAT.

AND A LOT OF GRATITUDE TO ALL THOSE COUNCIL WHO SERVED WITH [INAUDIBLE] OR METRO PLAN OR ANY OF THE TRANSPORTATION TOPICS.

WE HAVE A WHOLE RANGE OF PARTNERS IN THE COMMUNITY WORKING ON THESE THINGS, AND WE ALL WORK TOGETHER. SO THANK YOU TO MY COLLEAGUES AND COUNCIL FOR YOUR LEADERSHIP, BOTH ON MY MIND AND POTENTIAL PLAN IN OTHER AGENCIES.

WE APPRECIATE IT. I APPRECIATE IT.

AND A SPECIAL SHOUT OUT TO COUNCIL MEMBER SWEET, WHO'S A BOARD DIRECTOR WITH MYSELF WITH MOUNTAIN LINE. SO, YEAH, JUST WANTED TO DO A QUICK SHOUT OUT TO EVERYBODY.

VERY IMPRESSIVE LEARNING ABOUT THE RIDERSHIP UPTICK OVER THE YEARS.

NOTHING NEW TO ME, BUT ALWAYS GREAT TO SEE THAT [INAUDIBLE] DONE A GREAT JOB AT SERVICING THE COMMUNITY. YOU KNOW, I REALLY STANDS OUT THAT SIXTY EIGHT PERCENT OF RIDERS DEPEND ON MOUNTAIN LINE, AND I THINK MOST PEOPLE ON THIS CALL AND MAYBE TUNING IN WILL NOT NECESSARILY BE IN THAT SIXTY EIGHT PERCENT, RIGHT? A LOT OF US DRIVE OR RIDE OUR BIKES OR WHATEVER IT IS, BUT WE DON'T TAKE THE BUS.

SO I JUST WANT TO TAKE A MOMENT TO CHALLENGE ALL OF YOU TO DOWNLOAD THE APP AND TAKE THE BUS. EXPERIENCE IT, MAKE THAT CONSCIOUS CHOICE TO EXPERIENCE WHAT THAT FEELS LIKE.

SO, YOU KNOW WHAT SIXTY EIGHT PERCENT OF OUR RIDERSHIP OF MOUNTAIN LINE IS EXPERIENCING, AND I THINK YOU'LL BE PRETTY PLEASANTLY SURPRISED.

IT'S A VERY PLEASANT EXPERIENCE.

THE APP WORKS GREAT AND I'VE USED IT, AND YOU CAN BRING YOUR BIKE WITH YOU.

IT'S GREAT AND BRING THE KIDS.

[INAUDIBLE] THAT'S RIGHT.

AND YOU KNOW, I JUST WANT TO HIGHLIGHT THAT THIS PAST COUPLE OF YEARS OF COVID HAS BEEN CHALLENGING, AND MOUNTAIN LINE HAS DONE A GREAT JOB WITH HEATHER AND KATE'S LEADERSHIP TO ENSURE THAT SAFETY IS TOP PRIORITY BOTH FOR OUR EMPLOYEES AND FOR THE PUBLIC, AND HAS CONTINUED TO HELP THE COMMUNITY GET FROM A TO B.

AND SO THANK YOU FOR THAT AND THAT HARD WORK.

REALLY GRATEFUL TO THE WHOLE TEAM AND ALL THE DIFFERENT GROUPS THAT WE WORK WITH THE TAC, THE BOARD, THE STAFF, THE LEADERSHIP.

I THINK YOU ALL DO A GREAT JOB AND IT'S BEEN AN HONOR AGAIN TO SERVE AS AS THE BOARD CHAIR AND REALLY GET INTO SOME OF THE DETAILS.

I ALSO WANT TO JUST GIVE A QUICK SHOUT OUT TO REPRESENTATIVE BLACKMAN FOR HIS HELP AND HELPING US TRY TO FINISH AND GET ACROSS THE LINE WHEN IT COMES TO THE [INAUDIBLE] AND THE FUNDING SPECIFICALLY FOR THAT, THE MOUNTAIN LINE BOARD ISSUED A LETTER OF SUPPORT AND WE ARE JUST VERY GRATEFUL FOR HIS LEADERSHIP AT THE STATE ON ON OUR BEHALF.

SO IT'S ONE OF THE BOYS OUT HERE.

AND JUST LASTLY, KUDOS TO THE TEAM FOR EXTREMELY EFFECTIVELY LEVERAGING FUNDING THAT WE RECEIVE. I THINK THAT'S THE TERMINOLOGY USED HEATHER.

YOU ALL DO AMAZING WORK ABOVE AND BEYOND WHAT YOU ARE GIVEN WITH THE CITY FUNDING.

SO IT'S JUST INSPIRING TO SEE WHAT CAN BE DONE.

AND YOU ALL ARE VERY PASSIONATE ABOUT THE WORK THAT YOU DO.

SO IT'S CONTAGIOUS AND WE APPRECIATE IT.

THAT IS ALL. THANK YOU.

THANK YOU. THANK YOU, COUNCIL MEMBER SHIMONI.

I'M NOT SEEING ANY ADDITIONAL SEASON CUES IN THE CHAT BOX, SO GREATLY APPRECIATE THE UPDATE FROM MOUNTAIN LINE.

ALWAYS LOVE SEEING YOU HERE AND LEARNING MORE ABOUT WHAT'S GOING ON TO HELP OUR COMMUNITY. AND YEAH, THANK YOU AGAIN.

READY TO MOVE ON.

THANK YOU. THAT BRINGS US TO AGENDA ITEM NUMBER SEVEN, THE END OF YEAR UPDATE ON MINIMUM

[7. End of Year Update on Minimum Wage and Office of Labor Standards Provide information to Council and obtain feedback and input on the management of the Office of Labor Standards.]

MR. [INAUDIBLE].

GOOD AFTERNOON, MEMBERS OF COUNCIL CAN SEEING HEAR ME, OK, HERE? YOU ARE GOOD TO GO.

LET ME GO AHEAD AND GET MY PRESENTATION UP HERE AND WE CAN GO FROM THERE.

OK. CAN YOU SEE THE FIRST SLIDE OF MY PRESENTATION HERE AS WELL? YES, SIR. OK.

EXCELLENT. THANK YOU VERY MUCH.

MAYOR DEASY, MEMBERS OF COUNCIL.

[00:30:02]

SO THIS IS THE END OF THE YEAR 2021 BEGINNING OF THE YEAR 2022 UPDATE JUST TO LET YOU KNOW WHAT'S HAPPENING WITH THIS OFFICE.

AND I WANT TO START WITH WITH A BACKGROUND OF WHAT THIS OFFICE IS AND HOW WE GOT HERE.

THE FLAGSTAFF MINIMUM WAGE WAS PASSED AS A CITIZENS INITIATIVE BALLOT MEASURE IN NOVEMBER OF 2016 AT THE GENERAL ELECTION.

THE CITIZENS PUT IT ON THE BALLOT AND THEN VOTED TO APPROVE IT, WHICH MEANS THAT IT IS VOTER PROTECTED. IT WAS AMENDED ONCE SHORTLY THEREAFTER JUST TO AFFECT SOME WAYS IT WAS IMPLEMENTED TO BEGIN WITH.

BUT ALL OF THOSE CHANGES ARE KIND OF MOOT AT THIS POINT.

THIS MINIMUM WAGE GOT US TO $15 AN HOUR LAST YEAR IN 2021.

IN 2016, THE GOAL WAS $15 AN HOUR IN FIVE YEARS.

HARD TO BELIEVE IT'S BEEN THAT LONG ALREADY, BUT HERE WE ARE.

THE NEXT FEW STEPS ARE WE'RE GOING TO BE PHASING OUT THE MINIMUM WAGE OVER THE NEXT FOUR OR FIVE YEARS. SO BEGINNING IN JANUARY OF 2026, THERE WILL BE ONLY ONE MINIMUM WAGE FOR EVERY SECTOR AND EVERY EMPLOYEE IN THE CITY.

DOESN'T MATTER IF YOU'RE A SERVER OR IF YOU'RE WORKING IN THE KIND OF FIELD EVERYONE WILL BE ENTITLED TO THE FULL MINIMUM WAGE AT THAT TIME.

BEGINNING THIS MONTH, IN JANUARY OF 2022, WE'VE MOVED UP TO 15.50 PER HOUR AS THE MAIN MINIMUM WAGE AND $13 AN HOUR FOR TIP WORKERS.

SO IT'S $2.50 LESS THAN THE FULL MINIMUM WAGE RIGHT NOW AND AGAIN OVER THE COURSE OF SEVERAL YEARS. THAT WILL JUST BE SLOWLY PHASED OUT AS THE MINIMUM WAGE APPROACHES THE MAIN MINIMUM WAGE.

THIS YEAR, WHERE WE'RE AT 15.50 RIGHT NOW.

THAT WAS ALSO THE LAST TIME THAT THERE IS A SET NUMBER THAT WE HAVE KNOWN FOR YEARS WHAT THE WAGE WILL BE BEGINNING NEXT YEAR AND 2023, AND EVERY YEAR AFTER THAT, THE WAGE WILL INCREASE BASED ON THE CONSUMER PRICE INDEX.

SO WE DON'T KNOW WHAT THE WAGE WILL BE YET IN JANUARY OF 2023, BUT IT WILL BE BASED ON THE RATE OF INFLATION, AND I'LL GET INTO THAT HERE IN A MOMENT.

ALSO WANT TO POINT OUT THAT UNDER THE ORDINANCE, STATE AND FEDERAL GOVERNMENT ENTITIES ARE EXEMPT FROM PAYING THE MINIMUM WAGE.

THE CITY OF FLAGSTAFF IS NOT EXEMPT, NOR IS THE COUNTY.

SO THAT MEANS [INAUDIBLE] AND OTHER FEDERAL AND STATE EMPLOYERS IN THE CITY ARE NOT REQUIRED TO PAY THE MINIMUM WAGE TO THEIR EMPLOYEES, PER THE ORDINANCE, AS IT WAS PASSED.

THE RESPONSIBILITIES OF THE CITY'S OFFICE, THE OFFICE OF LABOR STANDARDS HERE, THERE'S FOUR MAIN RESPONSIBILITIES IN THE ORDINANCE.

THE FIRST ONE IS TO PROVIDE RESOURCES FOR BUSINESSES, SO THIS INCLUDES OUR MINIMUM WAGE POSTERS THAT EVERY BUSINESS IS REQUIRED TO HANG IN A PREVALENT PLACE ON THEIR JOB SITES IN BOTH ENGLISH AND SPANISH, AS WELL AS NOTICES TO THEIR EMPLOYEES.

WE ALSO DO SOCIAL MEDIA, GRAPHICS AND OTHER RESOURCES AND WHATNOT THAT WE THINK ARE NECESSARY AS THEY COME UP.

BUT WE PUBLISH THOSE THINGS FOR THE BUSINESSES AND PROVIDE THEM TO THEM SO THAT THEIR EMPLOYEES ARE AWARE OF THE WAGE AND THAT THEY'RE IN COMPLIANCE WITH THE ORDINANCE.

WE ALSO CONDUCT EDUCATION AND OUTREACH TO THE COMMUNITY THAT'S TAKEN MANY FORMS OVER THE PAST ALL.

I'VE GOT A DIFFERENT SLIDE, A LITTLE BIT FURTHER DOWN TO TALK ABOUT THE OUTREACH WE'VE DONE OVER THE LAST YEAR.

THE THIRD RESPONSIBILITY OF THE OFFICE IS TO INVESTIGATE POSSIBLE VIOLATIONS.

WE ARE COMPLAINT BASED OFFICE, SO WHEN SOMEONE NOTIFIES US THAT THEY BELIEVE THEY'RE NOT BEING PAID THE MINIMUM WAGE OR THAT A BUSINESS IS NOT PAYING THE MINIMUM WAGE, WE HAVE A FORM THEY CAN FILL OUT AND A PROCESS TO GET THAT STARTED.

AND THEN WE HAVE THE ABILITY TO INVESTIGATE BY REQUESTING DOCUMENTS FROM THE BUSINESS TO SEE [INAUDIBLE] THEY'RE PAYING TO THEIR EMPLOYEES WE CAN REQUEST TIME SHEETS TO VERIFY THE HOURS THAT HAVE PAID OUT TO EMPLOYEES SO WE CAN REQUEST ALL THOSE DOCUMENTS AS LONG AS IT'S WITHIN THE STATUTORY PERIOD OF THREE YEARS, THE REQUIRED TO HOLD THEM FOR THAT LONG AS WELL SO THAT IF THERE'S A COMPLAINT, WE CAN GO AND EXAMINE ALL OF THEIR THEIR PAYROLL RECORDS. FINALLY, IF IT COMES TO IT OR OBVIOUSLY IS ABLE TO ENFORCE THE PAYMENT OF FINES AND BACK WAGES.

SO IF WE DO AN INVESTIGATION AND DISCOVER THAT A BUSINESS WAS IN FACT PAYING LESS THAN THEY WERE LEGALLY REQUIRED TO, WE CAN ENFORCE THE PAYMENT OF THOSE BACK WAGES TO THE EMPLOYEES THAT WE'RE NOT PAID AND IF THEY FAIL ON THE RECORDKEEPING.

[00:35:03]

GENERALLY, WE FOCUS MORE ON THE BACK WAGES.

WE WANT TO RESOLVE THINGS FOR THE EMPLOYEE WHO WAS WRONGED AS OPPOSED TO GIVING THAT MONEY OURSELVES. BUT THOSE ARE THE RESPONSIBILITIES THIS OFFICE AND WHAT OUR MANDATE IS UNDER THE ORDINANCE. BEGINNING NEXT YEAR, THE MINIMUM WAGE WILL WILL BE BASED ON THE CONSUMER PRICE INDEX, WHICH I MENTIONED EARLIER.

THERE ARE SEVERAL DIFFERENT CPI METRICS THAT THE DEPARTMENT OF LABOR PUBLISHES ON A REGULAR BASIS. SO THE ONE THAT WE WILL BE USING IS THE U.S.

CITY AVERAGE FOR ALL ITEMS IN ALL URBAN CONSUMERS.

SO IT'S THEY PUBLISH A LOT OF THEM.

THAT'S ONE THAT WE'RE GOING TO USE AND IT'LL BE MEASURED IN AUGUST OVER AUGUST OF THE PRECEDING YEAR. SO FOR 2023, WE'LL KNOW WHAT OUR MINIMUM WAGE IS WHEN THE NUMBERS FOR AUGUST OF 2022 ARE RELEASED IN MID-SEPTEMBER.

THEY USUALLY COME OUT ABOUT TWO WEEKS INTO THE NEW MONTH, SO WE'LL KNOW IN ABOUT MID-SEPTEMBER WHAT OUR WAGE WILL BE.

BEGINNING IN JANUARY, SO ABOUT FOUR MONTHS, THREE AND A HALF MORE MONTHS, A LEAD TIME IS HOW MUCH TIME WE CAN EXPECT BEFORE THE CITY KNOWS WHEN WE CAN PUBLISH IT FOR ALL THE BUSINESSES AS WELL.

IF YOU LOOK AT INFLATION, A BIT OF A JARRING CHART RIGHT NOW, IT'S BEEN FOR SEVERAL YEARS, IT SITS AT ABOUT TWO PERCENT.

OBVIOUSLY, WE'RE IN A TIME RIGHT NOW, A VERY HIGH INFLATION THAT'S COME ON OVER THE LAST EIGHT MONTHS OR SO, EIGHT OR TEN MONTHS.

SO THESE NUMBERS ARE ALL IN DECEMBER AT THE END OF THE YEAR, OVER DECEMBER OF THE PREVIOUS YEAR. SO THAT 2021 NUMBER WHERE IT SAYS SEVEN PERCENT.

THAT IS DECEMBER OF 2021, DIVIDED BY DECEMBER OF 2020, THERE WAS AN INCREASE OF SEVEN PERCENT OVER THE YEAR OVER YEAR AVERAGE.

SO THAT IS QUITE HIGH BASED ON THE LAST 10 YEARS.

AND THIS CHART RIGHT HERE ALSO SHOWS EXACTLY WHAT HAPPENED MONTH BY MONTH LAST YEAR THROUGHOUT 2021.

SO IN JANUARY AND FEBRUARY, THERE WERE KIND OF WHERE THEY'VE BEEN FOR QUITE SOME TIME, AND THEN BY APRIL WE WERE KIND OF PUSHING UPWARDS, STABILIZED JUST OVER FIVE PERCENT IN THE SUMMER AND KIND OF JUMPED UP TO THE UPPER SIXES AND SEVEN PERCENT TOWARDS THE END OF THE YEAR. THAT KIND OF LIGHT BLUE GRAY LINE GOING VERTICALLY IN AUGUST JUST TO SYMBOLIZE THAT'S WHEN WE ENTERED THE PERIOD IN WHICH WE'LL BE USING INFLATION.

SO ANYTHING BEFORE THAT IS NOT GOING TO BE ACCOUNTED FOR IN OUR WAGE INCREASE NEXT YEAR, BUT EVERYTHING AFTER AUGUST WILL BE INCLUDED.

SO WE'LL DO AUGUST 2022 OR AUGUST 2021.

THE HIGH INFLATION PERIOD STARTED A FEW MONTHS BEFORE THAT, BUT EVERYTHING AFTER THAT.

WE'RE NOW IN THE PERIOD WHERE WE'RE MEASURING THE INFLATION.

FOR 2023, AS I MENTIONED, THE HEIGHT INFLATION BEGAN BEFORE AUGUST AND JUST SINCE AUGUST, IN THE FOUR MONTHS FROM AUGUST TO DECEMBER.

THE INFLATION WAS 1.9 PERCENT.

SO IF INFLATION, WE HAVEN'T SEEN THE NUMBERS FOR JANUARY YET.

BUT IF THEY END UP GOING TO ZERO AND THEY STAY THAT WAY FOR THE REST OF THE YEAR, WHICH PROBABLY NOT VERY LIKELY, BUT IF THAT WERE TO HAPPEN, WE WOULD STILL SEE A 1.9 PERCENT INCREASE IN THE MINIMUM WAGE.

IT'S BEEN AN AVERAGE OF JUST UNDER HALF A PERCENT PER MONTH IN THE TIME SINCE WE'VE BEEN MEASURING IT. AND THIS CHART ON THE RIGHT HAND SIDE HERE SHOWS YOU WHAT OUR WAGE WOULD BE IF THE 12 MONTH CHANGES CERTAIN INCREMENTS? I'M NOT GOING TO PREDICT WHICH ONE OF THOSE THAT WILL FALL UNDER.

THAT'S KIND OF OUTSIDE THE PURVIEW OF WHAT I'M HERE TO TALK ABOUT TODAY.

BUT THIS IS JUST TO GIVE YOU KIND OF A MENU OF OPTIONS AS TO WHERE WE COULD FALL AND WHAT THAT WOULD MEAN FOR THE WAGE AS WE GO INTO JANUARY OF 2023.

AND I'M HAPPY TO COME BACK AND SHOW YOU THIS CHART IF YOU HAVE ANY QUESTIONS ABOUT IT OR WANT TO SPEND MORE TIME LOOKING AT IT HERE IN A MOMENT.

SO LAST YEAR IN 2021, TALK ABOUT SOME OF THE CASES WE HAD, THE STAFF [INAUDIBLE] OFFICE CHANGED IN MAY. THAT'S WHEN I WAS BROUGHT ON.

SO I WAS HERE FOR THE LATTER HALF OF THE YEAR, MANAGING THIS OFFICE AND THROUGHOUT THE ENTIRE CALENDAR YEAR, AT DIFFERENT TIMES, WE HAD SIX CASES THAT WERE FORMALLY OPENED THAT HAD NUMBERS AND FILES AND THAT WE WERE CONTINUALLY DOING ACTION ON.

ONE OF THOSE BEGAN BEFORE THE YEAR STARTED.

SO IT WAS IT ROLLED OVER FROM 2020 AND THEN CONCLUDED IN 2021.

AND THERE'S ONE CASE FROM 2021 THAT IS STILL NOT BEEN RESOLVED.

AND WE'RE CONTINUING TO WORK ON ALL THE CASES THAT HAVE BEEN RESOLVED OR WERE RESOLVED.

[00:40:01]

WE COULDN'T SUBSTANTIATE CLAIMS OR THE BUSINESSES WHEN CONTACTED SAID, OH MY GOODNESS, LET'S MAKE SURE THEY MAKE THIS RIGHT AND WE'RE ABLE TO MAKE IT RIGHT WITH THEIR EMPLOYEE BEFORE WE HAD TO INTERVENE.

AND THAT'S REALLY OUR PREFERRED ACTION.

SO THIS IS GOOD NEWS THAT THE CITY HAD TO TAKE NO FORMAL ACTION TO ORDER PAYMENT OR TO TAKE THIS THROUGH ANY KIND OF A COURT PROCEEDING.

EVERYTHING WAS ABLE TO BE RESOLVED IN A NICE WAY THAT DIDN'T REQUIRE ANY FINES OR PENALTIES. IN 2021, WE ENDED THE YEAR WITH A LOT OF OUTREACH GETTING READY FOR THIS.

THE INCREASED WAGE WE JUST SAW EARLIER THIS MONTH.

SO THERE WERE SEVERAL DIFFERENT WAYS THAT WE REACHED OUT TO THE COMMUNITY AND BUSINESSES TO NOTIFY THEM OF THIS CHANGE AND OF THE SERVICES OF THIS OFFICE.

WE CONTACTED BUSINESSES DIRECTLY.

WE SENT A WRITTEN NOTICE BOTH THROUGH EMAIL AND THROUGH THE UNITED STATES POSTAL SERVICE TO EVERY BUSINESS THAT WAS LICENSED WITHIN THE CITY.

THAT WAS JUST UNDER 4000 BUSINESSES.

SO WE USE THAT DUAL SYSTEM WHERE IF AN ADDRESS WASN'T RIGHT, HOPEFULLY WE HAD THE EMAIL ADDRESS AND IF THEY DIDN'T HAVE AN EMAIL ADDRESS, WE HAD THEIR PHYSICAL ADDRESS.

SO SOME BUSINESSES MAY HAVE GOTTEN TWO NOTIFICATIONS, BUT THAT WAS REALLY OUR INTENT.

IT WAS A LARGE, A LARGE MAILING AND A LARGE EMAIL.

WE GOT THAT OUT WITH LINKS TO ALL OF THOSE DOCUMENTS THAT ARE REQUIRED AND LINKS TO OUR WEBSITE WHERE THEY'RE POSTED AS WELL FOR ALL THOSE BUSINESSES TO BE ABLE TO REFERENCE.

WE'VE ALSO DONE A SOCIAL MEDIA POSTS.

WE USED POST BOTH IN ENGLISH AND SPANISH JUST BECAUSE THOSE ARE THAT'S GEARED MORE TOWARDS THE COMMUNITY AS A WHOLE AS OPPOSED TO ANY INDIVIDUAL BUSINESS.

AND WE HAVE THE ABILITY, YOU KNOW, WITHOUT WORRYING ABOUT MAILING COSTS OR PRINTING COSTS TO DO THAT VERY EASILY IN DIFFERENT LANGUAGES.

FINALLY, WE ADDED RADIO THIS YEAR.

THAT WAS SOMETHING THAT I DON'T BELIEVE HAS BEEN DONE IN PREVIOUS YEARS, BUT WE WORKED WITH SEVERAL OF OUR LOCAL RADIO STATIONS.

WE RAN ADS ON EIGHT DIFFERENT STATIONS IN THREE LANGUAGES, SO ENGLISH AND SPANISH AS A REQUIRED BY THE ORDINANCE AND NAVAJO.

THERE IS A PROVISION THAT UP TO FIVE PERCENT OF THE POPULATION SPEAKING LANGUAGE IS A TRIGGER POINT WHERE WE HAVE TO PRODUCE DOCUMENTS IN THAT LANGUAGE NAVAJO WAS EASY FOR US AS A SPOKEN LANGUAGE AS OPPOSED TO WRITTEN LANGUAGE AND RADIO GAVE US A REALLY GOOD MEDIUM TO DO THAT.

SO ALL THREE OF THOSE LANGUAGES YOU MAY HAVE HEARD OF ON DIFFERENT STATIONS OVER THE LAST THREE OR FOUR WEEKS, THEY RAN MID TO LATE DECEMBER.

AND I THINK THAT OUR LAST RUN WAS ENDED THIS LAST WEEKEND, SO I DON'T THINK THEY'RE ON ANYMORE, BUT THEY WERE ON FOR SEVERAL WEEKS THERE AS AS THE YEAR ROLLED OVER.

WE ALSO DID INTERVIEWS ON FOUR DIFFERENT NEWS STATIONS SO THAT WAS KAFF RADIO, BIG TALKER RADIO, YAVAPAI BROADCASTING AND KNAU.

SO WE HAD THE OPPORTUNITY TO SIT DOWN AND DISCUSS THE WAGES AND HOW THE OFFICE WORKS AS AN ADDITIONAL OUTREACH WITH THOSE RADIO SHOWS.

I WILL NOTE THAT NOT EVERY CHANNEL THAT THE ADS RAN ON WERE OFFERED ENGLISH IN ENGLISH, SPANISH, AND NAVAJO.

OUR TALK STATIONS WERE ONLY IN IN ENGLISH BECAUSE IF YOU KNOW, IF THE TALK RADIO PROGRAM IS IN ENGLISH, IT KIND OF MADE SENSE TO RUN THE ADS IN ENGLISH AS WELL.

BUT ON MOST OF THE OTHER ONES, THEY WERE OFFERED IN NUMEROUS LANGUAGES JUST TO MAKE SURE THAT WE HAD THAT PART OF THE POPULATION COVERED.

AND THAT'S SOMETHING WE WERE REALLY EXCITED TO DO THIS LAST YEAR.

AND IN ADDITION TO OUR OUTREACH, WE DID A COUPLE OF OTHER THINGS.

LAST YEAR, WE MADE SOME CHANGES TO OUR WEBSITE, WHERE PREVIOUSLY THERE WERE EIGHT DIFFERENT PAGES FOR THE OFFICE LABOR STANDARDS.

WE REDUCED THAT TO THREE JUST TO MAKE IT EASIER FOR EVERYBODY.

A LOT OF THOSE HAD REDUNDANT INFORMATION ON THEM.

WE WERE ABLE TO PUT ALL THE IMPORTANT DOCUMENTS IN ONE LOCATION SO THAT PEOPLE CAN FIND THEM VERY EASILY.

AND AT THIS POINT, WE JUST HAVE OUR MAIN PAGE WITH GENERAL INFORMATION AND A PAGE FOR EMPLOYERS THAT HAS MORE DETAILED INFORMATION ABOUT WHAT THEY'RE REQUIRED TO DO AND FOR EMPLOYEES SO THEY KNOW WHAT THEY'RE ENTITLED TO AND THEY HAVE THE APPROPRIATE REFERENCES THERE AS WELL. WE ALSO SIMPLIFIED OUR COMPLAINT FORM IT.

IT WAS KIND OF LONG, SO WE PARED IT DOWN TO A FEW PAGES.

THERE WAS A LOT OF UNNEEDED INFORMATION AND SOME OF THE INFORMATION THAT KIND OF MADE PEOPLE THAT WERE FILLING IT OUT A LITTLE UNCOMFORTABLE THAT WE JUST DIDN'T NEED.

SO THERE'S NO REASON TO HAVE IT, AND IT'S MAKING THEM UNCOMFORTABLE.

WE DECIDED TO GET RID OF IT. THIS MADE A LOT MORE APPROACHABLE FOR INDIVIDUALS THAT HAD

[00:45:02]

WE ALSO WERE ABLE TO IMPROVE THE COMPATIBILITY WITH IT ON THE WEBSITE, SO WE MADE IT EASIER TO FILL OUT WITHOUT HAVING TO PRINT A PDF AND THEN SIGN IT MAILED IT TO US.

WE MADE IT VERY EASY TO JUST DO IT ELECTRONICALLY ON OUR WEBSITE.

THERE'S MORE THINGS WE HAVE IN STORE WE'RE LOOKING TO DO NOW IN THE FUTURE.

WE WANT TO EXPAND OUR SPANISH LANGUAGE ON A LOT OF OUR RESOURCES.

ALL THE POSTERS AND FORMATS WE GIVE TO BUSINESSES ARE ALREADY IN SPANISH, BUT OUR COMPLAINT FORM HAS NOT BEEN IN SPANISH THUS FAR.

WE WANT TO MAKE THAT A DUAL LANGUAGE FORM SO THAT PEOPLE CAN FILL IT OUT IN ENGLISH OR SPANISH, AND WE WANT TO ALLOW THE ACTUAL CONTENT ON OUR WEBSITE TO BE SPANISH IF POSSIBLE. THOSE ARE TWO OF THE THINGS WE'RE GOING TO TRY TO DO OVER THE NEXT YEAR.

WE ALSO WANT TO IMPROVE THE ONLINE FILING OF IT.

WE ADDED THAT CAPABILITY THAT HAS ON THE WEBSITE, BUT WE WANT TO MAKE IT A LITTLE BIT BETTER.

FOR EXAMPLE, ONE THING RIGHT NOW, THE ONLY ALLOWS ONE ATTACHMENT.

SO IF YOU'RE AN EMPLOYEE THAT WANTS TO SUBMIT SEVERAL RECORDS OR YOU HAVE OTHER SUPPORTING DOCUMENTS, YOU WANT TO, YOU WANT TO FILE.

WE WANT TO ALLOW YOU TO ATTACH MORE DOCUMENTS TO IT.

SO THAT'S ONE THING THAT WE'RE GOING TO LOOK TO UPGRADE THIS YEAR JUST TO MAKE IT EASIER FOR PEOPLE TO COMMUNICATE WITH US AND TO PROVIDE ALL THE THINGS THEY NEED TO.

WE'RE ALSO GOING TO PREPARE FOR THAT FILE OUTREACH.

WE KNOW THAT GOING TO THE CONSUMER PRICE INDEX FOR THE FOR THE FIRST TIME IS GOING TO BE SOMETHING NEW TO US AND NEW FOR THE COMMUNITY THIS YEAR.

SO WE WANT TO MAKE SURE THAT WE HAVE EVERYTHING PREPARED WHEN WE KNOW THAT NUMBER BEGINNING IN SEPTEMBER.

AND THEN WE WANT TO MAKE SURE WE'RE DOING A LOT OF OUTREACH IN THE FEW MONTHS WE HAVE BEFORE IT GOES INTO EFFECT SO THAT EMPLOYEES KNOW IT AND KNOW WHAT THEY'RE ENTITLED TO AND BUSINESSES KNOW IT AND CAN PREPARE FOR IT AS PART OF THEIR BUDGETING PROCESS.

AND JUST SO THEY KNOW THAT YOU HAVE TO BE DOING THAT.

THAT'S THE END OF MY UPDATE FOR YOU.

I'M HAPPY TO ANSWER ANY QUESTIONS YOU HAVE OR, YEAH, THANK YOU.

THANK YOU, CHRIS, FOR THE UPDATE.

COUNCIL, DO WE HAVE ANY QUESTIONS ON THE PRESENTATION OR WORK IN THE OFFICE OF LABOR STANDARDS? I AM NOT SEEING ANY IN THIS IN THE CHAT BOX.

APPRECIATE IT.

OH, COUNCIL MEMBER SHIMONI.

YEAH, I'LL JUMP IN.

CHRIS, THANK YOU SO MUCH FOR THE PRESENTATION AND ALL OF YOUR HARD WORK ON THIS.

THIS MEANS SO MUCH TO ME AND TO THE COMMUNITY AND TO THE COUNCIL THAT WE'RE INVOLVED WITH ALL THIS AND OBVIOUSLY THIS BEING VOTER APPROVED.

THIS MEANS A LOT TO THE PUBLIC AND WE JUST REALLY APPRECIATE YOUR LEADERSHIP AND HARD WORK ON THIS TO MAKE IT ACCESSIBLE, DIRECT, DIGESTIBLE, AND REALLY KEEP US ALL ON THE SAME PAGE. AND YEAH, I JUST THINK YOU'RE DOING A GREAT JOB.

SO I JUST REALLY WANT TO EXPRESS GRATITUDE TO YOU.

I LOVE ALL THE ATTENTION AROUND THE COMMUNICATION.

I LOVE THE OUTREACH EXPANSION THAT YOU TALKED ABOUT, THE DIFFERENT LANGUAGES.

IT'S ALL REALLY WONDERFUL AND IT'S JUST MUSIC TO MY EARS.

THE ONE OTHER THING MY BIG QUESTION WAS GOING TO BE HOW ARE WE ENGAGING EMPLOYERS AND EMPLOYEES? BUT YOU ANSWERED THAT.

AND MY ONLY OTHER THING TO ADD TO THAT LIST, CHRIS, THAT YOU OUTLINED IS MAYOR SAYS VIDEOS, VIDEOS WOULD BE GREAT.

ACTUALLY, I AGREE 100 PERCENT VIDEOS AS WHAT I WAS GOING TO SAY JUST KIDDING, BUT I'LL ADD THAT TO THE LIST. DEFINITELY VIDEOS AND IN MULTILINGUAL, SHORT AND SWEET.

YOU KNOW, MAYBE ONCE QUARTERLY, I THINK THAT WOULD GO A LONG WAY, ESPECIALLY LEADING UP TO THAT RELEASE OF THE NEW INFORMATION, THE NEW CPI MINIMUM WAGE AMOUNT THAT YOU SPOKE ABOUT, DEFINITELY INTEGRATING VIDEOS.

IN ADDITION TO THAT.

I WAS GOING TO MENTION, YOU KNOW, ORGANIZATIONS LIKE NAIC, THE CONTINUUM OF CARE.

GOODWILL INDUSTRIES, ALL THESE AGENCIES THAT WORK WITH POPULATIONS THAT MAYBE ARE NOT AS TUNED INTO LOCAL GOVERNMENT AND LOCAL NEWS.

THAT MIGHT BE A GOOD LITTLE WAY TO REACH THOSE POPULATIONS.

I KNOW THE CONTINUUM OF CARE BASICALLY IS AN UMBRELLA THAT YOU CAN REACH ALL OF THOSE GROUPS AT ONCE THROUGH JUST A LITTLE UPDATE, BUT I CAN HELP CONNECT YOU IF YOU NEED ANY HELP CONNECTING TO THESE GROUPS.

BUT I THINK THAT WOULD BE A GOOD THING TO ADD TO THIS LIST.

BUT I THINK YOU'RE DOING A GREAT JOB AND YOU'RE RIGHT ON TRACK, AND I APPRECIATE THE CHART THAT'S UP TO THIS IS HELPFUL TO SEE THIS.

I DON'T HAVE ANY QUESTIONS, BUT YEAH, DO YOU HAVE ANY THOUGHTS OR COMMENTS OR QUESTIONS ABOUT MY COMMENT, CHRIS? OH, NO, THANK YOU FOR THANK YOU FOR WHAT YOU SAID.

WE WE DID LOOK AT VIDEOS PART OF [INAUDIBLE] LAST YEAR, SOMETHING WE CAN CERTAINLY DO.

WE THOUGHT IT WAS MORE COST EFFECTIVE TO DO IT THIS WAY, AND WE HAD A LIMITED BUDGET FOR IT THIS YEAR. BUT AS WE GO INTO THE NEW YEAR, YOU KNOW THAT WE CAN ALLOCATE THAT

[00:50:01]

AND CHRIS, I'LL JUST ADD, YOU KNOW, WE HAVE COUNCIL SET ASIDE QUITE A SIGNIFICANT BUDGET FOR VIDEOS WITH SARAH, AND SHE WOULD BE ABLE TO COMMUNICATE WITH YOU ABOUT THAT.

BUT IT'S SIGNIFICANT AND WE HAVEN'T TAPPED INTO IT TO MY UNDERSTANDING.

SO THERE MIGHT ACTUALLY BE FUNDING AVAILABLE THERE.

THANK YOU. THANK YOU, COUNCIL MEMBER SHIMONI.

AND WITHOUT FURTHER OR DO, I'M NOT SEEING ANY ADDITIONS OF [INAUDIBLE] IN THE CHAT BOX, SO THANK YOU AGAIN, CHRIS.

VERY WELL PUT TOGETHER PRESENTATION FOR US ON THIS.

MY PLEASURE, THANK YOU.

[8. Discussion and Direction on Future Council Meetings Council direction concerning a return to hybrid Council Meetings]

THIS IS THE DISCUSSION AND DIRECTION ON FUTURE COUNCIL MEETINGS, COUNCIL DIRECTION CONCERNING A RETURN TO HYBRID COUNCIL MEETINGS.

THANK YOU, MAYOR.

STACEY SALTZBURG, CITY CLERK, I'M SORRY THAT YOU ARE UNABLE TO SEE ME.

I AM OPERATING FROM THE COUNCIL OF CHAMBERS TODAY AND JUST A DIFFERENT SYSTEM, SO YOU WILL NOT BE ABLE TO SEE MY FACE.

BUT I'M HERE TONIGHT TO REOPEN THE CONVERSATION ABOUT OUR VIRTUAL MEETINGS.

COUNCIL HAD GIVEN DIRECTION BACK AT THE BEGINNING OF JANUARY TO MOVE INTO A FULLY VIRTUAL SETTING. JUST GIVEN THE CURRENT SITUATION WITH COVID AND YOU REQUESTED A CHECK IN ON THE 25TH TONIGHT TO JUST KIND OF GET A FEEL FOR WHERE YOU GUYS WANTED TO GO.

MOVING FORWARD WITH OUR WITH OUR MEETINGS.

AND SO THERE IS NO FORMAL PRESENTATION.

WE JUST WANT TO OPEN THE DISCUSSION UP TO YOU FOR ANY DIRECTION.

DEPUTY CITY MANAGER SENT CURRENT COVID INFORMATION TO YOU ON FRIDAY AND WE DO HAVE THAT INFORMATION AVAILABLE SHOULD YOU NEED TO HAVE US REFER BACK TO THAT.

BUT AT THIS POINT, WE'RE JUST GOING TO BE LOOKING FOR SOME DIRECTION FROM THE COUNCIL.

THANK YOU. THANK YOU CITY CLERK COUNCIL [INAUDIBLE] CHIME IN HERE, BUT I'LL JUST SAY THAT OUR NUMBERS ARE HIGHER NOW THAN WE MADE THIS DECISION.

AND WITH THAT IN MIND, I DON'T FEEL I DON'T THINK WE SHOULD BE GOING BACK TO THE HYBRID MODEL UNTIL OUR NUMBERS MATCH WHAT THEY WERE IN TERMS OF COVID CASES BEFORE WE MADE THAT DECISION. SO AND I KNOW AND I APPRECIATE BRINGING THIS FORWARD THAT THREE WEEK MARK, WHICH WE WERE SAYING BEFORE.

BUT I THINK ALSO FUTURE DISCUSSIONS ON THAT CAN BE TIED INTO OUR COVID 19 UPDATES RATHER THAN HAVING TO HAVE A SEPARATE DISCUSSION ITEM AT A AT A DIFFERENT DAY THAN WHEN WE'RE DOING THE COVID 19 UPDATES.

SO THAT'S WHERE I STAND.

COUNCIL MEMBER SHIMONI IF YOU WANT TO JUMP IN.

YEAH, THANK YOU MAYOR AND I AGREE WITH YOU AND STACEY HASN'T REALLY BEEN THREE WEEKS? IT'S HARD TO BELIEVE THAT THREE WEEKS HAVE ALREADY PASSED WITH US BEING VIRTUAL.

IT REALLY FEELS LIKE YESTERDAY, BUT YEAH, I THINK WE'RE GOING TO ALL BE.

I LIKE TO THINK THAT COUNCILS GOING TO BE ON THE SAME PAGE HERE.

THE NUMBERS ARE SUPER HIGH AND I THINK UNTIL THE NUMBERS START REFLECTING THAT WE'RE ON THE BACK END OF THIS SPIKE.

I THINK IT'S ONLY THE RIGHT DECISION FOR US TO BE VIRTUAL.

THANK YOU. THANK YOU, COUNCIL MEMBER SHIMONI.

COUNCIL MEMBER SWEET. AND I DO AGREE THE NUMBERS ARE EXTREMELY HIGH RIGHT NOW AND TRY AND GET MY CAMERA ON. I FEEL LIKE OUR COVID UPDATES THAT ARE ON THE AGENDAS COULD BE UTILIZED FOR THIS IN DISCUSSION IN THE FUTURE.

BUT I RIGHT NOW FEEL LIKE WE SHOULD STAY VIRTUAL.

THANK YOU. THANK YOU.

COUNCIL MEMBER SWEET AND THEN COUNCIL MEMBER ASLAN, I THINK, RAISED HIS HAND BEFORE MCCARTHY PUT THE C IN THE COMMENTS, SO I'LL TAKE IT IN ORDER.

THANK YOU. LET ME LOWER MY HAND HERE FIRST.

YOU KNOW, I REALLY APPRECIATE THIS CONVERSATION.

I'M GLAD WE'RE DOING THE UPDATE.

WE WANTED TO HAVE THIS ON THE CALENDAR AND HERE WE ARE.

I HAVE TO AGREE WITH EVERYTHING THAT'S BEEN SAID SO FAR.

THE OTHER THING I JUST WANTED TO ADD IS THAT I REALLY APPRECIATE THE FACT THAT WE CAN BE NIMBLE ABOUT THIS.

I DON'T THINK THAT WE SHOULD HESITATE TO GO IN AND OUT OF MORE STRICT COVID MITIGATION PROTOCOLS WHEN WE NEED TO.

JUST BECAUSE THERE'S THIS ERA OF, OH, ONCE WE DO SOMETHING,IT'S HARD TO BACK OUT OF IT.

I THINK WE'RE ENTERING AN ERA WHERE WE NEED TO BE ABLE TO RESPOND NIMBLY TO CONTEXTUAL SITUATIONS ON THE GROUND.

SO JUST BECAUSE WE RAISE COVID MITIGATION MEASURES DOESN'T MEAN WE CAN'T COME BACK OUT OF IT QUICKLY.

RIGHT NOW, I DON'T THINK IT'S APPROPRIATE FOR US TO RETURN TO IN-PERSON MEETINGS.

[00:55:05]

AND WE JUST WE JUST NEED TO MOVE INTO A MORE SORT OF SEMI-PERMANENT NEW NORMAL WHERE THESE CONSIDERATIONS DON'T CARRY THE WEIGHT OF MASSIVE MOMENTUM BEHIND THEM, BUT CAN BE CONTEXTUAL AND SHORTSIGHTED.

I JUST WANTED TO MAKE THAT POINT.

THANK YOU. THANK YOU, COUNCIL MEMBER.

COUNCIL MEMBER MCCARTHY.

THANK YOU, MAYOR. I THINK MR. ASLAN MADE SOME VERY GOOD POINTS ABOUT BEING NIMBLE.

SO IN THAT REGARD, I WOULD SAY, LET'S STAY VIRTUAL FOR FOUR TO SIX WEEKS OR WHATEVER MAKES SENSE. SO IN OTHER WORDS, STAY VIRTUAL.

WE CAN REVISIT THIS, SAY, FIVE WEEKS FROM NOW, APPROXIMATELY WHATEVER.

THANK YOU. THANK YOU, COUNCIL MEMBER MCCARTHY, VICE MAYOR.

THANK YOU, MAYOR.

I AGREE WITH MY COLLEAGUES, AND I VERY MUCH SUPPORT NOT COMPELLING STAFF TO COME INTO CITY HALL JUST FOR A COUNCIL MEETING, SO LET'S KEEP IT VIRTUAL UNTIL IT IS SAFE TO GO BACK IN PERSON. THANK YOU, VICE MAYOR.

THE ONLY THING I WILL ADD TO THIS IS THAT WE ARE GETTING REQUESTS FOR HAVING MEETINGS TO DISCUSS CERTAIN ISSUES IN THIS COMMUNITY, AND I WANT TO BE ABLE TO BE MORE ENGAGING WITH ON THE GROUND, REALLY BEING ABLE TO DISCUSS THIS ISSUES THAT WE FACE, WHETHER IT IS REGARDING STORM WATER OR LONE TREE OVERPASS.

LET'S I DON'T FEEL COMFORTABLE DOING THOSE UNTIL WE ARE BACK INTO A HYBRID LEVEL MODEL.

I THINK THAT DOESN'T SET THE RIGHT TONE.

SO LET'S JUST BE MINDFUL THAT AS WE MOVE FORWARD WITH MAINTAINING VIRTUAL MEETINGS THAT WE REMAIN CONSISTENT WITH THAT.

AND ALSO KEEP IN MIND THAT THERE ARE TIMES WHEN WE REALLY DO NEED TO BE HAVING PUBLIC MEETINGS AND SO FORTH DOWN THE ROAD.

AND THAT FOR ME, THESE THINGS ARE KIND OF TIED TOGETHER.

SO I JUST WANT TO PUT THAT OUT THERE.

AND THAT'S WHY I THINK IT'S IMPORTANT THAT ALL OF OUR COVID 19 UPDATES, WE CAN CONTINUOUSLY HAVE THIS KIND OF TURNED ON A DIME, AS COUNCIL MEMBER ASLAN MENTIONED, JUST BEING ABLE TO REMAIN NIMBLE, AND WE WILL CONTINUE TO HAVE THIS DISCUSSION DISCUSSION MOVING FORWARD. SO ASIDE FROM THAT, I AM NOT SEEING ANY C'S AND Q'S, AND I THINK THAT GIVES A CONSENSUS ON DIRECTION ON THIS.

IT DOES THANK YOU VERY MUCH, MAYOR AND COUNCIL.

THANK YOU. ALL RIGHT.

[9. Discussion of Nuisance Noise Ordinance Receive direction on City of Flagstaff Nuisance Noise Ordinance]

THIS IS THE DISCUSSION OF THE NUISANCE NOISE ORDINANCE.

YOU RECEIVE DIRECTION ON CITY OF FLAGSTAFF NUISANCE NOISE ORDINANCE.

MY COMPUTER MOVES IS A LITTLE SLOW.

SO SEE IF I CAN GET THIS UP HERE.

MM-HMM.

DO WE ALL SEE A SLIDESHOW.

YEP, WE SEE IT.

OK. MAYOR COUNCIL, MY NAME IS PAUL [INAUDIBLE], I'M THE DEPUTY CHIEF OF SUPPORT SERVICES AT FLAGSTAFF POLICE DEPARTMENT.

WITH ME IS FLAGSTAFF POLICE DEPARTMENT'S LEGAL ADVISOR, MAYOR ANNE SULLIVAN.

WE'RE HERE TO TALK ABOUT SOME OF THE DETAILS IN THE PROPOSED NEW NUISANCE NOISE ORDINANCE. BUT FIRST, JUST TO BRING EVERYBODY UP TO SPEED, I'LL GO OVER SOME OF THE BACKGROUND OF THE PROBLEM THAT LED TO THIS DISCUSSION IN THE FIRST PLACE.

BACK IN OCTOBER OF 2019, THE FLAGSTAFF WAS A FLAGSTAFF RESIDENT, EMAILED THE MAYOR AND COUNCIL TO EXPRESS HIS CONCERNS ABOUT EXCESSIVE VEHICLE NOISE.

SHORTLY AFTER THAT, COUNCIL WAS PRESENTED A PETITION TITLED INTENTIONAL NOISE POLLUTION.

THIS PETITION REQUESTED THE CITY COUNCIL CONSIDER THE EFFECTS OF NOISE ON QUALITY OF LIFE AND FLAGSTAFF.

[01:00:01]

THESE CONCERNS WERE PRESENTED TO THE COUNCIL DURING THE JUNE 1ST, 2021 CITY COUNCIL MEETING, AFTER THAT PRESENTATION, THE COUNCIL VOTED TO HAVE AN ORDINANCE DRAFTED TO ADDRESS NUISANCE NOISE.

AN INITIAL DRAFT OF AN ORDINANCE WAS PRESENTED TO COUNCIL ON SEPTEMBER 21ST OF LAST YEAR, AT THE CONCLUSION OF THAT DISCUSSION, COUNCIL REQUESTED A WORK SESSION TO FURTHER DISCUSS THE POSSIBLE ORDINANCE SOMEWHERE AROUND THE SAME TIME, CITIZENS ALSO EXPRESSED CONCERNS TO THE FLAGSTAFF POLICE DEPARTMENT AND THE CITY COUNCIL ABOUT NOISE DISTURBANCES COMING FROM BUSINESSES IN AREAS OF WHAT I'M GOING TO CALL INCOMPATIBLE LAND USAGE, LIKE MIXED COMMERCIAL RESIDENTIAL NEIGHBORHOODS.

THIS PROPOSED ORDINANCE IS INTENDED TO ADDRESS AMBIGUITIES IN THE UNREASONABLE NOISE STANDARD THAT EXISTS IN OUR CURRENT ORDINANCE THAT MAKES ENFORCING AND PROSECUTING OUR CURRENT ORDINANCES DIFFICULT BY PROVIDING A MORE OBJECTIVE STANDARD DEFINING WHAT CONSTITUTES A VIOLATION.

STAFF FROM THE POLICE DEPARTMENT IN THE CITY ATTORNEY'S OFFICE LOOKED AT SEVERAL NUISANCE NOISE ORDINANCE FROM MUNICIPALITIES AROUND ARIZONA AND IN FACT FROM ACROSS THE COUNTRY.

MOST OF THE MUNICIPALITIES THAT WE LOOKED AT HAD ORDINANCES THAT RESTRICT NUISANCE NOISE IN CERTAIN ZONING DISTRICTS TO A SPECIFIC DECIBEL LEVEL DURING SPECIFIC DAYTIME AND NIGHTTIME HOURS.

IN ADDITION, MANY OF THE ORDINANCES THAT WE RESEARCHED ALSO HAD SIMILAR RESTRICTIONS APPLIED TO VEHICLE NOISE.

WE USED CRITERIA THAT WERE COMMON ACROSS THESE ORDINANCES TO DEVELOP THE STANDARD IN OUR PROPOSED ORDINANCE.

IN SUPPORT OF THIS EFFORT, CHIEF COUNCILMAN ASKED ME TO ATTEND A NEIGHBORHOOD NOISE ENFORCEMENT COURSE THROUGH RUTGERS UNIVERSITY TO CERTIFY ME IN THE PROPER USE OF SOUND LEVEL MEASUREMENT INSTRUMENTS.

SO IN THIS WORK SESSION, WE'LL PRESENT MAYOR AND COUNCIL WITH DIFFERENT OPTIONS PERTAINING TO WHAT YOU WOULD LIKE TO SEE IN THE ORDINANCE.

WE'LL TALK ABOUT DIFFERENT OPTIONS FOR WHAT DECIBEL LEVELS MIGHT BE APPROPRIATE FOR DIFFERENT HOURS OF THE DAY.

WE'LL ALSO PRESENT YOU WITH DIFFERENT OPTIONS FOR HOW TO MEASURE DIFFERENT QUALITIES OF SOUND AND WHAT SOUND LEVELS MIGHT BE APPROPRIATE BASED ON THE QUALITIES OF THE NUISANCE NOISE. SPECIFICALLY, WE CAN DISCUSS HOW TO WEIGHT SOUND LEVELS BASED ON THE SCALE OF THE SOUNDS PITCH OR WAVELENGTH.

WELL, THERE ARE A WIDE RANGE OF SOUND SCALES PERCEPTIBLE BY THE HUMAN EAR.

THERE ARE TWO BANDWIDTH SCALES THAT PRESENT THE INDUSTRY STANDARD BY WHICH NUISANCE NOISE ARE WEIGHTED. THAT'S THE A SCALE AND THE C SCALE.

FOR THE PURPOSE PURPOSES OF THIS DISCUSSION, A WEIGHTING OR MEASURING SOUND LEVELS, ACCORDING TO THE A SCALE, IS A SYSTEM FOR MEASURING SOUND LEVELS BASED ON THE RANGE AND HERTZ, OR CYCLES PER SECOND OF ITS WAVELENGTH.

SOUND LEVELS ARE COMMONLY MEASURED USING AN A WEIGHTED SCALE BECAUSE THE A-SCALE MOST CLOSELY APPROXIMATES HUMAN PERCEPTION OF SOUND.

A-SCALE WEIGHTING DOES THIS BY DISCRIMINATING AGAINST LOW FREQUENCIES WE DON'T USUALLY PERCEIVE AS A PROBLEM THAT MIGHT PRODUCE ARTIFACTS THAT COULD CREATE AN ACCURATE SOUND LEVEL MEASUREMENTS.

MY APOLOGIES FOR THE INTERRUPTION.

CITY MANAGER CLIFTON, DO YOU HAVE A COMMENT? A REQUEST FOR OUR PRESENTER, DEPUTY CHIEF.

GOOD TO SEE YOU. WE ARE WONDERING IF YOU ARE ABLE TO ADJUST YOUR SLIDESHOW PRESENTATION SO THAT THE MAIN SLIDE THAT'S BEING DISCUSSED OCCUPIES THE ENTIRE FRAME AND WE'RE NOT LOOKING AT THE NOTES OR THE PREVIOUS TRAINING.

DOES THAT MAKE SENSE? SORRY ABOUT THAT.

I THOUGHT I DID IT CORRECTLY.

OH, GOOD. THANK YOU SO MUCH.

WE'RE JUST TRYING TO FIGURE THIS OUT.

SO DO THAT.

I'M GOING TO CLICK ON THAT SCREEN THERE.

OK. DOES THAT WORK NOW? PERFECT, YES.

THANK YOU. THANK YOU.

HEY. GO BACK TO THE PREVIOUS SLIDE.

ALL RIGHT. THERE WE ARE.

SO WHILE THERE ARE A WIDE RANGE OF, SO FOR THE

[01:05:10]

A SCALE WEIGHTING DOES THIS BY DISCRIMINATING AGAINST LOW FREQUENCIES THAT WE DON'T USUALLY PERCEIVE AS A PROBLEM THAT MIGHT END UP PRODUCING ARTIFACTS THAT COULD CREATE AN ACCURATE SOUND LEVEL MEASUREMENTS LIKE A FALSE POSITIVE THAT WOULD MAKE THE SOUND LEVEL APPEAR LOUDER, BUT THAT THE PERSON AFFECTED BY IT CAN'T HEAR SO THE SAME AS A IF YOU'RE USING A WEIGHTED SCALE THAT DISCRIMINATES AGAINST THOSE LOW LEVEL NOISES.

SO AT THE SAME TIME, WHILE HUMANS ARE RELATIVELY INSENSITIVE TO LOW FREQUENCY SOUNDS AT LOW INTENSITIES, WE'RE MUCH MORE SENSITIVE TO THOSE SAME LOW FREQUENCIES PRODUCED AT HIGHER INTENSITIES.

LIKE WHEN I COME FROM A LOUD SUBWOOFER OR LOUD RUMBLING SOUND OF A COMMERCIAL TRACTOR TRAILER USING THIS ENGINE BRAKE, THAT LOUD GRUMBLING SOUND KIND OF PULSATES THROUGH YOU.

MEASUREMENTS OF HIGH INTENSITY, LOW FREQUENCY SOUND ARE BEST CAPTURED WEIGHTED, USING A WAVELENGTH RANGE IN THE C SCALE.

SO WE'VE GOT THESE TWO DIFFERENT SCALES THAT WE CAN LOOK AT.

YOU'LL BE GIVEN THE OPTIONS OF WHETHER TO USE C WEIGHTING ALONG WITH THE A WEIGHTING TO CAPTURE THOSE LOW FREQUENCY SOUNDS WHENEVER NECESSARY.

NEXT, YOU'LL BE PRESENTED WITH OPTIONS THAT SPECIFY LOCATIONS FROM WHICH SOUND LEVEL MEASUREMENTS SHOULD BE TAKEN FOR ENFORCING LIVE VEHICLE NOISES.

AND THEN LASTLY, WE'LL PROVIDE FINE OPTIONS FOR VIOLATIONS OF THE PROPOSED ORDINANCE.

SO JUST TO GIVE MAYOR AND COUNCIL, SOME CONTEXT WITH REGARD TO RELATIVE NOISE LEVELS, WE'VE COMPILED A RANGE OF EXAMPLE NOISES AND THE INTENSITIES OF THE SOUNDS THEY PRODUCE MEASURED IN DECIBELS.

THE DECIBEL LEVELS GIVE YOU SOME IDEA OF WHERE THESE INTENSITY OF THESE SOUNDS FALL.

AND JUST GIVE A LITTLE BIT MORE EXAMPLE.

MOST ALARM CLOCKS BEEP AT AROUND 35 DECIBELS.

SOUND A LOT LOUDER THAN THAT IN THE MORNING, BUT AT 35 DECIBELS IS ABOUT THE NOISE LEVEL OF SOMETHING THAT WILL WAKE YOU UP AND THE DIN OF A CONVERSATION IN A CROWDED ROOM THAT CAUSES A PERSON TO HAVE TO RAISE THEIR VOICE SO THAT THE PERSON NEXT TO THEM CAN HEAR WHAT THEY'RE SAYING IS ABOUT 65 DECIBELS.

SO LOUD, CROWDED ROOM, A LOUD-ISH, CROWDED ROOM THAT CAUSES YOU TO HAVE TO RAISE YOUR VOICES 65 DECIBELS.

AND THEN THE LEVEL AT WHICH PAIN IS EXPERIENCED IS ABOUT 130 TO 140 DECIBELS AND TO PROVIDE A LITTLE BIT MORE CONTEXT.

WE'VE COMPILED A SOUND LEVEL MEASUREMENTS FROM SEVERAL LOCAL SOURCES JUST TO GIVE MAYOR AND COUNCIL A GOOD UNDERSTANDING OF THE INTENSITIES OF VARIOUS NOISES AROUND FLAGSTAFF.

SO MAYOR AND COUNCIL, THE POLICE DEPARTMENT'S LEGAL COUNSEL, MARYANNE SULLIVAN, IS GOING TO PROVIDE SOME OF THE DETAILS OF THE PROPOSED ORDINANCE.

MARYANNE, IS IT POSSIBLE THAT YOU ARE STILL MUTED? YES, IT IS VERY POSSIBLE.

SORRY ABOUT THAT. MAYOR COUNCIL MARIANNE SULLIVAN, SENIOR ASSISTANT CITY ATTORNEY HERE TO KIND OF GO OVER THE REST OF THE PRESENTATION, THIS SLIDE HERE ADDRESSES AT OUR LAST PRESENTATION. MAYOR COUNCIL DID HAVE A QUESTION AS TO WHAT CURRENT REGULATIONS ARE IN OUR

[01:10:05]

DECIBEL LIMIT IS 85 MEASURED 50 FEET FROM THE SPEAKERS, AND PRESUMABLY I WASN'T INVOLVED IN THIS PROCESS. BUT MY UNDERSTANDING IS THERE WAS A STUDY THAT WAS COMPLETED AND THE DIFFERENCE BETWEEN OTHER LOCATIONS AND WHEELER PARK IS BECAUSE OF THE RESIDENTIAL NATURE OF WHEELER PARK ITSELF, HOW IT'S SURROUNDED BY HOMES.

NEXT SLIDE. EITHER WAY, THANK YOU.

SO WHAT WE WANT TO DO HERE IS GO THROUGH THE OPTIONS THAT ARE AVAILABLE TO COUNCIL AND KIND OF HAVE THOSE LAID OUT A LITTLE BIT HERE.

THOSE OPTIONS ARE ALSO WRITTEN INTO THE DRAFT ORDINANCE THAT WE ALSO ATTACHED TO THE PRESENTATION. AND THOSE ARE SPECIFICALLY IN THE COLOR GREEN, WHICH INDICATES THOSE ARE OPTIONS FOR COUNCIL TO CONSIDER IN DETERMINING HOW YOU WANT TO PROCEED WITH THIS TYPE OF ORDINANCE. SO IF WE CAN MAYBE HOLD QUESTIONS TO THE END SO THAT WE CAN GO THROUGH THESE, IF THAT MIGHT BE EASIER, IF NOT IF THERE IS SOMETHING THAT YOU REALLY WANT TO ASK ABOUT.

PLEASE DO SO WITH REGARD TO THE DECIBEL LIMITS.

YOU KNOW, WE HAVE THEM PROPOSED HERE WITH A SEVEN P.M.

TO SEVEN A.M. LIMIT, WITH THE NOISE STANDARD BEING IN THE A WEIGHTED.

THIS IS WHAT WE SAW IN SOME OF THE OTHER ORDINANCES AND THE OTHER CITIES.

AND THEN SPECIFICALLY, YOU KNOW, THERE ARE OPTIONS HERE IF COUNCIL DOES WANT TO CHANGE THESE LIMITS TO SOMETHING DIFFERENT.

NEXT SLIDE. AND WITH THE NEXT PLAY HERE, THIS GIVES AN OPTION TO HAVE BOTH THE A WEIGHTED AND THE C WEIGHTED AND THANK YOU DEPUTY CHIEF LAST WEEK FOR THAT EXPLANATION.

BUT IN MORE SIMPLE TERMS, THE A WEIGHTED IS GENERALLY THE NOISE THAT WE CAN HEAR AND THE C WEIGHTED BEING THAT BASS, THAT KIND OF BASS SOUND.

AND SO THIS OPTION HERE OF OPTION TWO GIVES YOU A VIOLATION POSSIBLY OCCURRING EITHER WITHIN A WEIGHTED SCALE OR A C WEIGHTED SCALE THAT TAKES INTO ACCOUNT THE FACT THAT SOMETIMES THAT BASS IS MORE INVASIVE THAN JUST WHAT CAN BE HEARD GENERALLY.

SO AGAIN, WITH THIS, THERE'S ALSO THE SAME OPTIONS THAT COUNCIL CAN CHANGE, THE TIMES THAT ARE HERE, YOU CAN HAVE DIFFERENT TIMES FOR DIFFERENT DATES IF THAT'S DAYS OF THE WEEK, IF THAT'S AN OPTION THAT YOU WANT AS WELL.

NEXT SLIDE. SO ANOTHER THING TO CONSIDER IN THIS CAME UP IN OUR DISCUSSIONS AND REVIEW THE CHARTS TALK ABOUT RESIDENTIAL, COMMERCIAL AND INDUSTRIAL.

BUT WE HAVE TO RECOGNIZE THAT THERE ARE AREAS OF MIXED RESIDENTIAL AND COMMERCIAL WITHIN THE CITY AS WELL.

SO THERE'S AN OPTION FOR THE STANDARDS IN THOSE MIXED ZONES TO REVERT TO THE RESIDENTIAL STANDARDS AS REQUIRED IN THE CHART.

OR, YOU KNOW, OPTION B, IT WOULD BE THE COMMERCIAL STANDARDS.

OR ANOTHER OPTION WOULD BE FOR COUNCIL TO MAKE A DETERMINATION BETWEEN THE TWO STANDARDS IF THEY WANTED SOMETHING DIFFERENT OR IN BETWEEN.

AS IT RELATES TO THOSE MIXED USE ZONES.

NEXT SLIDE. SO MOTOR VEHICLES.

SO WE ALSO HAVE OPTIONS WITH REGARD TO MOTOR VEHICLES THEMSELVES IN TERMS OF WHERE MEASUREMENTS SHOULD BE TAKEN.

THIS WAS SOMETHING THAT ALSO CAME UP IN OUR PREVIOUS DISCUSSIONS IN FRONT OF COUNCIL AND IN REVIEWING THE DRAFTS AS WELL.

SO A DISTANCE OF 50 FEET OR MORE FROM THE CENTER OF THE LANE OF TRAVEL AS WHERE THE MEASUREMENTS SHOULD BE TAKEN.

ANOTHER OPTION WOULD BE OUTSIDE OF THE LANE OF TRAVEL OF THE MOTOR VEHICLE OR EVEN FURTHER AWAY OR FROM THE SIDEWALK ADJACENT TO THE ROADWAY WHERE THE VEHICLE IS TRAVELING.

SO AGAIN, IN TERMS OF THESE OPTIONS, SOMETHING THAT MIGHT BE EASIER WOULD BE A FIXED LOCATION FOR LAW ENFORCEMENT TO BE ABLE TO TAKE READINGS AND MAKE A DETERMINATION AS TO WHAT THE LEVELS ARE.

[01:15:01]

THIS IS AN OPTION THAT WE DID SEE IN SOME OF THE OTHER ORDINANCES THAT THERE WERE DIFFERENCES IN TERMS OF THE ALLOWABLE NOISE LIMITS DEPENDING UPON THE SPEED LIMIT THAT IS POSTED ON THE STREET.

SO IT'S NOT THAT WE HAVE TO DETERMINE HOW FAST THE VEHICLE IS GOING.

WE WOULD SIMPLY HAVE TO DETERMINE WHAT IS THE POSTED SPEED LIMIT ON A PARTICULAR STREET AND HOW HAVE THE ADJUSTMENT FOR, YOU KNOW, THE LOUD NOISE, DEPENDING ON THAT.

THE IDEA BEHIND THAT BEING IS IF YOU'RE TRAVELING ON A STREET WHERE IT'S A HIGHER POSTED SPEED LIMIT, THEN YOU MAY BE CREATING, YOU KNOW, A LITTLE BIT MORE NOISE.

THERE'S ALSO A DIFFERENCE WHEN YOU LOOK AT ONE AND TWO AS TO THE TYPE OF MOTOR VEHICLE.

AND SO THE HEAVIER THE VEHICLE THE LOUDER THE NOISE COULD BE.

AND SO THAT IS WHY YOU HAVE THOSE DIFFERENCES ALSO BETWEEN ONE AND TWO.

ANOTHER OPTION.

NEXT SLIDE. WOULD BE TO NOT HAVE A DIFFERENCE BASED UPON THE SPEED OF THE STREET AND HAVE JUST ONE STANDARD.

AND BUT THEN HAVE THE DIFFERENCES BETWEEN THE LARGER VEHICLES VERSUS THE SMALLER VEHICLES. NEXT SLIDE.

SO THIS WAS ALSO SOMETHING COUNCIL HAD REQUESTED THAT WE PROVIDE INFORMATION ON WHAT ARE SOME SOME FINDS THAT ARE OUT THERE WITH REGARD TO CIVIL TRAFFIC.

AND THEY VARIED THE LOWEST BEING 104, UP TO THE HIGHEST OF 1050, THE HIGHER ONES BEING MORE REGISTRATION AND LACK OF INSURANCE VIOLATIONS AND DRIVING ON SUSPENDED LICENSES.

MOST OF THE FINES WERE AROUND 185, THE LOWEST BEING THE FAILURE TO WEAR A SEATBELT, WHICH IT 104.

SO IT GAVE SOME MORE EXAMPLES THERE OF IF THE SPEED FOR SPEEDING VIOLATIONS THAT ARE CIVIL TRAFFIC. IF IT'S IF YOU'RE SPEEDING BETWEEN ONE AND 10 MILES OVER THE LIMIT, IT'S ONE HUNDRED AND EIGHTY FIVE DOLLARS TICKET 11 TO 15 MILES OVER.

IT'S A TWO HUNDRED AND THREE DOLLARS TICKET AND 16 TO 20 MILES.

IT'S AT TWO HUNDRED AND THIRTY ONE DOLLARS FINE.

IF YOU'RE OVER 20 MILES OVER THE SPEED LIMIT, THAT BECOMES A CRIMINAL SPEED MISDEMEANOR VIOLATION. RED LIGHT VIOLATIONS ARE ONE HUNDRED AND EIGHTY FIVE, SO THAT KIND OF JUST GIVES YOU AN IDEA OF, YOU KNOW, FINES WE PROPOSED IN THE ORDINANCE TWO OPTIONS HERE.

AGAIN, YOU CAN CHOOSE ONE OF THESE TWO OR SOME OTHER OPTIONS THAT YOU AGREE UPON.

SO THE SAME VIOLATIONS THAT ARE CURRENTLY IN OUR NUISANCE PARTY ORDINANCE ARE PROPOSED.

THAT WOULD BE A FIRST OFFENSE OF A $250 FINE SECOND OFFENSE, FIVE HUNDRED THIRD OFFENSE A THOUSAND OPTION TWO WOULD BE TO LOWER THOSE TO HAVE A FIRST OFFENSE BE 150, A SECOND, TWO HUNDRED THOUSAND TWO HUNDRED AND FIFTY.

AND AGAIN, COUNSEL CAN CHOOSE WHATEVER KIND OF FINES YOU WOULD FEEL WOULD BE APPROPRIATE FOR THE CIVIL PENALTIES.

KNOW THAT WITH THESE FINES AS THEY'RE PROPOSED AND HOW WE WRITE THEM INTO THE ORDINANCE, AS WELL AS THE FINES THAT WERE ON THE PREVIOUS SLIDE, ALSO ARE ENCOMPASS ANY, YOU KNOW, COURT SURCHARGES OR FEES.

THEY'RE A PART OF THAT TOTAL AMOUNT.

SO WE DON'T HAVE ANY AMOUNTS ADDED ON TOP OF THESE.

IF THOSE COURT FINES AND FEES CHANGE, WHICH THEY CAN YEAR TO YEAR AND GO UP, THEN THE PERCENTAGE THAT KIND OF GOES TO THE CITY WILL BE LESS GIVEN THAT WE WOULD, YOU KNOW, JUST HAVE THE MAX PENALTY BE INCLUSIVE OF THOSE SURCHARGES AND FEES.

SO THOSE ARE THE OPTIONS WITH REGARD TO THE ORDINANCE WITH REGARD TO ANY TRAINING, CERTIFICATION AND EQUIPMENT COSTS.

THE PLAN WOULD BE TO TRAIN DEPUTY CHIEF [INAUDIBLE].

HE'S ALREADY TRAINED BUT TO ALSO TRAIN PATROL ONE OF THE PATROL LIEUTENANTS AND THEN ALL THE FIVE OFFICERS ASSIGNED TO THE TRAFFIC ENFORCEMENT SQUAD.

AND THEN HOPEFULLY THREE OFFICERS OF THE EIGHT SQUADS IN FOR A TOTAL THROW OUT OF THE 70 SWORN THAT ACTUALLY ARE ASSIGNED TO PATROL.

THE TRAINING COSTS FOR THAT IS SIX HUNDRED AND TWENTY FIVE DOLLARS PER PERSON, SO IT'S NOT CHEAP FOR 30 OFFICERS TO ATTEND THE TRAINING.

THAT WOULD BE 18.

YOU KNOW, A LITTLE OVER $18000 THERE.

IF WE ONLY TRAIN TWO OFFICERS PER SQUAD, THAT WOULD BE LESS AROUND 13000 A LITTLE OVER THAT. AND THEN AGAIN, WE WOULD NEED TO PURCHASE THE ACTUAL DECIBEL READERS FOR THE OFFICERS, WHICH YOU CAN SEE THERE IS ALMOST $30000.

THERE BE A REQUIREMENT THAT THEY HAVE TO RECERTIFY EVERY TWO YEARS AT A COST OF THREE

[01:20:05]

HOWEVER, AS YOU KNOW THAT THERE IS OFFICER [INAUDIBLE] AND SO EVEN THOUGH WE MAY CERTIFY AN OFFICER, THEY MIGHT LEAVE AND SO WE MAY NEED TO CERTIFY ADDITIONAL OFFICERS AT THE ORIGINAL PRICE AS OPPOSED TO THE RECERTIFICATION PRICE, WHICH IS LOWER.

SO THE COST OF THIS WOULD BE PRETTY SIGNIFICANT.

AND MY UNDERSTANDING IS AND CHIEF COUNCILMAN CAN SPEAK TO THIS AS WELL, IS THAT THIS IS THE BULK OF WHAT OUR TRAINING BUDGET IS RIGHT NOW FOR OFFICERS.

SO THIS WOULD DEFINITELY NEED TO BE ONGOING AND RECURRING FUNDS TO BE SUPPORT ANY TYPE OF ORDINANCE LIKE THIS.

AND SO YOU ARE AWARE I DID ATTEND A MEETING LAST WEEK OF THE ARIZONA LAW ENFORCEMENT LEGAL OFFICERS ASSOCIATION, AND THIS ISSUE CAME UP WITH REGARD TO DECIBEL METERS AND NOISE ORDINANCES IN NOT ONLY OUR JURISDICTION, BUT OTHER JURISDICTIONS ACROSS THE STATE.

AND WITH REGARD TO THIS TYPE OF ORDINANCE, IT'S VERY CLEAR THAT THE OFFICERS DEFINITELY NEED TO BE TRAINED AND THEY NEED TO BE CERTIFIED AND THE EQUIPMENT NEEDS TO BE CALIBRATED PROPERLY IN ORDER FOR COURTS TO ACCEPT THIS TYPE OF EVIDENCE TO BE ABLE TO ENFORCE ANY TYPE OF ORDINANCES THAT WE HAVE THAT RELATES TO DECIBEL READINGS.

SO I KNOW IT'S A LOT OF INFORMATION, AND WE MAY WANT TO GO BACK AND START WITH, YOU KNOW, THE OPTIONS AT THE BEGINNING OF THE ORDINANCE, OR WE CAN JUST KIND OF HAVE GENERAL DISCUSSION AND THEN GO THROUGH THE OPTIONS.

THANK YOU. YEAH, LET'S ACTUALLY START WITH PUBLIC COMMENT, AND THEN WE WILL WILL GET BACK TO COUNCIL QUESTIONS AND WE CAN REVIEW THE OPTIONS AS REQUESTED BY COUNCIL MEMBERS ORGANICALLY. ALL RIGHT.

CITY CLERK. HOW MANY PARTICIPANTS DO WE HAVE? MAYOR, I HAVE SIX RIGHT NOW, AND WE'RE GOING TO GO AHEAD AND START WITH MR. CRAIG [INAUDIBLE].

CRAIG, YOU CAN GO AHEAD AND UNMUTE AND GIVE YOUR COMMENTS.

[INAUDIBLE].

HOPEFULLY YOU CAN HEAR ME. YES, WE CAN HEAR YOU.

YES, SIR. OK, I'M GOING TO.

I'M GOING TO START BY JUST READING THE LETTER I SENT TO ALL OF YOU.

JUST SO THAT WAY. THERE IT'S ON THE RECORD.

DEAR COUNCILMAN STAFF, MY NAME IS CRAIG [INAUDIBLE] AND I'M A RESIDENT OF THE CITY OF FLAGSTAFF. I'M ALSO THE OWNER OF TWO BUSINESSES WITHIN THE CITY LIMITS [INAUDIBLE] TAVERN AND THE CORNER TAVERN. I WOULD LIKE TO PROVIDE SOME INPUT REGARDING THE PROPOSED CHANGES TO THE NOISE ORDINANCE, SPECIFICALLY THE CHANGES THAT WOULD AFFECT BUSINESSES AS TARGETED RIGHT IN THE SUMMARY. FOR EXAMPLE, LOUD MUSIC FROM BARS AND RESTAURANTS THAT'S RIGHT THERE IN THE DESCRIPTION HAVE HAVING BEEN SUBJECTED TO THE NONSENSICAL INTERPRETATIONS OF THE NUISANCE PARTY ORDINANCE, WHEREAS I SHOULD HAVE BEEN SUBJECTED TO NOISE ORDINANCE.

I FANCY MYSELF A LITTLE BIT OF AN INFORMED CITIZEN IN THIS AREA.

PLEASE DO NOT CONSTRUE MY OBJECTION TO WHAT IS PROPOSED AS AN OBJECTION TO CHANGE.

I ABSOLUTELY THINK CHANGE IS NECESSARY, BUT THAT CHANGE MUST BE DONE WITH MORE RESEARCH AND INPUT. AS MENTIONED ABOVE, BECAUSE I WAS SUBJECTED TO BE IT MY BUSINESS TO MULTIPLE VISITS FROM FLAGSTAFF, I COMMISSIONED A LICENSED PRIVATE INVESTIGATOR TO TAKE SNAPSHOTS AROUND THE CITY OF NOISE BEING GENERATED.

I DID THIS FOR MY OWN EDIFICATION.

I NEEDED TO SEE WHERE I STOOD VERSUS OTHER ESTABLISHMENTS AND POINTS THROUGHOUT THE DOWNTOWN AREA. THIS STUDY TOOK 240 INDIVIDUAL MEASUREMENTS AT AND AROUND 15 ESTABLISHMENTS, INCLUDING HERITAGE PARK AND A [INAUDIBLE] AND LOOKING AT THE POWERPOINT PRESENTED BY DEPUTY CHIEF [INAUDIBLE] AND MARIANNE SULLIVAN.

THEY REFERENCED NOISE AT SIX POINTS, TRAIN POLICE SIREN, VEHICLE AND IDLING DIESEL TRUCK AND STREET NOISE.

I SEE NOTHING IN THERE ABOUT TAKING MEASUREMENTS AT EXISTING LOCATIONS AND BUSINESSES THROUGHOUT THE CITY. CAN YOU IMAGINE THE SURPRISE OF THE PEOPLE ON THE ANNEXES PATIO, WHERE THE WEATHERFORD HOTEL PATRONS ON THE BALCONY IS WHAT I WAS INFERENCING THERE? WHEN THE INDIVIDUALS THAT ARE HAVING AVERAGE CONVERSATION ARE CITED BECAUSE THEY ARE OVER 55 DB AT 10 P.M., PER THE POWERPOINT AND [INAUDIBLE] JUST SAID IT.

A LOUD CONVERSATION IS LISTED BETWEEN 40 AND 60 DB.

IS FLAGSTAFF PD GOING TO POST OFFICES AT HERITAGE PARK AFTER 10 P.M.

TO SITE AVERAGE CONVERSATION.

WILL THEY BE CHASING DOWN PEDDLERS? THEREFORE WHAT I'M ASKING IS THAT A STUDY IS COMMISSIONED TO FIND WHAT THE AVERAGE MEAN NOISE LEVEL IS IN FLAGSTAFF AT NUMEROUS POINTS THROUGHOUT THE CITY, SUCH AS DOWNTOWN, THE [INAUDIBLE] DO SOMETHING SIMILAR TO A PRIVATE CITIZEN HAVE DONE.

USE THAT DATA TO CRAFT THIS PROPERLY.

THERE SHOULD BE TIME AND LOCATION SPECIFIC TO WHAT MAKES SENSE.

ENGAGE THE CHAMBER OF COMMERCE, THE DOWNTOWN BUSINESS ALLIANCE BUSINESS OWNERS MAKE AN OBJECTIVE STANDARD THAT ALL BUSINESSES CAN REASONABLY MEASURE AND COMPLY WITH.

[01:25:02]

THAT'S WHAT WAS LISTED IN THERE.

CREATE A STANDARD THAT APPLIES TO FLAGSTAFF.

FLAGSTAFF IS DIFFERENT FOR A VARIETY OF REASONS.

THAT'S WHY WE ALL CHOOSE TO LIVE HERE.

LET'S NOT USE SOMEONE'S OR SOMEWHERE THAT DOESN'T COMPARE TO OUR ENVIRONMENT, DENSITY OR A MAKE UP. CREATE THESE STANDARDS.

A KNEE JERK REACTION IS SOLVE A SMALL GROUP'S PROBLEM OR POTENTIALLY RENDER THE CITY NON BUSINESS FRIENDLY AND CREATE A LARGER PROBLEM YOU'RE TRYING TO RESOLVE.

I'M ENCLOSING THE REPORT THAT I COMMISSIONED, AS WELL AS A SUMMARY AS AN EXAMPLE OF WHAT SHOULD BE DONE BEFORE COMING WITH THE STANDARD.

I'M ALSO INVITING [INAUDIBLE], WHO IS ON THE CALL, A LICENSED PRIVATE INVESTIGATOR AND A FORMER ATF AGENT TO JOIN TO THE PUBLIC COMMENT PERIOD DURING THE WORK SESSION.

IN CASE YOU HAVE ANY QUESTIONS.

IT SHOULD BE NOTED THAT HE IS ALSO TO A RESIDENT OF THE CITY OF FLAGSTAFF, SO THAT'S THE LETTER. LIKE I SAID, I WANTED TO GET IT ON THE RECORD OF A VIEW OF SOMEONE WHO HAS BEEN TARGETED, IF YOU WILL, IN THIS.

AND HONESTLY, I HAVE TO SAY THIS OUT LOUD.

SOMETIMES WE CREATE BIGGER PROBLEMS TRYING TO SOLVE A SMALLER PROBLEM.

I UNDERSTAND IT'S A LARGE PROBLEM TO THOSE PEOPLE WHO HAVE FEELINGS, THOUGHTS ON IT.

THANK YOU, [INAUDIBLE]. MY APOLOGIES FOR INTERRUPTING, BUT WE ONLY HAVE THREE MINUTES FOR PARTICIPANTS, BUT I DEFINITELY.

SORRY. NO PROBLEM.

I JUST WANT TO SAY THAT I REALLY APPRECIATE THAT EMAIL.

THE DATA THAT YOU PROVIDED WAS VERY MUCH APPRECIATED, AND I DO HAVE A QUESTION FOR YOU FROM COUNCIL MEMBER SALAS IF YOU DON'T MIND STAYING ON HERE.

YES, ABSOLUTELY, I'M SORRY ABOUT THE THREE MINUTES.

THE COUNTER WASN'T SHOWING, I GUESS, ON THE.

YEAH, NO PROBLEM. COUNCIL MEMBER SALAS YES.

THANK YOU, MR. MAYOR.

I HAVE A QUESTION TO MR. [INAUDIBLE].

I DON'T KNOW IF I'M PRONOUNCING HIS LAST NAME CORRECTLY, BUT VERY GOOD.

YES. AND I ACTUALLY ECHO THE MAYOR'S REQUEST FOR YOU TO EMAIL WHAT YOU JUST READ TO US. SO WE COULD HAVE IT BY EMAIL.

BUT I AM CURIOUS ABOUT THE INDEPENDENT INVESTIGATION OR STUDY THAT YOU HAVE CONDUCTED ABOUT NOISE LEVELS IN DOWNTOWN BUSINESSES.

COULD YOU EXPAND ON THAT STUDY? AND THEN I DO RECALL THAT YOU MENTIONED ABOUT DEVELOPING THIS ORDINANCE, THIS POLICY, BUT ENGAGING OUR LOCAL BUSINESSES AND THE DIFFERENT BUSINESS ASSOCIATIONS TO, YOU KNOW, BEFORE WE ADOPT SUCH POLICY.

YEAH. IS THAT CORRECT? YEAH. QUITE QUITE SIMPLY, JUST TO GIVE YOU A BRIEF.

WE HAD BEEN VISITED SEVERAL TIMES AT ONE OF MY BUSINESSES FOR A VARIETY OF REASONS.

WE CAN DEBATE THAT TO THE TO THE END.

BUT I FOUND MYSELF ASKING THE QUESTION CONTINUOUSLY TO MYSELF, WHAT'S THE DIFFERENCE BETWEEN MYSELF AND OTHER PLACES, OTHER ENTITIES THAT ARE OUT THERE? AM I SO LOUD? AM I CAUSING? SO I REACHED OUT TO SEVERAL PRIVATE INVESTIGATION AGENCIES.

I FOUND KEN ANGSTROM, WHO IS A RESIDENT OF THE CITY OF FLAGSTAFF.

HE'S A STATE LICENSED PRIVATE INVESTIGATOR AND A FORMER ALCOHOL, TOBACCO AND FIREARMS AGENT. OK.

I REACHED OUT TO HIM AND I BASICALLY SAID TO HIM AND I HAD A MEETING WITH HIM AND I SAID, I WOULD LIKE YOU TO DO A STUDY.

I DON'T WANT TO BE INVOLVED IN THE STUDY.

I DON'T KNOW. I DON'T WANT TO KNOW WHERE YOU'RE GOING.

I DON'T KNOW WHAT TIMES YOU'RE GOING, EXCEPT OUTSIDE THESE PARAMETERS WHERE I HAVE HAD PROBLEMS AND I LET HIM GO AND I LET HIM GO FOR THREE OR FOUR WEEKS.

I CAN'T BELIEVE I CAN'T REMEMBER WHAT THE NUMBER IS.

AND HE CAME BACK WITH A REPORT FOR ME AND HE ACTUALLY DIDN'T EVEN SUBMIT IT TO ME.

HE SUBMITTED IT TO MY ATTORNEY SO THAT I WOULD HAVE NO INPUT.

I WOULD HAVE NO SAY.

I DIDN'T SPEAK TO HIM DURING THIS TIME.

AND HE'S ON THE PHONE TOO, AND YOU CAN ASK HIM THESE SAME QUESTIONS SO THAT WE COULD FIND OUT. AND THEN AS FAR AS THE OTHER BUSINESSES OUT THERE, I HAVE SPOKEN TO OTHER BUSINESS OWNERS AND THEY'RE A LITTLE SURPRISED AT WHERE WE'RE AT.

I THINK THEY WOULD BECOME MORE INVOLVED ONCE THE CONVERSATION EVOLVES A LITTLE MORE.

HOPEFULLY, I ANSWERED YOUR QUESTIONS.

FOLLOW UP, MR. MAYOR, TO MR. BOUCHARD, WILL YOU BE? WILL YOU BE AMENABLE IN DEVELOPING SUCH A POLICY IF THE BUSINESS, THE LOCAL BUSINESS COMMUNITY IS INVOLVED IN DEVELOPING SUCH POLICIES? ABSOLUTELY. ABSOLUTELY.

AS A BUSINESS OWNER, THAT HAS HAD DIFFICULTIES.

I WOULD LIKE A CLEAR POLICY THAT WOULD BE SOMETHING THAT WE COULD FOLLOW AND MEASURE AGAINST AND WORK ON IT.

[01:30:03]

SOMEWHERE IN THE MIDDLE IS WHERE IT NEEDS TO BE.

AND I WOULD LOVE TO BE PART OF THAT PROCESS.

THANK YOU, [INAUDIBLE], WE HAVE AN COUNCIL MEMBER MCCARTHY ALSO HAS A QUESTION FOR YOU.

THANK YOU, MAYOR. I HAVE LOOKED AT THE REPORT AND IT GIVES A RANGE OF LIKE I'M JUST LOOKING AT ONE RIGHT HERE, IT SAYS 52 POINT ONE TO SIXTY POINT ONE DB.

SO MY FIRST QUESTION IS, IS THAT DVA OR DDC? THE DEVICE I PROVIDED WAS DBA, AND THEN THE SECOND QUESTION IS YOU HAVE RED NUMBERS AND YOU HAVE BLACK NUMBERS.

WHAT'S THE DIFFERENCE? I'D HAVE TO LET KEN, I DIDN'T DEVELOP THE REPORT.

KEN DID.

COULD WE PLEASE HAVE THE PRIVATE INVESTIGATOR TELL ME THE DIFFERENCE BETWEEN RED AND BLACK? YES, IF THEY'RE ON, IF THEY COULD PLEASE JUMP ON FOR THAT QUESTION, I'D BE GREAT.

YEAH. MR. [INAUDIBLE] YOU SHOULD BE ABLE TO UNMUTE AND ADDRESS COUNSEL.

AND BELIEVE IT, STAR SIX ON YOUR PHONE.

[INAUDIBLE] ARE YOU ABLE TO UNMUTE? IF HE'S NOT ABLE, I CAN JUST PASS ON THAT QUESTION.

YEAH, HE IS HERE.

I JUST TEXT HIM A FEW MINUTES WITH WHEN WE WERE GETTING CLOSE.

IT MAY BE THAT THE RED IS AVERAGE AND THE OTHER IS RANGE.

THAT'S MY GUESS. THAT'S MY INTERPRETATION WHEN IT WAS PRESENTED TO ME AFTER THE FACT.

THAT'S CORRECT. BLACK WAS RANGE.

RED WAS THE [INAUDIBLE].

THERE'S A SUMMARY LETTER.

I THINK HE EXPLAINS THAT IN HIS SUMMARY LETTER.

A LITTLE BIT MORE.

OKAY. LET IT GO WITH THAT.

THANK YOU, MAYOR. THANK YOU.

COUNCIL MEMBER MCCARTHY.

COUNCIL MEMBER SHIMONI ALSO HAS A QUESTION.

YES, THANK YOU, MAYOR, AND THANK YOU TO THE SPEAKER CALLING IN.

QUICK QUESTION, SO I LIKE WHAT WE'RE TALKING ABOUT AND I'M JUST WONDERING FROM YOUR PERSPECTIVE, WHAT ARE YOUR NEXT STEPS IN TERMS OF HOW YOU WOULD RECOMMEND WE MOVE FORWARD IN PARTNERSHIP WITH THE BUSINESS COMMUNITY, WITH THE COMMUNITY AT LARGE? WHAT DO YOU RECOMMEND WE DO MOVING FORWARD? CHASE THAT IS A LOADED QUESTION.

I THINK AGAIN, WHAT I ASKED FOR IN MY EMAIL TO YOU WAS, I THINK WE YOU GUYS NEED THE COMMISSION TO STUDY ONE THAT'S COULDN'T BE.

I SUPPOSE IT COULD BE LOOKED AT.

THE STUDY WAS BIASED, IF YOU WILL.

I DID EVERYTHING I COULD TO MAKE SURE IT WASN'T BIASED.

HOWEVER, I UNDERSTAND SOMEONE MAY HAVE THAT PERSPECTIVE.

I THINK YOU GUYS SHOULD COMMISSION A STUDY TO DO SOMETHING SIMILAR TO WHAT I DID.

I THINK THAT IS YOUR NEXT STEP.

MY SIDE OF IT, I WOULD.

IF YOU WANT THESE OPEN, HONEST CONVERSATIONS, I WOULD LOVE TO ENGAGE MORE BUSINESS AGAIN.

I APPROACHED THE PEOPLE AT THE MAYOR, FRIENDS, FAMILY, THE PEOPLE AT THE ANNEX.

I WOULD I WOULD BE MORE THAN HAPPY TO PUT THE FEET ON THE STREET AND GO OUT AND FIND THESE GUYS AND SEE IF I CAN GET THEM TO COME TO THE TABLE AS WELL, WHETHER IT BE A WORK SESSION OR HOWEVER YOU WOULD PROPOSE.

I THINK THAT'S PROBABLY WHAT NEEDS TO HAPPEN ON BOTH SIDES.

OK, I APPRECIATE THAT BECAUSE I DO WANT TO WORK THROUGH THIS WITH THE BUSINESS COMMUNITY AND OUR PUBLIC, RATHER THAN JUST PUT PLOW FORWARD WITH SOMETHING.

BUT BEFORE WITHOUT GETTING INTO THAT, I'LL LEAVE IT THERE.

THANK YOU FOR YOUR COMMENTS TODAY.

I APPRECIATE YOUR ADVOCACY.

THANK YOU.

THANK YOU. AND FOR MEMBERS OF COUNCIL WHO HAVEN'T SEEN THAT REPORT, IT IS VERY INFORMATIVE, SO I APPRECIATE THAT BEING SENT TO US.

WITH THAT, WE ARE READY FOR THE NEXT SPEAKER.

MAYOR, I HAVE KEN ENGSTROM AS OUR NEXT SPEAKER.

KEN, ARE YOU ABLE TO UNMUTE? AGAIN, I BELIEVE IT MIGHT BE STAR SIX ON YOUR PHONE.

OK. MAYOR, WE'RE GOING TO GO AHEAD AND MOVE ON TO THE NEXT PERSON.

MICHAEL COLLIER.

YOU SHOULD BE ABLE TO UNMUTE AND GIVE YOUR COMMENTS NOW.

THANK YOU, COUNCIL FOR TAKING THE MATTER OF UNNECESSARY VEHICULAR NOISE SERIOUSLY.

I DO APPRECIATE THE EFFORTS OF THE FLAGSTAFF POLICE DEPARTMENT TO DRAFT A NOISE ORDINANCE, BUT I'D LIKE TO MAKE A FOUR POINTS IN RESPONSE TO THAT DRAFT.

FIRST OF ALL, WHY NOT USE A FIRST OFFENSE AS AN OPPORTUNITY FOR EDUCATION RATHER THAN A MANDATORY FINE FOR A FIRST OFFENSE?

[01:35:04]

FIRST, THE EARLY DRAFTS OF THIS ORDINANCE LISTED 6000 POUNDS AS THE DIVIDING POINT BETWEEN HEAVY AND LIGHT.

BUT I NOTICED THAT THE CURRENT VERSION LIST 26000 POUNDS, SO PRESUMABLY MOTORCYCLES ARE BEING THROWN IN WITH THESE HEAVY TRUCKS.

JUST BECAUSE WE COME TO EXPECT SOME MOTORCYCLES TO BE OBNOXIOUSLY LOUD, THAT DOESN'T MEAN WE HAVE TO LAY DOWN AND ACCEPT THEIR NOISE BY PUTTING THEM INTO A HEAVIER CATEGORY.

THIRDLY, THE HORN ON MY TOYOTA PICKUP CREATES WHAT I MEASURED WITH MY UNCERTIFIED METER HAS ONE HUNDRED TWO POINT SIX DECIBELS WHEN MEASURED TEN FEET AWAY.

THAT'S ABOUT THE DISTANCE THAT I WOULD BE FROM A CAR BLASTING BY AN ADJACENT LANE.

BUT THE HORN ON MY CAR DROPS TO 85 DECIBELS WHEN I MEASURED IT AT 50 FEET.

THAT'S A 17 DECIBEL DIFFERENCE MEASURED WITH THAT SAME METER.

WHY WOULD THE ORDINANCE STIPULATE A DISTANCE OF 50 FEET INSTEAD OF THE ACTUAL DISTANCE BETWEEN THE OFFENDER AND A NEARBY DRIVER? FINALLY, IF A POLICEMAN SEES ME BLATANTLY RUN A RED LIGHT, DOES SHE NEED A PHOTOGRAPH OF THE INCIDENT TO WRITE ME A TICKET? I DON'T THINK SO. SO WHY DOES THE SAME POLICEMAN NEED A CERTIFIED DECIBEL METER AND ALL THAT TRAINING TO ENFORCE THE NOISE ORDINANCE? WOULDN'T A WORKING PAIR OF EARS AND SOME COMMON SENSE WORK JUST AS WELL IN COURT? THANK YOU. THANK YOU, MICHAEL.

NOT SEEING ANY SEASON QUEUES SO READY TO MOVE TO THE NEXT SPEAKER, PLEASE.

HERE WE HAVE MELISSA MELISSA, YOU CAN GO AHEAD AND UNMUTE YOUR PHONE OR YOUR YOUR COMPUTER AND GIVE YOUR COMMENTS.

THANK YOU, I THINK IT'S UNMUTED RIGHT NOW, WE CAN HEAR YOU.

OH, OK, WELL, THANKS EVERYBODY FOR BEING HERE AND GOING INTO DIALOG ABOUT WHAT'S BEST FOR THE COMMUNITY AS A WHOLE.

MY NAME IS MELISSA [INAUDIBLE] I.

I HAVE LIVED IN FLAGSTAFF SINCE 1991 AND RAISED MY CHILDREN HERE, SO I HAVE I HAVE A LITTLE BIT INVESTED IN THE COMMUNITY AS A PARENT AND A RESIDENT.

I'VE ALSO BEEN A BUSINESS OWNER SINCE IT'S BEEN ABOUT 11 YEARS NOW.

I OWN A BUILDING ON SOUTH SAN FRANCISCO STREET.

RENT TO TWO BUSINESSES BEING MORNING GLORY AND EVANS FISH AND CHIPS.

AND I PERSONALLY OWN THE YOGA STUDIO ON SOUTH SAN FRANCISCO STREET.

THIS IS A REALLY EMOTIONAL ISSUE, AND I THINK IT'S BECAUSE IT INVOLVES SLEEP FOR INDIVIDUALS, AND IT'S HARD WHEN AT TWO A.M.

PEOPLE CAN'T SLEEP BECAUSE OF NOISE.

SO I THINK THERE DEFINITELY NEEDS TO BE A STRONG CONSIDERATION OF WHAT'S NOT ONLY HEALTHY FOR ME AS A BUSINESS OWNER, BUT FOR MY NEIGHBORS.

AND I THINK THAT'S ALL I REALLY HAVE TO ADD AT THIS TIME.

THANK YOU, MELISSA. APPRECIATE YOUR COMMENTS.

YOU'RE WELCOME, THANK YOU FOR ALL YOU ALL ARE DOING AS WELL.

MAYOR, CAN I ASK MELISSA A QUESTION? SHE'S STILL ON? YES, ABSOLUTELY.

GO AHEAD. MELISSA, YOU JUST SAID YOU HAVE A YOGA BUSINESS.

DO YOU FIND THAT, DO YOU FIND THAT THE NOISE FROM SOME OF THE ADJACENT BARS? DO THEY CAUSE PROBLEMS FOR YOU IN THE EXERCISE OF YOUR YOGA BUSINESS? DO THEY INTERFERE WITH PEOPLE TRYING TO DO YOGA? IN THE PAST, MOST CERTAINLY, AND AT TIMES, YES, AT THIS POINT, WE DON'T HAVE AS MANY LATER NIGHT ACTIVITIES, SO.

SO THAT'S MY ANSWER.

SO IT SOUNDS LIKE LIKE YOU'RE LIMITED IN THE HOURS THAT YOU CAN DO YOUR BUSINESS BECAUSE OF THE NOISE COMING IN FROM OTHER BUSINESSES.

YEAH, I WOULD SAY THAT I WOULDN'T PROBABLY HAVE A LATE NIGHT EVENT.

[01:40:08]

AND AND SO IT'S IT'S THE CUSSING, IT'S THE VERBAL, OBNOXIOUS BEHAVIOR THAT THAT IS IT'S HARD, YOU KNOW, IT'S IT'S JUST A HARD THING TO TO HAVE.

ALL RIGHT. I APPRECIATE YOUR TIME AND YOUR ANSWER.

THANK YOU. THANK YOU.

THANK YOU COUNCIL MEMBER AND THANK YOU, MELISSA.

NEXT SPEAKER, PLEASE.

MAYOR, I HAVE CANDACE RYAN.

CANDACE, YOU CAN GO AHEAD AND UNMUTE AND GIVE YOUR COMMENTS NOW.

WELL. CANDACE, YOU CAN GO AHEAD AND UNMUTE.

THERE YOU GO. DID THEY DO IT? I CAN HEAR YOU NOW, YES, YOU CAN GO AHEAD.

OK. ALL RIGHT.

MAYOR, VICE MAYOR AND CITY COUNCIL MEMBERS.

I'M HERE TO ASK CITY COUNCIL TO AMEND THE NOISE ORDINANCE AND REFLECT TO REFLECT A DECIBEL LEVEL WITH A SEPARATE DECIBEL LEVEL FOR BASS.

I CAN'T GO INTO AS MUCH DETAIL AS I WANT TO ON THE INTRUSIVENESS OF BASS AND HOW IT'S NOT JUST HEARD. IT IS FELT THROUGH MY HOME AND MY NEIGHBOR'S HOME ON A WEEKLY BASIS, MULTIPLE TIMES A WEEK WEEKDAYS NOT EXCLUDED.

SO WE RESIDE ON THE SOUTH SIDE AND WE'RE CLOSE TO AN ESTABLISHMENT ABOUT 20 FEET, BUT WE ARE IN A RESIDENTIAL AREA.

OUR HOUSE STARTS SITS AT THE EDGE OF THAT RESIDENTIAL AREA, BUT EXTENDS OUTWARD TOWARDS SOUTH BEAVER AND BEYOND.

SO WE ARE IN RESIDENTIAL AND WE ARE CONSTANTLY DEALING WITH BASS, CROWD NOISE, MUSIC, NOT BEING ABLE TO SLEEP, NOT PERFORMING AT WORK VERY WELL BECAUSE OF LACK OF SLEEP, STRUGGLING TO GET OUR FOUR YEAR OLD DAUGHTER TO SLEEP.

I'M HERE ON BEHALF OF NEIGHBORS THAT COULDN'T BE HERE TODAY, AND SOME OF THEM SENT YOU AN EMAIL. SOME OF THEM WANT TO STAY ANONYMOUS, BUT WE'RE STRUGGLING OVER HERE AND WE'RE SUFFERING, AND THIS IS VERY EMOTIONAL FOR ALL OF US OVER HERE.

WHEN WE PERSONALLY MOVED HERE, WE COULD ENJOY OUR HOUSE WHEN WE FIRST MOVED HERE.

WE CANNOT ENJOY OUR HOUSE.

WE CANNOT SIT OUT IN OUR YARD AND ENJOY THE QUIET AT NIGHT, ESPECIALLY IN THE SUMMER.

WE STRUGGLE TO OPEN THE WINDOWS BECAUSE THE NOISE IS SO LOUD.

MY HUSBAND AND I WERE A WITNESS IN A CASE BECAUSE THIS ESTABLISHMENT THOUGHT THE PARTY NUISANCE ORDER, AND IT ACTUALLY THE JUDGE RULED THAT THEY COULD NOT BE APPLIED TO THIS ESTABLISHMENT. SO WE'RE NOW FLOATING AROUND WITH NO ORDINANCE TO HELP INDIVIDUALS LIKE US. SO WE ARE REALLY, REALLY STRESSING THE CITY COUNCIL TO PLEASE, PLEASE MOVE SWIFTLY ON THIS. OUR HOUSE IS 100 YEARS OLD.

WE LOVE THIS SIDE OF TOWN.

WE CONSCIOUSLY MOVED HERE.

WE HAVE A BUNCH OF OLD HOUSES NEAR US, PEOPLE THAT HAVE BEEN HERE FOREVER.

WE DESERVE THE ATTENTION THAT NEEDS TO BE TAKEN OVER HERE FOR US WHO ARE TRYING TO LIVE AND BE A PART OF THE COMMUNITY AND BETTER THE AREA AND BE A PART OF THIS AMAZING SIDE OF TOWN. I KNOW THIS IS A LOT OF COST, BUT I THINK THIS IS A PROBLEM THAT'S ONLY GOING TO GET WORSE OVER TIME AND NOT BETTER AS WE SEE BUSINESSES MOVE UP CLOSER TO NEIGHBORHOODS PROXIMITY. MAYBE YOU WANT TO TAKE INTO ACCOUNT DISTANCE FROM THE BUSINESS BECAUSE WE ARE 20 FEET FROM THE LOUDEST PART OF THIS ESTABLISHMENT.

SO I REALLY, REALLY APPRECIATE YOU GUYS MOVING ON THIS QUICKLY.

I'M HAPPY TO BE INVOLVED AND HELP AS MUCH AS POSSIBLE IN THIS PROCESS AND TRYING TO KIND OF HELP MY NEIGHBORS WHO HAVE DIFFERENT SCHEDULES THAN ME AND SPEAK ON THEIR BEHALF TOO.

SO I APPRECIATE YOU GUYS HAVING THIS ON THE AGENDA TODAY.

THANK YOU. THANK YOU AGAIN, AS WE DO HAVE A QUESTION FOR YOU FROM COUNCIL MEMBER MCCARTHY. THANK YOU, CANDICE.

WHEN YOU BOUGHT THIS HOUSE, DID YOU TAKE INTO ACCOUNT WHAT WHAT WAS NEAR THERE? I MEAN, WAS THIS A PROBLEM WHEN YOU FIRST BOUGHT YOUR HOUSE? OR IS THIS A NEW PROBLEM THAT'S EVOLVED SINCE YOU'VE OWNED YOUR HOUSE? WELL, LET ME TRY TO MAKE THIS LIKE CONCISE.

SO WHEN WE BOUGHT OUR HOUSE, THE TAVERN HAD JUST OPENED AND WE HAD ASKED THE PREVIOUS OWNERS OF THE HOUSE WHO YOU GUYS PROBABLY KNOW.

BUT THEY ARE VERY LOCAL TOWN AND THEY HAD NO ISSUES AND THEIR RENTERS HAD NO ISSUES.

AND WE HAD NO ISSUE WITH THE TAVERN, IT OPERATED LIKE A TAVERN, LIKE AN EATERY.

LIVE MUSIC HERE AND THERE.

ONCE IN A WHILE, NOT AFTER DARK, IT GOT SOLD.

[01:45:02]

THE THUMPING MUSIC IT WAS, IT'S HORRIBLE.

AND THEN IT GOT HANDLED, FLAG PD HAS BEEN AMAZING.

HANDLED THAT, IT GOT THEY SHUT DOWN, CLOSED DOWN, SOLD, COVID HIT, COULDN'T REALLY TELL WHAT THIS WAS GOING TO LOOK LIKE.

THE NEW OWNER SAID IT WASN'T GOING TO BE A COLLEGE BAR.

WELL, IT IS. IT'S A THUMPING COLLEGE BAR.

SO WE GOT SOME TIME TO ENJOY OUR HOUSE, BUT IT WASN'T THAT WAY WHEN WE MOVED IN NO EVERYONE CO-EXISTED FINE WITH THE ORIGINAL TAVERN.

OK, THANK YOU. YOU'RE WELCOME.

THANK YOU, COUNCIL MEMBER, AND THANK YOU, CANDACE.

WE ARE READY FOR THE NEXT SPEAKER, PLEASE.

MAYOR, WE HAVE DUFFY, WESTHEIMER, DUFFY, YOU CAN GO AHEAD AND UNMUTE AND GIVE YOUR COMMENTS NOW.

DUFFY I SEE YOU'RE UNMUTED, BUT WE CAN'T SEEM TO HEAR YOU.

ALL RIGHT, LET ME TRY SOMETHING REAL QUICK, JUST GIVE ME A MINUTE HERE.

ALL RIGHT, DEFINITELY. LET'S SEE IF THAT WILL WORK.

WERE YOU ABLE TO UNMUTE? THINK AGAIN, I CAN SEE YOU UNMUTED, BUT WE ARE UNABLE TO HEAR YOU.

ALL RIGHT. ARI, OUR APOLOGIES.

PERHAPS YOU CAN PROVIDE SOME WRITTEN COMMENTS TO THE MAYOR AND COUNCIL, YOU CAN DO THAT AT PUBLIC COMMENT AT FLAGSTAFF A-Z.

GOV. MARY, I APOLOGIZE FOR THE TECHNICAL DIFFICULTIES HERE, BUT THAT WAS OUR LAST COMMENTER. THANK YOU.

AND I WILL NOTE THAT WE DID RECEIVE AN EMAIL FROM DUFFY A LITTLE WHILE AGO.

SO COUNCIL MEMBERS, IF YOU CHECKED YOUR IF YOU WANT TO CHECK YOUR EMAIL BOX, IT WAS AT FOUR O'CLOCK. YOU'LL BE ABLE TO SEE DUFFY'S COMMENTS.

SO THANK YOU.

APOLOGIZE FOR THE TECHNICAL DIFFICULTIES.

WITH THAT, WE'RE READY TO TURN INWARD FOR DISCUSSION COUNCIL, STARTING WITH QUESTIONS, IF YOU HAVE IT FOR OUR DEPUTY CHIEF AND OUR SENIOR ASSISTANT DEPUTY ATTORNEY VERSUS ATTORNEY, SENIOR ASSISTANT ATTORNEY, SORRY, COUNSEL.

VICE MAYOR. THANK YOU, MAYOR.

I HAVE TWO QUESTIONS, AND I BELIEVE THEY'RE FOR MARIANNE.

THE FIRST IS HOW EASY IS IT TO DISCERN BETWEEN A VEHICLE NEEDING TO HAVE A REPAIR VERSUS A VEHICLE WHERE THE OWNER HAS PURPOSELY OUTFITTED THEIR VEHICLE TO MAKE A LOT OF NOISE? SO WE HAD WE HAD PREVIOUSLY TALKED ABOUT IF IT'S A MATTER OF SOMEONE NEEDING A REPAIR TO THEIR VEHICLE AND PERHAPS THEY COULDN'T AFFORD IT, THAT THAT MIGHT BE TREATED DIFFERENTLY THAN A VEHICLE WHERE THE DRIVER HAS PURPOSELY MADE THEIR CAR MAKE A LOT OF NOISE.

THAT'S MY FIRST QUESTION.

SO I'M NOT SURE I CAN ANSWER THAT VERY WELL IN TERMS OF IF THE OFFICERS CAN TELL THAT DEPUTY CHIEF LASIEWICKI MIGHT BE A BETTER PERSON TO ANSWER THAT QUESTION.

WHAT I CAN TELL YOU, AND I THINK IT RELATES TO TO THIS ISSUE A LITTLE BIT, IS THAT AND TO ONE OF THE COMMENTS FROM THE SPEAKERS, YOU KNOW, WHY DON'T WE GIVE WARNINGS? WELL, ON EVERY TRAFFIC STOP THAT AN OFFICER DOES AT THIS POINT, THEY THEY HAVE AN OPTION TO GIVE WARNINGS. SO, YOU KNOW, IT'S IT'S HELPFUL TO NOT NECESSARILY HAVE SOMETHING LIKE THAT IN A STATUTE, AND THEY CAN GIVE WARNINGS FOR THINGS.

THEY CAN ALSO GIVE REPAIR ORDERS FOR THINGS SO THAT THERE IS SOMEBODY WHO IS STOPPED BASED ON LOUD NOISE.

AND YOU KNOW, THE EXPLANATION GIVEN AND OR THE OBSERVATION OF THE OFFICERS.

IT'S BECAUSE THERE NEEDS TO BE SOME SORT OF REPAIR TO THAT VEHICLE.

THEY CAN DISCUSS WITH THEM THE OPTIONS OF GETTING THAT REPAIRED AND PROVIDING A WARNING FOR ANY SORT OF VIOLATIONS THAT OCCUR.

SO MAYBE SOMEBODY WHO IS MORE FAMILIAR WITH CARS WOULD BE ABLE TO TELL THAT DIFFERENCE.

[01:50:06]

SO I DON'T KNOW, DEPUTY CHIEF LASIEWICKI, IF YOU HAVE ANYTHING TO ADD TO THAT TO ANSWER VICE MAYOR'S QUESTION.

WELL, I THINK YOU'RE MUTED.

IT'S YOUR TURN. I THINK FOR THE PURPOSES OF ENFORCING THIS, THIS ORDINANCE, IT WOULDN'T REALLY MATTER WHETHER OR NOT IT'S A IT WAS PURPOSELY ALTERED OR IF IT JUST NEEDS REPAIR.

EVERY CASE IS GOING TO BE INVESTIGATED ON A CASE BY CASE BASIS, AND, YOU KNOW, THE OFFICER IS GOING TO TAKE THE ENTIRE TOTALITY OF THE CIRCUMSTANCES INTO ACCOUNT WHEN HE OR SHE MAKES THE DECISION TO, YOU KNOW WHAT ENFORCEMENT ACTION, IF ANY, THEY WANT TO TAKE.

I HOPE THAT HELPS.

SO THE SHORT ANSWER IS THAT THE REASON FOR THE EXCESSIVE NOISE WOULDN'T REALLY MATTER.

HOWEVER, THE OFFICER WOULD INVESTIGATE EACH INCIDENT ON A CASE BY CASE BASIS, AND THEY WOULD DETERMINE WHAT, IF ANY, ENFORCEMENT ACTION WOULD BE APPROPRIATE.

ALL RIGHT. THANK YOU.

MY SECOND QUESTION? I THINK THIS IS DEFINITELY FOR MARYANNE.

DR. COLLIER MENTIONED.

DO WE REALLY NEED THE TRAINING AND THE EQUIPMENT? ISN'T YOUR COMMON SENSE AND YOUR OWN EAR GOOD ENOUGH.

BUT IF I REMEMBER CORRECTLY, WE DISCUSSED PREVIOUSLY THAT YOU HAVE TO HAVE A WAY FOR IT TO STAND UP IN COURT AND JUST USING YOUR OWN JUDGMENT.

YOUR OWN HEARING DOESN'T NECESSARILY MAKE THAT STAND UP IN COURT.

IS THAT CORRECT? YES, THAT CAN BE CORRECT.

SO WHAT IT DEPENDS UPON IS WHAT YOUR STANDARD IS IN YOUR ORDINANCE.

AND SO IF THE STANDARD IS A REASONABLE PERSON STANDARD, THEN WE DON'T NECESSARILY NEED THE EQUIPMENT AND TO BE ABLE TO PRESENT THIS.

THE PROBLEM WITH THAT BEING IS SOME PEOPLE FEEL THAT THAT TYPE OF STANDARD IS A LITTLE MORE SUBJECTIVE.

AND SO WITH INTRODUCING THE POSSIBILITY OF HAVING CERTAIN DECIBEL LIMITS.

YOU, YOU BRING INTO IT SOMETHING THAT'S A LITTLE BIT MORE OBJECTIVE TO THAT SCENE.

IF WE HAVE THE DECIBEL LIMITS IN THE ORDINANCE, THEN YES, WE WILL NEED THE TRAINING.

WE ALL NEED THE CALIBRATED EQUIPMENT TO BE ABLE TO PROPERLY PRESENT TO THE COURT EVIDENCE THAT SHOWS BY A PREPONDERANCE OF THE EVIDENCE THAT THE PERSON WAS IN VIOLATION OF THE ORDINANCE. SO IT DEPENDS UPON WHAT YOUR STANDARD IS.

IF WE DO IT, IF THE COUNCIL ADOPTS AN ORDINANCE THAT HAS DECIBEL STANDARDS AND LIMITS IN IT, THEN YES, WE WILL NEED THAT TRAINING FOR THE OFFICERS AND THE MACHINES THAT ARE CALIBRATED IN ORDER TO PRESENT THAT INFORMATION TO COURT TO A STANDARD THAT THE COURT CAN MAKE A DETERMINATION.

WHAT I DID FIND OUT IS BECAUSE IN OTHER JURISDICTIONS, OFFICERS DIDN'T NECESSARILY HAVE THAT TRAINING, DIDN'T NECESSARILY HAVE THE CALIBRATED EQUIPMENT THAT COURTS WERE REJECTING THAT EVIDENCE BECAUSE IT WASN'T, YOU KNOW, IT DIDN'T MEET THOSE MINIMUM REQUIREMENTS. OK, THANK YOU.

YOU'RE WELCOME. THANK YOU VICE MAYOR, COUNCIL MEMBER SWEET.

THANK YOU. I DO HAVE A COUPLE OF QUESTIONS.

I HAVE BEEN DOWNTOWN NORTH OF THE TRACKS SEVERAL TIMES, ENJOYING LIVE MUSIC PAST 10 O'CLOCK. AND I'M JUST WONDERING, I UNDERSTAND PART OF THE DISCUSSION AND I'VE BEEN TO CANDACE'S LOCATION, BUT I'M WONDERING NORTH OF THE TRACKS, ARE YOU GETTING COMPLAINTS AND CAN YOU TALK A LITTLE BIT ABOUT MAYBE THE TIME FRAME, HOW MANY COMPLAINTS AND HOW YOU HANDLE THEM? ARE WE DOING WARNINGS AS THE FIRST OFFENSE? THIS SOUNDS LIKE A QUESTION THAT MAYBE I CAN ANSWER.

WE DO GET COMPLAINTS IN THE NORTH SIDE OF THE TRACKS AROUND THE WHEELER PARK AREA, BUT NONE IN THE DOWNTOWN BUSINESS AREA.

NOT, NOT SO MUCH, BECAUSE IT'S NOT.

IT'S NOT ONE OF THOSE MIXED AREAS OF INCOMPATIBLE LAND USE.

[01:55:07]

AND THOSE PEOPLE, THEY KIND OF THEY HAVE A DIFFERENT ATTITUDE ABOUT THE NOISE AND THROUGH THEIR LIVING ARRANGEMENTS WITH THEIR NEIGHBORS.

THE MAJORITY OF THE COMPLAINTS THAT WE'VE RECEIVED FROM THOSE INCOMPATIBLE AND USAGE AREAS HAVE BEEN FROM THE SOUTH SIDE, WHERE THERE ARE RESIDENTS THAT LIVE IN THIS AREA THAT HAVE BEEN THERE A VERY LONG TIME.

THE RESIDENTIAL AREA IS VERY WELL ESTABLISHED, AS IS THE BUSINESS AREA, SO THEY ARE TRULY INCOMPATIBLE AND IT'S A, IT'S WE'RE GOING TO NEED SOME KIND OF OBJECTIVE STANDARD BY WHICH TO ENFORCE AN ORDINANCE LIKE THIS.

THE AMBIGUITY THAT EXISTS WHEN A REASONABLE PERSON OR UNNECESSARY OR UNREASONABLE NOISE STANDARD THAT WE HAVE RIGHT NOW IS DIFFICULT TO ENFORCE AND PROSECUTE BECAUSE THERE ARE A LOT OF THAT RELIES ON THE OFFICER'S TESTIMONY AND THE REASONABLENESS OF THE LEVEL OF NOISE GIVEN THAT TIME OF DAY, AND I THINK IT'D BE MORE HELPFUL TO HAVE A MORE OBJECTIVE STANDARD BY WHICH WE CAN ENFORCE AND THIS NOISE ORDINANCE.

OK, THANK YOU, AND WHEN YOU FIRST GO OUT, ARE WE DO YOU DO A WARNING? OR IS IT JUST A CITATION THE FIRST TIME YOU NEED TO ADDRESS IT? OUR GUIDANCE IS TO ADDRESS IT WITH THE WARNING FIRST AND THEN DEPENDING ON THE CIRCUMSTANCES. OF COURSE, IF IT'S REALLY EGREGIOUS OR A PERSON JUST FLAT OUT REFUSES TO TO VOLUNTARILY COMPLY WITH WHAT OUR ORDINANCE THAT ALREADY EXIST CALLS FOR.

THEN WE, WE MAY CITE THAT PERSON, BUT GENERALLY WE LIKE TO ADDRESS UH COMPLIANCE WITH OUR ORDINANCES MORE CIVILLY AND THEN, YOU KNOW, TAKING A HARD LINE, ENFORCE FIRST REACTION TO IT.

OK, THANK YOU.

THANK YOU, COUNCIL MEMBER SHIMONI.

THANK YOU, MAYOR, AND THANK YOU ALL FOR THE PRESENTATION THIS EVENING.

THANK YOU TO THE COMMUNITY.

THANK YOU TO THE EVERYONE THAT'S ENGAGED IN THIS PROCESS AND ALL THE HARD WORK THAT MY COUNCIL MEMBERS HAVE BEEN INVOLVED WITH BEHIND THE SCENES TO BRING THIS POINT, THIS BACK TO US. MAYOR AND COUNCIL, I THINK YOU KNOW WHERE I'M AT WITH THIS ONE.

I'VE STRUGGLED WITH THIS TOPIC FROM THE BEGINNING.

I'M TRYING TO SIT BACK AND LET THE MAJORITY LEAD THE WAY ON THIS BECAUSE I DON'T WANT TO JUST CONTINUE TO COME OUT AGAINST THIS.

BUT I STRUGGLE WITH THIS, AND I THINK YOU ALL KNOW THAT.

I HOPE YOU DO AT LEAST.

I STRUGGLE WITH THE COST.

I DO WONDER, YOU KNOW I DO THINK THAT THERE'S A SOCIAL JUSTICE EQUITY ISSUE HERE IN THE SOUTH SIDE AND ADJACENT NEIGHBORS AND A QUALITY OF LIFE THAT WE NEED TO BE CONCERNED ABOUT AS A COUNCIL BODY, THAT'S FOR SURE.

AND I WOULD LIKE TO SEE US MAYBE FIND A MORE STRATEGIC APPROACH TO ADDRESSING THAT RATHER THAN THIS BLANKET 30 OFFICERS OR OR EVEN TWO FROM EACH SQUAD APPROACH THAT JUST KIND OF ADDS UP REALLY FAST.

I JUST WONDER, MAYOR, IF THERE'S A MORE STRATEGIC APPROACH TO ADDRESSING THIS.

I LIKE THE PUBLIC COMMENTARY A WHILE AGO WHO SPOKE TO LIKE, YOU KNOW, SURVEYING THE BUSINESS COMMUNITY, ENGAGING THEM, MAYBE DOING A SURVEY OF OUR OWN, MAYBE TRYING TO BRING THE TWO ENTITIES TOGETHER, BEING THE BUSINESSES AND THE COMMUNITY AND HOSTING SOME TOWN HALLS. SEE IF WE CAN GET ON THE SAME PAGE.

THIS IS SUCH A DIVISIVE TOPIC.

AND I UNDERSTAND THAT THERE'S A COUPLE OF ISSUES BEING AT PLAY FOR US, RIGHT? MAYOR AND COUNCIL, WE HAVE THE COMMUNITY THAT'S ADJACENT TO A BUSINESS THAT'S OUT PUTTING A LOUD AMOUNT OF NOISE AT RANDOM HOURS LATE INTO THE NIGHT.

THE LEVEL OF BASS, ET CETERA.

AND THERE'S A COMMUNITY THAT IS CONCERNED ABOUT THE SOUND BEING OUTFITTED BY VEHICLES DRIVING BY THEIR HOMES AND THEIR RESIDENTS.

RIGHT? THOSE ARE, IN MY EYES, CORRECT ME IF I'M WRONG, BUT THOSE ARE THE TWO MAIN COMPONENTS THAT I'M HEARING THAT NEED TO BE ADDRESSED.

I SEE, MAYOR, YOU NODDING YOUR HEAD, SO.

[02:00:02]

BUT SO ADDRESSING THOSE TO THE BUSINESSES, I THINK WE CAN BE VERY STRATEGIC ABOUT, AND I FEEL LIKE THERE'S GOT TO BE ANOTHER OPTION THAT'S CHEAPER AND MORE DIRECT.

AND THEN IN REGARDS TO THE VEHICLE, MAYBE, YOU KNOW, MAYBE WE TRAIN A COUPLE OFFICERS AND, YOU KNOW, DO THE MINIMAL WE CAN TO BE STRATEGIC.

I THINK WE ALL KNOW WHAT CORNERS NEED TO BE MONITORED AT WHAT TIME IF WE GOT EMAILS ABOUT THAT TOO, SPECIFICALLY TALKING TO WHEN SCHOOL GETS OUT.

AND MAYBE WE CAN BE STRATEGIC ABOUT OUR APPROACH BECAUSE I DO STRUGGLE THINKING ABOUT OUR OFFICERS CHASING AROUND VEHICLES AND AND MOTORCYCLES AND WHATEVER IT IS TO TO CLOCK THEM IN AND AND POTENTIALLY PENALIZE THEM.

I DON'T KNOW, MAYOR, AS YOU HEAR, I'M WRESTLING WITH THIS STUFF, I'M TRYING TO FIND A WAY FORWARD THAT MAKES SENSE.

I STRUGGLE WITH THE COST IS MY POINT AND I WANT TO SEE US BE STRATEGIC AND I ALSO WANT US TO BE COLLABORATIVE AND UNITING AS I MOVE FOR THIS FORWARD THROUGH THIS.

AND THERE WAS ONE LAST COMMENT I WANTED TO MAKE.

SHOOT. YOU MIGHT HAVE TO COME BACK TO ME, BUT I GUESS THOSE ARE MY THOUGHTS AT THIS POINT. THERE WAS SOMETHING ELSE I'LL LET YOU KNOW IF IT COMES TO MY MIND.

THANK YOU. WELL, YEAH, WE CAN ALWAYS CIRCLE BACK TO YOU.

COUNCIL MEMBER MCCARTHY. NOW, LET ME GET UNMUTED HERE.

ALL RIGHT, THANK YOU. FIRST OF ALL, I WORKED REAL CLOSELY WITH THE POLICE DEPARTMENT ON THIS, YOU KNOW, WITH MS. SULLIVAN. AND I JUST WANT TO REALLY THANK YOU.

WE'VE LITERALLY BEEN WORKING ON THIS FOR, WHAT, THREE OR FOUR MONTHS.

SO A LOT OF EFFORT WENT INTO IT.

AND I REALLY APPRECIATE THE SUPPORT AND THE OPEN MINDEDNESS ABOUT DISCUSSIONS AND DETAILS AND THINGS. I WANT TO TALK ABOUT NUMBERS VERSUS VALUES.

WE HAD A SPEAKER GIVE US A WHOLE LIST OF NUMBERS.

I THINK IT WAS 240 DATA POINTS.

WELL, I ACTUALLY WENT OUT WITH A SOUND METER OVER THE LAST THREE MONTHS ON, I HAVE SPENT HOURS OUT THERE TAKING DATA AND LISTENING.

BUT THE MAIN PURPOSE I DID THAT FOR WAS SO THAT I COULD GET A FEELING FOR WHAT IS A REASONABLE NUMBER.

YOU KNOW, IS TEN DB'S, THE RIGHT NUMBER IS 100 DB'S, THE RIGHT NUMBER OR SOMEWHERE IN BETWEEN, OBVIOUSLY.

SO, ONE THING I DID IS I WOULD LIKE LISTEN TO HOW LOUD IT WAS THAT A GIVEN LOCATION AND THEN I WOULD THINK WHAT WAS THIS REASONABLE? YOU KNOW, COULD PEOPLE SLEEP UNDER THIS? THE BASIC ISSUE HERE IS FREEDOM.

BUT MOST PEOPLE DON'T THINK ABOUT IT.

THERE'S TWO KINDS OF FREEDOM.

THERE'S FREEDOM TO GO OUT AND RAISE HELL AND HAVE A GOOD TIME AND MAKE NOISE AND DON'T GIVE A DAMN ABOUT ANYBODY ELSE, AND THAT'S THAT'S FREEDOM.

AND THAT'S WONDERFUL.

BUT THERE'S ALSO A FREEDOM FROM.

IF SOMEONE'S TRYING TO SLEEP, THEY NEED FREEDOM FROM NOISE SO THEY CAN GET THERE IS THE ONE LADY TALKED ABOUT HER FOUR YEAR OLD DAUGHTER TO SLEEP.

SO JUST TO KIND OF PUT THIS IN PERSPECTIVE, I BELIEVE IT WAS OUR POLICE OFFICER THAT SAYS WHEN AN ALARM CLOCK GOES OFF.

THAT'S ABOUT 35 DB.

I PRESUME THAT'S DBA.

WELL, IN THE PROPOSED STANDARD, WE'RE SAYING THAT WE WILL ALLOW 45 DB.

EVEN, YOU KNOW, LATE AT NIGHT AND 55 DB, YOU KNOW, UP UNTIL 10 O'CLOCK AT NIGHT.

SO WHAT THAT'S SAYING IS THAT THE PROPOSED ORDINANCE IS HIGH ENOUGH.

THAT A PERSON THAT IT'S SUBSTANTIALLY LOUDER THAN AN ALARM CLOCK GOING OFF IN THEIR BEDROOM. SO TO ME, THE NUMBERS ARE REASONABLE.

AND I SPENT I LITERALLY SPENT MONTHS WORKING ON THIS TO GET A GUT FEEL.

ARE THESE NUMBERS REASONABLE? NOW, MIRANDA SWEET TALKED ABOUT THE IDEA OF MAYBE IN AREAS LIKE, YOU KNOW, IN DOWNTOWN WHERE IT'S MORE COMMERCIAL, MAYBE WE CAN HAVE A LITTLE BIT HIGHER STANDARD, YOU KNOW, I'M OPEN MINDED ABOUT DISCUSSIONS ABOUT THAT.

BUT IF WE GO OUT AND DO SOME KIND OF SURVEY OR TAKE MORE DATA OR WHATEVER.

THE IMPORTANT PART OF IT IS THE VALUES NOT LIKE, WELL, WHAT ARE THE NUMBERS THIS CHART THAT I GOT FROM THIS, THIS GENTLEMAN?

[02:05:05]

THE SEA WAITING IS WHAT RATTLES THE WINDOWS.

THE LOW BASE IS WHAT RATTLES THE WINDOWS, SO THERE'S TIMES THAT YOU CAN'T EVEN HEAR THE NOISE, MAYBE, BUT IT'S LITERALLY RATTLING YOUR WINDOWS.

YOU CAN'T GO TO SLEEP IF YOUR WINDOWS ARE RATTLING.

SO. SO LOOK AT SOME OF THE DATA THAT MR. BUTCH HART PRESENTED.

THERE'S ONE LINE OF DATA HERE THAT SAYS AT 10:20, IN THE REAR, ADJACENT TO THE RESIDENCE BY THE TELEPHONE POLE, IT SAYS THAT IT WAS ABOUT 55 DB.

WELL, COMPARED TO THE PROPOSED LIMIT OF 45 DB, THAT'S LOUDER.

NOW, MY EXPERIENCE IS WHEN I STOOD IN THAT EXACT SAME LOCATION, THAT WAS UNREASONABLE.

YES, THAT'S THE NOISE THAT'S COMING OUT OF THERE.

BUT THE VALUES PART OF IT IS IT'S UNREASONABLE AND IT HAS TO BE LOWERED SO THAT PEOPLE IN THE NEIGHBORHOOD CAN SLEEP AND HAVE PEACE AND QUIET.

IF PEOPLE CANNOT HAVE PEACE AND QUIET IN THEIR OWN HOME.

WHERE CAN THEY GO? MAYBE GO TO CHURCH.

OH, THEY LOCKED THE CHURCHES AT NIGHT, YOU CAN'T DO THAT, YOU CAN'T SLEEP THERE.

SO IT'S THE ONLY PLACE THEY CAN HAVE SOME PEACE AND QUIET AND MR. SHIMONI MENTIONED IT.

THE COST OF THIS IS CONSIDERABLE.

I THINK WE MIGHT BE ABLE TO GET BY WITH MAYBE JUST TWO OFFICERS PER SQUAD BEING TRAINED.

I DON'T KNOW THAT WE NEED TO SPEND AS MUCH MONEY AS ONE OF THE POSSIBILITIES THAT'S BEEN FLOATED BY STAFF.

I THINK WE COULD PROBABLY GET BY CHEAPER.

YES, WE NEED TO TRAIN SOME OFFICERS.

YES, WE NEED TO BUY SOME SOUND METERS.

YES, WE NEED TO CALIBRATE THEM.

BUT I ANTICIPATE THAT AFTER A FEW CITATIONS ARE GIVEN AND PEOPLE GO, OK, I'M JUST GOING TO TURN MY MUSIC DOWN AT MY BAR, OR AT LEAST TURNED THE BASS DOWN SO THAT PEOPLE CAN SLEEP IN THE NEIGHBORHOOD.

AS THIS ONE WOMAN I THINK HER NAME WAS CANDICE MENTIONED THERE USED TO BE A BAR AT THE SAME LOCATION WHERE THE SOUTH SIDE TAVERN IS NOW.

AND THEY DIDN'T HAVE PROBLEMS WITH THAT BAR.

BUT WHEN THE NEW OWNERS CAME IN, THEY ALLOWED THE NOISE TO ESCALATE.

SO A BAR CAN SURVIVE, THERE MAKE MONEY.

PEOPLE CAN HAVE FUN AND IT DOESN'T HAVE TO BE AS LOUD AS IT IS.

I WAS VERY INVOLVED IN THE WHEELER PARK NEGOTIATIONS, AND WHEN WE CAME UP WITH THE NEGOTIATIONS, WE GOT THE THE EVENT ORGANIZERS TOGETHER.

WE GOT SOME OF THE NEIGHBORHOODS TOGETHER AND WE SAID, LOOK, LET'S FIND SOME MIDDLE GROUND AND WE FOUND SOME MIDDLE GROUND.

AND SINCE THEN, WE HAVE HAD EVENTS, OCTOBER FEST OR WHATEVER IT WAS.

SINCE THEN, THEY'VE BEEN ABSOLUTELY SUCCESSFUL.

AND THE NEIGHBORS HAVE TOLD ME THAT IT'S SUBSTANTIALLY BETTER.

SO I THINK WE CAN DO THE SAME THING HERE.

WE ABSOLUTELY NEED THIS ORDINANCE.

MAYBE WE NEED TO DO A LITTLE MORE MORE RESEARCH.

MAYBE WE DON'T.

THESE NUMBERS WERE BASED ON VARIOUS CITIES.

I KNOW THAT THEY WERE.

TEMPE BASICALLY HAS THE SAME LIMITS FOR DBA.

AND I TOOK READINGS FOR DBA AND DBC, IT ALL THESE LOCATIONS.

SO THAT'S KIND OF GAVE ME A CALIBRATED IN MY EAR, SO TO SPEAK TO WHAT IS REASONABLE.

I FILLED IN THE NUMBERS PART, WHICH IS THE ENGINEER IN ME, AND THEN I FILLED IN THE VALUES PART IS LIKE, WELL, WHAT'S REASONABLE? SO WE'RE GOING TO GET INTO ALL KINDS OF DETAILS HERE IN THE FUTURE ABOUT WHAT NUMBERS WE NEED TO GO TO.

BUT I JUST KIND OF WANTED TO GIVE A QUICK OVERVIEW OF WHERE MY HEAD IS AT ON THIS ISSUE.

SO I APPRECIATE YOUR TIME MAYOR.

THANK YOU. AND COUNCIL.

THANK YOU, COUNCIL MEMBER MCCARTHY, AND WE'LL GO TO COUNCIL MEMBER SWEET, WHO HAS HER HAND UP AND THEN COUNCIL MEMBER SHIMONI.

I THINK THAT COUNCIL MEMBER MCCARTHY KIND OF HIT IT ON THE HEAD WHEN HE SAID THE OUTREACH THAT HAPPENED AT FOUR WHEELER PARK WAS SUCCESSFUL, AND I PERSONALLY FEEL LIKE WE CAN DO THAT AGAIN AND WE CAN COME UP WITH A COMPROMISE AMONG EVERYBODY WITH THIS ISSUE.

[02:10:05]

I CAN'T IMAGINE BEING HOME AND NOT BEING ABLE TO RELAX, PUT MY FOUR YEAR OLD DOWN OR MY TEENAGER, WHATEVER.

HOWEVER, I FEEL THAT WE SHOULD DO THIS THE RIGHT WAY, AND WE HAVE A LOT OF BUSINESSES TO COMMUNICATE WITH, AND A LOT OF RESIDENTS TO COMMUNICATE WITH, AND I THINK THAT JUST DRAFTING THIS TONIGHT MAY NOT BE THE ROUTE TO GO, SO I'M DEFINITELY IN FAVOR OF WORKING FORWARD ON THIS.

BUT WORKING TOGETHER AS A COMMUNITY TO GET THAT INPUT AND TO DRAFT SOMETHING THAT WOULD BE MEANINGFUL FOR EVERYBODY.

THANK YOU. THANK YOU, COUNCIL MEMBER SWEET.

COUNCIL MEMBER SHIMONI AND THEN COUNCIL MEMBER SALAS.

THANK YOU MAYOR AND THANK YOU COUNCIL MEMBER MCCARTHY AND COUNCIL MEMBER SWEET FOR YOUR COMMENTS, I AGREE WITH THAT AS WELL.

COUNCILMAN MCCARTHY, I WOULD PUT IT BACK ON YOU IN TERMS OF LIKE WHAT DIRECTION YOU WOULD PROVIDE AT THIS COUNCIL IN THIS COMMUNITY MOVE FORWARD WITH IN REGARDS TO THAT PUBLIC OUTREACH. AND I'LL LET YOU THINK ABOUT THAT FOR A MINUTE AND RESPOND TO THAT AFTER MAYBE COUNCIL MEMBER SALAS BUT THINK ABOUT THAT AND I APPRECIATE YOUR LEADERSHIP COUNCIL MEMBER MCCARTHY BECAUSE I KNOW YOU'VE BEEN VERY INVOLVED IN THE PAST AND DOING THIS AND BRINGING THAT CONVERSATION FORWARD.

AND I KNOW I'M ASKING YOU TO LEAD HERE AGAIN.

SO I JUST WANTED TO PROACTIVELY APPRECIATE YOU AND EVERYONE THAT'S GOING BE INVOLVED IN THIS. I THINK FOR DIRECTION FOR TODAY, MAYOR AND COUNCIL.

I LIKE TO SEE US CONTINUE TO WORK ON THIS ORDINANCE, BUT MAYBE DO IT BEFORE WE REALLY GET TOO MUCH MORE IN THE WEEDS.

GO OUT AND DO THAT PUBLIC OUTREACH GO AND MEET AT THE MURDOCH CENTER WITH THE SOUTH SIDE.

YOU KNOW, MAYBE WHEN THE NUMBERS ON WITH COVID GO DOWN OR MAYBE DO IT VIRTUALLY OR DO IT OUTDOORS WITH SOCIAL DISTANCING? I DON'T KNOW, BUT I THINK WE NEED PUBLIC OUTREACH AT THIS POINT AND AND TO GO IN LINE WITH THE ORDINANCE TO SEE IF WE CAN GET ON THE SAME PAGE AND SEE COUNCIL MEMBER SWEET POINT ABOUT THE FAMILIES AND THE INDIVIDUALS THAT WANT ACTION TODAY, AT LEAST FOR THE BUSINESSES THAT I THINK ARE MORE OF AN ISSUE THAN THE DRIVER BY IN THEIR VEHICLE NOISE.

I WONDER COUNCIL AND LEADERSHIP CAN WE CAN WE CREATE LIKE A FLIER THAT WE PASS OUT TO BUSINESSES, MAYBE EVEN WORK WITH THE DBA AND THE CHAMBER TO SAY, HEY, BE A GOOD NEIGHBOR? YOU KNOW, SOME MESSAGING ABOUT BEING A NEIGHBOR AND REMINDING THEM THAT WE'RE ALL IN THIS TOGETHER AND THAT, YOU KNOW, I PERSONALLY DON'T WANT TO SEE US HAVE TO PUT FORWARD AN ORDINANCE AND REALLY HAVE SOME TEETH TO IT.

BUT I ALSO UNDERSTAND THAT SOMETIMES YOU NEED THAT BACKING TO SEE THAT CHANGE THE DESIRED OUTCOME FROM LOCAL BUSINESSES.

SO I GUESS THOSE ARE MY COMMENTS, AND I'M CURIOUS WHAT OTHER PEOPLE THINK AND MAYOR THE POINT THAT I FORGOT ABOUT.

I MEAN, TO BRING UP IS AND I'VE HEARD OTHER PEOPLE SPEAK TO IT AND I'M GLAD AND I HOPE THERE'S MAJORITY SUPPORT FOR THIS.

BUT I REALLY HOPE THAT IF WE DO IMPLEMENT AN ORDINANCE, WE HAVE AN EDUCATION FIRST POLICY THAT REALLY FOCUSES ON EDUCATION RATHER THAN FEES.

AND THEN AS SOON AS WE DO IMPLEMENT A FEE STRUCTURE OF SORTS, IT'S AT THE MINIMUM ONE HUNDRED AND FOUR DOLLARS OR WHATEVER IT IS THAT WE CAN START WITH.

BECAUSE YES, SOME PEOPLE, THAT'S GOING TO BE NOTHING TO AND OTHER PEOPLE THAT'S GOING TO MEAN A LOT TOO.

AND SO WE JUST NEED TO LOOK AT THAT THROUGH AN EQUITY LENS IS MY LITTLE TWO CENTS.

THANK YOU. AND I LOOK FORWARD TO THE CONVERSATION THAT'S GOING TO BE HAD.

THANK YOU. THANK YOU COUNCIL MEMBER SHIMONI, COUNCIL MEMBER SALAS AND THEN WE'LL GO TO MCCARTHY. HOWDY.

THANK YOU, MR. MAYOR AND COUNCIL MEMBER MCCARTHY, THANK YOU AND GRATEFUL HEART FOR ALL THE HARD WORK AND THE TIME YOU HAVE DEDICATED ON THIS ON THIS TOWARD DEVELOPING THIS POLICY AND AGREE ABOUT THE DATA YOU HAVE, THE NUMBERS YOU HAVE COLLECTED.

AND I AM IN SUPPORT OF MOVING FORWARD WITH THE POLICY, BUT WILL REQUIRE BEFORE WE ADOPTED ENGAGEMENT AND BUY IN FROM OUR COMMUNITY.

WE HAD TALKED ABOUT REACHING OUT TO THE BUSINESS COMMUNITY, THE DOWNTOWN BUSINESS ALLIANCE, THE CHAMBER OF COMMERCE, THE RESTAURANT AND HOTEL ASSOCIATION.

I WOULD ALSO INCLUDE REACHING OUT TO OUR LEAGUE OF NEIGHBORHOODS, SUNNYSIDE SIDE, SOUTH SIDE, LA PLAZA VIEJA AND POSSIBLY HOA, BECAUSE, YOU KNOW, SOMEONE HAD MENTIONED ABOUT

[02:15:01]

I'VE HAD THAT NEIGHBOR NOT SO LONG AGO WHERE I WOULD BE AWAKENED AT 11 O'CLOCK IN THE MORNING AS IF A CAR IS RACING ON OUR STREET AND KNOW TOO FAST, COULDN'T TAKE A PICTURE, COULDN'T EVEN ID THE CAR.

SO HOW DO WE DO ABOUT HOW DO WE ADDRESS THAT? AND I THINK IF WE HAVE A COMMUNITY BUY IN FROM FROM BUSINESSES AND NEIGHBORHOODS, IT WILL BE IT WILL BE ALSO TAKING RESPONSIBILITY AND TAKING OWNERSHIP OF OUR OWN BUSINESSES, OF OUR OWN HOMES, BEING GOOD NEIGHBORS AND RESPECTFUL TO EVERYONE IN OUR COMMUNITY.

AND I'M ALSO MINDFUL ABOUT THE COST OF MOVING FORWARD WITH THIS AND PUTTING A BURDEN ON ON THE ENFORCEMENT TO OUR OR OUR POLICE FORCE, KEEPING IN MIND THAT THEIR PLATES ARE FULL THESE DAYS AND WE ARE STILL RECRUITING POLICE OFFICERS AND PATROL.

MAYBE IT WILL ALSO BE A GOOD IDEA TO REVIVE THE CONVERSATION ABOUT REINSTITUTING THE NEIGHBORHOOD AND NEIGHBORHOOD WATCH PROGRAM FOR RE-ACTIVATE NEIGHBORHOOD WATCH, ALONG WITH WITH POLICE ENFORCEMENT IN KEEPING OUR NEIGHBORHOODS CLEAN, SAFE AND FREE OF OF OF NOISE AND TOWARD NOISE LIKE WE EXPERIENCED FROM OUR NEIGHBORS WHO ARE CREATING NOISE AND DISTURBING OUR PEACE.

THANK YOU. THANK YOU, COUNCIL MEMBER MCCARTHY.

OH, THANK YOU, MAYOR.

I'LL TRY TO ANSWER ADAM'S COMMENTS.

I'M PERSONALLY READY TO GO FORWARD WITH WHAT WE HAVE IN THE PACKET HERE.

I'VE WORKED ON THIS WITH THE POLICE DEPARTMENT FOR MONTHS.

OK, THAT SAID, I'M ALSO RESPECTFUL OF OTHER COUNCIL MEMBERS THAT IF THEY WANT TO DO OUTREACH FINE, LET'S DO THAT.

I MEAN, I AGREE THAT, YOU KNOW, I'M READY, BUT I ACCEPT THAT MAYBE THE REST OF THE COUNCIL IS NOT READY.

SO IF WE'RE GOING TO DO OUTREACH, WHAT WOULD THAT BE? WE NEED TO REACH OUT TO VARIOUS ORGANIZATIONS, BUT THAT ALSO INCLUDES THE NEIGHBORS, YOU KNOW, SOME OF THE PEOPLE THAT TALKED TONIGHT.

AND I THINK WE NEED TO GO OUT WITH A CALIBRATED METER.

MAYBE OUR POLICE DEPARTMENT CAN SEND OUR OFFICER WHO'S TRAINED WITH HIS METER.

AND WE NEED TO STAND IN VARIOUS LOCATIONS AND WE NEED TO WRITE DOWN DATA LIKE THE NUMBER IS 38 DBA AND IT'S 40 DBC OR WHATEVER.

AND THEN WE NEED TO.

EVERYONE CAN TAKE THEIR NOTES LIKE, WELL, THIS IS COMPLETELY UNREASONABLE OR THIS IS ABSOLUTELY REASONABLE OR THIS IS, I DON'T KNOW, THIS IS KIND OF IN THE MIDDLE BECAUSE THE POINT IS JUST HAVING A BUNCH OF NUMBERS DOESN'T MEAN ANYTHING UNTIL THEY'RE CALIBRATED INTO THE REASONABLENESS.

DO THEY MEET OUR VALUES? COULD I SLEEP WITH THIS LEVEL OF NOISE? COULD I HAVE FUN WITH THIS LEVEL OF NOISE? THE OTHER THING I'LL TELL YOU IS, SOME OF YOU PROBABLY KNOW I DID MY MASTER'S THESIS ON AIR [INAUDIBLE] NOISE AT THE GRAND CANYON.

VERY CONTROVERSIAL.

IT'S A MULTIMILLION DOLLAR BUSINESS ON ONE SIDE AND THE OTHER SIDE, THE ENVIRONMENTAL COMMUNITY POINTS OUT THAT NATURAL QUIET IN THE GRAND CANYON IS A DESIGNATED PARK RESOURCE. AND I WAS INVOLVED IN A PROCESS THAT WAS BROUGHT TOGETHER BY SENATOR MCCAIN, WHERE WE GOT THE ENVIRONMENTAL COMMUNITY, THE AIR TOURS INDUSTRY, THE BOATING COMMUNITY, THE BACKPACKERS, THE NATIVE AMERICAN TRIBES, ANYBODY YOU CAN THINK OF WAS INVOLVED.

AND I WENT INTO THAT PROCESS THINKING, OK, WE'RE GOING TO NEGOTIATE AN OUTCOME HERE AND FIND SOME MIDDLE GROUND.

AND YOU KNOW WHAT HAPPENED? THERE WAS NO MIDDLE GROUND.

THE AIR TOURS INDUSTRIES, THEY WOULD NOT BUDGE AN INCH.

AND SO I DON'T KNOW IF THE LOCAL BARS ARE GOING TO BUDGE AN INCH OR IF THEY'RE NOT.

IF THEY DO, WE CAN COME TO A CONSENSUS.

I THINK THERE'S HOPE FOR THAT.

AS CANDICE POINTED OUT, THE PEOPLE THAT OWNED THAT VERY BAR BEFORE THE CURRENT OWNERS, THEY PRODUCED A NOISE LEVEL THAT SHE COULD LIVE WITH AND DID NOT COMPLAIN TO THE POLICE

[02:20:02]

SO THAT GIVES ME OPTIMISM THAT THIS PROCESS MIGHT WORK, SO IT MIGHT BE MORE WORK TO TRY TO DO AN OUTREACH AND TRY TO GET A CONSENSUS.

BUT IF THAT'S WHAT COUNCIL DECIDES WE WANT TO DO, I WILL.

I WILL ACTIVELY PARTICIPATE IN THAT AND HELP IN A CONSTRUCTIVE MANNER.

I'LL LEAVE IT AT THAT, BUT I'M, YOU KNOW, COUNCILMAN, YOU CAN COME RIGHT BACK TO ME AND I WILL BE THERE TO HELP.

AND ADAM, YOU'RE SMILING, THANK YOU.

I'M STILL BUILDING CONSENSUS RIGHT NOW.

ALL RIGHT. THANK YOU.

COUNCIL MEMBER MCCARTHY VICE MAYOR, HAS A COMMENT.

THANK YOU, MAYOR, AND THANK YOU, COUNCIL FOR SOME REALLY GREAT CONVERSATION AND.

I WANT TO EXPRESS EMPATHY FOR THE NEIGHBORS LIVING AROUND THIS NOISE AND ACKNOWLEDGE THAT AT LEAST IN MY THINKING, THERE'S A BIG DIFFERENCE BETWEEN A SPECIAL EVENT THAT HAPPENS EVERY ONCE IN A WHILE.

AND YOU KNOW, YOU LIVE IN A MIXED USE AREA AND AND YOU KNOW THAT AND LIVING WITH THAT NOISE THAT THAT CONSISTENT NOISE THAT KEEPS YOU FROM SLEEPING.

I MEAN, THAT IS A THAT'S A SERIOUS ISSUE.

AND I WANT TO MAKE SURE THAT PEOPLE UNDERSTAND THAT, THAT WE DO TAKE THIS VERY SERIOUSLY.

THIS IS THIS IS MORE THAN JUST A KIND OF SURFACE LEVEL QUALITY OF LIFE ISSUE.

THIS IS A HEALTH AND SAFETY ISSUE IN TERMS OF BEING ABLE TO SLEEP IN YOUR HOME.

I, TOO, WOULD LIKE A LITTLE BIT MORE OUTREACH.

AND THEN I WILL BE I I WILL BE READY TO ADOPT AN ORDINANCE AND WE CAN STILL DECIDE WHAT DECIBEL LEVEL AND HOW MANY OFFICERS NEED TO BE TRAINED AND AND ALL OF THAT.

BUT I AM IN SUPPORT OF AN ORDINANCE AND I JUST WOULD LIKE TO INVITE ADDITIONAL PEOPLE INTO THE CONVERSATION BEFORE WE ADOPT IT.

THANKS. THANK YOU, VICE MAYOR, TO GIVE MY TWO CENTS, YOU KNOW, I REALLY UNDERSTAND THE LEVEL OF IMPORTANCE WITH THIS.

I USED TO LIVE RIGHT NEXT TO AN AIRBNB THAT TURNED INTO A PARTY HOUSE, QUITE OFTEN WITH SMALL CHILDREN IN MY HOME.

SO THIS IS SOMETHING THAT I AM IN SUPPORT OF WRITING IN SUPPORT OF A NOISE ORDINANCE.

BUT THE DEVIL'S IN THE DETAILS LIKE MOST THINGS, AND WE NEED TO GET THAT AS A BROAD SWATH OF THE COMMUNITY TO BE ABLE TO GET INTO THOSE WEEDS AND REALLY DISCUSS THIS.

SO I AM IN SUPPORT OF BRINGING DOING TOWN HALLS, WHATEVER IS NECESSARY TO REALLY GET ALL THE INPUT AND BALANCE THIS EQUATION.

I WILL TELL YOU ONE THING WITH THE NUMBERS THAT FOR ME IS A LITTLE DIFFICULT TO SWALLOW.

SO WHILE WE ARE ALLOWING 80 DECIBELS OR SO FOR VEHICLES, WE'RE ALLOWING ONLY 45 IN PEOPLE'S BACKYARDS.

SO A VEHICLE GOING DOWN MY STREET HAS ACTUALLY MORE RIGHTS TO MAKE NOISE THAN ME AND WITH MY WIFE TALKING IN MY BACKYARD AFTER THE KIDS GO TO BED.

FORTY FIVE DECIBELS FOR A RESIDENTIAL AREA.

IF I'M SITTING IN MY BACKYARD, WELL, LAUGHING IS ABOUT 60 TO 65 DECIBELS.

SO AM I NOT ALLOWED TO LAUGH IN MY BACKYARD WHEN THEY'RE WITH AT A DECIBEL LEVEL, THAT VEHICLE'S GOING DOWN MY STREET ARE ABLE TO DO SO I FEEL LIKE THERE'S SOME DISCONNECTS HERE AND WE NEED TO RESPECT PRIVATE PROPERTY OWNERS IN THAT REGARD.

I MEAN, I'LL BE HONEST, I LOOKED UP THE DECIBELS TO FOR HOT TUBS AND THEY GO FROM ABOUT 45 TO 62 TO WHEN THEY'RE WHEN THEY'RE ON HIGH.

SO ARE WE OUTLAWING HOT TUBS IN PEOPLE'S OWN PROPERTIES THAT THEY CANNOT TURN THEM ON AFTER 10 P.M.? SO I THINK I DO LIKE MCCARTHY'S COMMENTS THAT WE, I WILL AND HOW MUCH WORK YOU'VE DONE COUNCIL MEMBER MCCARTHY ON THIS TO REALLY TEST, OK, DECIBELS, WHAT DOES THAT ACTUALLY HAPPEN WITH MY OWN EAR? AND I, I THINK WE ALL NEED TO DO THAT WITH DRAFTING THIS TYPE OF ORDINANCE.

THERE IS JUST REAL CONCERNS FOR ME WITH THOSE LOW LEVEL OF DECIBELS FOR RESIDENTIAL PROPERTIES THAT IT'S GOING TO TAKE THE RIGHTS AWAY OF PEOPLE JUST WANTING TO BE IN THEIR

[02:25:05]

SO WITH THAT, THAT'S JUST ONE OF MY MAIN CONCERNS, BUT I'M IN SUPPORT OF MOVING FORWARD WITH A NOISE ORDINANCE AND THAT WE NEED TO BE BRINGING ALL THE PARTIES TO THE TABLE TO DETERMINE THOSE LEVELS, TO DETERMINE WHAT IS GOING TO BE A GOOD BALANCE BETWEEN THE VERY MANY ENTITIES THAT THIS WILL AFFECT BOTH POSITIVELY AND POTENTIALLY NEGATIVELY.

SO WITH THAT, I'LL GO TO COUNCIL MEMBER ASLAN, FOLLOWED BY COUNCIL MEMBER MCCARTHY.

ALL RIGHT, THANK YOU ALL THIS HAS BEEN A VERY, VERY GOOD DISCUSSION, I'M VERY APPRECIATIVE OF THE DIALOG.

I AM SUPER GRATEFUL FOR THE POLICE DEPARTMENT AND ALL THE WORK THEY'VE PUT INTO THIS AND THANK YOU COUNCIL MEMBER MCCARTHY FOR PUTTING YOURSELF OUT THERE AND WORKING SO DILIGENTLY ON THIS ISSUE.

IT REALLY GOES TO SHOW THE IMPACT THAT A COUNCIL PERSON CAN HAVE ON THE PROCESS WHEN THEY GET SUPER INVOLVED IN SOMETHING, AND IT'S A NICE MODEL THAT YOU SHARE OUT.

SO I'M I AM READY TO MOVE FORWARD WITH AN ORDINANCE.

I AGREE THAT I'M A LITTLE BIT SKITTISH ABOUT SOME OF THE DETAILS HERE, AND I'D LIKE TO SEE THINGS FLESHED OUT A LITTLE BIT MORE.

AND I ALSO JUST WANT TO SAY THAT I REALLY DEEPLY APPRECIATE AND RESONATE WITH THE COMMENT OF THE SELL SIDE TAVERN OWNER WHO SAID SOMETIMES, OH MY GOSH, I'M PARAPHRASING NOW, AND I DON'T REMEMBER THE EXACT PHRASE, BUT YOU KNOW, WE DON'T WANT TO BREAK THIS WORSE BY TRYING TO FIX IT.

YOU KNOW, A LITTLE TWEAK HERE AND WE CAN HAVE A BIG IMPACT.

SO I WANT TO MAKE SURE WE DO THIS RIGHT.

I THINK IT SEEMS TO ME THAT THERE'S PROBABLY DIRECTION TO MOVE FORWARD WITH AN ORDINANCE.

ALTHOUGH WE ARE WILLING TO HIT THE PAUSE BUTTON A LITTLE LONGER TO FLESH THIS OUT.

THAT'S THE MESSAGE THAT NEEDS TO GO OUT INTO THE COMMUNITY.

THIS COUNCIL IS PREPARED TO MOVE FORWARD WITH SOMETHING AND WE ARE WAITING TO HEAR BACK FROM MORE PEOPLE TO GET SOME BETTER DATA AND TO JUST CALIBRATE THINGS A LITTLE BIT MORE.

HOPEFULLY, THAT WILL PUT SOME SOME PRESSURE ON THE COMMUNITY TO BE RESPONSIVE TO THIS ISSUE, AND WE CAN HEAR FROM MORE VOICES AND NOT JUST THE SAME VOICES OVER AGAIN.

IT'S IMPORTANT THAT WE HEARD THOSE VOICES AND I AND I DO HEAR THEM AND WE ARE LISTENING, BUT IT'S CLEAR TO ME THAT WE NEED.

DO WE NEED TO HEAR FROM MORE PEOPLE, MORE STAKEHOLDERS IN THIS CONVERSATION? IT'S ALSO, YOU KNOW, JUST WORTHY TO SIT WITH FOR A SECOND.

THERE SEEMS TO BE TWO ENTIRELY DIFFERENT CONVERSATIONS GOING ON HERE.

THERE'S THERE'S ONE ABOUT NOISE LEVELS COMING FROM TAVERNS AND BARS IN PLACES THAT ARE ZONED ALSO FOR RESIDENTIAL.

AND I WILL TELL YOU, YOU KNOW, THE DEFAULT REPTILIAN BRAIN OF MINE SORT OF SAYS, WELL, IF IF, IF YOU SHOULD HAVE KNOWN BETTER, IF YOU'RE GOING TO LIVE IN AN AREA LIKE THAT, THAT IS, OF COURSE, A GROSS OVERSIMPLIFICATION OF THE PROBLEM AND OF THE CONCERNS THAT RESIDENTS ARE EXPRESSING.

AND SO I JUST WANT TO ACKNOWLEDGE, YOU KNOW, THAT THAT BOTH AND THINKING THERE WHERE I CAN APPRECIATE. I CAN VERY MUCH APPRECIATE THE DIFFICULTIES THAT RESIDENTS ARE FACING.

AND IT'S NOT THEIR FAULT THAT THEY LIVE THERE AND HAVE TO DEAL WITH THAT AT THE SAME TIME. YOU KNOW, I WE WE DO WE SHOULD HAVE A VIBRANT NIGHT SCENE IN FLAGSTAFF.

AND SO HOW DO WE HOW DO WE SQUARE ALL THAT? I THINK IT'S AN INTERESTING QUESTION.

I THINK IT'S WORTHY OF A LITTLE BIT MORE CONSIDERATION.

AND I'M WILLING TO GIVE A LITTLE BIT MORE SPACE FOR THAT.

I WOULD LIKE A LITTLE BIT MORE CLARITY, PERHAPS FROM THE CITY MANAGER OR FROM OUR POLICE DEPARTMENT ON EXACTLY OR, YOU KNOW, MAYBE OUR COMMUNITY DEVELOPMENT DEPARTMENT.

HI MR. CLIFTON.

THANKS FOR I INVOKED YOUR NAME AND THERE YOU ARE.

IT'S A POWERFUL IT'S A POWERFUL TOOL THERE.

HOW HOW WOULD WE DO THIS, HOW DO WE BE EFFICIENT ABOUT IT? HOW DO WE MAKE SURE THAT THERE'S SOME SCIENTIFIC, YOU KNOW, VIGOR TO TO THE RESULTS THAT WE GET? WHEN DO WE KNOW THAT WE'VE DONE A SUFFICIENT JOB AT CONTACTING THE PUBLIC AND

[02:30:07]

I FEEL THAT, YOU KNOW, THIS ORDINANCE.

THERE IS A NEED FOR SOMETHING.

THIS ORDINANCE IS GOING TO FILL A NICHE.

IT'S GOING TO FILL A GAP.

BUT WE WANT TO DO IT RIGHT.

WE DON'T WANT TO BREAK THINGS FURTHER.

WE WANT TO HEAR FROM MORE PEOPLE.

BUT WE ALSO DON'T WANT TO JUST DELAY, DELAY, DELAY.

AND SO IF YOU HAVE ANY THOUGHTS OR CLARITY TO SHARE WITH EXACTLY HOW YOU MIGHT PROCEED WITH SOMETHING, I'D BE CURIOUS TO HEAR YOU START FLESHING OUT AND ARTICULATING SOME OF THAT. OTHERWISE, I WILL BE QUIET NOW.

I THINK MY DIRECTION IS PRETTY CLEAR.

THANK YOU. MAYOR, WOULD YOU LIKE A RESPONSE? YES, CITY MANAGER. GO AHEAD.

YEAH, WELL, THIS IS A WORK SESSION.

AND I BELIEVE, TO MY KNOWLEDGE, THIS IS THE FIRST IN-DEPTH DISCUSSION WE'VE HAD OF THIS, THE MATTER WAS BROACHED A LONG TIME AGO AND THERE'S BEEN A PETITION, AS NOTED, BEEN A LITTLE BIT OF PROCESS, SPENT A LOT OF BEHIND THE SCENES WORK, A LOT OF DILIGENT WORK.

THANK YOU TO THOSE WHO HAVE WORKED TO FASHION THIS TOGETHER.

BUT AS AS I HAVE SEEN THIS AND I'M NOT INVOLVED CLOSELY WITH IT, BUT I THINK THIS IS THE FIRST IN-DEPTH DISCUSSION THAT WE'VE HAD WITH AN ORDINANCE OR PROPOSED CONTENTS OF AN ORDINANCE IN PLACE.

I I RECALL A COUPLE OF YEARS AGO WITH THE COUNCIL AT THAT TIME AND MEMBERS OF THIS COUNCIL ENDEAVORING TO PUT TOGETHER A NEW POLICY WITH RESPECT TO BACKYARD ANIMAL KEEPING.

AND IT WAS A VERY ENRICHING DISCUSSION AND VERY THOROUGH, AND A LOT OF POINTS WERE EXPRESSED. AND IT SPANNED SEVERAL MEETINGS AND WITH A LOT OF INPUT BY NEIGHBORS AND STAKEHOLDERS AND SO FORTH.

THE POINT I'M GETTING TO IS I DO THINK THIS IS A FIRST STEP IN A BIT OF A POLICY DISCUSSION THAT IS LIKELY TO TO ALSO INVOLVE MAYBE NOT NUMEROUS BUT ADDITIONAL MEETINGS, ADDITIONAL INFORMATION, MORE COLLABORATION, PERHAPS MORE VISITING OF SOME OF THE STANDARDS THAT WE'VE HEARD ARTICULATED TONIGHT.

I DON'T KNOW THAT ANY OF US ENVISIONED THAT THIS WAS GOING TO BE READY TO GO AT FIRST CRACK, BUT RATHER THE START OF A GOOD DISCUSSION AND FRANKLY, I THINK IT HAS BEEN THE START OF A GOOD DISCUSSION.

WE'RE HEARING FROM A MAJORITY OF COUNCIL THAT THEY ARE READY TO GO FORWARD WITH AN ORDINANCE, MAYBE NOT PARTICULARLY THE CONTENTS OF WHAT'S IN FRONT OF US.

BUT AGAIN, I DON'T THINK THAT'S SHOULD BE A SURPRISE TO ANY OF US.

I THINK THIS IS THE FIRST IN-DEPTH DISCUSSION WE'VE HAD.

SO THOSE ARE MY PERSPECTIVES.

THANK YOU. THANK YOU, CITY MANAGER, THAT I'LL GO TO COUNCIL MEMBER MCCARTHY, FOLLOWED BY COUNCIL MEMBER SWEET. WELL, THANK YOU, MAYOR, A COUPLE COMMENTS.

IT SOUNDS LIKE A CONSENSUS IS FORMING THAT WE SHOULD DO SOME MORE RESEARCH ON THIS AND I'LL HAVE SOME COMMENTS ABOUT HOW WE MIGHT DO THAT.

JUST. AND YOUR POINT ABOUT, YOU KNOW, HOW LOUD A TRUCK CAN BE OR A CAR GOING BY COMPARED TO WHAT WE ALLOW OUT OF THE BACK OF THE BAR.

ONE DIFFERENCE IS THAT ONE IS VERY SHORT DURATION AND ONE IS VERY CONTINUOUS, YOU KNOW, SO THERE IS ONE DIFFERENCE THERE.

I'LL ADMIT, AND I'VE GONE OUT AND MEASURED OVER THE LAST THREE MONTHS.

VEHICLE NOISE TWO.

AND THAT ENDEAVOR IS EXTREMELY DIFFERENT THAN THE YOU KNOW, WHAT'S COMING OUT OF THE BAR TYPE NOISE. THE OTHER THING THESE COMMENTS ABOUT, WELL, I CAN'T EVEN HAVE A CONVERSATION WITH MY WIFE IN MY BACKYARD OR ON THE PATIO OF SOME PLACE DOWNTOWN.

I THINK THOSE THINGS ARE AND WE'LL FIND THIS OUT WHEN WE GO OUT AND DO THIS DATA.

I THINK THOSE ARE EXAGGERATIONS.

ONE THING TO KEEP IN MIND, YOU KNOW, THE SOUND OF A A HOT TUB IN YOUR BACKYARD MEASURED AT THREE FEET IS COMPLETELY DIFFERENT THAN THE NOISE YOU'RE GOING TO GET AT THE PROPERTY LINE, WHICH IS THE CRITERIA FOR IN THE DRAFT ORDINANCE.

SO IT MIGHT BE VERY LOUD AND YOU'RE LIKE 10 FEET AWAY FROM IT.

BUT IF YOU'RE AT THE PROPERTY LINE, IT'S GOING TO BE SUBSTANTIALLY LESS.

SO NOW I'D LIKE TO COMMENT ON, WELL, IF WE'RE GOING TO GO FORWARD, HOW DO WE DO THIS? FIRST OF ALL, IF WE INVITE 10 PEOPLE FROM THE CHAMBER OF COMMERCE AND 10 PEOPLE FROM FRIENDS, THE FLAGSTAFF FUTURE AND 10 PEOPLE FROM WHOEVER, WHOEVER, WHOEVER THIS THING IS

[02:35:03]

WHAT I SUGGEST IS WE FORM A SMALL COMMITTEE.

IT ALMOST BE LIKE A COMMISSION AND WE COULD GET SOME OF THE NEIGHBORS.

WE COULD GET SOME BAR OWNERS AND WE CAN GET US ANOTHER SMALL GROUP OF PEOPLE, MAYBE A DOZEN PEOPLE OR SOMETHING, OR EIGHT PEOPLE THAT WOULD GO OUT AND WITH A CALIBRATED METER AND A PERSON THAT KNOWS HOW TO OPERATE THAT METER SO THAT THE DATA IS ACCURATE.

TO TAKE METER READINGS IN VARIOUS SITUATIONS AND THEN TAKE NOTES ABOUT, YEAH, THIS IS FINE OR THIS IS OUTRAGEOUS OR WHATEVER, YOU KNOW, WHATEVER THEIR FEELING IS, AND THEN MAYBE WE CAN SIT DOWN THAT WHOLE GROUP AND THAT GROUP, IF THEY COULD COME TO A CONSENSUS, MY GOD, WE'D BE DONE.

IF THEY CAN'T, THEN THE VARIOUS GROUPS FROM THAT SUBGROUPS OF THAT GROUP COULD MAKE DIFFERENT RECOMMENDATIONS TO COUNCIL.

I MEAN, IT MIGHT BE THE BAR OWNERS SAY THAT THE CRITERIA SHOULD BE 60GB AND THE HOMEOWNERS MIGHT THINK IT SHOULD BE 25 DB, A OR C.

SO THAT'S MY SUGGESTION IS THAT WE FORM A SMALL GROUP OF PEOPLE.

IT HAS TO BE IT HAS TO HAVE CREDIBILITY, WHICH MEANS THERE HAS TO BE A CALIBRATED METER WITH A PERSON THAT KNOWS HOW TO USE IT.

AND THERE HAS TO BE PEOPLE FROM A VARIETY OF BACKGROUNDS THAT CAN PUT THEIR.

THEIR VALUES INTO IT, BECAUSE THE VALUES PART OF IT IS THE REALLY THE HARD PART.

WE CAN DO. WE HAVE TO DO THE THE TECHNICAL ENGINEERING SIDE OF IT, THE NO SIDE OF IT.

BUT WE ALSO HAVE TO DO THE VALUE SIDE OF IT, SO WE NEED IT.

MY SUGGESTION IS A SMALL GROUP.

YOU KNOW, WE CAN'T HAVE 60 PEOPLE INVOLVED IN THIS PROCESS NOW.

MAYBE THIS SMALL GROUP OF SIX OR 12 OR WHATEVER GOES OUT AND DOES TAKES THIS DATA, THE VALUES, DATA AND THE NUMBERS DATA, AND THEN THEY PRESENT IT TO THE PUBLIC AND THE PUBLIC CAN COMMENT ON IT OR WHATEVER.

BUT YOU KNOW, THERE HAS TO BE A SMALL GROUP THAT GOES OUT AND DOES THE VALUES, DATA AND THE SOUND LEVEL DATA AND AND TRIES TO MESH THOSE TWO TOGETHER.

SO I'LL LEAVE IT AT THAT, BUT I'M NOT GOING HOME YET.

THANK YOU, COUNCIL MEMBER MCCARTHY.

COUNCIL MEMBER SWEET, I'M AT HOME, SO I WENT OUT WITH COUNCIL MEMBER MCCARTHY AND I THINK IT IS VALUABLE FOR US WHO ARE INTERESTED TO GET OUR BOOTS ON THE GROUND AND DO YOU DO A STUDY AT THE LOCATIONS? AND IT SOUNDS LIKE WHAT COUNCIL MEMBER MCCARTHY IS PROPOSING IS SIMILAR TO WHAT WE DID WITH WIELER PART, AND IT SEEMED TO HAVE WORKED AT THE END OF THE DAY.

THERE WAS COMPROMISE MADE IN IT, AND IT WORKED.

SO I THINK IT'S JUST FINDING THAT BALANCE BETWEEN BEING ABLE TO PUT YOUR FOUR YEAR OLD DOWN AND KEEPING OUR CITY VIBRANT.

SO I'M WILLING TO DO THE WORK AND KEEP MOVING FORWARD WITH IT.

AND I APPRECIATE ALL OF THE WORK THAT OUR POLICE HAVE DONE ON THIS AS WELL AS COUNCIL MEMBER MCCARTHY. AND LIKE I SAID, I JUST THINK IT'S IMPORTANT IF WE CAN GET OUT THERE IN PERSON, IT'S VALUABLE.

THANK YOU. THANK YOU, COUNCIL MEMBER SWEET.

COUNCIL MEMBER SHIMONI RICK TADDER, MAYOR, QUICK FOLLOW UP WITH WITH THE TALK ABOUT REALTOR PARKING IS WHAT JUST CROSSED MY MIND IS JUST THAT IT'S A LITTLE BIT DIFFERENT.

I JUST WANT TO KEEP THAT IN MIND, YOU KNOW, WEEKEND FESTIVALS KIND OF ISSUES RATHER THAN BUSINESSES THAT ARE OPEN SEVEN DAYS A WEEK UP UNTIL TWO A.M.

EVERY NIGHT. OBVIOUSLY, WEEKENDS BEING THE HIGHER TRAFFIC NIGHTS, THERE MIGHT BE MORE CONTENTIOUS CONTENTION.

AND YOU KNOW, IT'S COUNCIL MEMBER MCCARTHY POINT ABOUT LIKE THEY MIGHT JUST BE A, YOU KNOW, A DIFFERENCE IN WHAT THAT LEVEL NEEDS TO BE BETWEEN THE RESIDENTS AND THE BUSINESS OWNERS. BUT TO COUNCIL MEMBER SWEET POINT, I THINK THAT THAT PUBLIC OUTPUT AND ENGAGEMENT WILL BE VERY VALUABLE AND WE'LL GET THERE, RIGHT? BUT I JUST WANTED TO JUST MAKE THAT POINT THAT I DO SEE A VERY CLEAR DIFFERENCE BETWEEN WHEELER PARK AND THE ADJACENT RESIDENTS AND A BAR, RIGHT? AN ESTABLISHED BUSINESS.

I JUST WANTED TO ADD THAT TO THE CONVERSATION.

THANK YOU. THANK YOU.

AND WHAT THE SOMEBODY COULD LET ME KNOW WITH THE WHEELER PARK DID A FORMAL COMMITTEE LIKE

[02:40:01]

I CAN'T ANSWER THAT. YES.

NO, THERE WAS NOT A FORMAL COMMITTEE, TO BE HONEST WITH YOU.

THE PROCESS KIND OF BROKE DOWN AND THERE WAS A WOMAN BY THE NAME OF JENNY BLUE WHO GOT SOME OF HER NEIGHBORS TOGETHER, AND SHE REACHED OUT TO THE EVENT ORGANIZERS.

AND IN ALL HONESTY, SHE GETS CREDIT.

I DON'T GET CREDIT FOR IT.

BUT THE POINT IS THAT A CONVERSATION, YOU KNOW, IN LIFE AND ON COUNCIL AND IN POLITICS, IF EVERY SIDE.

WE'LL SIT DOWN AND SAY, OK, I'M GOING TO LISTEN TO THE OTHER SIDE WITH AN OPEN MIND, AND THAT'S WHAT THEY DID. IT WAS ACTUALLY A VERY SMALL GROUP OF PROBABLY I DON'T REMEMBER THE DETAILS, MAYBE THREE OR FOUR PEOPLE.

AND IF EVERYONE CAN GO IN WITH AN OPEN MIND, THEN MAYBE WE CAN MAKE PROGRESS.

I'M SUGGESTING THAT MAYBE I I COULD WORK TOGETHER WITH MR. CLIFTON AND MAYBE COME UP WITH A PROPOSAL OF HOW WE WOULD DO THIS AND WITH INPUT FROM ANYBODY THAT'S INTERESTED.

AND THEN BRING THAT BACK TO COUNCIL.

AND THAT SHOULDN'T TAKE VERY LONG IN A COUNCIL MEETING TO KIND OF SAY, HEY, THAT MAKES SENSE. OR, NO, WE NEED MORE REPRESENTATION FROM HERE OR THERE OR WHATEVER.

BUT IT HAS TO BE BALANCED.

IT HAS TO BE CREDIBLE, AND IT HAS TO BE COMPOSED OF PEOPLE THAT ARE WILLING TO SAY YES, I WILL HAVE AN OPEN MIND ON BOTH SIDES ON EVERY SIDE.

THANK YOU. YEAH, THANK YOU FOR THE EXPLANATION, I'M JUST WONDERING IF THIS HAD BEEN WORKING SO WELL, MORE THE GRASSROOTS TYPE LEVEL AND ORGANIZING WITH THE COMMUNITY, IF THIS NEEDS TO BE A FORMAL TYPE OF COMMITTEE, THAT IS WE'RE PUTTING A LOT OF RESOURCES INTO. THAT'S MY ONLY QUESTION.

I'M NOT AGAINST THE IDEA.

I THINK WE NEED TO BRING HAVE A CORE GROUP THAT ALSO HAS THE DECIBEL READINGS.

I THINK THAT'S A GREAT IDEA SO THAT WE EVERYONE CAN REALLY CALIBRATE THEMSELVES TO THE CALIBRATION OF THE DECIBELS THAT CAN ACT AS A CORE GROUP.

SO I'M NOT AGAINST THE IDEA JUST RAISING THAT AS, HEY, IS THIS SOMETHING MAYBE THAT CAN BE DONE MORE TO COMMUNITY LEVEL THAT THEN CAN STILL PROVIDE THAT INPUT AND BE A LITTLE BIT MORE FLEXIBLE? SO IF IF THE CITY MANAGER AND OR ANY OF HIS STAFF.

WOULD YOU LIKE TO MAYBE GET TOGETHER WITH ME OR WHOEVER ELSE OR WITHOUT ME AND MAKE A PROPOSAL ON HOW WE DO THIS? I'M WILLING TO PARTICIPATE IN THAT GEN..

OR IF THE CITY MANAGER OR SOME OF HIS STAFF WOULD LIKE TO DO IT WITHOUT MY INVOLVEMENT, MAYBE I'M PREJUDICED, YOU KNOW, BUT COME UP WITH A FAIR PROCESS.

FINE. I'M WILLING TO HELP OR I'M WILLING TO STEP OUT OF THE WAY, WHATEVER MAKES SENSE BECAUSE IT HAS TO BE CREDIBLE.

SO, GREG CLIFTON, DO YOU WANT TO THINK ABOUT THAT OR DO YOU WANT TO ANSWER IT NOW? MAYBE YOU WANT TO THINK ABOUT IT NEXT WEEK.

I DON'T KNOW. MAY I RESPOND, MAYOR? YES, OF COURSE. THANK YOU.

THANK YOU FOR THE SUGGESTION.

I WOULD LIKE TO CONSULT WITH THE LEADERSHIP TEAM AND GET SOME IDEAS AS TO NEXT STEPS.

AND THEN I THINK WE CAN BRING THEM BACK TO THE PART OF YOUR QUESTION COUNCIL MEMBER THAT ADDRESSED YOUR PERSONAL INVOLVEMENT IN THIS.

YOU KNOW, I DON'T THINK THAT IS NECESSARILY A BAD IDEA.

I MEAN, COUNCIL ACTS AS POLICYMAKERS IN THIS AND THIS IS INDEED POLICY AND HAVING A COUNCIL BE INVESTED IN THE PROCESS FROM TIME TO TIME.

FROM MY PERSPECTIVE, IS NOT DETRIMENTAL.

IT'S ENGAGEMENT AND SO WE CAN MAKE THAT HAPPEN.

I WOULD LIKE TO MAYBE CIRCLE BACK TO COUNCIL WITH THIS, SINCE I'M CHATTING TO, I WANT TO TAKE THE OPPORTUNITY AND CORRECT SOMETHING I MISSTATED EARLIER.

WE DID HAVE AN ORDINANCE IN FRONT OF COUNCIL BACK IN SEPTEMBER.

IT WAS NOT DURING A WORK SESSION.

IT WAS EVIDENT THEN, AS I THINK IT IS EVIDENT TONIGHT TONIGHT THAT THAT COUNCIL IS NOT QUITE READY FOR THE THE ORDINANCE WITHOUT A LITTLE BIT MORE INFORMATION AND WITHOUT A LOT MORE PUBLIC VETTING.

AND WE'RE HEARING THAT LOUD AND CLEAR.

SO THANK YOU. THANK YOU, CITY MANAGER.

UM, COUNCIL MEMBER SHIMONI.

OR DO WE ALREADY GET TO SEE OR SEE IN THE BOX HERE, SO MAYBE THAT'S A OLDER ONE? ALL RIGHT. WELL, I'M HEARING PRETTY STRONG CONSENSUS THAT WE DO WANT TO MOVE FORWARD WITH A NEW NOISE ORDINANCE.

WE WANT TO APPROACH THIS IN A COMMUNAL MANNER TO GET ALL SIDES TO THE TABLE, TO DO THIS IN

[02:45:02]

AND WE ALSO I WILL ALSO ADD NOT JUST A COMMITTEE OF A CENTRAL GROUP.

WE ALSO SHOULD BE HAVING TOWN HALLS WITH US.

SO OTHER VIRTUAL IN THE, YOU KNOW, FEBRUARY OR POTENTIALLY HOPEFULLY WHEN WE CAN GET A LITTLE BIT MORE IN PERSON THAT WE'RE REALLY, YOU KNOW, HAVING THIS, I THINK IT WOULD BE A GREAT IDEA TO HAVE A TOWN HALL AT THE MURDOCH CENTER IN MARCH.

SOMETHING TO THAT EFFECT, AND WE'LL CONTINUE TO HAVE THE COMMUNITY OUTREACH.

AND THEN ALSO, I'LL THINK ALL OF US MEMBERS OF COUNCIL WILL BE REALLY GREAT FOR US TO GET ON THE GROUND LIKE COUNCIL MEMBER MCCARTHY AND COUNCIL MEMBER SWEET HAVE TO REALLY UNDERSTAND WHAT THE DECIBELS ARE AND HOW THAT AFFECTS US.

AND ALSO THE I WOULD LIKE TO ALSO DELVE A LITTLE MORE THOROUGHLY INTO THE DBA DBC.

AND MAYBE IF IT'S REALLY THE BASE, THAT'S THE PROBLEM FOR BUSINESSES, THEN WE I MEAN, WE'LL GET INTO THE DETAILS, BUT IT WOULD JUST BE GOOD FOR US TO ALL BE AS INFORMED AS POSSIBLE AND BRING ALL THE PEOPLE TO THE TABLE.

SO COUNCIL MEMBER SHIMONI.

THEY'RE REALLY QUICK.

I APPRECIATE YOUR SUMMARY, AND I AGREE WITH ALL THE POINTS YOU MADE, MY ONLY OTHER COMMENT IS WHAT I BROUGHT UP EARLIER AND I DON'T THINK OTHER COUNCIL MEMBER SPOKE TO IT, SO WE MIGHT NOT HAVE SUPPORT FOR IT.

BUT IMMEDIATE EDUCATION AND COMMUNICATION WITH LOCAL BUSINESSES THAT ARE MAYBE THROUGH THE DVA, MAYBE HEIDI AND HER TEAM CAN WORK ON A QUICK GRAPHIC THAT TALKS ABOUT BEING A GOOD NEIGHBOR. WE CAN JUST DO IT VIA EMAIL.

WE'LL EVEN PRINT ANYTHING OFF AND JUST SHARE IT WITH THE DBA POSTED TO SOCIAL MEDIA AND JUST, YOU KNOW, KNOW, IMMEDIATELY START TAKING STEPS TO TRY TO ENCOURAGE BETTER BEHAVIOR AND A NEIGHBORHOOD BEHAVIOR.

JUST A THOUGHT THAT MIGHT JUST BE THE LOWEST HANGING FRUIT ITEM THAT WE CAN MOVE FORWARD WITH IMMEDIATELY THERE INTO SOMETHING WORTH CONSIDERING.

THANK YOU. THANK YOU, I APPRECIATE THE SUGGESTION.

TO ME, I THINK THAT'S I MEAN, THE PEOPLE WHO ARE THE PEOPLE KNOW THAT THEY'RE MAKING NOISE, WHO ARE THE BUSINESS OWNERS AND THE CARS AND SO FORTH.

SO I THINK AN EDUCATION CAMPAIGN MAY AT THIS POINT MAY NOT BE THAT BENEFICIAL AND MAY BE A NOT THE BEST USE OF STAFF RESOURCES.

I THINK BRINGING PEOPLE TO THE TABLE TO TALK TO EACH OTHER AND TELL THE STORIES WOULD BE MUCH MORE EFFECTIVE TO CHANGE BEHAVIOR THAN A PAMPHLET IN AN EMAIL.

SO THAT'S THAT'S WHERE I'M THINKING ON THAT FRONT.

ALL RIGHT.

WELL, WITH THAT, IT IS FIVE FIFTY, WE'VE BEEN AT IT FOR TWO HOURS AND 50 MINUTES.

SO THIS WOULD BE A GOOD TIME FOR A BREAK.

LET'S DO 19 MINUTES.

SO IT'S AT THIS POINT SIX.

SO IT'S SIX 10.

WE WILL RECONVENE.

MR. MAYOR. YES, I APOLOGIZE FOR INTERRUPTING.

I I THINK WE MIGHT BE.

I VOTING ON GOING INTO EXECUTIVE SESSION RIGHT AFTER THE BREAK.

I JUST THOUGHT IT MIGHT BE NICE TO WARN THE PUBLIC ABOUT THAT.

YES. I DON'T MEAN TO STEP ON THAT AT ALL.

I JUST THOUGHT IT MIGHT BE A NICE COURTESY IF IF THAT'S WHAT WE ARE DOING.

THANK YOU COUNCIL MEMBER ASLAN IT HAS BEEN.

YEAH. SO THE PUBLIC KNOWS IT HAS BEEN SUGGESTED THAT WE DO HAVE A EXECUTIVE SESSION TO DISCUSS THE LONE TREE OVERPASS.

REAL QUICK, GET THE POLE GET PULSE ON LEGAL CONSIDERATIONS, BUT THAT WILL NECESSARILY HAVE TO BE A VOTE BY COUNCIL TO GO TO AN EXECUTIVE SESSION.

SO IT'S NOT NECESSARILY A GUARANTEE WE WILL IMMEDIATELY DO THAT UPON COMING BACK, SO WE WILL BE DULY NOTICED.

AND CITY ATTORNEY HAS A COMMENT HERE TO.

THANK YOU, I APPRECIATE IT.

MR. MAYOR, I JUST WANTED TO MAKE SURE FOR THE PUBLIC'S INFORMATION THAT THAT SUGGESTION IS ACTUALLY AT MY BEHEST AS THE CITY ATTORNEY, I'VE RECOMMENDED THAT THE COUNCIL GO INTO EXECUTIVE SESSION WITH RESPECT TO THE LONE STREET OVERPASS AND ITS FUNDING JUST FOR A BRIEF BIT OF LEGAL ADVICE.

AND THAT'S WHAT YOU WERE TALKING ABOUT, COUNCIL MEMBER ASLAN AND MAYOR, THANK YOU.

THANK YOU. CITY ATTORNEY, WELL, WITH THAT, LET'S TAKE EIGHTEEN MINUTES, GET IT BACK HERE AT SIX 10 AND THEN EXPECTEDLY BE AN EXECUTIVE SESSION FOR A LITTLE BIT BEFORE WE GET TO THE MEAT OF THE DISCUSSION FOR LONE TREE.

ALL RIGHT. THANK YOU MUCH.

I'LL SEE YOU HERE SOON. WE ARE STREAMING.

ALL RIGHT, THANK YOU FOR THE SLIGHT INTERRUPTION, BUT WE ARE ON AGENDA ITEM NUMBER, NOW I

[02:50:07]

[10. Lone Tree Overpass Project Update STAFF RECOMMENDED ACTION: Present an intersection design update to City Council for the Lone Tree Overpass Project and facilitate discussion. Staff is seeking direction on finalizing the intersection design.]

THANK YOU, MAYOR AND COUNCIL STACEY, DOES JASON HAVE RIGHTS TO SHARE HIS SCREEN? JASON [INAUDIBLE].

HE SHOULD, CHRISTINE. OK.

I DON'T YOU? AND STACEY.

OK, THANK YOU, MAYOR.

VICE MAYOR AND COUNCIL.

I'M CHRISTINE CAMERON, I'M A PROJECT MANAGER WITH CITY CAPITAL IMPROVEMENTS, AND WE'RE LOOKING FORWARD TO DISCUSSING THE LONE TREE OVERPASS WITH YOU THIS EVENING.

I WILL BE PRESENTING THE BUTLER AND LONE TREE INTERSECTION ALTERNATIVES TONIGHT AND ASK FOR YOUR DIRECTION FOR THIS PROJECT.

I'LL GO THROUGH THE INTRODUCTION AND TOUCH ON A FEW ITEMS AND THEN HAND IT OVER TO JASON CARR LOFTUS, OUR PROJECT DESIGN LEAD WITH WTSP AND HIS TEAM, TO REVIEW THE APPROACH TO THE DESIGN, THE SUSTAINABILITY DISCUSSION AND THE INTERSECTION REFINEMENTS.

IN ADDITION TO CITY STAFF, WE HAVE JULIE LEE FROM OUR TRANSPORTATION COMMISSION.

NATE REISNER AND GEORGE WILLIAMS FROM ADOT SHOULD BE AVAILABLE FOR QUESTIONS THIS EVENING, AND JASON WILL BE JOINED BY HIS TRAFFIC AND ROADWAY LEADER JOE VASKUVIC, SCOTT BECK AND FRANK FREY.

AND WE ALSO HAVE CHRIS KANE FROM AMES CONSTRUCTION, OUR CONTRACTOR.

SO JASON, IF YOU ADVANCE A FEW SLIDES, PLEASE.

OK, SO I'VE BEEN GETTING QUESTIONS ABOUT THE PUBLIC INVOLVEMENT EFFORT, SO I WANTED TO BRIEFLY SUMMARIZE THAT TONIGHT.

THE FIRST ITEM IS THE LONE TREE CORRIDOR, AND THIS PUBLIC INVOLVEMENT EFFORT FOCUSED ON CONCEPT DEVELOPMENT OF THE ENTIRE CORRIDOR, FROM JOHN WESLEY POWELL TO ROUTE 66 AND EVALUATED ALTERNATIVES FOR THAT ALIGNMENT.

THE PUBLIC MEETINGS WERE HELD IN NOVEMBER OF 2004.

IT'S BEEN QUITE A WHILE AND FEBRUARY, APRIL AND SEPTEMBER OF 2005.

COMMENTS THAT WERE RECORDED INCLUDE PROS AND CONS OF REROUTING TRAFFIC THROUGH TOWN.

CONCERNS OF HOW AN INTERFACE WITH KINSEY SCHOOL, BOW AND ARROW AND BRANDON HOMES NEIGHBORHOODS ROUTING ROADWAY THROUGH GREEN SPACE.

CONCERNS OF THE IMPACT OF FUTURE DEVELOPMENT.

THIS CORRIDOR WOULD DRIVE AND THE PUBLIC WANTED TO SEE SAFE PEDESTRIAN CROSSINGS, BIKE AND PET SAFETY ALONG THE CORRIDOR, IMPROVE CONNECTIVITY.

AND ALSO THEY WANTED TO SEE CONGESTION RELIEF FROM MILTON ROAD AND THE ABILITY TO BYPASS THAT MILTON CORRIDOR AND GET IT UP THROUGH SIXTY 66 ON A DIFFERENT ROUTE.

SO THE LONE TREE OVERPASS STUDY WAS PRESENTED TO THE PUBLIC IN 2009, AND THAT CONCENTRATED ON TAKING THE CORRIDOR, THE CORRIDOR STUDY AND FURTHER REFINING IT IN THE AREA BETWEEN BUTLER AND ROUTE 66 TO PROVIDE AN OVERPASS FOR THE RAILROAD AND THE FUTURE.

RIO DE FLAG AND OPEN HOUSES WERE HELD ON SEPTEMBER OF 2009 AND FEBRUARY OF 2010, AND COMMENTS INCLUDED A LOT OF THE SAME AS I LISTED WITH THE CORRIDOR EFFORT.

PROPERTY IMPACTS CAME UP A LITTLE BIT MORE WITH THE OVERPASS.

THERE WAS AN EXERCISE THAT RANKED THE TOP FIVE COMMUNITY PRIORITIES FROM ONE TO FIVE, BEING HOW THE PROJECT WILL IMPROVE TRAFFIC PROPERTY IMPACTS AND ACQUISITION ACCESS TO AND FROM ADJACENT NEIGHBORHOODS, FUNDING AND TIMING OF CONSTRUCTION.

SO THESE STUDIES ARE POSTED ON OUR LONETREEOVERPASS.ORG WEBSITE FOR PUBLIC VIEWING.

IN 2018, WE HAD PUBLIC OUTREACH FOR THE 419-420 BOND PROPOSITION.

METRO PLAN AND CITY STAFF CONDUCTED OVER 60 PUBLIC MEETINGS AND PRESENTATIONS TO PREPARE FOR THE VOTE IN NOVEMBER OF TWENTY EIGHTEEN, AND BOTH WERE APPROVED BY THE VOTERS.

AND SO NOW WE'RE IN THE FINAL DESIGN STAGE OF THE LONE TREE OVERPASS, AND FROM FEBRUARY OF LAST YEAR INTO THE SUMMER, WE WORKED ON COORDINATION WITH ADOT, BNSF.

THE ARMY CORPS STARTED REFINING THE DESIGN THAT WAS PROVIDED FROM THE 2010 STUDY, INTEGRATING THE ACT OF TRANSPORTATION MASTER PLAN ELEMENTS STARTED LOOKING AT UTILITY RELOCATIONS AND BEGAN THE PROPERTY ACQUISITION PROCESS.

WE WENT TO TRANSPORTATION COMMISSION IN AUGUST, WHICH WAS THE COMBINED SPECIAL MEETING WITH SUSTAINABILITY BIKE ADVISORY COMMITTEES.

WE HAD A GENERAL PUBLIC MEETING IN SEPTEMBER.

WE HAD ABOUT 35 TO 40 PARTICIPANTS.

THAT WAS A VIRTUAL MEETING.

WE'VE ALSO ATTENDED OTHER COMMITTEE MEETINGS SINCE THIS SUMMER, INCLUDING BEAUTIFICATION AND PUBLIC ARTS, PARKS AND RECREATION, AND THIS PROJECT HAS BEEN A FREQUENT TOPIC OF CONVERSATION. I THINK MOST OF THE BIKE AND PET ADVISORY COMMITTEES WE'VE HAD ONE ON ONE

[02:55:02]

SO SINCE THEN, WE'VE WORKED ON DESIGN OPTIONS AND THEN WENT BACK TO THE TRANSPORTATION COMMISSION A FEW WEEKS AGO, WHICH WAS ANOTHER JOINT SPECIAL MEETING WITH BIKE ADVISORY, PET ADVISORY, SUSTAINABILITY COMMISSION AND INCLUSION AND ADAPTIVE LIVING COMMISSION.

AND MOST OF THE COMMENTS DURING OUR OUTREACH SINCE AUGUST AND COMMENTS RECEIVED, YOU KNOW, INTO THE CITY HAVE BEEN TO MAKE THE PROJECT MORE BIKE AND PED SAFE AND FRIENDLY, MAKE THE INTERSECTION SMALLER, STRESSED THE NEED TO BUILD BETTER BIKE AND PED FACILITIES THAT PRIORITIZE MULTIMODAL TRAVEL SAFETY NEED FOR INCREASED TRANSIT FOR THOSE THAT CAN'T WALK OR BIKE. WE HEARD COMMENTS THAT WE SHOULD SHOW SLOW THE PROJECT DOWN, DISCUSS AND APPLY CURRENT COMMUNITY VALUES, TAKE THE CARBON NEUTRALITY PLAN INTO CONSIDERATION MORE.

AND WE ALSO RECEIVED COMMENTS THAT EXPRESSED FRUSTRATION THAT THE PROJECT IS NOT BEING DELIVERED YET. THEY WANT TRAFFIC ACCOMMODATED AND DON'T AGREE WITH THE SMALLER INTERSECTION AND FORCING CONGESTION AND DRIVER FRUSTRATION AND PEOPLE WONDERING WHY, WHY WE'RE CHANGING THE APPROACH TO WHAT WAS ALREADY APPROVED BY THE VOTERS.

WE DO HAVE FUTURE PUBLIC MEETINGS PLANNED FOR PROJECT UPDATES, INPUT FOR DESIGN, BEAUTIFICATION ELEMENTS AND THE ECONOMIC IMPACT STUDY.

SO WE HAVE SINCE LAST SPRING, WE'VE BEEN WORKING WITH TRANSPORTATION STAFF TO INTEGRATE GOALS OF FOR THE ACTIVE TRANSPORTATION MASTER PLAN.

SO THE GOALS HAVE SEPARATED AND PROTECTED BIKE AND PEDESTRIAN FACILITIES ON BOTH SIDES OF THE CORRIDOR. IN KEEPING WITH THE DRAFT ATMP, SO ON THE WEST SIDE, WE ARE REPLACING THE CURRENT FOOTE'S WITH A 10 FOOT DUAL DIRECTION BIKE PATH SEPARATED FROM THE ROADWAY.

AND WE ALSO HAVE A SEPARATE SIX FOOT PEDESTRIAN PATH.

AND ON THE EAST SIDE OF THE CORRIDOR, WE HAVE A SIX FOOT BIKE LANE FOR NORTHBOUND TRAVEL THAT REPLACES THE ON STREET BIKE LANE, AND THERE WILL BE A SEPARATE SIX FOOT PEDESTRIAN PATH ON THAT EAST SIDE ALSO.

THESE FACILITIES WILL RUN THE LENGTH OF THE PROJECT AREA FROM SAWMILL TO ROUTE 66, YOU KNOW, WITHIN THE INTERSECTION OF BUTLER.

SO FAR, WE HAVE INCLUDED, YOU KNOW, FULLY PROTECTED INTERSECTION ELEMENTS WITH SEPARATED BIKE AND PED FACILITIES AND AREAS AGAIN IN KEEPING WITH THE ATMP AND JASON'S GOING TO GO OVER THOSE MORE IN DETAIL.

I WANTED TO HIGHLIGHT THAT THESE ARE IMPROVEMENTS THAT WERE NOT INCLUDED IN THE ORIGINAL SCOPE AND CONCEPT OF THE PROJECT FROM 2010, BUT WE HAVE INTEGRATED THEM, YOU KNOW, EVEN THOUGH THEY'RE ARE STILL IN DRAFT FORM.

AND SO FOR THE ECONOMIC IMPACT STUDY THAT'S NOT INCLUDED IN OUR PRESENTATION TONIGHT, WE'VE GOT A LOT TO TALK ABOUT AND WE FIGURE WE WOULD CONCENTRATE ON THE INTERSECTIONS.

WE ARE FINISHING THAT UP WITH SOME COMMUNITY CONVERSATIONS ON GENTRIFICATION, AND WE NEED TO SEE WHAT THE DIRECTION IS TONIGHT FROM COUNCIL BECAUSE THE TRAFFIC MODELING IS A MAIN COMPONENT OF THE STUDY DEVELOPMENT.

SO CHANGES IN THE INTERSECTION WILL DRIVE REVISIONS TO THAT.

IF THE TRAFFIC MODELING NEEDS TO BE REVISITED.

SO AS FAR AS COUNCIL DIRECTION, THERE'S A LOT OF INFORMATION TO WORK THROUGH ON THIS, WE KNOW AND BUT WITH COUNCIL AND COMMUNITY CONVERSATIONS AND INTEREST, IT'S IMPORTANT TO PRESENT OUR APPROACH AND DATA FOR YOUR CONSIDERATION AND YOUR DECISION MAKING.

SO OF COURSE, WE WILL TAKE ANY COMMENTS YOU HAVE.

BUT THE PRIMARY REQUEST FOR DIRECTION TONIGHT IS THE INTERSECTION FOOTPRINT AND THE LANE CONFIGURATION. AND THE SECOND BIG DECISION FOR US IS IF COUNCIL WANTS TO DIRECT A PAUSE IN THE PROJECT DELIVERY AND WE'VE HEARD SEVERAL GOALS HERE FROM COUNCIL IN THE PUBLIC POSTURE REDESIGN, PAUSE FOR COMMUNITY CHARACTER AND VALUES DISCUSSION RESCOPING THE PROJECT, REEVALUATING 419 AND 420 FUNDING, YOU KNOW, PAUSE FOR THE CARBON NEUTRALITY PLAN. WORK TO CATCH UP.

SO WE WOULD NEED TO KNOW WHAT COUNCIL'S WISHES ARE FOR THAT.

SO THOSE ARE THE TWO BIG ITEMS WE WOULD LIKE TO GAIN SOME DIRECTION AND RESOLUTION ON TONIGHT, AND WE ARE PREPARED TO TAKE THAT DIRECTION FROM COUNCIL AND PROCEED AS NEEDED.

SO WE'RE GOING TO JUMP INTO THE PRESENTATION.

I'LL HAND THIS OFF TO JASON CARR LOFTUS.

WE THANK YOU FOR YOUR PATIENCE AND YOU KNOW, WE PUT THE PAGE NUMBERS ON OUR SLIDES.

SO IF YOU ARE TAKING NOTES, WE CAN FIND OUR WAY BACK TO THE SLIDES IF NEEDED DURING DISCUSSION. AND MAYOR, IF YOU NEED TO INTERRUPT, PLEASE DO, BUT WE WILL KEEP IT RUNNING OTHERWISE. SO THANKS AGAIN AND I WILL HAND THIS OVER TO JASON.

YES, THANK YOU, CHRISTINE.

THANK YOU, MAYOR AND COUNCIL FOR HAVING US TONIGHT TO BE BACK IN FRONT OF EVERYBODY THIS

[03:00:03]

LET ME GET BACK TO THE SLIDE REAL QUICK.

DO YOU APPRECIATE THE TIME THIS EVENING, AS MENTIONED? ONE THING I DID WANT TO START OUT WITH REAL QUICK BECAUSE I REALIZE THINKING BACK THROUGH ALL THE PRESENTATIONS THAT CHRISTINE MENTIONED IS THAT WE'VE NEVER REALLY INTRODUCED OURSELVES, OUR TEAM AND OUR TEAM EXPERIENCE.

I KNOW WHEN WE PURSUED THIS CONTRACT WITH THE CITY, IT IS A QUALIFICATIONS BASED SELECTION, SO WE SPENT A LOT OF TIME SELLING OURSELVES TO THE SELECTION PANEL WHO ULTIMATELY DID SELECT TO US.

BUT WE'VE NEVER REALLY PRESENTED OUR HISTORY AND OUR QUALIFICATIONS TO THE TRANSPORTATION COMMISSION, TO THE PUBLIC AND TO YOU, MAYOR AND COUNCIL.

SO I'D LIKE TO SPEND A LITTLE BIT OF TIME JUST SORT OF INTRODUCING OUR TEAM AND HOW WE PURSUE THIS PROJECT. SO WE DO HAVE OUR PROJECT MANAGER FROM AMES CONSTRUCTION AS WELL, CHRIS KANE. HE'S ONLINE WHEN WSB AND AMES CONSTRUCTION FIRST STARTED EVEN TALKING ABOUT PURSUING THIS PROJECT.

WE KNEW IT WAS A COMPLICATED PROJECT.

WE HAVE A LOT OF COMPLICATED ISSUES CROSSING THE ARMY CORPS RIO DE FLAG'S PROJECT CROSSING BNSF, WHICH REQUIRES SIGNIFICANT REGRADING AND REALIGNMENT OF THEIR TRACKS.

HOW DO YOU MAINTAIN THOSE RAILS WHILE ALSO TRYING TO LOWER THE RAILS 10-15 FEET AND SHIFTING THEM AT THE SAME TIME? WE ALSO KNEW WE HAD A MAJOR STAKEHOLDER IN ADOT WITH THE ROUTE 66 INTERSECTION, BUT ALL THROUGHOUT THIS PURSUIT.

YOU KNOW, WE'VE INVOLVED THE FOURTH STREET OVERPASS DESIGN WITH BNSF PREVIOUSLY FOR THE CITY OF FLAGSTAFF.

WE'VE BEEN INVOLVED WITH SOME LOCAL PROJECTS WITH THE RIO DE FLAGS.

WE KNEW WHAT THE ARMY CORPS' CONCERNS WITH BNSF, WITH THAT PROJECT.

WE KNEW. ULTIMATELY, THOUGH, THIS PROJECT, YOU KNOW, A SOUTH SIDE NEIGHBORHOOD PLAN, THE 4TH STREET CORRIDOR STUDY, THE MILTON CORRIDOR STUDY, THAT WHAT WE'RE TALKING ABOUT TONIGHT, THE USE OF MULTIMODAL ASPECTS BY PED USERS AND BICYCLE USERS WOULD BE A REALLY CRITICAL PROJECT. SO RIGHT WHEN WE STARTED FIRST MEETING WITH THE AMS HAS ALWAYS BEEN ONE OF OUR MAJOR EMPHASIS IS ON THIS PROJECT RIGHT FROM THE VERY BEGINNING WHEN WE PRESENTED TO THE CITY. YOU KNOW, WE HAD OUR SUMMARY OF QUALIFICATIONS, OUR SOC THAT WE SUBMITTED, AND WE LATER HAD INTERVIEWS WITH THE CITY WHERE WE EMPHASIZE HEAVILY THROUGHOUT THE ISSAQUAH INTERVIEW PROCESS THAT WE CONSIDERED PEDESTRIANS AND MULTIMODAL USERS AND BICYCLISTS AS ONE OF THE KEY FEATURES THAT WAS GOING TO GO ON AS PART OF THIS PROJECT.

SO IT'S ALWAYS BEEN FRONT OF MIND FOR OUR TEAM.

SO JUST GIVE YOU SOME OF THE BACKGROUND MYSELF.

I HAVE 20 YEARS INDUSTRY EXPERIENCE, 13 YEARS AS A PROJECT MANAGER.

SOME OF MY PROJECT HISTORY WHERE I'VE LEARNED SOME OF THIS MULTIMODAL CONCERNS AND IMPACTS IS JUST A BRIEF SUMMARY OF MY PROJECT HISTORY CO.

I WORKED ON THE EAGLE LIGHT RAIL PROJECT IF ANYONE'S EVER FLOWN OUT TO DENVER AND TAKEN THE LIGHT RAIL TRAIN FROM THE AIRPORT INTO THE CITY AND THEN THE EXTENSIONS TO THE NORTHWEST OR TO THE SOUTH.

THAT WAS A PROJECT I'M VERY PROUD OF.

IT'S A WAY TO MOVE VISITORS IN DENVER AROUND WITH WITHOUT HAVING TO RENT A CAR TO DRIVE AROUND THE CITY.

I KNOW WHEN I GO THERE, I LOVE USING THAT TRAIN SYSTEM.

WE HAD TO INCORPORATE BICYCLE USERS, PED USERS, STUDENTS, LOCAL USERS, PARK AND RIDE SYSTEM. HEAVILY PREVALENCE IS REALLY A TRUE MULTIMODAL PROJECT THAT I'M VERY PROUD OF.

I'M A LITTLE LOCAL IN THE STATE SYSTEM, DO A LOT OF WORK FOR PIMA COUNTY.

I'VE WORKED FOR TRAFFIC HAULING PROJECTS FOR ARTERIAL ROADS THAT CUT THROUGH NEIGHBORHOODS. HOW DO YOU SLOW DOWN TRAFFIC TO REALLY DISCOURAGE PEOPLE SPEEDING THROUGH NEIGHBORHOODS WHERE YOU MIGHT HAVE KIDS PLAYING IN THE FRONT YARD AND YOU DON'T WANT TRAFFIC SPEEDING THROUGH THE NEIGHBORHOODS? I'VE WORKED ON THE PIMA COUNTY BICYCLE LOOP, THE HUCKLEBERRY LOOP, WHICH IS VERY SIMILAR TO THE FOOTE'S TRAIL AND FLAGSTAFF TUCSON, IF ANYONE'S BEEN DOWN THERE, KNOWS THAT WE HAVE OUR OWN RAIL SYSTEM.

BISECTING OUR CITY WITH UNION PACIFIC RAILROAD DONE TWO PROJECTS THE FOURTH AVENUE UNDERPASS AND THE DOWNTOWN LINKS PROJECT.

WE REALLY FOCUSED ON HOW DO YOU GET CROSSINGS THROUGH THAT RAIL SYSTEM AND HOW DO YOU MAKE THEM PEDESTRIAN FRIENDLY AND TRY TO RECONNECT, COMMUNICATE COMMUNITIES THAT HAVE BEEN CUT OFF BY THAT BY THE UPRR RAIL SYSTEM, DOWNTOWN LINKS CURRENTLY GETTING UNDER CONSTRUCTION? THAT WAS AN EXTENSION OF BARAZA AVIATION AS A DOWNTOWN BYPASS.

VERY SIMILAR TO THIS PROJECT, WHERE WE HAD A LOT OF THESE SAME DISCUSSIONS.

THE TWO-LANE ROAD IS A FOUR LANE ROAD.

IS IT A SIX LANE ROAD? WE ARE GOING THROUGH A WAREHOUSE DISTRICT NEAR DOWNTOWN, AND TWO HISTORIC NEIGHBORHOODS WERE POTENTIALLY BEING CUT OFF WITH WHERE THIS ROUTE WAS GOING THROUGH JUST NORTH OF THE UPRR TRACKS.

SO WE HAD A LOT OF DISCUSSIONS.

HOW DO YOU MAINTAIN CONNECTIVITY FOR THESE COMMUNITIES ACROSS THIS PROJECT? DO YOU PROVIDE DECK PLAZAS WHERE THEY CAN CROSS THE ROADWAY AND STILL MAINTAIN COMMUNITY COMMUNITY CONTACT? YOU PROVIDE TRAIL SYSTEMS TO WHERE THEY CAN MAINTAIN ACCESS TO THE BIKE FACILITIES AND BIKE TRAILS FOR THE SYSTEM.

SO IT'S A LOT OF PROJECT HISTORY WHERE WE'VE HAD THESE CONSIDERATIONS.

FRANK FRYSON, HE'S OUR ROADWAY LEAD AND JOE VASQUEZ, OUR TRAFFIC LEAD.

THEY'VE DONE A LOT OF SAFE ROUTES TO SCHOOLS PROJECTS WHERE YOU'RE TRYING TO FIGURE OUT HOW TO RESIDENTIAL COMMUNITIES GET THEIR CHILDREN SAFELY TO SCHOOL? A LOT OF THESE ARE STREETSCAPE PROJECTS WHERE, YOU KNOW, YOU'RE SENDING KIDS ALONG A

[03:05:02]

YOU GET INVOLVED PEDESTRIAN ACTIVATED CROSSINGS TOUCANS AND HAWKS WHERE HIGHLY VISIBLE ACTIVE PEDESTRIAN ACTIVATED CROSSINGS.

YOU KNOW, JOE HAS ALSO WORKED ON A CAMBIO GROUND, A STREET SKATE PROJECT.

THEY DID IT FOR ONE OF OUR LOCAL HISTORIC NEIGHBORHOODS IN TUCSON.

THIS WAS A HIGHLY RECOGNIZED PROJECT WITH THE AMERICAN PUBLIC WORKS ASSOCIATION LOCALLY FOR AS A SUSTAINABILITY PROJECT.

IT WAS REALLY HOW DO WE RECAPTURE OUR STREETS, THE NEIGHBORHOOD TO MAKE THE STREET A DESTINATION STREET FOR OUR LOCAL NEIGHBORHOOD WHERE WE CAN, YOU KNOW, TURN IT INTO A PLACE WHERE OUR RESIDENTS AND OUR NEIGHBORS WANT TO BE ON THE STREET AND REALLY RECAPTURE THE USE OF THE STREET FOR FOR OUR LOCAL NEIGHBORS WHERE WE CAN ALL JOIN TOGETHER AND BE TOGETHER AS A COMMUNITY.

SCOTT BECK, YOU KNOW, HE'S WORKED FOR BOTH LOCAL AND PUBLIC AGENCIES.

YOU KNOW, RECENTLY HE WAS WORKING FOR ADOT AS WELL.

HE'S GOT A BACKGROUND WITH A GRANT ROAD CORRIDOR STUDY DOWN IN TUCSON, WHERE THEY DID CONTACT SENSITIVE DESIGN PROCESSES WHERE THEY REALLY FOCUS ON HOW DO YOU BALANCE ARTERIAL ROADWAY CROSSINGS WITH PEDESTRIAN AND NEIGHBORHOOD FOCUSES.

HE ALSO WORKED ON THE TUCSON MODERN STREETCAR.

IF ANYONE'S BEEN DOWN TO TWO SITES, IT'S A GREAT PROJECT THAT REALLY IS A TRANSIT FOCUS ON HOW YOU MOVE PEOPLE AROUND DOWNTOWN TUCSON WITH FOCUS ON INTEGRATING SAFETY FOR BICYCLES ACROSS TRACKS.

AND HOW DO YOU GET PEDESTRIAN PLATFORMS TO WORK WITH A SYSTEM THAT'S ALSO SAFE FOR MOVEMENTS OF VEHICLES AROUND TOWN, DOWNTOWN WITH BICYCLES AND PEDESTRIAN ACCESS? ADOT, HE WAS A STATEWIDE TRAFFIC SAFETY MANAGER, AND HE WORKED IN THE GOVERNOR'S TRAFFIC FATALITY REDUCTION TASK FORCE AND WORKED WITH LAW ENFORCEMENT ON THE STRATEGIC HIGHWAY SAFETY PLAN. SO SAFETY AND PEDESTRIAN MULTIMODAL ACCESS HAS ALWAYS BEEN IN THE FOREFRONT OF OUR MINDS ON THIS PROJECT, AND THAT'S REALLY THE BACKGROUND WE'RE TRYING TO BRING TO THIS. AND WE'RE NOT JUST RELYING ON OUR PAST PROJECT HISTORY WHEN WE PRESENTED TO THE CITY, AS MENTIONED ON THIS PROJECT PURSUIT.

YOU KNOW, WE'RE ALWAYS TRYING TO BRING IN NEW DATA AND NEW NEW WAYS TO FOCUS.

YOU'LL HEAR ME TALK ABOUT NACTO LATER ON.

IT'S THE LATEST GUIDE THEY HAVE IS DON'T GIVE UP ON THE INTERSECTION, AND IT'S REALLY THE LATEST GUIDE THAT'S BEING LED BY CITY TRANSPORTATION OFFICIALS IS HOW DO WE GET INTERSECTIONS TO FEEL SAFE FOR ALL LEVELS OF USERS? YOU INCREASE THE LEVEL OF FEELING OF SAFENESS AND THE ACTUAL SAFETY OF USERS.

YOU ENCOURAGE MORE FAMILIES, YOU ENCOURAGE MORE YOUNG FOLKS.

YOU ENCOURAGE USERS OF ALL LEVELS TO USE THESE INTERSECTIONS AND YOU GET PEOPLE OUT OF THEIR CARS AND MOVING ON TO THE STREETS.

IF THEY DON'T FEEL SAFE, THEY'RE NOT GOING TO USE THESE FACILITIES THAT WE'RE TRYING TO PROVIDE WITH THIS PROJECT.

SO THIS IS A BIG GOAL FOR US ON THIS PROJECT.

SO I HOPE THAT EXPLAINS A LITTLE BIT ABOUT WHERE OUR BACKGROUND IS COMING FROM, AND I REALIZED I HAVEN'T DONE THAT BEFORE, SO I APPRECIATE THE TIME OF PROVIDING THAT TO EVERYONE HERE. APPROACH TO ANALYSIS, I KNOW AFTER PRESENTING THE TRANSPORTATION COMMISSION, WE GOT A COUPLE OF QUESTIONS JUST WANTED TO PROVIDE THIS WHEN WE FIRST PRESENTED BACK IN AUGUST, THE TRANSPORTATION COMMISSION, WE HAD A LOT OF THE DATA YOU'RE GOING TO SEE TONIGHT AND THE RESPONSE WE GOT BACK WAS IT WAS A LITTLE BIT OVERWHELMING.

SO WE REALLY SCALED BACK AND WE FIRST PRESENTED TO YOU BACK IN THE FALL.

WE REALLY FOCUSED MAINLY ON THE SAFETY ISSUES, THE INTERSECTION DESIGN, THE NACTO ELEMENTS AND THEN AS WE AFTER WE PRESENTED, WE ASKED, WELL, WELL HAVE YOU GUYS CONSIDERED SAFETY? HAVE YOU CONSIDERED DELAY TIMES? HAVE YOU CONSIDERED HOW LONG IT TAKES TO CROSS THE INTERSECTION? SO AS WE'VE BEEN DEVELOPING THIS UPDATED SLIDE SHOW, YOU KNOW, WE'VE BEEN ADDING MORE AND MORE DATA BACKENDS. WE HAVE A LOT OF DATA THAT WE'RE PROVIDING.

IT'S REALLY DATA THAT'S GEARED TOWARDS RESPONDING TO SPECIFIC FEEDBACK WE'VE RECEIVED.

I DO REALIZE THAT I HAVE EIGHT MONTHS OF ENGINEERING SERVICES.

I'M TRYING TO SQUEEZE INTO AN HOUR, AN HOUR AND 15 MINUTE PRESENTATION, SO I AM GOING TO TRY TO BE AS CLEAR AND CONCISE AS I CAN BE.

I'M GOING TO TRY TO EXPLAIN ALL THE ACRONYMS I CAN AND PROVIDE BACKGROUND DATA AND BEING OPEN AND HONEST WITH ALL THE DATA WE'RE PROVIDING.

IF I DO MISS SOMETHING, I APOLOGIZE IN ADVANCE.

I'M HAPPY TO TRY TO GO BACK AND EXPLAIN WHATEVER I CAN AND WHAT OUR FOUNDATIONAL DATA PROCESS IS.

OUR GOAL TONIGHT IS NOT TO DIRECT ANYONE TO A PREFERRED ALTERNATIVE.

WE DON'T HAVE A PREFERRED ALTERNATIVE.

WE'RE HERE TO PROVIDE THE DATA FOR EVALUATION AND PROVIDE FOR AN OPEN AND HONEST DISCUSSION. THAT'S OUR GOAL AS ENGINEERS IS HERE'S WHAT THE DATA IS TELLING US.

HERE'S WHERE DIFFERENT CHANGES TO THE INTERSECTION.

HERE'S HOW WE WOULD EXPECT IT USING THE DATA WE HAVE.

HERE'S HOW IT IMPACT THE INTERSECTION.

THAT'S WHAT OUR GOAL IS.

WE HAD A QUESTION AT TRANSPORTATION COMMISSION IS WE HAD A VERY BROAD QUESTION IS HOW DO

[03:10:01]

IT'S IT'S NOT. WE TAKE TWO PARTICLES OF HYDROGEN, MIX IT WITH OXYGEN AND GET WATER.

WE'RE NOT THAT KIND OF SCIENCE WHERE WE ARE AN EMPIRICAL ENGINEERING SCIENCE.

I HAVE A STRUCTURAL ENGINEERING BACKGROUND.

I CAN TELL YOU WE COULD TAKE THE SAME CONCRETE MIX DESIGN WE USE FOR BRIDGES AND CONCRETE. WE COULD DO A STRENGTH BRAKE TEST A THOUSAND TIMES AND WE WILL GET A THOUSAND DIFFERENT ANSWERS. SO WE USE EMPIRICAL DATA.

WE WE TAKE ALL THOSE BREAKS, WE AGGREGATE THE DATA AND WE TAKE A BELL CURVE APPROACH OR PROBABILITY APPROACH, AND WE SET OUR DESIGNS TO THE 90TH PERCENTILE OR 95TH PERCENTILE OR WHATEVER. WE AS AN INDUSTRY THROUGH RESEARCH AND DATA DRIVEN.

AND YOU KNOW, OUR COLLEGES DO A LOT OF THIS RESEARCH.

WE SET A LEVEL OF SAFETY THAT WE AS A SOCIETY HAVE DETERMINED IS THE APPROPRIATE LEVEL OF SAFETY. AND THAT'S WHAT WE DESIGNED TO.

THAT'S HOW ENGINEERING WORKS.

WE'RE NOT A HARD DATA.

WE'RE AN EMPIRICAL, DATA DRIVEN PROFESSION.

TRAFFIC ENGINEERING IS VERY SIMILAR.

YOU KNOW, WE DON'T USE ANECDOTAL DATA IF SOMETHING WORKS IN CTA.

IT DOESN'T MEAN IT'S GOING TO WORK IN CITY BE.

WE AGGREGATE DATA.

WE, YOU KNOW, STATE TRANSPORTATION OFFICIALS AND CITY TRANSPORTATION OFFICIALS TALK.

THEY SHARE DATA, THEY SHARE LESSONS LEARNED.

WE DEVELOP MANUALS AT THE STATE, CITY LEVEL, COUNTY LEVEL, STATE LEVEL AND FEDERAL LEVEL.

WE AGGREGATE DATA.

WE EVALUATE STUDIES AGAINST EACH OTHER.

WHAT WHAT DATA MIGHT BE MORE APPLICABLE TO ANOTHER? WE THEN, AS TRAFFIC ENGINEERS, WILL TAKE THIS DATA.

WE TRY TO APPLY IT TO A LOCAL LEVEL.

WE TRY TO APPLY DEMOGRAPHIC FACTORS, LOCAL FACTORS TO ADJUST AND MAKE THE DATA THAT WE HAVE AT NATIONAL AND STATE LEVELS AND MAKE IT MORE APPLICABLE TO OUR COMMUNITIES.

AND THAT'S HOW WE OPERATE, SO THE DATA I'M GOING TO BE SHARING TONIGHT, YOU KNOW, WE ARE TAKING IT FROM OTHER SOURCES, FROM REGIONAL SOURCES, AND THERE MIGHT BE SOME STATE LEVEL SOURCES, THERE MIGHT BE SOME FEDERAL SOURCES.

A LOT OF THE DATA IS GOING TO BE TRYING TO CALIBRATE TO OUR LOCAL GEOGRAPHIC AREA OF FLAGSTAFF. I'M GOING TO TRY TO EXPLAIN WHERE WE'VE CALIBRATED THE DATA, SO YOU KNOW WHERE THAT'S COMING FROM. BUT AGAIN, I HAVE EIGHT MONTHS OF ENGINEERING THAT I'M TRYING TO BREAK DOWN INTO AN HOUR, HOUR AND 15 MINUTE PRESENTATION.

SO I'M GOING TRY TO BE AS CLEAR AND CONCISE WITH THAT AS I CAN.

BUT I WANTED TO GIVE EVERYONE THAT BACKGROUND OF HOW WE OPERATE AS ENGINEERS.

AND WITH THAT, I JUST WANT TO GO A QUICK OVERVIEW.

CHRISTINE DID A GREAT OVERVIEW, BUT I JUST WANT TO.

WE'VE BEEN SO FOCUSED ON INTERSECTIONS THE LAST FOUR MONTHS.

I JUST SORT OF WANT TO STEP BACK AND RELOOK AT WHAT THIS PROJECT PROVIDES.

CHRISTINE MENTIONED THAT, YOU KNOW, WE DO HAVE A LOT OF BIKE AND PET FACILITIES ON THIS PROJECT, SO I WENT BACK IN SUMMARIZE, WHAT DO WE HAVE? WE HAVE 1.8 MILES OF NEW BICYCLE LANE MILES.

SO WHAT IS THAT BASED ON? SO WE HAVE POINTS AROUND 0.6 MILES OF NEW PROJECT.

SO THAT'S ROUTE 66 DOWN THE SAWMILL.

WE HAVE TWO NORTHBOUND BICYCLE LANES, ONE ON THE EAST AND WEST SIDE AND ONE SOUTHBOUND LANE. SO THREE BASICALLY BICYCLE LANES.

SO ZERO POINT SIX TIMES THREE IS THE 1.8.

THAT'S HOW I GOT TO THAT NUMBER.

WE HAVE 1.2 MILES OF NEW PEDESTRIAN SIDEWALK, WE GOT A NEW SIDEWALK ON EACH SIDE.

AND THEY ARE SEPARATED, SO BICYCLISTS AND PEDESTRIANS WILL BE SEPARATED ON EACH SIDE OF THE ROADWAY, SO THEY'RE NOT CONFLICTING WITH EACH OTHER.

WE HAVE 0.6 MILES OF THE NEW MODIFIED FOOTE'S TRAIL CONNECTION BETWEEN ROUTE 66 AND SAWMILL. AND WHAT WE'RE SEEING IS MODIFIED IS BECAUSE THE CYCLISTS AND PEDESTRIANS ARE SEPARATED. THIS IS PART OF THE DIRECTION WE WERE GIVEN AS OUR DESIGN CRITERIA EARLY ON IN THIS PHASE OF THE PROJECT.

WE ARE ALSO RECONSTRUCTING THE FOOTE'S TRAIL ON THE NORTH SIDE OF THE PROJECT ALONG ROUTE 66. SO YOU'LL HAVE A GRADE AT GRADE CROSSING ALONG 66 AND A GRADE SEPARATED CROSSING UNDERNEATH LONE TREE CLOSER TO THE BNSF RIGHT AWAY.

SO YOU HAVE AN UNINTERRUPTED UNDERNEATH LONE TREE.

YOU DON'T HAVE TO CROSS THE INTERSECTION TO GO EAST WEST.

AND THEN WE HAVE PROTECTED BIKE AND PEDESTRIAN FACILITIES ALONG THE FULL LENGTH OF LONE TREE ROAD. THIS IS PART OF THE ATMP PROGRAM WHEN WE'RE NORTH OF BUTLER.

WE DO HAVE A PHYSICAL BARRIER WHERE WE'RE ON THE BRIDGE.

THIS IS THE CROSS SECTION OF OUR ROADWAY SECTION WHEN WE'RE NORTH OF BUTLER.

ON THE ELEVATED SECTION, WE HAVE BARRIERS BETWEEN THE ROADWAY AND THE BICYCLISTS.

YOU CAN SEE WE HAVE PEDESTRIAN FENCING OR WE'RE ELEVATOR TO PROTECT THE PEDESTRIANS AS WELL. WHEN IT COMES TO THE ROADWAY, WE HAVE 0.3 MILES OF NEW ROADWAY BETWEEN BUTLER AND 66. WE HAVE 0.3 MILES OF ROADWAY WIDENING BETWEEN BUTLER AND SAWMILL.

SO THIS COMES OUT TO 1.8 NEW ROADWAY LANE, MILES.

SO WHEN WE GET INTO INDUCED DEMAND LATER ON, WE MEASURE INDUCED DEMAND BASED ON LANE

[03:15:04]

SO WE BASICALLY HAVE AN EQUAL AMOUNT OF NEW ROADWAY LANE MILES AS WE DO NEW BICYCLE LANE MILES. SO WE HAVE REALLY TRIED TO BALANCE OUR MULTIMODAL, YOU KNOW, ACCESS TO ROADWAY ACCESS ON THIS PROJECT.

WE HAVE ONE BRAND NEW INTERSECTION AT LONE TREE AND ROUTE 66, AND WE HAVE THREE NEWLY REBUILT INTERSECTIONS AT BUTLER AVENUE, SAW MILL ROAD AND FRANKLIN AVENUE WITH LONE TREE.

THIS IS OUR PROPOSED SECTION SOUTH OF BUTLER AVENUE, TOO.

SO WE DO HAVE SEPARATED BICYCLES.

WE DON'T HAVE THE BARRIER SOUTH OF BUTLER ALONG LONE TREE, BUT WE ARE SEPARATED WITH A FIVE FOOT BUFFER ZONE.

AND WE DO HAVE OUR SIX FOOT SIDEWALKS ON EACH SIDE AS WELL, SO WE ARE STILL SEPARATING THE CYCLISTS AND THE PEDESTRIANS.

AGAIN, THIS IS PER THE ATMP.

IT IS DESIGNATED AS A GREAT SEPARATE OR AN OFFSET SEPARATE, AND I THINK IT'S HORIZONTAL SEPARATED BICYCLE FACILITIES SOUTH OF BUTLER FOR THE ATMP.

SO WITH THAT, I HOPE HOPEFULLY THAT GIVES A LITTLE BIT OF A FULL PROJECT OVERVIEW.

LET ME CATCH UP ON MY NOTES REAL QUICK.

I'M GOING TO GO AHEAD AND FOR STREAMING WORDS, GET MY VIDEO OFF.

WE'D LIKE TO GO ON TO SUSTAINABILITY.

I KNOW THIS HAS BEEN A BIG FOCUS OF OUR COMMUNICATION OVER THE LAST COUPLE OF MONTHS AND A LOT OF OUR DISCUSSIONS.

SO WHAT I LIKE TO TALK ABOUT WITH SUSTAINABILITY, I KNOW YOU GUYS HAD A PRESENTATION LAST WEEK. I FOCUS A LOT ON VEHICLE MILES, TRAVELED TRAVEL DEMAND MANAGEMENT AND INDUCED DEMAND. THIS IS GOING TO HIT ON A LOT OF THE SAME TOPICS THAT SUSTAINABILITY AND SETH PRESENTED LAST WEEK.

THIS IS GOING TO BE A LOT MORE PROJECT FOCUSED.

SO THEY WERE VERY HIGH LEVEL.

I'M GOING TO TRY TO BRING IT DOWN TO A PROJECT LEVEL VISUALIZATION AND HOW WE CAN RESPOND AT THE PROJECT LEVEL TO THESE SAME ISSUES.

SO TALKED JUST IN GENERAL ABOUT VMT, OUR APPROACH TO VMT AND PUBLIC WORKS AND HOW PLANNING LEVEL VERSUS PROJECT LEVEL, HOW HOW WE CAN TRY TO BALANCE THE VMT DEMANDS AS A PUBLIC AGENCY AND THEN HOW WE AT THE PROJECT LEVEL TRY TO DO AN ALTERNATIVE LOOK RECOGNIZING FLAGSTAFF CARBON NEUTRALITY PLAN, USING A GREENHOUSE GAS ANALYSIS.

AND I'LL TRY TO DIG INTO THAT GREENHOUSE GAS ANALYSIS BECAUSE I KNOW THERE WERE QUESTIONS FROM FROM OUR PRESENTATION OF THE TRANSPORTATION COMMISSION AFTER WE PRESENTED.

SO VMT GOALS, SO CITY OF FLAGSTAFF DOES HAVE A GOAL TO REDUCE VEHICLE MILES TRAVELED TO 2019 VMT AND YOU HAVEN'T USED VMT.

ITS VEHICLE MILES TRAVELED TO REDUCE IT TO 2019 VMT LEVELS.

SO WHAT IS VMT? SO VMT IS THE AVERAGE DAILY TRAFFIC, SO THE AVERAGE NUMBER OF VEHICLES EVERY DAY IN THE NETWORK THAT WE ANALYZE TIMES, THE TOTAL MILES TRAVELED FOR EACH INDIVIDUAL CAR.

SO WE ANALYZE ALL OF FLAGSTAFF AT A NETWORK LEVEL, COUNT THE NUMBER OF CARS THAT ARE TRAVELING AND HOW FAR EACH INDIVIDUAL CAR GOES.

AND YOU SUM IT UP, AND THAT'S YOUR DAILY VEHICLE, MILES TRAVELED.

NOW, WHETHER IT'S DAILY OR YEARLY, YOU KNOW YOU CAN SCALE IT TO WHATEVER TIME FRAME YOU WANT, BUT AS TRAFFIC ENGINEERS, WE USUALLY WORK IN A DAILY COUNT, SO THAT'S HOW WE'RE GOING TO BE REPORTING VMT THROUGHOUT THIS PRESENTATION.

VMT IS GENERALLY ANALYZED USING REGIONAL NETWORK TRAFFIC MODELS BECAUSE YOU ARE TRYING TO CAPTURE VMT FROM A NETWORK MODEL AND YOU NEED TO CAPTURE WHERE THE VEHICLE STARTS THEIR TRIP AND ENDS THEIR TRIP.

SO YOU REALLY NEED TO LOOK AT IT IN A MACRO LEVEL.

YOU NEED TO SORT OF BE ZOOMED WAY OUT AND TRY TO CAPTURE WHERE SOMEONE STARTS AND WHERE SOMEONE STOPS. THESE REGIONAL NETWORK TRAFFIC MODELS ARE BUILT USING ROADWAY LINKS.

THE INPUTS TO THESE TRAFFIC MODELS ARE GENERALLY THE CAPACITY, SO THE NUMBER OF LANES AND EACH LINK THERE'S INPUTS FOR POPULATION DEMOGRAPHICS, WHICH THEN DETERMINES THE AMOUNT OF DRIVERS BASED ON THE POPULATION MODELS.

THERE'S TRIP CENTERS TIED TO LAND USE IF YOU HAVE A HOSPITAL OR IF YOU HAVE A MALL AREA OR YOU HAVE A BIG SHOPPING CENTER, YOU KNOW YOU CAN INPUT HOW MUCH TRIPS THOSE LAND USES ARE EXPECTED TO GENERATE.

YOU CAN ALSO HAVE YOUR REGIONAL AREAS THAT GENERATE SO MANY HOUSES PER AREA.

AND SO THOSE ARE YOUR STARTS AND YOUR YOUR COMMERCIAL AREAS MIGHT BE YOUR ENDS AND YOU HAVE TRIPS BETWEEN THOSE TWO.

SO THEN YOU GET YOUR DISTANCES TRAVELED.

INTERSECTIONS THEMSELVES, SINCE WE'RE HERE TALKING A LOT ABOUT INTERSECTIONS ARE TYPICALLY NOT A DIRECT DRIVER, USUALLY AT THESE MACRO LEVELS, YOU'RE SO ZOOMED OUT YOU'RE NOT REALLY WORRIED ABOUT HOW MANY LANES OR RIGHT TURN LANES OR LEFT TURN LANES YOU'RE GETTING THROUGH. FROM LINK TO LINK.

YOU'RE REALLY WORRIED ABOUT HOW MANY LANES ARE GOING FROM INTERSECTION INTERSECTION,

[03:20:02]

YOU CAN IMAGINE THE COMPUTING POWER THAT WOULD BE SO TYPICALLY IT'S IT'S NOT A DIRECT INPUT TO THESE LARGE REGIONAL NETWORK TRAFFIC MODELS.

IT CAN BE AN INDIRECT IMPACT TO THESE TRAFFIC MODELS.

IF YOU DO HAVE A KNOWN INTERSECTION BREAKDOWN AND YOU KNOW YOU CAN'T PUT ENOUGH VOLUME THROUGH AN INTERSECTION.

YOU CAN CALIBRATE YOUR MODEL TO HEY, IT'S TELLING US WE NEED X AMOUNT OF TRAFFIC THROUGH THIS INTERSECTION.

WE CAN'T GET IT THROUGH THIS INTERSECTION.

SO THIS TRAFFIC HAS TO GO ELSEWHERE AND THAT WILL BECOME IMPORTANT A LITTLE BIT LATER ON.

SO THAT'S WHY I'M TRYING TO EMPHASIZE THAT RIGHT NOW YOU MAY BE ASKING, WHY IS HE MENTIONING THIS? BUT THAT'S GOING TO COME IN IMPORTANT LATER ON.

SO I JUST WANT TO BE OPEN THAT IT'S USUALLY NOT A DIRECT INPUT, BUT IT CAN BE AN INDIRECT INPUT. SO REGIONAL TOOLS AVAILABLE FOR MEASURING VMT.

SO WE DID USE METRO PLANS, A REGIONAL MODEL.

THIS WAS THE MODEL THAT METRO PLANS BEEN USING.

I DO KNOW THEY ARE UPDATING CURRENTLY.

THEIR MODEL REBRANDING IS ONWARD.

IT IS NOT READY FOR US AND IT WAS NOT READY WHEN WE STARTED THIS PROJECT JUST ABOUT A YEAR AGO NOW. SO WE DID NOT HAVE THAT AVAILABLE FOR US.

SO THIS MODEL THAT WE USE AT THE START OF THIS PROJECT WAS DEVELOPED BEFORE THE FORMAL ADOPTION OF THE SUSTAINABILITY GOALS.

WE DID HAVE THREE SCENARIOS.

WE LOOKED AT THE 2019 NO BUILD SCENARIOS.

THIS IS LONE TREE IS NOT BUILT.

IT'S IT'S WHAT WHAT ARE THE TRAFFIC PATTERNS LOOK LIKE BASED ON THIS MODEL IN 2019? WE LOOKED AT THE 2026 BUILD, WHICH MEANS LONE TREES INCLUDED AND NO BUILD SCENARIO, WHICH MEANS A LONE TREE IS NOT INCLUDED.

AND THEN WE HAD A 2040 BUILD AND NO BUILD SCENARIO, 2040 HORIZON YEAR.

THAT'S A TRAFFIC TERM FOR WE USUALLY DO A PROJECTION OUT TO SEE YOU ASSUME A PROJECT'S GOING TO BE AROUND FOR A LONG TIME, SO YOU WANT TO SEE HOW IT'S GOING TO BEHAVE SOME TERM IN THE FUTURE, THE HORIZON YEAR TO SEE IF THE PROJECT IS BUILT PROPERLY FOR A FUTURE SCENARIO. SO JUST TO GIVE YOU AN IDEA, THE 2019 MODEL, HERE'S THE NUMBER OF DWELLING UNITS ASSUMED IN THAT MODEL FOR FLAGSTAFF AND THE AMOUNT AND THOUSAND OF SQUARE FEET OF COMMERCIAL SQUARE FOOTAGE.

BY 2026, YOU WE ASSUMED ABOUT A 0.7 PERCENT YEAR OVER YEAR GROWTH, SO FAIRLY MODERATE YEAR OVER YEAR GROWTH BETWEEN 2019 AND 2026, AND THEN A SLIGHT INCREASE IN GROWTH FROM 2026 TO 2040, ABOUT 1.3 PERCENT.

SO I JUST SORT OF SHOWING WHAT'S DRIVING THE THE GROWTH IN TRAFFIC, SO ANY TRAFFIC NUMBER GROWTH BETWEEN THE TWO 1926 40 GROWTH IS REALLY BEING DRIVEN BY THE INCREASE IN RESIDENTIAL UNITS AND THE INCREASE IN COMMERCIAL AREAS.

SO YOU'RE DRIVING THE YOU'RE INCREASING THE NUMBER OF DRIVERS AND YOU'RE INCREASING THE NUMBER OF TRIPS BECAUSE YOU HAVE MORE COMMERCIAL ACTIVITY.

SO THAT'S REALLY WHAT'S GOING TO DRIVE THE NUMBERS THAT YOU'RE ABOUT TO SEE.

SO THIS IS A HISTORIC APPROACH TO TRAFFIC IMPACT ANALYSIS, I KNOW LAST WEEK YOU GUYS HAD A LOT OF TALK THAT WE NEED TO HAVE A NEW APPROACH OF HOW WE LOOK AT TRAFFIC IMPACT ANALYSIS, OUR TIA, OUR TRAFFIC IMPACT ANALYSIS WE DO FOLLOW.

BECAUSE ADOT IS A MAJOR STAKEHOLDER, WE DO FOLLOW THEIR PROCESS.

THIS IS THEIR PROCESS.

WE CAN HAVE A TALK IN DISCUSSION OF HOW WE WANT TO APPROACH THE CITY'S PROCESS.

WHETHER YOU KNOW, A CITY HAS A PLAN TO NOT HAVE THE 1.3 PERCENT TRAFFIC GROWTH, IF WE DON'T WANT TO ASSUME THERE'S A STRAIGHT LINE GROWTH OF VEHICLES TIED TO DWELLING UNITS, YOU KNOW THAT'S SOMETHING WE CAN TALK ABOUT.

BUT THIS DOES SORT OF FOLLOW ADOT'S PROCESS AND HISTORICAL PROCESS TO TIA'S.

SO THAT'S THE APPROACH WE FOLLOWED INITIALLY WITH WITH THE TIA.

SO WE DID USE, LIKE I SAID, METRO PLANS MODEL, BUT WE DID PROVIDE UPDATES.

THOSE WERE ONE OF THE FIRST THINGS WE GOT INTO WHEN WE FIRST STARTED THE PROJECT WAS HEY, WE HAVE A MODEL. WE KNOW THERE'S BEEN UPDATES SINCE THE LAST UPDATE, I BELIEVE I SAW DAVID WESSEL ONLINE, BUT WE KNEW THERE WERE CHANGES ALREADY.

YOU KNOW, WE WOULDN'T INCORPORATE THAT WHEN WE STARTED THIS PROJECT AND WE DID THE TRAFFIC IMPACT ANALYSIS.

WE WANT TO HAVE AN ACCURATE MODEL.

I ALREADY MENTIONED LAND USE CHANGES CAN AFFECT THE TDM OR, SORRY, THE VMT.

AND SO WE DID SPEND TIME UPDATING THE REGIONAL MODEL IN, YOU KNOW, WORKING IN CONJUNCTION WITH METRO PLAN.

SO WE DID INCORPORATE LAND USE CHANGES.

WE THE HOSPITAL'S MOVING, SO WE DID INCORPORATE THAT CHANGE IN LAND USE.

THERE WERE SOME ZONING CHANGES THAT WERE IDENTIFIED.

SO WE WE DID INCORPORATE THAT.

SO THAT'S GOING TO CHANGE SOME TRIP ORIGIN AND DESTINATIONS.

WE DID INCORPORATE INTO THE 24 MODEL, ALL FUNDED CAPITAL INFRASTRUCTURE, SO THIS IS SOMETHING THAT'S IN THE CITY'S CURRENT INFRASTRUCTURE PLAN THAT IS FUNDED TO BE BUILT BY 2040. THIS DOES NOT INCLUDE THE LONE TREE I-40 TRAFFIC INTERCHANGE.

[03:25:04]

WE DID ALSO AT A LATER STAGE AT THE REQUEST OF I BELIEVE IT WAS THE COUNCIL, MAY HAVE BEEN SUSTAINABILITY GROUP, WE DID EVALUATE A TWO LANE AND A FOUR LANE SCENARIO REVIEW FOR GREENHOUSE GAS ANALYSIS JUST TO SEE WHAT THE IMPACT WOULD BE IF LONE TREE WAS REDUCED FROM A FOUR LANE ROAD TO A TWO LANE ROAD WITH IMPACTS GREENHOUSE GAS ANALYZES.

SO THIS WAS PROVIDED AT THE LAST MAYOR COUNCIL PRESENTATION, BUT WE'LL GET INTO THAT A LITTLE BIT LATER. ON.

AND ORIGINALLY JUST WANT TO POINT OUT, SHE MENTIONED THERE ARE SOME PREVIOUS ANALYZES.

MY UNDERSTANDING IS THAT THOSE PREVIOUS ANALYZES DID EVALUATE LONE TREE ITSELF, ALSO FOR A TWO LANE, FOUR LANE AND SIX LANE ANALYSIS DURING THE 2006 2010 PROJECTS.

AND IT WAS DETERMINED DURING THOSE PROJECTS THAT THE FOUR LANE.

BASED ON THOSE ANALYSIS WAS THE PREFERRED OPTION, BUT THAT ANY SCENARIO THAT WAS ANALYZED TWO LANE, FOUR LANE OR SIX LANE WOULD BASICALLY BE RUNNING AT CAPACITY.

SO LONE TREE IS SHOWN IN THESE MODELS TO BE A ROADWAY PROJECT THAT WILL TAKE WHATEVER TRAFFIC WE CAN GET IT BASED ON CAPACITY.

ONE THING THAT'S NOT ON HERE, BUT I'D LIKE TO POINT OUT IS WE DID TAKE ANOTHER STEP WITH THIS MODEL TO REALLY TRY TO MAKE SURE IT WAS APPROPRIATE FOR THIS PROJECT IS WE USE A PROGRAM CALLED STREET LIGHT.

THIS IS A PROGRAM THAT USES CELL PHONE DATA TO TRY TO CALIBRATE THE MODEL.

SO THIS IS ANONYMOUS DATA.

AND, YOU KNOW, IT DOESN'T HAVE USERS TIED TO IT OR ANYTHING, BUT IT'S A PROGRAM WE CAN USE TO TRY TO TRACK TRIP ORIGIN AND DESTINATION.

AND WE WERE ABLE TO BRING THAT INTO THE MODEL FOR THE ZONE WE'RE LOOKING AT, WHICH IS SPECIFICALLY AROUND LONE TREE OVERPASS.

IT WASN'T APPLIED TO THE WHOLE REGION, BUT REALLY CALIBRATE THE DATA IS WHAT OUR REGIONAL MODEL IS SHOWING, WHERE PEOPLE ARE STARTING TO POINT A, GETTING TO POINT D AND OR POINT B USING THE ROUTES, THE MODELS PREDICTING IS THAT ACCURATE FROM REAL WORLD BEHAVIOR? STREETLIGHT, WE BROUGHT IN, WE CAN ACTUALLY SEE HOW PEOPLE REALLY DRIVE THROUGH THIS AREA. WE CAN SEE SOME OF THE CUT THROUGH TRAFFIC WE'VE HEARD COMMENTS ABOUT.

WE CAN SEE WHEN PEOPLE WANT TO CUT FROM MILTON OVER TO, YOU KNOW, OTHER AREAS WITH BACKUP AND TRY TO TRACK THAT THROUGH OUR MODEL AND REALLY CALIBRATE SOMETHING.

AND THAT GOES BACK TO WE HAVE THE DATA.

WE HAVE THESE MODELS THAT PROVIDE THIS, THIS DATA BASED ON EMPIRICAL INFORMATION, AND WE TRIED TO FIND ANOTHER WAY TO REALLY CALIBRATE IT TO WHAT WE'RE SEEING IN REAL LIFE.

SO IT WAS US TRYING TO REFINE THE DATA, SOMETHING THAT WAS MORE USABLE AND MORE APPLICABLE TO THIS PROJECT.

THE RESULTS FROM THIS MODEL DID PROVIDE REGIONAL VMT.

AND THE BIG THING I WANT TO PULL AWAY FROM THIS A 2019 DIDN'T HAVE A BUILD MODEL.

WE DID SEE BY THE 2026 YEAR AGAIN, AS I EXPLAINED, WE HAD ABOUT A 0.7 PERCENT YEAR OVER YEAR GROWTH. WHAT YOU'RE SEEING FROM 2019 TO 2026, THE TWO POINT FIVE SIX VMT TO TWO POINT SIX MILLION VMT, THAT'S REALLY GOING TO BE A NUMBER OF DRIVERS GROWTH.

MORE THAN ANYTHING ELSE ACROSS COULD BE SOME PICKUP FROM SOME LAND USE CHANGES.

IF PEOPLE ARE DRIVING LONGER TO GET TO THE HOSPITAL OR GET INTO COMMERCIAL CENTERS, THAT COULD BE PICK UP ON JUST TRIP CHANGES.

SO IF YOU GO TO A NO BILL, LONE TREE IS NOT THE IMPACT GROWTH THAT YOU'RE SEEING, BUT YOU HAVE ABOUT A TWO PERCENT PROJECTED FOUR METRO PLANS MODEL BETWEEN 2019 AND 2026.

IF YOU ADD IN LOAN TREE OVERPASS, THE MODEL ACTUALLY SHOWED A SLIGHT REDUCTION BETWEEN THE BUILT IN NO BUILD MODEL.

WE DON'T CONSIDER THIS A TRUE INDICATION OF THE MODEL SAYING YOU'RE GOING TO GET A REDUCTION IN VMT WITH THIS PROJECT.

THIS IS MORE PROBABLY JUST A MODEL ROUNDING ERROR.

I MEAN, YOU'RE TALKING LESS THAN ONE TENTH OF ONE PERCENT CHANGE BETWEEN THE TWO MODELS.

WE TAKE AWAY FROM THIS DATA IS REALLY LOAN TREES NOT GOING TO BE A DIRECT DRIVER OF VMT GROWTH BETWEEN THE BUILD AND NO BUILD OPTIONS.

YOU DO SEE BY 2040 THAT YOU DO HAVE A SLIGHT INCREASE.

IN VMT, AND THIS IS AGAIN, IF YOU'RE ASSUMING THAT 1.7 PERCENT YEAR OVER YEAR GROWTH, YOU AGAIN DON'T SEE A CHANGE, YOU DO SEE AN INCREASE, YOU'RE ABOUT 20000 ON A 3.4 MILLION, BUT YOU KNOW YOU'RE TALKING A TENTH OR TWO TENTHS OF A PERCENT CHANGE BETWEEN THE BILL AND NO BUILD OPTION.

SO WE'RE NOT SEEING A BIG DRIVER AGAIN FROM THE MODEL THAT WE RAN FROM THE BUILD CAUSING ADDITIONAL TRAVEL.

I'LL GET INTO A LITTLE BIT ABOUT WHY WE BELIEVE WE'RE SEEING THAT, AND THEN I'LL TALK ABOUT INDUCED DEMAND AS WELL AND A LITTLE BIT.

ACTUALLY, I'LL TALK ABOUT A INDUCED DEMAND RIGHT HERE.

SO THE EFFECTS OF INDUCED DEMAND WEREN'T A SPECIFIC INPUT INTO THOSE MODELS.

WE GOT A LOT OF FEEDBACK FROM THE LAST COUNCIL MEETING SPECIFICALLY ABOUT INDUCED DEMAND.

[03:30:02]

WE RECOGNIZE THAT THIS WAS NOT AN INPUT INTO THE MODEL.

YOU KNOW, WE'RE TAKING THE SAME NUMBER OF DRIVERS.

WE'RE PUSHING THROUGH THE SAME NUMBER OF DRIVERS OF THE MODEL WITH AND WITHOUT THE PROJECT, IT'S ALL WE TOOK AWAY AFTER LOOKING AT THIS, AND ALL WE'RE TRYING TO STATE FROM THIS DATA IS THE PROJECT DOES NOT CAUSE PEOPLE TO DRIVE A FURTHER DISTANCE WITH OR WITHOUT THE PROJECT.

SO WE DID WANT TO GO BACK.

LET'S GO BACK AND TALK INTERNALLY AS A PROJECT TEAM.

WHAT ARE THE INDUCED DEMAND? THE IMPACTS AND HOW CAN WE INCORPORATE IT INTO OUR NUMBERS AND SETH DID A REALLY GOOD JOB? EXPLAINING THIS LAST WEEK, REALLY APPRECIATE THE PRESENTATION SUSTAINABILITY GAVE AND SETH GAVE LAST WEEK.

YOU KNOW, INDUCED DEMAND REALLY IS, AND SETH TALKED A LOT ABOUT IT.

YOU KNOW, IT'S THE BIGGEST DRIVER FROM WHAT I'VE TALKED TO OUR EXPERTS.

WE DO HAVE ECONOMIC GROUPS AND SUSTAINABILITY GROUPS AND OTHER OFFICES, AND WE'VE BEEN TALKING A LOT ABOUT INTERNALLY FROM OUR EXPERIENCES GOT BACK.

IT'S ALSO BEEN TALKING A LOT WITH OUR CALTRANS FOLKS, WITH OUR CALIFORNIA EXPERIENCES.

AND SETH MENTIONED ON ONE OF HIS SLIDES AND TALK VERBALLY IS URBAN SPRAWL IS PROBABLY ONE OF THE BIGGEST, LARGEST COMPONENTS AND LARGEST DRIVERS OF INDUCED DEMAND.

YOU BUILD A FREEWAY OR YOU BUILD A MAJOR ARTERIAL OUT TO A NEW SUBDIVISION OR, YOU KNOW, TUCSON. WE DEAL WITH SLEEPER OR BEDROOM COMMUNITIES.

AND YOU HAVE TO BUILD THE ARTERIAL ROAD BETWEEN THE CITY AND THE BEDROOM COMMUNITIES.

THAT'S GOING TO BE YOUR BIGGEST DRIVER OF INDUCED DEMAND.

YOU KNOW, YOU'RE ENCOURAGING PEOPLE TO MOVE WAY OUT TO THE SUBURBS AND THEN DRIVE TO URBAN AREAS TO GET TO THEIR PLACE OF WORK.

YOU KNOW, THAT'S GOING TO BE YOUR BIGGEST PROJECT THAT HE MENTIONED, SPECIFICALLY HIGHWAYS ON ONE OF HIS SLIDES.

LOOKING BACK THROUGH HIS PRESENTATION LAST WEEK, THAT'S NOT TO SAY THAT WE'RE NOT GOING TO EXPERIENCE ANY INDUCED DEMAND.

THERE IS A OTHER COMPONENTS AT WORK.

WE IMPROVE NETWORK CAPACITY THROUGH THE DOWNTOWN AREA.

WE'RE STILL GOING TO HAVE SOME IMPACT OF ENCOURAGING PEOPLE TO MOVE OUT OF THE DOWNTOWN AREA IF I CAN GET TO A DOWNTOWN FLAGSTAFF, WHAT TAKES ME 30 MINUTES NOW, FOR INSTANCE, AND WE IMPROVE NETWORK CAPACITY AND I CAN NOW GET THERE IN 15 MINUTES.

MAYBE I'LL BUY THAT HOUSE.

THAT'S 15 MINUTES FURTHER OUT.

YOU KNOW, THAT'S A VERY REALISTIC AND BELIEVABLE SCENARIO.

YOU KNOW, I'M USED TO DRIVING 30 MINUTES, SO I'LL TAKE THAT HOUSE A LITTLE BIT FURTHER OUT. SO THERE IS A SECONDARY EFFECT, EVEN WITH AN URBAN CENTRAL NETWORK IMPROVEMENT.

THERE'S ALSO A COMPONENT WHERE YOU MIGHT HAVE ADDITIONAL TRIPS.

LET'S SAY YOU'RE AT HOME AND YOU WANT TO GO TO HOME DEPOT TO MAKE A HOME REPAIR.

IT'S FOUR THIRTY EIGHT P.M.

AND YOU'RE THINKING TO YOURSELF, OH, IT'S I DON'T WANT TO GO RIGHT NOW BECAUSE IT'S RUSH HOUR. SO I'LL JUST GO TOMORROW WHEN I'M OUT GOING TO THE GROCERY STORE AND HAVE TO GO TO THAT MARKET ANYWAYS.

YOU IMPROVE NETWORK CAPACITY AND PEOPLE ARE MOVING BETTER INSTEAD OF A 30 MINUTE TRIP.

IT'S A TEN MINUTE TRIP.

YOU MIGHT TAKE THAT ADDITIONAL TRIP TO HOME DEPOT.

SO NOW YOU'RE INCREASING VMT AGAIN, JUST BECAUSE YOU'RE IMPROVING NETWORK CAPACITY.

SO THERE ARE THESE SECONDARY AND TERTIARY COMPONENTS TO INDUCE DEMAND.

SO, YOU KNOW, AFTER TALKING INTERNALLY, ONE HUNDRED PERCENT ON BOARD, THAT THIS IS GOING TO BE A PORTION OF SOME IMPACT TO THE PROJECT.

SO WE LOOKED AROUND, WE REALLY SEARCHED HIGH AND LOW AS HOW CAN WE PUT THIS INTO A NUMBER AGAIN, WE'RE EMPIRICAL DATA.

SO WE DID OUR BEST AS ENGINEERS.

WHERE CAN WE FIND EMPIRICAL DATA, WHO STUDIED THIS, WHO CAN PROVIDE US DATA? SO OUR RESEARCH LED US TO THE RMI GROUP.

THEY HAVE A SHIFT CALCULATOR THAT CALCULATES INDUCED DEMAND.

WHY ARE WE LIKE THIS CALCULATOR? IT'S REALLY BASED ON A LOT OF GOOD EMPIRICAL DATA.

IT BREAKS UP BY REGIONAL STATISTICS, SO YOU CAN SEE HERE WITH THE INPUT, YOU KNOW, THEY BREAK THEIR DATA UP SPECIFICALLY TO COCONINO COUNTY, IT HAS DEMOGRAPHIC DATA.

ANOTHER THING IS IT SPLITS UP THE DATA BETWEEN HIGHWAY IMPACTS VERSUS ARTERIAL IMPACTS, SO WE CAN BREAK OUT WHAT'S THE HIGHWAY IMPACT THAT CALIFORNIA AND CALIFORNIANS MAY BE EXPERIENCING VERSUS ARTERIAL IMPACT WOULD ARTERIAL IMPACT THAT A CITY MIGHT EXPERIENCE.

THIS IS FREE TO USE, IT'S PUBLICLY AVAILABLE ON THE WEBSITE, THERE'S FAQ HERE, I ENCOURAGE EVERYONE WHO WANTS TO LOOK MORE ABOUT HOW THIS IS USED.

GO LOOK IT OUT. IT'S SIMPLE TO USE, PROVIDES A LOT OF GOOD DATA, AND I THINK IT DOES.

IT PROVIDES AN ESTIMATE OF EMISSIONS IMPACTS.

SO WE'RE LIKE, GREAT. THIS PROVIDES US, YOU KNOW, SOME ADDITIONAL INFORMATION ON CARBON NEUTRALITY. SO IT'S GOT A METHODOLOGY SECTION AS WELL.

SO IT'S PRETTY OPAQUE AND HOW THEY'RE DOING IT.

[03:35:03]

I ENJOYED USING IT. LEARN MORE ABOUT IT AND HOW IT'S DOING IT.

SO WE DIDN'T PUT THE DATA.

WE USE TWO MILES OF NEW ROADWAY LANES.

GOING TO THE FRONT OF THE PROJECT CAN'T GO DOWN IN TENTHS OF A MILE, SO WE ROUNDED UP TWO . THEN PROJECTED BASED ON DEMOGRAPHICS, AGAIN, TAKING NATIONAL DATA AND TRYING TO THEN REFINE IT TO LOCAL CONDITIONS.

A PROJECTED ONE TO TWO MILLION VEHICLE MILES TRAVELED PER YEAR.

AND THIS IS A PER YEAR DATA AND EVERYTHING ELSE WE'VE GIVEN YOU AS PER DAY, SO YOU BREAK IT DOWN TO PER DAY.

IT'S ABOUT 3000 TO 6000 VEHICLE MILES TRAVELED PER DAY DUE TO THIS PROJECT.

YEARLY EQUIVALENT OF ADDING 200 PASSENGER CARS OR LIGHT TRUCKS TO THE NETWORK OVER A YEAR. IT'S THE EQUIVALENT EMISSIONS OR 80000 GALLONS OF GAS.

SO NOW WE HAVE GOOD DATA WE CAN USE AND WE CAN SAY, OK, SO HOW DOES THAT COMPARE TO OUR DAILY VMT? WE GO BACK, WE WERE AT 2.6 MILLION AS PROJECTING.

WE'RE ADDING THAT CONSERVATIVELY 6000 BMT PER DAY, SO WE'RE ABOUT A TWO TENTHS OF A PERCENT INCREASE. SO WE GO BACK, DOES THAT MAKE SENSE? SO WE GO BACK TO THE OTHER PART OF THIS SUS PRESENTATION WHERE HE'S TALKING ABOUT TRAVEL DEMAND MANAGEMENT.

AND THEN WE'LL GET THAT AND I'LL GO AHEAD AND JUMP HERE, AND I KNOW JEFF BAUMAN TALKED A LITTLE BIT ABOUT THIS PROJECT IS REALLY A STREET CONNECTIVITY PROJECT.

YOU KNOW, WE'RE PROVIDING A GRID IMPROVEMENT IN THE DOWNTOWN NETWORK AREA.

MILTON'S THE PRIMARY CORRIDOR THAT'S BEING USED RIGHT NOW, WE'RE PROVIDING A SECONDARY CORRIDOR. WE'RE PROVIDING A NEW OVERPASS OVER BNSF, WHERE PEOPLE AREN'T GOING TO HAVE TO WAIT EVERY TIME A TRAIN COMES THROUGH DOWNTOWN FLAGSTAFF.

SO ARE WE REALLY GOING TO DRIVE PEOPLE COMING IN FROM THE SUBURBS? YES, WE ARE.

I MEAN, THIS HAS SHOWN WE'RE PROBABLY GOING TO ENCOURAGE SOME PEOPLE TO DRIVE IN FROM THE SUBURBS MORE OFTEN, BUT OUR NO BUILD AND BUILD OPTIONS THEY'RE SHOWING, IT'S NOT GOING TO BE AS BIG A DRIVER IS IF WE'RE ADDING A NEW FREEWAY OR A NEW ARCH OR MAJOR ARTERIAL TO THE SUBURBS. AND SO WE FEEL CONFIDENT THAT, YOU KNOW, EVEN IF WE'RE DOUBLED OR TRIPLED, YOU KNOW, WE THINK THIS APPROACH IS A VIABLE APPROACH USING THE BEST DATA WE HAVE AVAILABLE. I KNOW THE CITY IS TALKING ABOUT DEVELOPING THEIR OWN CALCULATOR.

WE WOULD LOVE TO REVISIT THIS WHEN THE CITY DOES DEVELOP THAT CALCULATOR AND SEEING WHAT THE CITY'S DATA COMES UP WITH.

I'M REALLY INTERESTED TO SEE WHEN THAT COMES OUT AND SEE IF THEY IF THEY COME TO THE SAME CONCLUSION OR NOT REALLY EXCITED TO SEE THAT AND SEE WHAT THOSE RESULTS ARE.

SO DIDN'T JUST HAVE THEM BACK IN.

HOW CAN VMT GOALS BE INCORPORATED IN TRANSPORTATION PROJECTS? SETH COVERED A LOT OF THIS.

SCOTT BECK, LIKE I SAID, IT'S WORKED BOTH ON THE AGENCY AND THE CONSULTANT SIDE.

HE'S REACHED OUT TO A LOT OF OUR DENVER FOLKS AND OUR CALTRANS FOLKS COUNTERPARTS WHO ARE WORKING WITH THE SAME ISSUE WITH THE VMT GOALS IN TRANSPORTATION DEMAND MODELING.

THE GENERAL RESPONSE WE'VE GOTTEN, AND I THINK SETH AND TOUCHED ON THIS A LITTLE BIT IS OTHER AGENCIES REALLY OFFSET AT THE PROJECT LEVEL, THE VMT AT THE PROJECT LEVEL BY OFFSETTING VMT ELSEWHERE.

SO IT'S REALLY A PLANNING LEVEL DECISION.

ANY NEW TRANSPORTATION PROJECT THAT ADDS LANE MILES IS GOING TO INCREASE VMT IN SOME WAY THROUGH INDUCED DEMAND.

THE SCALE, THE SIZE, YOU KNOW, THAT'S A DETERMINATION.

WE HAVE SOME TOOLS TO MAKE AN EVALUATION.

WE CAN'T GIVE AN EXACT NUMBER, BUT IT'S REALLY OFFSET THAT YOU HAVE TO LOOK ELSEWHERE TO DO THE OFFSET.

SO HOW DO YOU DO THOSE OFFSETS? YOU CAN REDUCE LANE REDUCTIONS ON OTHER STREET NETWORKS.

ARE YOU PULLING TRAFFIC FROM ONE STREET TO ANOTHER STREET BECAUSE YOU'RE DOING NETWORK IMPROVEMENTS? AGAIN, THIS IS THE STREET CONNECTIVITY WE JUST TALKED ABOUT, AND WE'LL GET MORE INTO THAT. CAN YOU INCREASE PUBLIC TRANSPORTATION TO GET PEOPLE OUT OF THEIR VEHICLES? CAN YOU IMPROVE CARPOOL AND RIDE SHARE AGAIN, GET PEOPLE OUT OF THEIR VEHICLES AND CAR AND USE LESS VEHICLES IN THE NETWORK? CAN YOU INCREASE BICYCLE AND PEDESTRIAN INFRASTRUCTURE? SO IF YOU TIE THESE PROGRAMS TOGETHER AND THIS IS WHAT CALTRANS LOCAL AGENCIES ARE DOING, IF YOU TIE SOME OF THESE PROJECTS TOGETHER, CAN YOU OFFSET VMT FROM OTHER PROJECTS? SO YOU CAN STILL DO LOCAL PUBLIC ROADWAY PROJECTS AS ALMOST A BRIDGE WHILE YOU'RE DOING THESE OTHER TRANSPORTATION DEMAND PROJECTS.

CNN'S BRIDGING UNTIL YOU GET TO YOUR GOAL PROJECT OF PROVIDING THESE ITEMS AND GETTING THAT SHIFT THAT WE KEEP TALKING ABOUT OF GETTING TO THE GOAL OF GETTING THE LESS VEHICLES ON THE NETWORK. SO AT THE PROJECT LEVEL, AFTER PLANNING, IT IS DIFFICULT TO DIRECTLY REDUCE VMT, BUT THERE ARE INDIRECT IMPACTS.

WE CAN ALSO STILL EVALUATE THE GREENHOUSE GAS IMPACTS WHICH WE DID DO AS PART OF THIS PROJECT, SO WE CAN STILL HAVE A SECONDARY LOOK AT THE CITY'S CARBON NEUTRALITY PLAN.

HOW DOES THIS PROJECT DIRECTLY TIED TO THE CARBON NEUTRALITY PLAN?

[03:40:01]

SO OPTIONS FOR TO VMT REGIONALLY, I HIGHLIGHTED THE AREAS THAT THIS PROJECT ADDRESSES AGAIN, STREET CONNECTIVITY, WE'RE PROVIDING THAT GRID NETWORK THAT JEFF BAUMAN TALKED ABOUT LAST WEEK. WE'RE PROVIDING A SECOND NORTH SOUTH ROADWAY OVER BNSF.

WE'RE PROVIDING A SECOND ALTERNATIVE FOR WHEN THERE'S OVER.

WE'RE OVER CONGESTED ON MILTON OR THERE'S AN ACCIDENT ON MILTON.

THERE'S A SECOND ROUTE.

IF THERE'S A TRAIN COMING THROUGH TOWN, PEOPLE ARE, YOU KNOW, HAVE AN ALTERNATIVE TO SAN FRANCISCO AND BEAVER TO GO NORTH SOUTH.

I KNOW SOME OF THE TRAFFIC THAT CURRENTLY CUTS THROUGH LONE TREE NORTH ON THE COLORADO, OVER TO BRENNEN AND CUTTING THROUGH SOUTH SIDE NEIGHBORHOOD.

THIS GIVES THEM A MORE TRUE NORTH SOUTH ROUTE TO GET TO ROUTE 66, WHERE THEY'RE NOT CUTTING THROUGH THE SOUTH SIDE NEIGHBORHOOD TO GET OVER TO A NORTH SOUTH ROUTE.

SO, SO THAT'S AN IMPROVEMENT.

WE'RE PROVIDING PEDESTRIAN IMPROVEMENTS WITH OUR SIDEWALKS AND OUR FOOT TRAIL CONNECTIVITY, YOU KNOW, WE'RE CONNECTING THE EAST WEST FOOTE'S TRAIL ON ROUTE 66 ALL THE WAY DOWN LONE TREE TO SALT MILL.

OUR FUTURE PLANS TO CONNECT OTHER TRAIL SYSTEMS TO THIS PROJECT, TOO.

SO IT'S REALLY A MAJOR COMPONENT OF THE ELECTORAL SYSTEM AND FLAGSTAFF A LONG TERM TRAIL PLAN. WE'RE PROVIDING BIKE FACILITIES ON BOTH SIDES OF THE ROADWAY.

UM, WE'RE HOPING TO HAVE AN INTERSECTION THAT'S, YOU KNOW, MACDILL COMPLIANT, WE'LL GET INTO THAT A LITTLE BIT THAT'S REALLY GOING TO PROMOTE USERS.

THAT FEELING IS SAFETY, THAT THEY'RE GOING TO BE ENCOURAGED TO USE THIS.

WELL, THEY DIDN'T REALLY GET INTO.

ALSO, AS WE GET INTO THIS, YOU KNOW, THERE'S THERE'S OTHER WAYS IN OUR PROJECTS THAT WE'VE DEALT WITH BEFORE.

AND ONE REASON WE BROUGHT WHEAT DESIGN GROUP ON AS ONE OF OUR IS OUR LANDSCAPE DESIGN ARCHITECTS IS, YOU KNOW, WE'RE CURRENTLY ONLY THE 30 PERCENT LEVEL.

BUT A LOT OF WHAT WE'VE DONE ON MY PROJECT HISTORY DOWN IN TUCSON IS WE'VE REALLY TRIED TO MAKE OUR STREETSCAPES INVITING TO THE PUBLIC.

AND IT'S SOMETHING, YOU KNOW, I MENTIONED JOE'S PROJECT, YOU KNOW, HOW DO WE MAKE THE SIDES OF OUR STREETS MORE INVITING TO ENCOURAGE PEOPLE OUT TO THE STREETS? AND THAT'S SOMETHING WE WAS TREMENDOUS IN DOING ON THE FOUR STREET UNDERPASS PROJECT AND THE DOWNTOWN LINKS PROJECTS THE FOUR STREET UNDERPASS CONNECTS AGAIN.

IF YOU'RE FAMILIAR WITH TUCSON CONGRESS AND FOBAR STREET, THERE ARE TWO DOWN CONGRESS, THE MAIN DOWNTOWN TUCSON STREET WITH A LOT OF RESTAURANTS AND BARS, AND THEN FOUR STREETS AND ARTS DISTRICT WITH RESTAURANTS AND BARS.

AND THE FOUR STREET UNDERPASS REALLY CONNECTS THOSE.

WHEN THERE'S FESTIVALS, YOU GET THOUSANDS OF PEOPLE CROSSING UNDERNEATH THIS UNDERPASS.

SO HOW DO YOU MAKE SOME UNDERPASS THAT WAS ONCE DARK AND SCARY? AND YOU KNOW YOU DIDN'T FEEL SAFE GOING THROUGH THAT INTERSECTION? HOW DO YOU MAKE IT OPEN INVITING? AND WE WORKED WITH THE CITY TO GET POCKET PARKS WHERE PEOPLE COULD CONGREGATE AND REST WITH FRIENDS AND THEN OPEN LIT, COLORFUL INTERSECTION THAT PEOPLE ARE FEEL SAFE TO GO THROUGH AND REALLY CONNECT.

THE TWO DIFFERENT DISTRICTS, MAKE IT REAL, FEEL LIKE ONE COMMUNITY GOING THROUGH THIS INTERSECTION. YOU KNOW, SO THOSE ARE ALL OFFSETS WE'RE TRYING TO BRING TO THIS PROJECT.

AND NOW LEVEL.

AGAIN, GOING BACK TO VMT, YOU GUYS SAW THESE NUMBERS BEFORE.

I JUST WANT TO POINT OUT SOME THINGS IS WE ARE SEEING A SIGNIFICANT REDUCTION ONCE LTL.

THE BLACK NUMBERS ARE WITH LONE TREE RED NUMBERS ARE WITHOUT LONE TREE.

SO WE DO SEE AGAIN A HIGH AVERAGE DAILY TRAFFIC OF ALMOST 38000 VEHICLES THAT WOULD BE PLANNING ON OPENING DAY.

THESE ARE 20 26 NUMBERS OF USING LONE TREE.

WHERE ARE THESE VEHICLES COMING FROM? THEY'RE COMING FROM MILTON BEAVER AND SAN FRANCISCO, AND WE'RE SEEING ALMOST A 70 PERCENT REDUCTION IN TRAFFIC ON BEAVER AND SAN FRANCISCO.

THAT'S WHAT OUR MODELS ARE TELLING US TO EXPECT.

AND THIS IS BASED ON A FOUR LANE ROADWAY.

ALSO, SO IT'S A 70 PERCENT DROP.

2040, I SEE YOU THINK, OK, IF WE HAVE THE GROWTH, WE AREN'T ABLE TO ACHIEVE OUR GOAL OF ZERO VMT GROWTH AND WE DO HAVE TO INCREASE, WE GET UP TO 46000 ON LONE TREE.

WHAT HAPPENS WOULD BE HERE IN SAN FRANCISCO, WE STILL SEE A, YOU KNOW, IT DOES GO UP FROM 2000 TO 4000.

BUT, YOU KNOW, WITHOUT LONE TREE, WE'RE EXPECTING 10000 VEHICLES.

WE'RE STILL ALMOST 50 PERCENT FROM 2026 LEVELS ON THESE TWO STREETS.

SO WHILE I POINTING THAT OUT, IT JUST SHOWS GOING BACK TO THE TRAFFIC DEMAND MANAGEMENT IS THERE'S OPPORTUNITIES TO MAYBE RECAPTURE THESE STREETS FOR OTHER PURPOSES.

YOU KNOW, YOU'RE SIGNIFICANTLY PULLING TRAFFIC FROM THESE TWO ROUTES BECAUSE YOU'RE NO LONGER HAVING TO STOP AT BNSF FOR TRAINS.

YOU HAVE DEDICATED CORRIDORS.

YOU HAVE A NATURAL CORRIDOR WHERE YOU STAY ON MILTON OR YOU STAY ON LONE TREE FOR GRADE SEPARATIONS WITH BNSF.

[03:45:01]

YOU KNOW, BUSINESS FRIENDLY, MULTIMODAL FRIENDLY CROSSINGS, YOU KNOW, THERE'S OTHER WAYS WE CAN OFFSET SOME OF THE VENTS, AND IF WE DO REDUCE LANES HERE, YOU KNOW IT'S NATURAL IF YOU REDUCE THE LANE MILE AND THEN YOU GO BACK TO THE INDUCED DEMAND FROM THIS PROJECT, IT'S OFFSET BY A REDUCTION IN INDUCED DEMAND ON THESE TWO STREETS.

SO THERE ARE WAYS AT A PLANNING LEVEL, AGAIN AT A CITY POLICY LEVEL THAT WE CAN LOOK AT REDUCING VMT.

AND JUST TO POINT OUT TO ONE THING WE DO SEE, WE DO HAVE 2019 BIKE COUNTS, NUMBERS AREN'T HERE, BUT JUST TO PROVIDE FOR FOR INFORMATION WE HAVE, WE COUNTED ABOUT 650 BIKES AT ROUTE 66 IN BLACKBIRD.

AND I TRY TO FIND INTERSECTIONS THAT ARE NEAR THE PROJECT, AND WE HAD ABOUT 200 BICYCLISTS COUNTING IN THIS OVER A 14 HOUR COUNT DURING A FALL OF 2019.

WE HAD 200 BICYCLISTS COUNTED AT BUTLER AND SAWMILL AND AT BUTLER IN SAN FRANCISCO.

SO WE DO SEE WITH A DEDICATED FOOTE'S TRAIL BECAUSE WE DO HAVE SIGNIFICANT BIKE ACTIVITY UP ALONG ROUTE 66 LESS BIKE ACTIVITY ALONG BUTLER THAN IF WE DO HAVE A GOOD FOOT TRAIL, GOOD BIKE FACILITIES AND WE WE DO FIX THE INTERSECTION, MAKE THIS BIKE FRIENDLY, MAKE IT FEEL SAFE. WE SEE THAT THERE'S A GOOD POSSIBILITY, A GREAT CHANCE TO REALLY GET BIKE AND IMPROVEMENTS AT THIS CORRIDOR.

I MEAN, IT REALLY CONNECTING THESE TWO CORRIDORS BUTLER AND ROUTE 66 AND MAKING IT FEEL SAFE. WE SEE SEE, THERE'S A REALLY GOOD CHANCE TO INCREASE BIKE ACTIVITY AND PEDESTRIAN ACTIVITY ALONG THIS CORRIDOR, SO IT'S GOING TO PROVIDE THOSE FOR A SCOPE ON GREENHOUSE GAS. AGAIN, WE SHARED THIS IN THE FALL.

WE LOOKED AT A TWO LANE IN FOUR LANE.

SO I HAVE THIS DATA. I'M LOOKING AT JUST THE 2026 BUILD YEAR.

I DO MENTION THE 2040, BUT THIS IS REALLY JUST SORT OF TO SHOW WHAT HAPPENS OPENING YEAR.

AND WE REALLY WANT TO FOCUS ON IF THE CITY ACHIEVES THE ZERO VMT, YOU KNOW, ASSUME THIS IS A BRIDGE PROJECT TO GET YOU TO THOSE GOALS AND THOSE GOALS ARE ACHIEVED.

WHAT CAN WE LOOK AT THEN? WE'RE ALSO DISCUSSED IF WE DON'T ACHIEVE THOSE ZERO VMT GOALS, WHAT HAPPENS? SO I'LL HAVE THAT DATA.

BUT THIS WAS PRESENTED WE DID AFTER WE DID MEET WITH SUSTAINABILITY, I BELIEVE IT WAS PRE COUNCIL AND SORT OF EXPLAINED THROUGH OUR OUR MODELING PROCESS TO GET HERE.

THE WAY WE CAME UP WITH THIS MODELS, WE USE THE THE TRAFFIC MODELS THAT WE JUST EXPLAINED AND WE LOOKED AT FUEL CONSUMPTION EMISSIONS BASED ON VOLUME AND CONGESTION.

SO THIS IS BASED ON METRO PLANS, REGIONAL MODEL, AND IT MAY SEEM A LITTLE BIT COUNTERINTUITIVE. HOW CAN A ROADWAY? THAT INDUCED MAN JUST TOLD ME WE'RE ADDING VEHICLES TO THE NETWORK.

WE'RE INCREASING.

GALLONS OF GAS USE THE NETWORK EQUIVALENT TO 200 VEHICLES.

HOW CAN A PROJECT LIKE THAT REDUCE GREENHOUSE GASES? WHAT WE'RE SEEING AT THE NETWORK LEVEL, AGAIN, WE'RE LOOKING AT THE MACRO LEVEL IS WITH A CURRENT LEVEL OF CONGESTION WITH A NO BUILD OPTION.

TRAFFIC'S MOVING VERY, VERY SLOW.

VEHICLES WERE PRIMARILY COMBUSTION ENGINES ARE NOT EFFICIENT FROM ZERO TO 20 MILES PER HOUR. SO WHEN WE HAVE CONGESTION, THEY'RE NOT RUNNING EFFICIENTLY, THEY'RE BURNING MORE FUEL THAN THEY HAVE TO.

EFFICIENCY IMPROVES BETWEEN 20 AND 30, AND THEY'RE MOST EFFICIENT BETWEEN 30 AND 40 MILES PER HOUR, TYPICALLY.

LONE TREE, ONE OF THE BIGGEST BENEFITS, AS IT DOES IMPROVE THE METRICS OF HOW VEHICLES GET THROUGH THE NETWORK AND IMPROVE SPEEDS, IT REDUCES DELAYS AT INTERSECTIONS.

SO THE OTHER PART IS WITHOUT LONE TREE.

YOU GET MORE IDLING TIME AT THE INTERSECTION, YOU GET MORE IDLING TIME WHENEVER A TRAIN PASSES THROUGH THE NETWORK.

PROVIDING A GREAT SEPARATION AND PROVIDING A LOAN TREE, WHICH IMPROVES NETWORK MOBILITY, GETS BETTER SPEEDS AND LESS IDLING TIME AT INTERSECTIONS AND AT THE TRAIN TRACKS.

ALL THIS COMBINES THAT OVERALL ON A PER CAR METRIC.

YOU'RE GETTING LESS GREENHOUSE GAS EMISSIONS.

NOW, THE QUESTION CAME UP AFTER THE LAST MEETING IS, WELL, DID YOU ACCOUNT FOR START STOP TECHNOLOGY AND IMPROVEMENTS AND MOVEMENTS TO HYBRID TECHNOLOGY? WE DID. SO WE USE FEDERALLY PUBLISHED.

EMISSIONS DATA, YOU KNOW, FUEL EFFICIENCY DATA.

AND AS THAT DATA ADVANCES, THE FUEL EFFICIENCY DATA IMPROVES YEAR TO YEAR.

SO WE SEE WE DO SEE LESS OF AN IMPACT AS FUEL EFFICIENCY IMPROVES YEAR OVER YEAR OVER YEAR. SO OPENING HERE, THESE ARE THE NUMBERS WE CAME UP WITH AS WE PRESENTED PREVIOUSLY.

WE MODIFIED THIS DATA FOR THE INDUCED DEMAND IMPACTS, SO YOU CAN SEE IN THIS, YOU KNOW,

[03:50:01]

IT WAS REDUCED FOR INDUCED DEMAND ONE LANE MILES, THOUGH, SO THERE'S NOT AS BIG OF A DELTA BETWEEN TWO LANE IS FOUR LANE.

BUT EVEN WITH INDUCED DEMAND FROM THAT RMI CALCULATOR, WE'RE STILL SHOWING ABOUT 206000 GALLONS OF SAVINGS PER YEAR.

SO THAT'S A REDUCTION IN GHG PER YEAR WITH LAUNDRY IN THE 2026 BUILT YEAR.

CO2. CO2 EMISSIONS OVERALL, A REDUCTION OF ABOUT 1860 IN TONS FOR THE TULANE SCENARIO, WE STILL HAVE SAVINGS OF ABOUT 82740, SO LESS SAVINGS OVERALL AND OPENING YEAR.

AND THEN, AS I MENTIONED, WE HAVE FUEL EFFICIENCY IMPROVEMENTS OVER TIME, WE ALSO ASSUMED IN OUR MODELS THAT WE HAD TRAFFIC GROWTH, SO THE SPEED REDUCTIONS AND IDLING TIME SPEED REDUCTIONS GO DOWN IN IDLING TIME GOES UP OVER TIME BECAUSE WE, OUR MODELS, WE DO HAVE GROWTH. WE DON'T ASSUME A ZERO VMT IN OUR MODELS.

SO ORIGINALLY WE HAD OUR FOUR LANE SCENARIO BY 2040.

THAT'S WHEN THIS BECOMES FROM A NET SAVINGS TO A NET LOSS.

SO BY 2040, A LAUNDRY OVERPASS WOULD START SHOWING SOME GAINS IN GHG WITH INCREASED TRAFFIC. THE TWO LANE STARTS OUT A LOWER VOLUME, LOWER SAVINGS OVERALL, BUT DOES LAST.

THE EFFECTS LAST A LITTLE BIT LONGER TILL ABOUT 2047 IS WHEN IT STARTS PRODUCING MORE GREENHOUSE GASES.

SO LONG TERM GROWTH, IF THE CITY'S GOALS AREN'T ACHIEVED AND WE GET THAT ONE POINT SEVEN PERCENT GROWTH YEAR OVER YEAR, IT DOES TEND TO GO AWAY BY THESE HORIZON YEARS BASED ON OUR ANALYSIS. ALSO AS A COMMENT THAT WE RECEIVED, JUST TO BE OPEN AND HONEST, THESE EVALUATIONS DO NOT INCLUDE GREENHOUSE GAS EMISSIONS CAUSED BY CONSTRUCTION.

WE HAVE NOT MODELED THAT.

I DON'T HAVE THAT DATA.

IT IS SOMETHING WE CAN MODEL.

OUR SUSTAINABILITY GROUP CAN MODEL, BUT WE HAVE NOT MODELED IT AT THIS POINT.

SO IF THAT IS SOMETHING CITY WOULD LIKE US TO MODEL, WE CAN.

AT THAT POINT, WE AREN'T READY YET FROM A CONSTRUCTION STANDPOINT WITH SCHEDULE AND QUANTITIES TO BE ABLE TO PROVIDE THAT.

YET WE DIDN'T WANT TO. WE WEREN'T DETAILED ENOUGH IN IN QUANTITIES OR CONSTRUCTION SCHEDULE TO DO THAT.

BUT I THINK AT THIS POINT WE ARE READY IF THE CITY WOULD LIKE TO SEE WHAT THAT VALUE IS.

ANSWER KEY TAKEAWAYS FROM THIS SLIDE.

SO, 2026 VMT IS APPROXIMATELY THE SAME AS 2019.

SO WHEN WE ENTER OUR INTERSECTION ANALYSIS, WE DID USE THE 2026 VMT BECAUSE THAT'S WHAT WE HAD DATA FOR FOR THE BUILD AND NO BUILD.

IF THE CITY DOES ACHIEVE THE 2019 VMT GOAL, IT'S ONLY ABOUT A TWO PERCENT CHANGE.

SO WE THOUGHT IT WAS APPROPRIATE TO STILL USE THE 2026 VMT NUMBERS FOR INTERSECTION ANALYZES. 2040 DOES SHOW AN INCREASE, BUT AGAIN, THAT'S DRIVEN BY REGIONAL GROWTH.

IT DOESN'T. WE DIDN'T ACCOUNT FOR THE CITY ACHIEVING OR NOT ACHIEVING ITS ZERO ZERO VMT GROWTH MODELS. WE JUST FOLLOW THE STANDARD PROCESS WHERE WE HISTORICALLY HAVE DONE FOR TIAS AND FOLLOWS ADOT'S PROCESS.

SO THIS IS WHAT LOCAL AGENCIES TYPICALLY DO IS WE HAVE A HORIZON YEAR AND THAT'S WHAT WE FOLLOWED.

LONE TREE OVERPASS PROJECT BASED ON THE INFORMATION WE ARE ABLE TO FIND.

SO RMI AND BASED OUR MODELS, WE'RE ANTICIPATING HAS A MINIMAL GROWTH ON VMT TO DO TO INDUCE DEMAND. SO REGIONAL GROWTH HAD A TWO PERCENT GROWTH BETWEEN 2019 AND 2026.

WE'RE PROJECTING ONLY ABOUT A TWO TENTHS OF A PERCENT GROWTH BASED ON RMI DUE TO INDUCED DEMAND. SO THIS IS NOT TO SAY THERE ISN'T AN INDUCED DEMAND IMPACT AND LONE TREE WILL BE FILLED THE DAY IT OPENS.

BUT WHAT OUR NUMBERS ARE SHOWING THE OVERALL IMPACT FROM INDUCED DEMAND ITSELF IS, YOU KNOW, ABOUT ONE PERCENT OF THE OVERALL REGIONAL GROWTH.

SO IT'S IT'S A SMALL COMPONENT OF THE GROWTH.

AND WE DID TRY TO INCORPORATE WHERE WE COULD WITH THE GREENHOUSE GAS EMISSIONS.

AND THERE ARE OFFSETS THAT ARE DIFFICULT TO QUANTIFY THAT REDUCE THE IMPACTS OF THIS INDUCED DEMAND. SO WE DIDN'T INCLUDE IT.

SO THE NUMBERS FOR INDUCED DEMAND ARE CAN BE CONSIDERED CONSERVATIVE.

WE DIDN'T TRY TO APPLY NUMBERS.

I KNOW THE TDM SLIDE FOR METRO PLANT HAD LIKE 30 PERCENT FOR CONNECTIVITY, FOUR PERCENT FOR PEDESTRIANS, AND I THINK IT WAS LIKE SIX OR SEVEN PERCENT FOR BIKES.

WE DID NOT APPLY NUMBERS TO THAT BECAUSE WE DON'T HAVE HARD DATA TO TELL US IT'S A REDUCTION IN VMT OR REDUCTION INDUCED DEMAND OF X AMOUNT OF MILES.

WE DID NOT APPLY THOSE FACTORS, BUT WE DO KNOW IT DOES HAVE SOME OFFSET.

SO IT IS THEY'RE NOT INCLUDED IN OUR ANALYSIS, BUT THERE IS AN OFFSET THAT WE WEREN'T ABLE TO INCLUDE. AND WE DID SHOW THE FOUR LANE AND THE TWO LANE BASED ON OUR ANALYSIS, AGAIN, THAT COMES FROM OUR ECONOMICS AND SUSTAINABILITY FOLKS.

THEY DO THESE TYPES OF ANALYZES WHEN WE GO AFTER GRANT PROJECTS, THEY DO THEM FOR NEPA EVALUATIONS. WHEN WE HAVE FEDERAL PROJECTS, THEY DO THEM FOR AEI'S EVALUATIONS, ECONOMIC

[03:55:01]

THEY USE PROVEN APPROACHES THAT ARE DONE FOR THESE PROJECTS.

THAT'S THAT'S WHAT WE USE FOR THIS GREENHOUSE GAS EVALUATION.

WE'RE HAPPY TO SHARE THE DATA BEHIND IT.

WE WE DID EXPLAIN OUR APPROACH IN A PREVIOUS MEETING WITH I.

AGAIN, I BELIEVE IT WAS SUSTAINABILITY GROUP.

HAPPY TO SHARE THAT AGAIN.

BUT BOTH DO REDUCE GREENHOUSE GAS EMISSIONS OVERALL, SO WE FEEL IT IS COMPATIBLE WITH THE CARBON NEUTRALITY PLAN IN THE SHORT TERM LONG TERM.

THAT DOES GO AWAY IF IF THE OVERALL GROWTH IN VMT AND ADT IN MILES IS IN REDUCED.

SO THAT'S A 1.7 PERCENT YEAR OVER YEAR AFTER THE OPENING YEAR OF 2026, BUT IT WILL LAST THROUGH 2040 AND 2047 FOR THE TWO LANE.

SO THAT IS SUSTAINABILITY.

UM. SO I KNOW THAT WAS A LOT, SO TAKE A BREATH REAL QUICK, DRINK SOME WATER.

WELL, IF THERE'S ANY QUICK QUESTIONS OR I CAN KEEP MOVING FORWARD.

WELL, WE'RE GOOD TO KEEP MOVING FORWARD.

THANKS. APPRECIATE THAT, MAYOR.

ALL RIGHT. SO INTERSECTIONS, UM, THIS SLIDE SHOULD HAVE BEEN UPDATED.

SO WHEN WE WENT TO TRANSPORTATION COMMISSION, WE DID REFINE FOUR INTERSECTION ALTERNATIVES. AFTER TRANSPORTATION COMMISSION, WE WERE ASKED TO SEVERELY LOOK AT A FIFTH INTERSECTION. WE ACTUALLY HAVE THE DATA TRANSPORTATION COMMISSION, BUT WE DIDN'T SPECIFICALLY HAVE A GRAPHIC GO WITH IT.

SO WE HAVE ADDED THAT GRAPHICS.

WE ACTUALLY HAVE FIVE INTERSECTION ALTERNATIVES PRESENT TO YOU TONIGHT.

WE'RE GOING TO HAVE A LOT OF DATA TO THROW AT YOU GUYS.

I'M GOING TO TRY TO GO IN DEPTH TO THE FIRST ALTERNATIVE AND THEN AS WE GO THROUGH ALTERNATIVES TWO THROUGH FIVE, I'M GOING TO TRY TO JUST POINT OUT THE DIFFERENCES.

I'M HOPING FOR SAKE OF TIME THAT THAT WORKS FOR EVERYBODY.

I'M GOING TO REALLY TRY TO IDENTIFY A PEDESTRIAN AND CYCLIST AND USER IMPACTS.

THEN WE'LL IDENTIFY DRIVER IMPACTS, THEN WILL IDENTIFY COST IMPACTS.

THERE'S ALSO A SECTION ON SAFETY AS WE GET TOWARDS THE END AND HOW WHAT DATA WE CAN USE TO EVALUATE SAFETY IMPACTS AT THE END.

SO JUST AGAIN, PROJECT OVERVIEW, WE HAVE LONE TREE ROAD COMING UP THROUGH ROUTE 66.

I MENTIONED SAWMILL AND FRANKLIN AVENUE ARE TWO INTERSECTIONS GETTING REBUILT.

WE ARE GOING TO DO A WARRANT ANALYSIS TO FIGURE OUT WHICH OF THESE TWO INTERSECTIONS SHOULD BE SIGNALIZED OR STOP CONTROLLED.

SO WE HAVE NOT APPLIED ANY INTERSECTION ANALYSIS YET FOR TREATMENTS OR TREE MOVEMENTS TO THESE TWO INTERSECTIONS.

ROUTE 66 IS AN EIGHT OPT FACILITY.

SO WE HAVE NOT DONE, YOU KNOW, WE'VE DONE SOME PRELIMINARY ANALYSIS AND OUR TRAFFIC IMPACT ANALYSIS FOR THIS INTERSECTION.

WE ALSO, WHEN WE LAST PRESENTED, SHOWED SOME RENDERINGS FOR THIS INTERSECTION.

BUT TONIGHT WE ARE GOING TO FOCUS ON BUTLER AND LONE TREE.

THE SAME THINGS WE ARE PRESENTING HERE CAN BE APPLIED TO ANY OF THESE INTERSECTIONS.

WE'RE REALLY TRYING TO FOCUS ON THE CONCEPTS AND TRYING TO GET A DIRECTION.

WE'RE AT 30 PERCENT DESIGN MORE OR LESS RIGHT NOW.

AS CHRISTINE MENTIONED, OUR GOAL AT THE END OF THIS PHASE OF THE PROJECT IS REALLY TO GET A FOOTPRINT. SOME OF THESE OPTIONS WE'LL HAVE RIGHT AWAY IMPACTS.

SETTING, IF ANYONE IS DEALT WITH ANY RIGHT AWAY ISSUES IN THE LAST YEAR, YEAR AND A HALF, RIGHT AWAY IS DIFFICULT RIGHT NOW.

SO GETTING A FOOTPRINT ESTABLISHED FOR THE PROJECT FOR SCHEDULE IS VERY, VERY IMPORTANT.

I THINK THAT'S WHY SHE EMPHASIZED GETTING THAT FOOTPRINT AND GETTING THAT ESTABLISHED SITE WOULD BE A TREMENDOUS GOAL FOR US.

A LOT OF THE FINAL DESIGN ELEMENTS, WE CAN TWEAK STUFF GOING THROUGH THE FINAL DESIGN, BUT KNOWING A NUMBER OF LANES, WE WANT TO GET THROUGH HOW BIG THE INTERSECTION IS GOING TO BE AND WHAT WHAT PARCELS ARE GOING TO BE IMPACTED.

THAT'S REALLY THE GOAL.

WE LIKE TO WALK AWAY WITH SOON TO MOVE FORWARD ON THE PROJECT.

SO THAT'S SORT OF WHAT WE'RE WHERE WE'RE AT, WHAT WE'RE LOOKING FOR, AND THAT'S THE INFORMATION WE'RE GOING TO TRY TO PROVIDE TO HELP SORT OF THAT DECISION MOVE FORWARD.

SO WE HAVE FIVE INTERSECTIONS.

YOU'RE GOING TO SEE THESE SYMBOLS TRY TO HELP EVERYBODY ORIENT YOURSELF TO THE ALTERNATIVES. I'M GOING TO GO OVER BRIEFLY, ALL FIVE AND THEN WE'LL SORT OF GO TO EACH ONE MORE IN DEPTH, THE WORDING.

I KNOW SOME PEOPLE HAD SOME CONCERNS OF HOW I WORDED STUFF.

AGAIN, I'M NOT TRYING TO LEAD ANYONE TO ANY DECISION POINTS WITH THESE NAMES.

I JUST HAD TO COME UP WITH A NAME TO TRY TO IDENTIFY THEM WITH VERBIAGE.

SO I'M NOT TRYING TO LEAD ANYONE, BUT I WILL TRY TO DESCRIBE WHAT I MEAN BY THIS SO TYPICAL APPROACH ALTERNATIVE ONE.

THIS IS IF WE WERE DOING A TYPICAL TRANSPORTATION PROJECT FOR A LOCAL AGENCY, HOW WOULD THIS INTERSECTION LOOK?

[04:00:02]

YOU KNOW, YOU HAVE STANDARD RIGHT TURN BAYS AT ALL YOUR INTERSECTIONS.

YOU GOT YOUR SINGLE LESS NORTHBOUND, EASTBOUND, AND DOUBLE LEFTS WESTBOUND AND SOUTHBOUND, DRIVEN BY TRAFFIC DATA.

IT DOES HAVE PROTECTED INTERSECTIONS, BUT IT'S REALLY SORT OF A BASIC INTERSECTION IF WE'RE JUST LOOKING AT A STANDARD APPROACH TO THE INTERSECTION.

SO THERE ARE THERE ARE SAFETY IMPROVEMENTS.

THERE'S NOT REALLY ANY OF THE ENHANCED FEATURES WE'RE GOING TO TALK ABOUT.

A FULL BUILD OUT.

AND WE REALLY TRIED TO TAKE INTO ACCOUNT SOME OF THE FEEDBACK WE GOT FROM MAYOR AND COUNCIL. WE HEARD FEEDBACK FROM THAT FROM THAT SESSION THAT MEDIAN REFUGE ISLANDS MAY BE PREFERABLE. ALSO, WE HEARD SHRINK THE ISLANDS OR SHRINK THE CROSSING DISTANCES.

SO WE USE CHANNELIZED RIGHTS AND WE'LL EXPLAIN WHAT THAT MEANS.

BUT IT'S BASICALLY THE DEDICATED RIGHTS WITH THIS PORK CHOP ISLANDS THAT SHRINKS THE CROSSING DISTANCE THROUGH THE MAIN LEG.

AND WE'LL I'LL GET INTO THAT A LITTLE BIT ABOUT HOW THAT HELPS THE CROSSING AS WE GET INTO THAT INTERSECTION.

SO BY FULL BUILD OUT, WE PUT THE CHANNELIZED RIGHTS AT THE INTERSECTIONS WHERE IT MADE SENSE FROM A RIGHT AWAY PERSPECTIVE.

OBVIOUSLY, ON THE SOUTHEAST CORNER, WE DON'T WANT TO TAKE THIS BANK.

SO THAT'S IF WE APPLY THAT CONCEPT AS MANY CORNERS AS WE CAN.

THIS IS THE INTERSECTION OF WHAT IT LOOKS LIKE.

SINGLE LEFT TURNS THAT WAS ONE OF THE DIRECTIVES WE TOOK FROM LAST MEETING IS WHAT IF WE LOOK AT SINGLE LEFT TURNS AT EVERY INTERSECTION? WE STILL APPLIED THE CHANNELIZED RIGHT CONCEPT TO SHRINK THE INTERSECTION EVEN FURTHER AND THEN BROUGHT IN THE MEDIAN REFUGE ISLANDS AT ALL FOUR LEGS.

SO THAT'S THE BIG DIFFERENTIATOR FOR ALTERNATIVE THREE, BALANCED, I THINK THIS IS THE ONE I HEARD FEEDBACK THAT WAS CONCERNED THAT I WAS TRYING TO SELL THIS ONE.

AGAIN THAT'S NOT THE POINT. IT WAS ME TRYING TO SAY WE'RE TAKING ELEMENTS FROM ALL THE PREVIOUS THREE AND REALLY TRYING TO BALANCE THE CONCEPTS FROM A MORE TYPICAL APPROACH WITH A MORE PROACTIVE APPROACH OF BALANCING CROSSING DISTANCES AND IMPROVEMENTS.

AND WE'LL GET INTO A LITTLE BIT MORE, BUT IT'S SORT OF A TRADITIONAL APPROACH ON BUTLER WITH A PORK CHOP WHERE IT DOESN'T IMPACT RIGHT AWAY.

THAT'S BASICALLY WHAT WE CAME OUT WITH.

SO, SO YOU'RE YOU'RE TRYING TO BALANCE SOME COSTS WITH SOME TRADITIONAL APPROACHES MIXED WITH SOME ENHANCED APPROACHES.

SO THAT'S WHAT I MEANT BY BALANCED.

AS I INTENDED TO, AGAIN, LEAD DIRECTION OR OR SAY, IT'S OUR PREFERRED ALTERNATIVE BECAUSE IT'S NOT, AND THEN WE HAD FROM TRANSPORTATION COMMISSION, WE DID TALK A LITTLE BIT ABOUT A TRADITIONAL INTERSECTION.

BUT WE DID VISUALIZE THIS AND WE HAVE SOME ADDITIONAL GRAPHICS, BUT THIS IS WHAT WE'RE CALLING A TRADITIONAL INTERSECTION INTERSECTION.

THE FEEDBACK RECEIVED WOULD BE MORE EXPECTED IN THE FLAGSTAFF COMMUNITY.

WE HAVE SHARED RIGHT THROUGH LANES AT ALL FOUR LEGS AND A SINGLE LEFT AT ALL FOUR LEGS, SO THIS IS SORT OF THE SMALLEST INTERSECTION WE CAN GET THROUGH HERE.

WE DID ELIMINATE THE RIGHT TURN LANE ALONG LONE TREE AND THEN MADE A LONE TREE AS SMALL AS POSSIBLE. SO WE JUST HAVE THE SINGLE LEFT AND THEN SHARED RIGHTS AT ALL FOUR LEGS.

SO THOSE ARE THE FIVE.

I WILL BE PRESENTING TONIGHT.

THESE INTERSECTIONS ARE GOING TO BE ANALYZED FOR THE PM PEAK HOUR.

WE HAD A LOT OF FEEDBACK ASKING WHY WE DO PEAK HOUR, SO WE ADDED THIS SLIDE THINKING IT WOULD REALLY HELP UNDERSTAND WHY WE DO THAT APPROACH.

SO THIS IS THE STANDARD MODELING APPROACH FOR INTERSECTIONS.

BUT WE REALIZE THAT IF YOU'RE NOT A TRAFFIC ENGINEER, YOU MAY THINK WE'RE DESIGNING THE WORST HOUR FOR THE WORST DAY.

OF THE YEAR AND REALLY DESIGNING FOR INTERSECTION, THAT'S, YOU KNOW, IT'S HAPPENS ONE TIME OF THE YEAR AND REST OF THE YEAR, IT'S, YOU KNOW, 50 PERCENT BETTER.

THAT'S NOT THE CASE. SO WE'RE DESIGNING FOR AN AVERAGE DAY OF THE YEAR AGAIN, AVERAGE DAILY TRAFFIC. SO IT'S NOT LIKE A YOUR WORST DAY OR YOU GOT THE FIRST SNOW DAY OF THE YEAR. WE HAD EVERYBODY FROM PHOENIX COMING UP AND JUST BOMBARDING THE CITY OF FLAGSTAFF.

THAT'S NOT THE DAY, IT'S THE AVERAGE DAY.

YOU KNOW, WE GET OUR TRAFFIC METRICS AND YOU TAKE THE AVERAGE DAY OF TRAFFIC AND THEN WE DO THE HEAVIEST PEAK HOUR.

SO THIS IS AN AVERAGE, YOU KNOW, TRAFFIC SPREAD THROUGHOUT THE DAY AND THIS IS FLAGSTAFF SPECIFIC. AND THEN WE DESIGNED FOR THIS POINT RIGHT HERE, BASICALLY.

SO EIGHT POINT ONE PERCENT MORE OR LESS OF THE AVERAGE DAILY TRAFFIC IS WHAT WE'RE DESIGNING OUR INTERSECTIONS FOR.

BUT YOU CAN SEE THROUGHOUT MOST OF THE DAY, YOU'RE ABOVE SEVEN PERCENT TRAFFIC.

YOU DO HAVE A DIP BETWEEN SEVEN AND 10 DOWN TO AROUND SIX POINT TWO OR SIX POINT THREE PERCENT OF TRAFFIC, BUT FROM SEVEN A.M.

TO SIX P.M..

YOU'RE ABOUT EIGHT PERCENT OR 90 PERCENT OF THE P.M.

[04:05:02]

SO EVEN THOUGH WE'RE DESIGNING FOR THIS PEAK, YOU'RE EXPERIENCING SIMILAR VOLUMES THROUGHOUT THE REST OF THE DAY.

SO HOPEFULLY THAT CLARIFIES OUR APPROACH, BUT IT'S NOT A HUGE INCREASE OF WHAT YOU WOULD NORMALLY EXPECT, SO WE'RE TRYING TO GET TRAFFIC TO FUNCTION BETWEEN.

THIS IS WHAT, THREE AND SIX P.M..

YEAH. SO THREE AND SIX P.M., WE'RE TRYING TO GET IT TO FUNCTION WELL DURING THESE HOURS, BUT YOU'RE NOT GETTING A MAJOR DROP OFF THROUGHOUT THE REST OF THE DAY.

OUTSIDE THESE HOURS, YOU DO HAVE SIGNIFICANT DROP OFF TRAFFIC, BUT HOPEFULLY THAT MAKES SENSE OF WHAT WE'RE DOING AND HOW THROUGHOUT THE REST OF THE DAY, THE INTERSECTION MIGHT FUNCTION. OF OUR APPROACH TO MULTIMODAL SAFETY.

YOU'VE HEARD ME REFERENCE A LOT.

THE NACTO STANDARDS, SO THIS IS THE NATIONAL ASSOCIATION OF CITY TRANSPORTATION OFFICIALS. SO THIS IS A MANUAL THAT WAS DEVELOPED BY, YOU KNOW, CITY TRANSPORTATION OFFICIALS. IT WAS IT'S A BEST PRACTICE, THIS GUIDELINE.

IT IS THE MOST CURRENT STANDARD PUSHED OUT BY THIS GROUP.

AND THEIR BOOK IS CALLED DON'T GIVE UP AT THE INTERSECTION.

AND IT'S REALLY GEARED TO DESIGNING INTERSECTIONS FOR FOR ALL ABILITIES.

SO WE HEARD A LOT OF FEEDBACK AT TRANSPORTATION COMMISSION.

I'M AN EXPERIENCED USER.

I FEEL SAFE DOING THIS, AND WE COMPLETELY UNDERSTAND THAT THERE ARE USERS OF ALL RANGES OF SAFETY AND COMFORT USING THESE INTERSECTIONS.

BUT NACTO AND THIS GUIDE IS REALLY GEARED TOWARDS PROVIDING EVERYBODY WHO MIGHT USE THIS INTERSECTION, THAT FEELING OF SAFETY.

SO THAT'S REALLY WHAT WE'VE GEARED A LOT OF THESE FEATURES TO.

SO WHEN YOU HEAR PROTECTED INTERSECTIONS, THIS IS WHAT WE'RE REFERRING TO AS THE STRAIGHT OUT OF THIS GUIDE.

IT'S STAGING AREAS SEPARATING BICYCLISTS AND PEDESTRIANS SO EACH USER BICYCLISTS CAN STAY ON THE BICYCLE. PEDESTRIANS DON'T FEEL LIKE THEY'RE IN CONFLICT WITH THE BICYCLISTS.

YOU'RE OFFSETTING STAGING AREAS IN FRONT OF THE STOP BAR SO VEHICLES HAVE A CLEAR DISTANCE TO SEE PEDESTRIAN USERS AND BICYCLISTS STAGING GETTING READY TO CROSS.

YOU HAVE TURNING MOVEMENTS, WHEREAS VEHICLES COME AROUND.

IT SLOWS THEM DOWN SUFFICIENTLY TO WHERE THEY HAVE ROOM ONE TO STOP AROUND THIS CURVE.

AND THEY'RE NOT GETTING ENOUGH SPEED WHERE THEY CAN'T CONTROL THEIR SPEED AS THEY'RE COMING IN AROUND THE INTERSECTION.

AND THEN THE USE OF THE OFF SYSTEM BICYCLE FACILITIES WE DID HERE.

YOU KNOW, I LIKE TO STAY ON THE STREET AS A BICYCLIST.

WE ARE FOLLOWING THE ATMP AS PART OF THIS PROJECT.

IT DOES DESIGNATE LONE TREE AND THE FOOTE'S TRAIL SYSTEM IS AN OFF SYSTEM.

BICYCLE PATH IS WHAT WE'RE FOLLOWING IS THE ATM FEE FOR THIS PROJECT.

BUTLER IS ALSO DESIGNATED AS AN OFF SYSTEM BICYCLE FACILITY.

BUT WE ARE UNDERSTANDING THE CITY IS PUTTING IN THE CURB WITH BARRICADES SYSTEM, SO THAT IS CONSIDERED A SORT OF AN OFF SYSTEM AND WE ARE FOR SOME OF THESE INTERSECTIONS, WE WILL PULL OFF THE CYCLISTS LIKE YOU SEE HERE FROM THE INTERSECTION TO HELP WITH THE STAGING AREA. SO THIS IS THE GUIDELINE WE'RE REALLY GEARING TOWARDS.

WE ARE ALSO MODIFYING IT WITH OUR PAST EXPERIENCES TO MAKE SURE EVERYONE CAN GET THROUGH THE INTERSECTION SAFELY AND HAVE THAT FEELING OF SAFETY TOO.

SO IT'S NOT SO MUCH PROVIDING SAFE BECAUSE WE ALWAYS DESIGN SAFE INTERSECTIONS AND ENGINEERS TO THE BEST OF OUR ABILITIES.

BUT IT'S ALSO PROVIDING THE FEELING OF SAFETY BECAUSE THAT ENCOURAGES THE USE OF THESE INTERSECTIONS. SO ALTERNATIVE ONE.

SO THIS IS OUR TYPICAL APPROACH, THIS IS WHAT WE, AS TRAFFIC ENGINEERS WOULD PROBABLY DO ON A STANDARD DESIGN.

SO WE HAVE DOUBLE LEFT TURN LANES SOUTHBOUND WESTBOUND.

WE HAVE NORMAL RIGHT.

WE HAVE SINGLE LEFTS EASTBOUND AND NORTHBOUND.

AND WE GOT CHANNELIZED RIGHTS AT EVERY LEG.

ARE WE HAVE NORMAL TURN BAYS, I'M SORRY.

NO CHANNELIZED RIGHTS.

SEPARATED BIKE LANES ALONG LONE TREE AND THEN BUTLER, WE WE KEEP THE STREET BICYCLE FACILITIES. WE DO HAVE RAISED MEDIANS THAT CAN BE CONSIDERED REFUGE ISLANDS ON THE WEST LAKE AND SOUTH LEG.

AND WE JUST HAVE A STRAIGHT MEETING AS THESE DO NOT QUALIFY AS REFUGE ISLANDS ON THE EAST LEG AND NORTH LEG.

THIS IS PRETTY TYPICAL COMING OVER HERE, WE DO WANT TO SHOW THAT AT WINDSOR, IT'S A RIGHT IN, RIGHT OUT TO DISCOURAGE LEFT TURN TRAFFIC AS WE DO NEED THESE BAYS LEFT TURN QUEUES.

SAME WITH GABLE.

THEY LOSE THEIR LEFT TURN OR THEY DON'T HAVE LEFT TURN AXIS NOW BECAUSE THIS MEDIAN IS EXISTING. WELL, AND THEN LUMBER WOULD REMAIN WITH THEIR ACCESS, AS IT CURRENTLY IS.

SO THAT'S ALTERNATIVE ONE.

THIS IS A RENDERING WE'VE ENHANCED WITH THE POLES AND SIGNAL POLES AS REQUESTED FROM THE

[04:10:05]

SO THIS IS LOOKING NORTHEAST.

WE DID ADD BUILDINGS AND SORT OF HELP ORIENT YOURSELF, YOU CAN SEE LONE TREE IN THE BACK WITH THE BRIDGE BACK HERE.

YOU CAN SEE THE GREEN SIDEWALKS.

THESE ARE THE CHANNELIZED BIKE CROSSINGS, THE INTENT OF THESE IS TO SEPARATE PEDESTRIANS AND CYCLISTS.

THE CYCLISTS DON'T HAVE TO GET OFF THEIR BIKE TO CROSS BECAUSE THEY ARE NOT CONFLICTING WITH THE PEDESTRIANS.

WE ALSO HAVE THE LATTER PAINT, WHICH IS A HIGH VISIBILITY CROSSWALK, AND WE'LL GET INTO THAT A LITTLE BIT LATER, BUT THIS IS CONSIDERED HIGH VISIBILITY AND HAS SHOWN TO INCREASE SAFETY OF PEDESTRIANS USING THE FACILITY.

SO WE HAVE THE PROTECTED BICYCLE CROSSINGS JUST ON THE EAST AND WEST SIDES TO MATCH UP WITH THE OFF SYSTEM OR OFF STREET BICYCLE FACILITIES.

AND THEN WE HAVE THE ON STREET BICYCLE FACILITIES ALONG BUTLER.

THERE ARE NO RIGHT AWAY IMPACTS ANTICIPATED, EXCEPT FOR THE POTENTIAL OF THIS PARCEL.

JUST BECAUSE SOME DRIVEWAY ACCESS, WE'RE STILL WORKING THROUGH SOME OF THAT.

AGAIN, WE'RE AT 30 PERCENT DESIGN, BUT WE ARE WORKING THROUGH SOME OF THAT ISSUES.

BUT THERE IS NO ANTICIPATED PARCEL TAKES OR RIGHT AWAY TAKES.

SO APPROACH BY APPROACH.

SO LOOKING WEST, WE HAVE OUR RIGHT TYPICAL RIGHT TURN BAY.

TWO THRU MOVEMENTS, SINGLE LEFT TURN LANE, THE EAST BOUND APPROACH.

THEN WE GOT OUR TWO THROUGH LANES COMING FROM THE OPPOSITE APPROACH.

AGAIN, WE HAVE OUR DEDICATED BICYCLE LANE AND OUR HIGH VISIBILITY CROSSWALK FOR PEDESTRIANS. EAST APPROACH VERY SIMILAR.

I ONLY GOT HER ON STREET BICYCLE LANES.

LOOKING EAST, OUR WESTBOUND APPROACH, VERY SIMILAR, GOT OUR STANDARD RETURN BAYS, DEDICATED BICYCLE LANES EACH SIDE TWO THRU MOVEMENTS, TWO LEFT TURN LANES AND THEN TWO CORRESPONDING THREE MOVEMENTS COMING FROM THE OTHER DIRECTION.

AND YOU CAN SORT OF SEE FROM THE PLAIN VIEW OF THESE CORRESPOND TO SO WE LOOK AT PEDESTRIAN CROSSING LINKS AND WALKING TIMES, SO THE EAST LEG IS THE LONGEST THIS DISTANCE 91 FEET SLIGHTLY LONGER THAN THE WEST LEG.

WESTLAKE DOES HAVE A REFUGE ISLAND AS WELL.

WE DID ANALYZE A WALKING TIME BASED ON A WALKING SPEED OF 2.4 MILES PER HOUR.

WE'LL GET INTO IT, BUT THIS IS FROM THE MUTCD, THE MANUAL FOR UNIFORM TRAFFIC CONTROL DEVICES AND FHWA.

AND WE HAVE WRITING TIME OF FIVE SECONDS WHEN THE WEST LAKE IS VERY SIMILAR.

AND THESE ARE CONSIDERED PROTECTED CYCLIST CROSSINGS BECAUSE WE ARE SEPARATING THE TWO.

GOING TO THE OTHER TWO APPROACHES.

WE HAVE, AGAIN, THE RIGHT TURN BAY TWO THROUGHS TWO LEFTS, AND SO DOES THE SOUTHBOUND APPROACH LOOKING NORTH AND THE TWO THROUGH MOVEMENTS.

WE DO HAVE A MEETING HERE BUT IS NOT CONSIDERED WIDE ENOUGH TO BE A REFUGE ISLAND, SO WE DON'T CONSIDER THIS A REFUGE ISLAND.

WE HAVE A HIGH VISIBILITY CROSSWALK, BUT WE DON'T HAVE A DEDICATED BIKE LANE.

THE BIKES CROSSING HERE ARE ON THE STREET SO THEY CAN CROSS IN THE STREET.

LOOKING SOUTH OF THE NORTHBOUND DIRECTION, WE HAVE A STANDARD RIGHT TURN BAY TO THREE MOVEMENTS SINGLE LEFT.

WE DO HAVE A REFUGE MEDIAN ISLAND AND THEN TO CORRESPONDING THROUGH MOVEMENTS, YOU CAN SEE THE BIKE LANES OFF SYSTEM ON EACH SIDE, SO THE FEDS TRAIL THE BIKE SYSTEM IN THE SIDEWALK. CROSSING SIMILAR 91 FEET TAKES ABOUT 20 SECONDS, 26 SECONDS TO CROSS, FIVE SECONDS FOR A BICYCLE.

THIS SUMMARIZES THE DATA WE JUST SHOWED FOR THE LONGEST CROSSING DISTANCE IS 91 FEET, TAKES 26 SECONDS PER THE MUTCD.

AVAILABLE GREEN TIME IS THIRTY THREE POINT SEVEN SECONDS, SO YOU CAN SEE THE AVAILABLE GREEN TIME IS LONGER THAN THE CROSSING TIME, SO ALL PEDESTRIANS SHOULD BE ABLE TO CROSS IN THE AVAILABLE CORRESPONDING GREEN TIME SUCCESSFULLY.

WE DID LOOK AT FHWA'S MANUAL AND THEY DO HAVE A SLOWER SPEED FOR OLDER PEDESTRIANS OR CHALLENGED PEDESTRIANS WHO MAY NEED LONGER TIME TO CROSS.

AND WE DID WITH THAT SLOWER SPEED HAVE 32 AND A HALF SECONDS, AND WE'LL GET INTO OTHER OPTIONS FOR PEOPLE WHO NEED ADDITIONAL TIME LATER ON.

BUT EVEN WITH THIS ADDITIONAL CROSSING TIME, WE'RE STILL UNDER THE THE AVAILABLE GREEN TIME. SO LET ME BRING UP OUR RENDERING OF THIS, AND THIS IS A 3D RENDERING VIEW OF THIS INTERSECTION, SO AGAIN, THIS IS LOOKING NORTH.

YOU CAN SEE THE RIGHT TWO THROUGHS, TWO LEFT SOUTHBOUND DIRECTION.

TWO THROUGHS NORTHBOUND.

[04:15:03]

THIS BUILDING IS PROTECTED, AND I'M POINTING THAT OUT BECAUSE OTHER INTERSECTIONS MAY IMPACT THAT OR WILL IMPACT THAT.

WE GOT TO RIGHT THROUGH CHANNELIZED TWO THROUGH MOVEMENTS, WESTBOUND TWO LETS, WESTBOUND TWO THROUGH MOVEMENTS, NO CHANNEL OR NO MEDIAN AT ALL IN THIS CROSSING NO IMPACTS TO ANY ALTERNATIVE TO THIS BANK.

SOUTH AND NORTH BOUND, WE GOT A RIGHT TURN LANE, TWO THROUGHS, SINGLE LEFT, AND TWO CORRESPONDING THROUGH MOVEMENTS.

THERE'S YOUR FOOTE'S TRAIL.

STANDARD, RIGHT TURN LANE.

NO IMPACTS OF THIS PROPERTY, I'M GOING TO MENTION THAT BECAUSE THERE ARE OTHER CONCEPTS THAT DO IMPACT THIS PROPERTY, SOME WILL GET THERE WHEN WE GET THERE.

TWO THOUGH MOVEMENTS SINGLE LEFT EASTBOUND AND THEN TWO CORRESPONDING THROUGH MOVEMENTS.

WE DO HAVE REFUGE ISLANDS.

AND THEN AGAIN, WE HAVE THE PROTECTED INTERSECTION CONCEPT FOR STAGING AREAS FOR THE PEDESTRIANS OF THE BICYCLISTS AT ALL FOUR CORNERS.

THERE WILL BE ANOTHER POTENTIAL RIGHT AWAY IMPACT FOR THIS PARCEL THAT WE'LL DISCUSS A LITTLE BIT LATER, AS WELL AS JUST WANT TO HIGHLIGHT THAT THERE'S NO IMPACT TO THIS PARCEL WITH THIS CONCEPT.

IT'S JUST COMING BACK AROUND TO THE NORTH.

THAT'S OUR 360 DEGREE VIEW.

WELL, LET ME PULL THAT BACK DOWN.

SO FROM A TRAFFIC PERSPECTIVE, I'M GOING TO FOCUS WE'RE PROVIDING 2026 AND 2040 DATA, BUT I'M GOING TO FOCUS ON THE 2026 OPENING NEAR TOTAL VEHICLE DELAY THROUGH THE INTERSECTION.

SO WE MODEL THESE INTERSECTIONS USING TWO PROGRAMS. WE HAVE SYNCHRO, WHICH MODELS JUST THE INTERSECTION.

SO WE FEED IT WITH THE VOLUME DATA AND THE LANE CONFIGURATIONS, AND IT PUSHES OUT SOME OF THIS INFORMATION LEVEL OF SERVICE VEHICLE DELAY.

AND IT'S REALLY A MICRO SIMULATION OF THE INTERSECTION BECAUSE IT'S JUST THE INTERSECTION. AND WE ALSO USE A PROGRAM CALLED SIM TRAFFIC, WHICH IT'S NOT A FULL REGIONAL MODEL, BUT IT IS A NETWORK MODEL.

SO WE HAVE THIS INTERSECTION THEN A COUPLE OF INTERSECTIONS IN EACH DIRECTION.

SO YOU GET A MINI NETWORK AND WHAT THIS ALLOWS, IT ACTUALLY FEEDS CARS INTO THIS MINI NETWORK AND IT CAN BACK UP AND SHOW HOW CARS GO THROUGH EACH INTERSECTION.

AND IT CAN SET YOUR TIMING BETWEEN EACH INTERSECTION TO SORT OF BALANCE HOW THE WHOLE MINI NETWORK WORKS TOGETHER AND SORT OF PRODUCE SOME OF THESE SOME OF THIS DATA THAT YOU'RE ABOUT TO SEE. SO THAT'S WHERE WE'RE GETTING THE FUELS USED AND THE TOTAL DAILY NUMBERS USED.

SO FROM A VEHICLE PERSPECTIVE, NOT A PEDESTRIAN LEVEL PERSPECTIVE, WE'RE SHOWING AN OVERALL LEVEL OF SERVICE.

THIS IS HOW TRAFFIC ENGINEERS RATES THE PERFORMANCE.

OF THEIR INTERSECTIONS, IT GOES A THROUGH F, SO D IS CONSIDERED ACCEPTABLE BY MOST AGENCIES. WE HAVE AN AVERAGE VEHICLE DELAY THROUGH THE INTERSECTION OF FORTY SIX POINT NINE SECONDS.

SO GOING BACK, IF YOU IF YOU REMEMBER THE GREEN TIME WAS THIRTY THREE POINT SEVEN, IT'S HARD FOR US TO SAY HOW LONG YOU'RE GOING TO BE SITTING IN AN INTERSECTION.

BUT IF YOU ASSUME YOU HAVE A GREEN TIME OF THIRTY THREE POINT SEVEN SECONDS, YOU'RE LIKELY GOING TO BE SITTING THERE THROUGH ONE RED CYCLE AT THE PEAK HOUR.

YOU PROBABLY DIDN'T GET THROUGH THE NEXT CYCLE, SO YOU'RE PROBABLY GOING TO BE STAYING THERE NO LONGER THAN ONE SIGNAL CYCLE.

THROUGH THE NETWORK, TOTAL OF ALL VEHICLES GOING THROUGH THERE, AND WE'RE PROBABLY GETTING ABOUT 1600 VEHICLES IN AN HOUR THROUGH THIS INTERSECTION.

YOU'RE ABOUT 58 VEHICLE DELAY HOURS TOTAL FOR ALL USERS AND FOR ALL USERS, 57 GALLONS USED. SO AGAIN, WE'RE GOING TO WE LOOKED AT THE NETWORK LEVEL OF GREENHOUSE GASES AND WE'RE GOING TO TRY TO LOOK AT AN INTERSECTION LEVEL JUST TO SEE IF THE THE MACRO AND THE MICRO MATCH UP FROM A GREENHOUSE GAS PERSPECTIVE.

SO WE WANTED TO LOOK AT IT AT THE MACRO LEVEL.

WE WILL LOOK AT IT AT THE MICRO LEVEL.

SEE IF THE NUMBERS MAKE SENSE AND SEE IF THEY ARE COMPATIBLE WITH EACH OTHER.

WE WANT TO MAKE SURE WE'RE WE'RE DOUBLE CHECKING AND BACK CHECKING EACH OTHER.

SO. FOR A QUEUING PERSPECTIVE, SO AGAIN, SOME TRAFFIC LOOKS AT IT FROM A NETWORK SO WE CAN LOOK AT THIS INTERSECTION.

COMPARE IT WITH THE ROUTE 66 INTERSECTION.

COME BACK, LOOK AT.

WE LOOKED ALL THE WAY BACK TO MILTON AND THEN SOME OTHER SIGNALIZED INTERSECTIONS ALONG THE ROUTES. SO THE P AND PEAK HOUR FOR 2026, WE WOULD EXPECT THE QUEUES AT THE WORST PEAK HOUR, IT'S BACK UP ABOUT 600 FEET IN THE EASTBOUND DIRECTION.

THAT'S OUR WORST QUEUE. SO BACK OUT TO O'LEARY STREET BEYOND BRANDON STREET SOUTHBOUND.

A LITTLE BIT PAST WINDSOR STREET ON THE WESTBOUND DIRECTION.

AND NOT QUITE THE CHURCHILL IN THE NORTHBOUND DIRECTION.

SO OVERALL, THIS INTERSECTION IS PERFORMING PRETTY WELL FROM A TRAFFIC PERSPECTIVE.

WE ALSO WANTED TO OVERLAY WE GOT A LOT OF FEEDBACK THAT THE INTERSECTIONS FELT BIG, SO WE

[04:20:01]

SO WE PICKED ROUTE 66 AND FOURTH STREET.

SO YOU'RE SEEING THE VISUAL GRAPHIC OF SIXTY SIX AND FOURTH STREET AND THE BROWN LINES THAT YOU'RE SEEING IS THE PROPOSED INTERSECTION FOR LONE TREE AND BUTLER.

SO YOU CAN SEE VISUALLY, WE'RE A LITTLE BIT SMALLER THAN FOURTH STREET IN ROUTE 66.

THE DISTANCES ON THE EAST BOUND LEG ARE PROBABLY VERY SIMILAR.

YOU CAN SEE CURB TO CURB, WE'RE FAIRLY CLOSE.

WE HAVE SLIGHTLY SMALLER LANES, BUT WE HAVE THE BIKE LANE.

WE INCLUDED ON THIS LEG EASTBOUND WERE SLIGHTLY SMALLER AND THEN NORTH AND SOUTH LAKES WERE A LITTLE BIT NARROWER.

SO JUST COMPARATIVE PURPOSES, YOU KNOW, WE'RE NOT DRASTICALLY SMALLER, BUT WE ARE SMALLER THAN THAT COMPARED TO ANYONE'S FAMILIAR WITH FOURTH STREET AND ROUTE 66.

THAT'S SORT OF A VISUAL COMPARISON.

WE ALSO, LUCKILY ARE A LITTLE BIT MORE SQUARED.

SO FROM A FEELING PERSPECTIVE, IT'LL FEEL A LITTLE BIT SMALLER, ESPECIALLY WITH THIS NORTH LAKE. WITH IT TURNING, IT JUST FEELS A LOT MORE OPEN BECAUSE OF THE RADIUS THAT HAPPENED AT THIS CORNER, SO THAT ALONE SAVES A LOT OF THE FEELING OF IT BEING A LITTLE BIT OF A NARROWER INTERSECTION.

WE ALSO HAVE REFUGE ISLANDS AVAILABLE ON TWO OF THE LAKES THAT WEREN'T AVAILABLE ON THIS INTERSECTION, SO THAT PROVIDES A SAFE FEELING FOR SOME CROSSERS.

AND WE'LL GET INTO THAT WHEN WE GET TO THE SAFETY SECTION.

THAT'S OPTION TWO FULL BAILED OUT AGAIN, THIS IS JUST US TRYING TO MAXIMIZE IMPROVEMENTS WHERE WE COULD. SO WE HAVE GONE TO SEPARATED BIKE LANES ON ALL FOUR CORNERS.

WE'VE GONE TO CHANNELIZED RIGHTS ON TWO CORNERS.

AND YOU MAY BE ASKING WHAT IS CHANNELIZE RIGHTS HELP DO? IT REALLY HELPS SHRINK THE CROSSING DISTANCE AND THE MAIN INTERSECTION.

PEDESTRIANS AND BICYCLISTS DO HAVE TO MAKE A SECONDARY CROSSING MOVEMENT.

WE WILL COVER THIS IN MORE DETAIL A LITTLE BIT LATER.

THIS SECONDARY CROSSING MOVEMENT CAN HAPPEN WHILE YOU'RE IN THE RED PHASE OR IN THE PREVIOUS GREEN PHASE.

SO THIS CROSSING CAN HAPPEN, THEN YOU CAN STAGE HERE.

AND THEN WHEN YOU GET THE PERMISSION TO CROSS THROUGH SIGNALIZATION, YOU KNOW THIS DISTANCE COMES BECOMES A LOT SHORTER.

SO YOU REMEMBER FROM THE PREVIOUS ALTERNATIVE, WE WERE ABOUT 91 FEET FOR DISTANCE.

WE'VE GONE DOWN ON THE EAST LEG TO 70 FEET.

YOU KNOW, WE'RE 70 FEET ON THE WEST LEG, TOO.

WE'RE STILL A LITTLE BIT WIDE ON THE NORTH AND SOUTH AT 83 AND 86 FEET, BUT WE SORT OF WE HAVE NARROWED THE FEELING OF THIS INTERSECTION.

WE ALSO HAVE PROTECTED BICYCLE CROSSINGS AT ALL FOUR LEGS AND ENHANCE VISIBILITY CROSSWALKS, ALL FOUR LEGS.

AND I WILL GET INTO THIS, I KNOW THERE'S BEEN A LOT OF FEEDBACK ON CHANNELIZED RIGHT TURN LANES. THESE ARE NOT SLIP LANES.

WE WILL TALK ABOUT TRAFFIC CONTROL OPTIONS FOR THESE, BUT THESE ARE HAVE BEEN DESIGNED IN A SPECIFIC WAY TO TAKE INTO ACCOUNT.

CONTINUOUS RIGHT MOVEMENTS.

THEY ARE NOT INTENDED TO BE CONTINUOUS RIGHT MOVEMENTS.

SO WE'LL GET INTO THAT A LITTLE BIT LATER.

SO I KNOW IF YOU'RE THINKING ABOUT THOSE, WE'LL KNOW MORE ABOUT THEM.

WE WILL GET INTO THAT.

LIKE I SAID, WE DO HAVE GREAT SEPARATION IN ALL FOUR CORNERS AS WELL, SO WE ARE TAKING CYCLISTS OFF THE STREET FOR THIS CONSIDERATION.

OR FOR THIS OPTION.

IT'S FROM THE VISUALIZATION STANDPOINT.

AGAIN, WE HAVE THE TRANSLATION SOUTHWEST AND NORTHEAST CORNERS, PROTECTED CROSSINGS, ALL FOUR CORNERS.

ENHANCE CROSSWALKS, ALL FOUR CORNERS, YOU'LL NOTICE THIS BUILDING IN THE NORTHEAST CORNER IS GONE. THIS GENERALIZATION DOES REQUIRE ACQUISITION AND DEMOLITION OF THIS BUILDING.

THERE'S ALSO AN IMPACT TO THE PROPERTY ON THE SOUTHWEST CORNER DRIVEWAY ACCESS THAT I MENTIONED EARLIER.

IT'S NOT A PROPERTY TAKE, IT'S A ACCESS ISSUE.

SO I'LL GET INTO THAT A LITTLE BIT.

ACTUALLY, GET INTO IT NOW SO YOU CAN SEE HERE WE'RE WE'RE GOING TO BE TAKING DRIVEWAY ACCESS WITH A CONCEPT LIKE THIS.

AND AGAIN, THIS IS SCHEMATIC DESIGN.

SOME OF THIS STUFF CAN BE WORKED OUT DURING A FINAL DESIGN, BUT IF DRIVEWAY ACCESS IS TAKEN. WE WOULD HAVE TO LOOK FOR A SECONDARY APPROACH TO DRIVEWAY ACCESS FOR THIS PARCEL WHERE I TOUCHED IN THE BUILDING, WE WERE JUST TOUCHING PARKING LOT.

ONE CONCEPT WE'VE TAKEN INTERNALLY IS PROVIDING ACCESS OFF THE ELDEN OVER HERE ON THE WEST SIDE. SO THEY GET ACCESS OFF THE ELDEN AND THEN MOST LIKELY HAVE TO DO A REBUILD TO SOME OF THE PARKING LOT OVER HERE FOR A LOST PARCEL FOR LOST LOTS.

SIMILARLY, WITH THIS PARCEL, THERE IS CURRENTLY DRIVEWAY ACCESS.

WE'D HAVE TO LOOK AT THE GEOMETRY FOR THIS CONDITION AND COMPATIBILITY OF DRIVEWAYS WITH PULLING THE BICYCLIST OFF OF THIS CORNER.

[04:25:03]

THIS PARCEL IN THIS PARCEL OF THE SAME OWNER NOW ACCORDING TO OUR RIGHT OF WAY ACQUISITION EXPERT. SO WE ARE STILL INVESTIGATING THIS.

BUT AGAIN, AT THIS SCHEMATIC LEVEL, WE DON'T HAVE A FULL ANSWER, BUT THIS COULD BE A POTENTIAL PARTIAL IMPACT.

BUT THIS IS A THIS DOES BECOME A DEFINITE IMPACT WITH THIS CONCEPT.

SO FACING WEST AGAIN, WE HAVE A CHANNELIZED RIGHT.

YOU CAN CROSS THIS CHANNELIZED RIGHT INDEPENDENT OF WHAT THE PHASING IS AND THE MAIN INTERSECTION, AND WE'LL AGAIN GET INTO THAT LATER.

YOU HAVE TWO THUR MOVEMENTS, A SINGLE LEFT AND TWO OPPOSING THRU MOVEMENTS, THE ONLY CROSSING FIVE LANES OF TRAFFIC, AND YOU DO HAVE THE MEDIAN REFUGE.

LOOKING EAST, SO THIS IS WESTBOUND TRAFFIC AGAIN CHANNELIZED, RIGHT, TWO THROUGH MOVEMENTS, TWO LEFT AND TWO OPPOSING THROUGH.

SO YOU HAVE SIX LANES OF TRAFFIC, YOU'D HAVE TO CROSS HERE.

MAX DISTANCE IS 70 FEET WITH A CROSSING TIME OF APPROXIMATELY 20 SECONDS.

NORTH, YOU HAVE A MORE STANDARD RIGHT TURN LANE.

TWO THROUGH MOVEMENTS AND TO SOUTHBOUND LEFT TURNS, AND THEN YOU DO HAVE TO OPPOSING THRU MOVEMENTS AND THEN YOU HAVE YOUR EYES RIGHT THAT WOULD MERGE WITH THOSE THRU MOVEMENTS.

LOOKING SOUTH, YOU HAVE A STANDARD NORTHBOUND RIGHT TO NORTHBOUND THROUGHS, NORTHBOUND LEFT INTO OPPOSING THREE MOVEMENTS AND AGAIN, THAT NORTHBOUND OR CHANNELIZED RATE COMING IN AND MERGING WITH THE OPPOSING THROUGH MOVEMENTS.

ALL INTERSECTIONS HAVE THE PROTECTED BICYCLISTS CROSSING AND THE ENHANCED CROSSWALK FOR PEDESTRIANS. THIS IS CONSIDERED A PROTECTED INTERSECTION WITH STAGING AREAS BOTH ON THE THE MEDIAN ISLANDS OR THE PORKCHOP ISLAND AND AHEAD OF THE CHANNELIZED RIGHT.

LONG ASSISTANCE, THE CROSS IS 86 FEET.

TWENTY FOUR PERCENT, TWENTY FOUR POINT SIX PERCENT CROSSING TIME.

SO 86 IS THE CONTROLLING CROSSING TIME THIS INTERSECTION HAS AVAILABLE GREEN OF 32 SECONDS. SO AGAIN, THERE'S ENOUGH AVAILABLE CROSSING GREEN TIME FOR A PEDESTRIAN TO CROSS USING THE REDUCED SPEED, IT TAKES THIRTY POINT SEVEN SECONDS.

SO AGAIN, STILL ENOUGH AVAILABLE GREEN TIME AND WE WILL GET INTO A LITTLE BIT LATER.

ADDITIONAL OPTIONS FOR SLOWER CROSSERS.

ALSO BRINGING UP THE 360 VIEW.

JUST SORT OF GIVE IDEA.

SO THIS IS THAT DRIVEWAY ACCESS PARCEL BACK HERE, YOU CAN SEE THERE'S AN EXISTING DRIVEWAY BACK HERE AND WITH THIS BIKE, HOW THEY ENTER INTO IT, THERE'S POTENTIAL DRIVEWAY CONFLICT WITH THAT MOVEMENT COMING THROUGH HERE YOU CAN SEE THE LANE CONFIGURATION.

YOU CAN SEE HOW THAT CHANNELIZED RIGHT BEHAVES WITH OPPOSING THROUGHS.

THAT BUILDING IS NOW GONE.

COMING BACK, LOOKING EAST, YOU CAN SEE HOW THE CHANNELIZE RIGHT WORKS WITH THE TRAFFIC LANE CONFIGURATION.

AGAIN, THAT BUILDING IS STILL PROTECTED.

IT WILL NOT BE IMPACTED BY ANY PROPOSED ALTERNATIVES.

LOOKING NORTHBOUND, YOU CAN SEE THE LANE CONFIGURATION.

WE GOT OUR FOUR PLUS TWO.

THEN COMING AROUND, WE WILL HAVE AN IMPACT POTENTIALLY TO THIS PARKING LOT.

WE CAN RECONFIGURE IT OVER TO ELDEN.

AND WITH THIS PORK CHOP, WE GOT A THREE PLUS TWO CONFIGURATION, A FILING CONFIGURATION WITH THE MEDIAN REFUGE ISLAND.

SO THAT'S SORT OF THE 360 VIEW OF THAT INTERSECTION.

HOPEFULLY I'M NOT GOING TOO FAST FOR EVERYBODY, BUT A LOT OF THESE CONCEPTS ARE SIMILAR.

JUST TRYING TO PROVIDE DIFFERENT OPTIONS.

PERFORMANCE FROM A TRAFFIC PERSPECTIVE, VERY SIMILAR LEVEL OF SERVICE D AVERAGE VEHICLE DELAY FIFTY FORTY SEVEN POINT EIGHT.

AND WE'LL SUMMARIZE ALL THIS DATA AT THE END AS WELL.

SO. WELL, YOU KNOW, DON'T FEEL LIKE YOU HAVE TO WRITE ALL THIS DOWN, WE DO HAVE A SUMMARY TABLE AT THE END.

2026 VEHICLE DELAY, FIFTY NINE HOURS FIFTY EIGHT POINT TWO GALLONS USED.

QUEUE DELAYS VERY SIMILAR BACK UP ON THE EASTBOUND DIRECTION, NOT QUITE TO O'LEARY NORTHBOUND, NOT QUITE TO CHURCHILL, WESTBOUND, JUST ABOUT TO WINDSOR AND THEN SOUTHBOUND JUST PAST BRANNAN. AND THEN WE GET INTO THE COMPARISON.

YOU CAN SEE THAT THE CORE OF THE INTERSECTION IS SIGNIFICANTLY SMALLER THAN WHAT WE LOOKED AT, IF YOU CONSIDER THE PORK CHOP IS THE CORE INTERSECTION, WHICH WE CONSIDER AGAIN, BECAUSE THIS IS A PERMISSIVE CROSSING AT ANY TIME DURING THE PHASE.

[04:30:02]

SO I AM GOING TO, WHY THESE CONCEPTS ARE THE SAME, SO I'M GOING TO TRY TO GO THROUGH THESE A LITTLE BIT QUICKER.

JUST SORT OF HIGHLIGHT THE DIFFERENCES ON THREE AND FOUR AND THEN FIVE ALSO BACK DOWN.

SO SINGLE LEFT, THE BIGGEST DIFFERENCE IS WE ARE LOSING THE DOUBLE LEFTS ON THE SOUTHBOUND AND WESTBOUND, REPLACING THEM WITH A SINGLE LEFT AND A MEDIAN REFUGE ISLAND.

THIS IS IN DIRECT RESPONSE TO SOME FEEDBACK FROM THE PREVIOUS COUNCIL MEETING, WE DO HAVE THE OPTION WITH A SINGLE LEFT WITH NO MEDIAN ISLAND TWO, THAT'S OPTION FIVE.

SO SINGLE LEFT TURN LANES AT ALL FOUR DIRECTIONS, SEPARATED BIKE LANES ON LONE TREE OVERPASS AND AT BUTLER'S.

SO ALL FOUR CORNERS ARE AGAIN PROTECTED INTERSECTIONS WITH BIKE FACILITIES OFF OF THE ROADWAY, RAISED MEDIANS, REFUGE ISLANDS AT ALL FOUR APPROACHES AND THEN CHANNELIZED RIGHTS AT BOTH CORNERS.

SAME RIGHT AWAY IMPACTS IMPACTING THIS PARCEL.

THIS BUILDING IN THIS PARCEL AND POTENTIALLY THIS DRIVEWAY.

SO VERY SIMILAR.

AGAIN, THE BIG CHANGE IS ADDING THIS MEDIAN REFUGE ISLAND IN THIS MEDIAN REFUGE ISLAND.

NOT MUCH DIFFERENCE OTHERWISE FROM OPTION TWO.

SO AGAIN. WEST LOOKING WEST.

THERE'S YOUR ADDITIONAL REFUGE ISLAND.

THIS DATA DOESN'T CHANGE FROM THE PREVIOUS CONCEPT AND THEN LOOKING NORTH THE SOUTHBOUND, YOU GOT YOUR WHITE MEDIAN REFUGE ISLAND REPLACING THAT LEFT TURN LANE.

AGAIN, THE DISTANCES DON'T CHANGE BECAUSE WE JUST REPLACED THE SOUTHBOUND LEFT WITH A B AND REFUGE ISLANDS.

THESE NUMBERS, AGAIN, ARE ALL THE SAME, AND WE DID AGAIN, IF YOU DIDN'T CATCH THIS ALREADY AND POINTED OUT EARLIER, IT DOESN'T INCLUDE TIME TO THE CHANNELIZATION ISLAND BECAUSE WE ARE ASSUMING THAT IS A PERMISSIVE CROSSING AT ANY TIME.

I'LL GO THROUGH A QUICK 360 SO YOU CAN SEE HOW THAT LOOKS.

THIS IS AGAIN FACING NORTH.

YOU SEE YOU HAVE A FOUR PLUS TWO CONFIGURATION LOOKING NORTH.

BUILDINGS GONE.

LOOKING WEST, YOU'VE GOT A THREE PLUS TWO.

BUILDING SAVED, GOT A FOUR PLUS TWO LOOK IN SOUTH THE NORTHBOUND DIRECTION.

WE DO HAVE THE PARKING LOT DRIVEWAY IMPACT TO THIS PARCEL.

YOU GOT A THREE PLUS TWO AGAIN GOING EAST.

DRIVEWAY IMPACTS SIMILAR TO ALTERNATIVE TWO AND YOU'RE BACK NORTH.

LOOKING AT THE BIG CHANGES WHERE THE MEDIAN ISLANDS.

OPTION THREE, FROM A PERFORMANCE, THIS IS A CHANGE FROM ALTERNATIVE TWO, SO OVERALL LEVEL OF SERVICE FOR VEHICLES DROPS FROM A LEVEL SERVICE D TO LEVEL SERVICE E, VEHICLE DELAY GOES UP FROM ABOUT 49 SECONDS.

I BELIEVE IT WAS TO 73 SECONDS.

VEHICLE DELAY GOES FROM OF ABOUT 58 OR 59 HOURS, TOTAL TO 92 HOURS.

AND GAS EMISSIONS, I BELIEVE, WERE IN THE 57 SUMMARY TABLE HAVE IT BY THOSE 57 GALLONS UP TO NINETY ONE POINT EIGHT. SO WE DO HAVE AN INCREASE IN VEHICLE DELAY.

SO YOU GET THE MORE IDLING TIME THAN I MENTIONED EARLIER.

YOU'RE GOING TO GET MORE GAS EMISSIONS FROM VEHICLES IDLING AT THE TIME, GOING BACK TO THE AVAILABLE GREEN TIME AGAIN.

WE HAVE 32 SECONDS.

AND WE HAVE A DELAY OF 73 SECONDS.

YOU'RE MOST LIKELY GOING TO BE SITTING AT THIS INTERSECTION FOR TWO FULL CYCLES IS SORT OF WHAT THAT SORT OF IMPLYING.

SO INSTEAD OF SITTING THERE THROUGH ONE FULL CYCLE, YOU'RE THERE'S A HIGH CHANCE PROBABILITY YOU'RE GOING TO SIT THERE THROUGH TWO FULL SIGNAL CYCLES TO GET THROUGH THAT INTERSECTION. AGAIN, WE CAN'T SPECIFICALLY MODEL HOW MANY TIMES EACH CAR IS GOING TO SIT THROUGH A FULL CYCLE, BUT JUST GOING BY AVERAGE VEHICLE DELAY AND AVERAGE SCREEN TIME, YOU KNOW, YOU CAN MAKE THAT ASSUMPTION.

NOT A HARD DATA IS JUST LOOKING AT THOSE TWO NUMBERS.

QUEUE LENGTH IS REALLY WHERE THIS IMPACT IS FELT.

SO GOING EASTBOUND BACKUPS NOW MOVE FROM O'LEARY STREET ALL THE WAY BACK PAST SAN FRANCISCO. NORTHBOUND GOES FROM CHURCHILL DOWN PAST FRANKLIN.

WESTBOUND ISN'T GREATLY IMPACTED NOW PAST WINDSOR LANE.

AND THEN LONE TREE DOES SHOW BACK UP ALL THE WAY BACK UP TO ROUTE 66.

I DO KNOW WE RECEIVED SOME COMMENTS BACK, WON'T THESE VEHICLES JUST FIND ALTERNATIVE ROUTES? WE DID NOT GO, BUT WE DID.

THE WAY THESE QUEUE LENGTHS ARE MODELED IS USING THE SIM TRAFFIC, SO THAT'S SORT OF THE MINI NETWORK MODEL.

SO WITH THAT, MANY NETWORK MODEL CARS ARE ABLE TO TRY TO FIND ALTERNATE ROUTES WITHIN THE MINI MODEL. WE DID NOT GO BACK TO THE BIG NETWORK MODEL OF ALL OF THE LOOKING AT THE ENTIRE NETWORK OF FLAGSTAFF.

SO THAT WOULD BE THE NEXT STEP.

IF WE WANTED TO PURSUE THIS, WE COULD GO BACK TO THE NETWORK LEVEL AND TRY TO SEE IF THAT NETWORK AND PUSH VEHICLES TO OTHER TO, YOU KNOW, TO OTHER NETWORKS.

[04:35:05]

THEY MAYBE SAID GO TO PONDEROSA OR MAY CONTINUE ON MILTON AND RESTORE SOME OF THE TRAFFIC ON MILTON THAT THAT WAS BEING PULLED TO LONE TREE.

SO THAT IS A POSSIBILITY.

WE DIDN'T GO PAST THE SIM TRAFFIC STAGE, SO.

SO THAT IS A NEXT LEVEL WE COULD LOOK AT IF IF THIS IS DESIRABLE TO PUSH BACK.

SO FULL DISCLOSURE, WE DIDN'T GO BACK TO THE METRO PLAN MODEL TO EVALUATE THAT NEXT LEVEL. THAT WASN'T WE DIDN'T HAVE THE TIME TO DO THAT AND WE JUST HAVEN'T DONE THAT LEVEL OF ANALYSIS. WE'D HAVE TO FORCE AND FORCE TRAFFIC FROM ONE NETWORK TO ANOTHER NETWORK, BUT IT COULD BE DONE.

WELL, YOU KNOW, COMPARISON AGAIN, VERY SIMILAR TO THE ALTERNATIVE TWO.

AND THEN FOUR AGAIN, BALANCE INTERSECTION.

THIS IS OUR CONCEPT TO SORT OF BALANCE SOME OF THESE GIVE AND TAKES OF THE PREVIOUS THREE INTERSECTIONS, SO IT'S GETTING RID OF THAT CHANNELIZED RIGHT TO SAVE THIS PROPERTY IN THIS PARCEL ALSO SAVES THE IMPACTS ON THIS PARCEL.

AND THEN WE ADJUSTED THIS CORNER AND HOW THE CHALLENGE IS OCCURRING TO TRY TO SAVE THIS PARKING LOT. SO I WAS JUST SHOWING HOW WE CAN MODIFY THE CONCEPTS FROM THE PREVIOUS THREE ALTERNATIVES TO SORT OF DURING A FINAL DESIGN IF WE NEEDED TO TO SORT OF DO SOME GIVE AND TAKES FOR THE PROJECT, THAT'S REALLY WHAT THE GOAL OF THIS ALTERNATIVE WAS.

YOU CAN SEE INTERSECTION WIDTHS GET INCREASED BACK TO 91 FEET, SIMILAR ALTERNATIVE ONE BOTH ON THE SOUTHBOUND AND WESTBOUND.

REALLY, ALL'S YOU'RE GAINING IS SHORTENING THE THE TWO LEGS ARE THE LEG ON THE WEST SIDE ALONG FOOTE'S TRAIL AND THEN THE SOUTH LEG GETS SHORTENED A LITTLE BIT TO 84 FEET ON THE SOUTH. SO THIS IS REALLY ENCOURAGED POTENTIAL USERS TO CROSS THE SOUTH LEG AND THEN JOIN THE FOOTE'S TRAIL SYSTEM IF THEY'RE COMING TO THIS COMMERCIAL BUILDING.

SO IT MAY ENCOURAGE USERS TO USE THIS MOVEMENT MORE THAN STAND ON THE EAST SIDE.

OTHER THAN THAT, NOT A LOT OF DIFFERENCE THIS BUILDING SHOULD HAVE BEEN PUT BACK IN.

SO IMAGINE THIS BUILDING'S BACKING.

THERE IS NO IMPACT TO THAT PARCEL, BUT THE ONLY REAL BIG DIFFERENCE IS THIS CHANNELIZATION IS STATIONS ONLY ON THE SOUTHWEST CORNER, NOT ON THE NORTHEAST CORNER.

UM CROSSING DISTANCE GOES BACK UP TO 91 FEET.

THAT'S OUR CONTROLLING DISTANCE.

SAME WITH THE NORTH LEG.

YOU CAN SEE HERE WE'RE BACK TO FOUR OR SEVEN LAKE CROSSING.

THIS MEDIAN AGAIN IS NOT WIDE ENOUGH TO BE A REFUGE ISLAND.

SO CONTROLLING DISTANCE IS 91 FEET.

26 SECONDS.

WE'RE STILL BELOW THE AVAILABLE GREEN TIME.

SLOW DOWN FOR PEDESTRIANS.

WE DO SHOW A CROSSING TIME OF THIRTY TWO AND A HALF SECONDS.

YOU KNOW, IF THIS WERE THE PREFERRED INTERSECTION, WE COULD ADJUST SCREEN TIME TO ACHIEVE THAT CROSSING. THERE IS AN ALTERNATIVE APPROACH WE'LL DISCUSS, AS I'VE MENTIONED, FOR SLOWER CROSSERS THAT WILL GET TO IN A LITTLE BIT.

SO HERE IS ALTERNATIVE FOUR SO YOU CAN SEE WHAT IT LOOKS LIKE WITH A 360.

SO YOU GOT FIVE LEGS OR FIVE LANES ON THE NORTH OR SEVEN SEVEN ON THE NORTH LEG.

SEVEN ON THE EAST LEG.

SIX ON THE SOUTH LEG.

THEN FIVE ON THE NORTH LAKE, AS YOU'RE CHANNELIZING THE RIGHT? SWING BACK, NORTHEAST CORNER, THE BUILDING'S BACK AT BEING SAVED, YOU'RE ALSO ELIMINATING THE IMPACTS.

WENT TOO FAR TO THAT PARCEL AND TO THE PARCEL OVER HERE, THE DRIVEWAY OVER HERE.

BY KEEPING CYCLISTS ARE ALSO KEPT ON THIS CONCEPT ON BUTLER, AND THEY ARE KEPT OFF NETWORK ON LONE TREE, LIKE WITH ALL FOUR OPTIONS.

AND IS THIS PERFORM OR BACK UP TO A LEVEL SERVICE D WITH A DELAY OF 47 SECONDS? TOTAL VEHICLE DELAY OF 59 HOURS, EMISSIONS OF 56, SO VERY SIMILAR TO OPTIONS ONE AND TWO AND QUEUE LENGTHS ARE VERY SIMILAR TO OPTIONS ONE AND TWO.

AND YOU SEE THE INTERSECTION WIDTH IS VERY SIMILAR TO THE ALTERNATIVE ONE, A LITTLE BIT SMALLER ON THIS WEST LEG IN SOUTH LEG, JUST BECAUSE WE'RE TAKING ADVANTAGE OF THAT CHANNELIZED RIGHT. ALL OF THAT CHANNELIZED RIGHT DOES MAINLY TAKE UP A LOT OF THIS CURB LENGTH, BUT IT DOES FEEL A LITTLE BIT SMALLER ON THIS SOUTHWEST OR SOUTH AND WEST LEGS.

BUT IT'S SORT OF A COMPROMISE BETWEEN A FULL BUILD OUT AND THAT.

YOU KNOW, TYPICAL APPROACH THAT WE TALKED ABOUT.

SO AFTER TRANSPORTATION COMMISSION, YOU KNOW, WE DISCUSSED A LITTLE BIT AT TRANSPORTATION

[04:40:01]

WE HAD TWO ARTERIALS CROSSING WITHIN CITY OF FLAGSTAFF, SO IT'S A SHARED RIGHT THROUGH CONCEPT SINGLE LEFTS ALL THE WAY AROUND.

LONGEST CROSSING IS 77 FEET ON THE WEST AND EAST APPROACHES, BASICALLY WE'RE KEEPING BUTLER AS IT IS JUST LIMITING THE RIGHT TURN LANE TO SKINNY UP THE INTERSECTION.

AND THEN WE MADE A FIVE LANE, ROADWAY FOR LONE TREE NORTH AND SOUTH.

WE DO HAVE SEPARATED BIKE LANES ALONG LONE TREE EAST AND WEST, AND THEN KEEPING THE BIKE LANES ON BUTLER EAST AND WEST.

SO IT'S BUTLER'S GOING TO LOOK VERY SIMILAR TO WHAT IT LOOKS LIKE TODAY.

AND THEN LONE TREE IS GOING TO BE JUST FIVE LANES, TWO LANES, EACH DIRECTION WITH THE LEFT TURN LANE. THERE ARE NO PROTECTED OR THERE ARE PROTECTED REFUGE MEDIANS EAST AND WEST WITH THIS CONCEPT, THERE ARE NONE NORTH AND SOUTH.

BUT I DON'T HAVE THE RENDERINGS FOR THIS CONCEPTS BECAUSE WE DEVELOPED THIS A LITTLE BIT LATE IN THE PROCESS, BUT WE DO HAVE THE SIMILAR DATA.

SO LONGEST CROSSING 77 FEET TAKES 22 SECONDS, WE HAVE AN AVAILABLE GREEN TIME OF 45 SECONDS. WE HAVE A LITTLE BIT LONGER THROUGH MOVEMENTS BECAUSE WE HAVE LESS AVAILABLE LEFT TURN LANE. BASED ON OUR MODELING.

THIS WAS THE MOST EFFICIENT INTERSECTION.

AND THEN FOR SLOWER PEDESTRIANS, WE HAVE A 27.5 SECOND CROSSING TIME.

SO IT FITS WELL WITHIN THE AVAILABLE GREEN TIME, THIS LINK DOESN'T ACTUALLY WORK.

I JUST DIDN'T DELETE THAT, SO MY APOLOGIES FOR THAT.

WE DO NOT HAVE A 360 VIEW OF THIS INTERSECTION.

PERFORMANCE, WE ONLY HAVE THE 2026 MODEL FOR THIS INTERSECTION.

IT IS A LEVEL OF SERVICE F AVERAGE VEHICLE DELAY IS ONE HUNDRED AND SEVENTEEN SECONDS.

TOTAL VEHICLE DELAY IS UP TO 145 HOURS AND TOTAL GAS EMISSIONS ARE 100 GALLONS.

QUEUES ARE WHERE DID MY OTHERS, MY QUEUE SLIDES GOT FLIPPED APOLOGIES QUEUES ARE VERY SIMILAR TO OPTION THREE, WHERE WE'RE PAST SAN FRANCISCO ON THE EASTBOUND DIRECTION.

WE'RE ACTUALLY SPILLING INTO ROUTE 66 IN THE SOUTHBOUND DIRECTION.

AND AGAIN, THIS IS FROM SIM TRAFFIC, WHICH IS SORT OF THAT MIDDLE MODEL BETWEEN THE MICRO AND MACRO.

WESTBOUND WERE WELL PAST WINDSOR, AND THE NORTHBOUND WERE PAST FRANKLIN.

WE DID EVALUATE FOR THIS CONDITION.

WHAT HAPPENS WITH THE LEVEL OF SERVICE FOR ROUTE 66 AND LONE TREE? THIS, AGAIN, ROUTE 66, IS AN ADOT FACILITY.

OUR TIA THAT WE DID SUBMIT IT IN DRAFT FORM WAS FOR ALTERNATIVES SIMILAR TO ONE, TWO AND FOUR TO OUR ORIGINAL DRAFT TIA.

2026 INTERSECTION FOR LONE TREE IN ROUTE 66 WAS OPERATING AT A LEVEL OF SERVICE D ADOTS TGP, SO THERE ARE GUIDELINES THERE.

SORRY, I LET ME GRAB ME SOME WATER.

THERE ARE TRAFFIC GUIDELINES AND PROCESSES REQUIRE NEW INTERSECTIONS WITH THEIR FACILITIES TO OPERATE AT A LEVEL SERVICE D OR BETTER OR TO MATCH THE LEVEL OF SERVICE OF THE INTERSECTIONS, AT LEVEL OF SERVICE D, WE WERE MEETING THAT WITH THE TIA WITH ALTERNATIVE SIMILAR TO ONE, TWO AND FOUR.

WITH THIS TYPE OF BACKUP, LEVEL OF SERVICE IS DROPPING IN 2026 TO LEVEL OF SERVICE E JUST BECAUSE OF THE DELAYS ARE NOT ALLOWING THE QUEUE MOVEMENTS FOR WESTBOUND LEFT AND EAST BOUND RIGHT TO ENTER LONE TREE BECAUSE OF THE QUEUE BACKUP.

SO THERE ARE CONCERNS THAT WITH THIS CONCEPT AN THIS QUEUING THAT THE TIA WILL INDICATE THAT THE FACILITIES FOR ROUTE 66 THE ADOT FACILITIES WILL NOT BE COMPATIBLE WITH THEIR GUIDELINES. SO THIS CONCEPT WOULD REQUIRE FURTHER EVALUATION FOR US TO PURSUE FURTHER TO SEE IF WE CAN REROUTE TRAFFIC THROUGH METRO PLANS MODEL ELSEWHERE IN THE MODEL.

AGAIN, THE MOST LIKELY CANDIDATES ARE BACK TO MILTON, BACK TO BEAVER AND BACK TO SAN FRANCISCO. THOSE ARE THE MOST LIKELY CANDIDATES TO RETAKE TRAFFIC.

WE HAVE NOT DONE THAT EVALUATION AT THIS POINT.

AND WE ALSO DID THE TRADITIONAL INTERSECTION, BUT DID PUT BACK IN THE THE DOUBLE LEFTS SOUTHBOUND AND WESTBOUND JUST TO SEE WHAT HAPPENED WITH QUEUES STILL SHARED THE THROUGH RIGHTS THE COMBO THROUGH RIGHTS JUST TO ELIMINATE THE SO THERE'S NO CHANNELIZED RIGHTS.

THERE'S NO DEDICATED RIGHT TURN LANES.

WANTED TO SEE WHAT THAT DID JUST AS SORT OF A MODIFIED APPROACH, AND YOU CAN SEE THE REDUCTION IN QUEUE [INAUDIBLE] COMPARED TO THE SINGLE LEFT TURN LANES.

SO THERE'S A SIMILAR CONCEPT JUST BRINGS BACK THE DOUBLES.

AND AGAIN, WE JUST DID THAT FOR OUR EVALUATION PURPOSES JUST TO GIVE ANOTHER OPTION.

SO THIS IS SORT OF A MODIFIED ALTERNATIVE FIVE.

[04:45:06]

THAT'S ALL FIVE ALTERNATIVES.

ANOTHER THING WE WERE ASKED TO TALK ABOUT FROM TRANSPORTATION COMMISSION COMING OUT OF THERE IS CAN YOU PUT NUMBERS TO SAFETY FEATURES? SO WE DID GO BACK, WE LOOKED AT MULTIPLE PUBLICATIONS.

WE HAVE TWO WE CAN REALLY RELY ON.

[INAUDIBLE] OFFICE OF SAFETY.

AND THEN THE CMF CLEARINGHOUSE, SO CMF, IS THE CRASH MODIFICATION FACTOR CLEARINGHOUSE.

SO WE HAVE TWO PUBLICATION DATA'S.

HOW THESE OPERATE IS THEY DO STUDIES FROM MULTIPLE AGENCIES.

THESE STUDIES ARE SUBMITTED, THEY'RE EVALUATED BY OFFICIALS AND THE STUDIES ARE RATED AND THEY'RE RANKED BY APPLICABILITY BY AGENCIES.

AND THEN THEY COME UP WITH THESE DATAS.

SO THE DATAS DON'T MATCH SPECIFICALLY, BUT WE WANT TO PROVIDE BOTH DATA SO WE CAN PROVIDE AS MUCH DATA TO THIS GROUP AS POSSIBLE.

SO ON STREET BICYCLE LANES, JUST HAVING BICYCLE LANES AND SORT OF CYCLISTS BEING ON A SHOULDER, BUT BEING IN A DEDICATED BICYCLE LANE CAN REDUCE AND THESE ARE UP TO'S.

IT'S NOT GOING TO GUARANTEE THESE REDUCTIONS.

THESE ARE ALL UP TO BECAUSE IT REALLY DEPENDS ON DEMOGRAPHICS, DEPENDS ON WHERE YOU'RE LOCATED. A WHOLE BUNCH OF FACTORS ADDITIONALLY GO INTO THIS, BUT YOU HAVE UP TO A 57 PERCENT REDUCTION ON URBAN FOUR-LANE UNDIVIDED COLLECTORS.

CMF UP TO 49 PERCENT.

THESE ARE THE MOST COMMON BICYCLE FACILITY AND USE IN THE U.S., ARE DEDICATED BIKE LANES.

IT DOES CREATE A DEDICATED LANE TO SEPARATE BICYCLES AND AUTOMOBILES, AND IT INCREASES PREDICTABILITY OF WHERE THE CYCLISTS ARE GOING TO BE LOCATED.

SO THAT'S WHERE THE BENEFIT COMES FROM.

SEPARATED BICYCLE PATHS LIKE WHAT WE'RE USING ON LONE TREE HAS A FURTHER CRASH REDUCTION OF UP TO 25 PERCENT.

IT FULLY SEPARATES THE BICYCLE USERS FROM THE VEHICULAR ROADWAY, AND WE ARE FOLLOWING THE ATMP CONCEPT FOR LONE TREE WITH THIS WITH THE CONCEPT.

SO ATMP DOES PROVIDE QUARTERS FOR VERTICAL AND HORIZONTAL.

LONE TREE ROAD AND BUTLER ARE BOTH DEDICATED FOR VERTICAL SEPARATED FACILITIES WITHIN THE PROJECT AREAS. WE ARE MEETING THE ATMP PROJECT GOALS WITH THIS PROJECT.

RAISED MEDIANS FOR PEDESTRIANS, A MEDIAN WITH A MARKED CROSSWALK CAN REDUCE PEDESTRIAN CRASHES UP TO 46 PERCENT IN A REFUGE ISLAND UP TO 56 PERCENT.

THE CMF CLEARINGHOUSE SAYS UP TO 77 PERCENT.

SO AGAIN, IT'S NOT THE SAME NUMBERS.

THEY USE DIFFERENT DATA SOURCES.

SO IT'S A LITTLE BIT VARIABILITY, BUT GIVES YOU A SENSE OF THE VALUE OF WHAT THESE PROVIDE. SO HOW DOES THE MEDIAN REFUGE ISLAND DO THAT? IT PROVIDES THE REFUGE FOR USERS AND PROMOTES A FEELING OF SAFETY.

IT GIVES YOU A PLACE TO STOP AND A SAFE PLACE AND MAYBE CHECK OVER YOUR RIGHT SHOULDER FOR ONCOMING LEFT TURN TRAFFIC, OR MAYBE TO LET YOU VISUALLY CHECK IN A SAFE SPOT AGAIN FOR AN ONCOMING RIGHT, TURN TRAFFIC TO AGAIN CLEAR YOUR WAY HALFWAY THROUGH AND VISUALLY CLEAR YOUR PATH.

RAISED MEDIANS ALSO SHOW THAT IT CONTROLS THE LEFT TURN MOVEMENT A LITTLE BIT BETTER, SO VEHICLES WHO ARE MAKING THAT LEFT TURN ONTO THE APPROACH HAVE TO SLOW DOWN AND MAKE A MORE ACCURATE TURN.

THEY'RE NOT CUTTING THE STRIPE LINES TO COME AROUND, SO THEY HAVE TO MAKE A CLEANER LEFT TURN MOVEMENT. IT'S ALSO PART OF THE SAFETY FEATURE.

ON LEADING PEDESTRIAN INTERVALS.

THIS IS WHERE YOU GET PEDESTRIANS OUT INTO THE INTERSECTION AHEAD OF VEHICLES HAS ABOUT A 13 PERCENT SAFETY VALUE WITH FHWA IN 10 AND 19 PERCENT BY CMF.

HOW DOES IT DO THIS IS IT ENHANCES VISIBILITY.

YOU GET PEDESTRIANS IN THE CROSSWALK AHEAD OF VEHICLES SO THAT THEY'RE VISUALLY SEEN BY THE DRIVERS. THEY'RE IN THERE FIRST.

SO AND THEN THE DRIVER'S ALSO NOT GUESSING ARE THEY GOING OR ARE THEY NOT GOING? SO IT JUST LETS THEM GET OUT THERE AND MAKES THE INTENTION KNOWN.

SO IT HAS BEEN SHOWN TO REDUCE PEDESTRIAN VEHICLE COLLISIONS AS MUCH AS 60 PERCENT AT [INAUDIBLE] INTERSECTIONS OVERALL BY SOME STUDIES.

HIGH VISIBILITY CROSSWALKS YOU'LL HEAR ME TALK A LOT ABOUT THIS.

ADDITIONALLY, IT'S JUST TWO PARALLEL WHITE LINES.

WE WERE SHOWN THE LADDER CROSSWALKS UP TO ABOUT A 40 PERCENT INCREASE IN SAFETY AND A CRASH REDUCTION UP TO 19 PERCENT TO 40 PERCENT.

IT'S JUST THEY'RE EASIER TO SEE BY DRIVERS.

IT'S A VISUAL CUE THAT, HEY, THERE'S A CROSSING HERE.

YOU GUYS NEED TO SLOW DOWN AND BE AWARE A LOT EASIER TO SEE, EVEN IN THIS PICTURE.

THIS STANDS OUT A LOT MORE THAN THIS PICTURE, ESPECIALLY AS YOU'RE DRIVING.

IT'S JUST A LOT EASIER TO SEE, ESPECIALLY IN WET CONDITIONS, SNOWY CONDITIONS, ICY CONDITIONS A LOT EASIER TO SEE THESE CROSSWALKS.

COLORED BIKE LANES AT SIGNALIZED INTERSECTIONS, BICYCLISTS.

IF THEY'RE NOT GETTING OFF THE BICYCLISTS, THEY'RE GOING TO BE MOVING ACROSS THESE CROSSWALKS A LOT FASTER.

SO THERE'S REALLY SIGNALS.

DRIVERS, HEY, THIS MIGHT BE A SPECIAL USE CROSSWALK FOR CYCLISTS.

[04:50:04]

YOU KNOW, IT'S SIGNALING TO THE DRIVER WHO MAY BE USING THIS CROSSWALK.

IT ALSO HELPS SEPARATE THE CYCLISTS FROM THE PEDESTRIANS, BUT ALSO PREVENTS PEDESTRIAN AND CYCLIST CROSSINGS.

TURN LANE FEATURES SO DUAL LANES THERE IS A SAFETY BENEFIT AT TIMES FOR DUAL LEFT TURN LANES.

TYPICALLY WITH A DUAL LEFT TURN LANE WE DO HAVE PROTECTED ONLY PHASING, SO WE ONLY LET DUAL LEFT TURN LANES OCCUR IN THEIR PROTECTED SIGNAL PHASE.

SO THIS PROTECTS THE PERMISSIVE LEFTS.

WE DON'T GENERALLY HAVE DUAL LEFT PERMISSIVE LEFTS.

SO THEY'RE MAKING THAT LEFT TURN MOVEMENT ONLY WHEN THEY HAVE THE GREEN ARROW.

SO THAT DOES HELP PROTECT SOME OF THE SIDE CRASHES WHEN YOU HAVE A LEFT TURN ARE GOING ON WITH ONCOMING TRAFFIC IN THE OPPOSITE LANE.

THEN CHANNELIZED RIGHT TURNS, YOU'VE HEARD US USE THE TERM A LOT.

THEY DO SHOW A CRASH REDUCTION UP TO TWO PERCENT TO 19 PERCENT FOR THE CMF.

THIS IS A VEHICULAR CRASH PREDICTION FOR RIGHT TURNS BECAUSE THE INTENT IS IF YOU DESIGN IT RIGHT, YOU SLOW THEM DOWN THEIR INTENDED AND THEY'RE CONTROLLED BY SIGNALS OR STOP SIGNS OR YIELD SIGNS.

AND THEY'RE NOT DESIGNED AS YOUR TYPICAL RIGHT TURN LANE OR SLIP LANE HERE, A LOT OF THE TERM, THEY'RE DESIGNED TO BE INTEGRATED WITH PEDESTRIAN FACILITIES.

SO IT HAS SHOWN TO REDUCE PEDESTRIAN CRASH PREDICTION 70 TO 80 PERCENT LOWER THAN TRADITIONAL RATE TURN LANES.

SO A TRADITIONAL TURN BAY VERSUS A CHANNELIZED RETURN BAY, YOU MIGHT GET UP TO 70 TO 80 PERCENT LOWER CRASH RATES.

AND PEDESTRIANS HAVE SHOWN HISTORICALLY NOT TO HAVE DIFFICULTY CROSSING THESE CHANNELIZED RIGHT TURN LANES.

SO GETTING MORE INTO CHANNELIZED RIGHT TURN LANE, SO WHAT ARE THE BENEFITS? IT REDUCES THE CROSSING FOR THE MAIN ROAD.

WE TALKED A LOT ABOUT THE CORE INTERSECTION.

THIS LETS YOU CROSS ONE LANE OF TRAFFIC AND GET TO A SHORTER CROSSING DISTANCE FOR THE MAIN CROSSING.

YOU CAN SEE HERE ON THE RIGHT, YOU KNOW THERE'S A LOT OF GEOMETRIC GUIDANCE GIVEN, AND IT'S REALLY JUST TO TRY TO SLOW DOWN CARS.

WE HAVE A DEFINITE STOP HERE.

IT'S NOT LIKE A SLIP LANE WHERE YOU'RE GOING TO GO TO CONTINUE A SPEED PULL IN AND THEN MERGE. YOU KNOW, THIS IS THE STOP OR YIELD FOR ONCOMING TRAFFIC.

SO YOU'RE NOT COMING THROUGH AT A CONTINUOUS SPEED AND GOING, THERE'S MULTIPLE CONTROLS.

THERE'S A HIGHLY IDENTIFIED CROSSWALK, HIGH VISIBILITY CROSSWALK FOR PEDESTRIANS.

THERE'S DIFFERENT DEFLECTION ANGLES THAT YOU USED.

AGAIN, CONTROL THE VEHICLE.

CARS ARE BETTER ALIGNED TO BE PERPENDICULAR WITH THE CROSSWALK.

SO THERE'S MULTIPLE CONTROLS INTENDED TO ENHANCE THE SAFETY OF THE PEDESTRIAN IN RELATION TO THE VEHICLE. IT CAN BE, AND WE ACKNOWLEDGE THAT THERE'S A DIFFICULTY FOR VISUALLY IMPAIRED TO DETECT THE ONCOMING TRAFFIC.

SO THAT IS ONE THING WE'RE AWARE OF WHEN WE DESIGN TO.

BUT WE DO WANT TO EMPHASIZE THIS IS NOT INTENDED TO BE A FREE FLOW RIGHT TURN LANE OR A SLIP LANE. THERE ARE MULTIPLE WAYS TO SIGNALIZED, A CHANNELIZED RIGHT TURN LANE.

YOU CAN DO A YIELD CONTROL, SO AS CARS ARE COMING THROUGH, THEY WOULD YIELD TO PEDESTRIANS. AND THEN YIELD AGAIN TO ONCOMING TRAFFIC.

THIS ALLOWS PEDESTRIANS TO CROSS THIS LANE AT ANY TIME.

THEY'RE NOT FORCED TO WAIT FOR A SIGNAL ALLOWING THEM TO CROSS.

SO IT'S GOT A MINIMAL DELAY FOR PEDESTRIANS, BUT IT CAN BE A CHALLENGE AGAIN FOR VISUALLY IMPAIRED. YOU MAY NEED ADDITIONAL PED WARNING SIGNS OR CONTROLS TO ALLOW THEM TO KNOW WHEN IT'S SAFE TO CROSS.

YOU CAN HAVE A STOP CROSSING WHERE CARS HAVE TO COME TO A STOP, REGARDLESS OF WHEN PEDESTRIANS ARE WAITING AND QUEUE TO CROSS.

IT'S AN ADDITIONAL SAFETY FEATURE FOR PEDESTRIANS.

IT DOES CAUSE POTENTIALLY SOME BACKUP IF THERE'S A CAR HERE, AND THEY'RE NOT SURE WHERE TO STOP IN RELATION TO THE CROSSWALK.

YOU COULD HAVE SOME BACKUP.

BUT IT IS AN OPTION THAT YOU CAN DO WITH THIS CHANNELIZED RIGHT.

YOU KNOW, THE SIGNALIZE IT AND YOU CONTROL A STOP BAR HERE AND YOU ONLY ALLOW CARS TO QUEUE AND YOU COULD TIME IT WITH A SIGNAL.

SO THAT WAY, THE RIGHTS ONLY ALLOWED WHEN THERE'S A RED STOP FOR THE THROUGH TRAFFIC.

THE WAY THIS WORKS, THOUGH, IS PEDESTRIANS CANNOT CROSS FOR THIS CONDITION UNLESS THERE'S A RED FOR VEHICLES.

SO THIS IS SAFEST FOR VISUALLY IMPAIRED.

BUT IT ALSO DOES CREATE AN ADDITIONAL DELAY THAT WASN'T NECESSARILY INCORPORATED TO OUR CROSSING TIMES.

BECAUSE THIS NOW BECOMES A POTENTIAL TWO STAGE CROSSING.

YOU HAVE TO CROSS THIS STAGE BEFORE YOU CROSS THE NEXT STAGE, SO YOU COULD BE HERE FOR TWO CYCLES IF YOU GO FOR A SIGNALIZED CROSSING, POTENTIALLY.

AN EXAMPLE OF CHANNELIZED RIGHTS.

BOULDER, COLORADO WE'RE TRYING TO SET UP A MEETING.

I BELIEVE IT'S SOMETIME NEXT WEEK WITH CITY OF FLAGSTAFF AN BOULDER, COLORADO.

THEY USED CHANNELIZED RIGHTS A LOT FOR THESE TYPES OF PEDESTRIAN FACILITIES.

YOU CAN SEE A PICTURE RIGHT HERE OF PEARL STREET AND 28TH STREET.

[04:55:03]

THEY GOT RAISED CROSSWALKS, YOU CAN SEE A RAISED CROSSWALK RIGHT HERE.

SO AGAIN, IT'S A SIGNAL AND A SPEED DETERRENT SO PEOPLE DON'T SPEED THROUGH HERE GIVES TWO VISUAL CUES AND A PHYSICAL CUE THAT YOU NEED TO SLOW DOWN AND YIELD TO PEDESTRIANS.

THIS IS A YIELD CONTROL.

THEY YIELD CONTROL MOST OF THEIR CHANNELIZED RIGHTS.

IT'S THEIR STANDARD PRACTICE.

AGAIN, WE'RE GOING TO TALK TO THEM NEXT WEEK AND GET MORE FEEDBACK FROM THEM IS WHAT ARE YOUR LESSONS LEARNED? HOW HAS IT BEEN IMPLEMENTED? WHAT HAVE YOU GUYS SEEN FROM A SAFETY AND IMPLEMENTATION PRACTICE? WE'RE EXCITED TO TALK TO THEM AND LEARN MORE ABOUT THEIR EXPERIENCES.

AND OTHER SAFETY FEATURES WE CAN TALK ABOUT, AND THIS IS MORE FINAL DESIGN, SO WE HAVE IT INCORPORATED IT INTO OUR INTERSECTION LAYOUTS.

BUT AGAIN, ADVANCED SIGNALS.

YOU CAN ACTUALLY HAVE SIGNAL HEADS THAT ARE SPECIFIC FOR BIKES AND FOR PEDESTRIANS GOING FORWARD. AND THEN YOU GOT EXTENDED CROSSING TIME UNTIL WE WERE TALKING ABOUT THIS.

IF YOU DO HAVE USERS WHO NEED EXTENDED CROSSING TIMES, THERE'S A HOLD DOWN TO EXTEND CROSSING. SO IF YOU HAVE A USER THAT NEEDS TO HAVE LONGER TIME TO CROSS, THEY CAN HOLD OUT THE BUTTON. IT ACTIVATES THAT THIS PERSON NEEDS EXTENDED GREEN TIME TO CROSS, AND IT'LL WORK WITH A SIGNAL TIMING TO GIVE THEM ADDITIONAL GREEN TIME.

SO EXTENDED PUSH TO CROSS.

IT'S NOT SOMETHING WE COULD WORK INTO THE INTERSECTION IF WE'RE CONCERNED ABOUT CROSSING TIMES. THEN THE LEADING PED PHASE WORKS WITH ADVANCED SIGNALS.

AND AGAIN, THAT GETS THEM OUT INTO THE INTERSECTION IN ADVANCE, THE RIGHT TURN LANE, SO THIS ONLY WORKS IF YOU HAVE A DEAD [INAUDIBLE], RIGHT TURN LANE WOULD NOT BE SOMETHING YOU WOULD WORK OR YOU WOULD USE WITH THE SHARED THROUGH RIGHT TURN CONCEPT.

IT JUST DOESN'T WORK WITH THAT CONCEPT.

YOU NEED A DEDICATED RIGHT TURN LANE.

BUT THAT'S IT GOES HAND IN HAND WITH THE ADVANCED SIGNALS.

SO TAKEAWAYS, SO ALL THE INTERSECTIONAL TRADERS HAVE SUFFICIENT GREEN TIME OR CAN BE MADE TO HAVE SUFFICIENT GREEN TIME TO ALLOW PEDESTRIANS TO CROSS, EVEN FOR THE SLOWER CROSSERS. THE INTERSECTION FOOTPRINTS ARE SMALLER THAN THE COMPARABLE FOR STREET IN 66 IN FLAGSTAFF, SOME ARE SMALLER THAN THE OTHERS.

THEY'RE ALSO SMALLER THAN THE PONDEROSA WITH BUTLER AND 66.

ALL INTERSECTIONAL TERRORISTS HAVE PROTECTED PEDESTRIAN AND CYCLIST CROSSINGS ALONG THE LONE TREE ROAD AND FOOT'S ACROSS BUTLER AVENUE.

I SHOULD ALL SAY THEY ALL BRING IN INCORPORATE THE PROTECTED INTERSECTION CONCEPTS IN GENERAL. THEY JUST TREAT BY THE BICYCLE LANES A LITTLE BIT DIFFERENTLY.

THAT'S REALLY THE ONLY DIFFERENT.

CHANNELIZED RIGHT ISLANDS AND REFUGE ISLANDS CAN DECREASE THE CROSSING DISTANCES FOR PEDESTRIANS AND HELP IMPROVE SAFETY, GIVES THEM A STAGING AREA AND REDUCES THEIR CROSSING DISTANCES. CHANNELIZED RIGHTS CAN BE CONTROL OF A STOP OR YIELD CONTROL OR EVEN SIGNALIZATION, SO THERE ARE MULTIPLE WAYS WE CAN DISCUSS AS WE MOVE FORWARD WITH DESIGN, HOW THE CITY PREFERS TO CONTROL THESE CHANNELIZED RIGHTS, AND WE CONTINUE TO TALK AND EXPLORE AND REACH OUT TO OTHER AGENCIES THAT ARE USING THESE.

AND THERE IS SIGNIFICANT INCREASE IN VEHICLE DELAYS AND KILLINGS AND SINGLE LEFT INTERSECTION ALTERNATIVES.

AND AGAIN, JUST REITERATE, WE HAVE TAKEN THAT TO THE SAME TRAFFIC, THE MINI NETWORK MODEL LEVEL. WE COULD LOOK TO PUSH BACK AGAIN TO THE LARGER NETWORK MODEL, BUT THE MINI NETWORK MODEL IS WHAT'S IT INDICATING THESE QUEUE LENGTHS? AND IT DOES HAVE TWO OF THE ALTERNATIVES DO HAVE IMPACTS ON [INAUDIBLE] FACILITY, WHICH IS SOMETHING WE WOULD HAVE TO WORK THROUGH WITH THOSE ALTERNATIVES.

HERE'S A SUMMARY SLIDE I'VE BEEN PROMISING SO PROTECTED SEPARATED BICYCLE FACILITY, SO WE HAVE THE COMPARISONS ONE, TWO, THREE, FOUR AND FIVE.

SO SEPARATED FACILITIES NORTH SOUTH LEG ON ALL FIVE, THEN ALL LEGS ON TWO AND THREE.

SO FOR ONE, FOUR AND FIVE.

WE KEEP THE BIKE LANES ON BUTLER.

THEY ARE PROTECTED BECAUSE THE CITY IS GOING TO INSTALL THE CURB LANES AND BARRIERS, SO THEY ARE CONSIDERED PROTECTED.

BUT WHEN WE SAY SEPARATED, WE MEAN OFF THE ROADWAY.

THAT'S WHAT WE MEAN BY THAT TERM.

PEDESTRIAN CROSSING LENGTH TIME, OBVIOUSLY THE SHORTEST IS THE TRADITIONAL THE SKINNIEST, THIS LOOKS BIGGER JUST BECAUSE THE SCALE OF THE PICTURE'S ZOOMED IN A LITTLE BIT TIGHTER JUST TO HELP UNDERSTAND THE LINEAGE.

IT IS THE SMALLEST INTERSECTION, THOUGH, BUT EVEN THE LARGEST WERE GOING FROM 22 SECONDS TO 26 SECONDS FROM A GALLONS USED PERSPECTIVE.

AGAIN, THIS COMES FROM OUR SIM TRAFFIC, WHICH IS OUR MINI MODEL.

YOU CAN SEE ONE, TWO AND FOUR BEHAVE VERY SIMILAR, AND WE HAVE AN INCREASE WITH ALTERNATIVES THREE AND FIVE, AND THAT'S MAINLY FROM THE DELAY OF VEHICLES GETTING THROUGH THE INTERSECTION.

WE HAVE YOU'RE SITTING LONGER AT THE INTERSECTION, WAIT MORE CYCLES, GET THROUGH THE

[05:00:02]

DELAYS AGAIN, VERY SIMILAR FOR ONE THREE AND ONE, TWO AND FOUR, AND THEY INCREASE FOR THREE AND FIVE. THE BIG DIFFERENCE BETWEEN THREE AND FIVE IS YOU HAVE AN ADDITIONAL LOWERING OF OR INCREASING DELAYS TO THE SHARED THROUGH RIGHT CONCEPT.

RIGHT AWAY IMPACTS YOU.

YOU HAVE THEM ON ALTERNATIVES TWO AND THREE AND THEN YOU HAVE A LESSER IMPACT ON ALTERNATIVE FOUR YOU HAVE NO IMPACTS ON ONE IN FIVE.

AND THEN WE DID HAVE COSTS BUILT OUT FOR ONE THROUGH FOUR AND THEN ALTERNATIVE FIVE WILL BE SIMILAR TO ALTERNATIVE ONE.

IT WILL BE LESS EXPENSIVE.

WE DON'T HAVE A HARD NUMBER, BUT IT WILL BE LESS EXPENSIVE, MOST LIKELY THAN ALTERNATIVE ONE. BUT ON THE SAME LEVEL.

THESE NUMBERS DO NOT INCLUDE RIGHT AWAY COSTS.

WE DID TALK TO OUR RIGHT AWAY ACQUISITION EXPERT, AND FOR EACH PARCEL, HE WAS ANYWHERE FROM THE PARTIAL TAKES, ANYWHERE FROM A QUARTER MILLION DOLLARS TO HALF A MILLION DOLLARS. AND THESE ARE AGAIN SCHEMATIC LEVEL BECAUSE WE'RE TALKING MAINLY.

DRIVEWAY DOES NOT INCLUDE PARKING LOT IMPROVEMENTS FOR THE SOUTHWEST CORNER AND THE NORTHEAST PARCEL IS ANYWHERE FROM HALF A MILLION TO A MILLION OF ADDITIONAL RIGHT AWAY COSTS JUST TO GIVE YOU A SENSE OF SCALE.

BUT THOSE ARE JUST PREDICTIONS.

THE MARKET'S BEEN VERY HARD TO DETERMINE.

SO THOSE WERE JUST HIS FEEL BASED ON WHAT OTHER PARCELS ARE GOING THROUGH RIGHT NOW.

SO WE DON'T HAVE HARD DATA FOR THOSE, SO WE DIDN'T INCLUDE THEM, BUT THAT'S THE BEST DATA I HAVE. FROM A SAFETY PERSPECTIVE, WE WERE ASKED TO RATE SAFETY.

WE DID TALK A LOT INTERNALLY WITH CHRISTINE AND JEFF.

ALL THESE INTERSECTIONS WE CONSIDER SAFE.

WE DID BUILD IN SAFETY FEATURES.

THEY ALL HAVE THE PROTECTED INTERSECTION CONCEPTS AND WE AS ENGINEERS WOULD NOT BUILD AN UNSAFE INTERSECTION.

WE WENT THROUGH THE DIFFERENT SAFETY FEATURES.

YOU KNOW, WE'RE PROVIDING ENHANCED CROSSWALKS, PROTECTED INTERSECTION CORNERS, BICYCLE CROSSINGS WHERE APPROPRIATE FOR ALL THESE INTERSECTIONS.

SO IT'S REALLY HARD TO RATE FROM A SAFETY PERSPECTIVE.

INTERSECTION INTERSECTION, BUT WE WOULD, AS ENGINEERS, PROVIDE EVERY SAFETY FEATURE THAT THAT'S APPROPRIATE.

OBVIOUSLY, IF WE DON'T HAVE A MEDIAN REFUGE ISLAND, WE CAN'T BUILD IN THE SAFETY FEATURE OF THAT MEDIAN REFUGE ISLAND.

IT DOESN'T WORK WITH THE INTERSECTION, BUT RADIUM DOESN'T MAKE SENSE FROM AN ENGINEERING PERSPECTIVE. WHATEVER CHOICE IS MADE BY THE TEAM AND BY THE COUNCIL, WE WOULD MAKE THAT INTERSECTION AS SAFE AS POSSIBLE.

SO THAT RATING WAS NOT MADE AS PART OF THIS SUMMARY SLIDE.

WE WOULD WE WOULD GIVE THE CITY A SAFE INTERSECTION.

AND WITH THAT, THAT ENDS MY SUMMARY OR MY PRESENTATION, I WOULD LIKE TO TURN IT OVER TO THE MADAM CHAIR OF THE TRANSPORTATION COMMISSION TO SUMMARIZE OUR PRESENTATION TO THEM.

SO JULIE, LEAD, IF YOU ARE READY, I TURN IT OVER TO YOU.

THANK YOU, JASON. THANK YOU, MAYOR DEASY.

MEMBERS OF COUNCIL, I HAVE THREE SLIDES, WE'LL GO THROUGH IT QUICKLY BECAUSE MANY OF YOU WERE IN ATTENDANCE AT THAT TRANSPORTATION COMMISSION MEETING.

THE MARATHON MEETING HELD LESS THAN TWO WEEKS AGO, AND WE HAD IT WAS A GREAT MEETING BECAUSE WE HAD OPPORTUNITIES OF FOUR COMMISSION MEMBERS, COMMITTEE MEMBERS AND MEMBERS OF THE PUBLIC MEMBERS FROM ORGANIZATIONS, AGENCIES AND BE ABLE TO HAVE A DIALOGUE TO HAVE A CONVERSATION WITH THE WSP DESIGN TEAM AND WITH CITY STAFF, BE ABLE TO ASK QUESTIONS AND AND TO WORK THROUGH SOME OF THESE THINGS.

SO TRANSPORTATION COMMISSION LED THAT MEETING.

WE HAD OUR BICYCLE AND PEDESTRIAN ADVISORY COMMITTEE MEMBERS IN ATTENDANCE, AS WELL AS SUSTAINABILITY COMMISSION, THE COMMISSION ON INCLUSION AND ADAPTIVE LIVING METRO PLAN WAS IN ATTENDANCE. THEY WERE ABLE TO ANSWER A COUPLE OF QUESTIONS THAT WE HAD ABOUT MODELING.

WE HAD FLAG BIKING ORGANIZATION FRIENDS OF FLAGSTAFF FUTURE REPRESENTATIVES FROM THESE ORGANIZATIONS, THE CHAMBER OF COMMERCE AND THE SOUTH SIDE COMMUNITY ASSOCIATION, AS WELL AS MEMBERS OF THE PUBLIC.

AND THANK YOU TO OUR CITY COUNCIL MEMBERS FOR SITTING THROUGH THAT AS WELL AND LISTENING AND CITY STAFF. NEXT SLIDE, PLEASE.

SO HERE IS A QUICK SUMMARY THAT I PUT TOGETHER OF KIND OF OUR OUR MAJOR DISCUSSION ITEMS FROM THE TIME THAT WE SPENT TOGETHER.

WE WANT TO SEE THIS MOVE FOR THIS PROJECT TO MOVE FORWARD.

THAT'S WHAT I HEARD FROM THE COMMITTEES, THE COMMISSIONS AND MEMBERS OF THE PUBLIC.

SOME ASKED FOR US TO SLOW DOWN TO DO MORE ENGAGEMENT.

THERE'S A REQUEST TO CONSIDER THE CHARACTER OF THE INTERSECTION, THE PROJECT'S IMPACT TO THE SOUTH SIDE COMMUNITY, WHILE ALSO ADDRESSING CUT THROUGH TRAFFIC, WHICH IS NOT DESIRABLE TO THE SOUTH SIDE COMMUNITY.

WE HAD A GREAT DISCUSSION ON LEVEL OF SERVICE ANALYSIS ASSUMPTIONS, PEAK HOUR VMT, IMPACT

[05:05:02]

I SHOULD HAVE INCLUDED INDUCED DEMAND IN THAT LIST, TOO.

PUTTING ALL OF THOSE TOGETHER BECAUSE THOSE ARE VERY DIFFICULT TOPICS AND DISCUSSIONS AND TRYING TO RECONCILE MANY OF THOSE THINGS.

SO WE HAD A CANDID CONVERSATION ABOUT THESE AND OPEN DIALOGUE AND WSP.

THE DESIGN TEAM WAS ABLE TO ANSWER A LOT OF THOSE QUESTIONS IN A VERY OPEN, OPEN WAY.

WE DID NOT COME AWAY AS COMMISSIONER COMMITTEE MEMBERS WITH A PREFERRED INTERSECTION LAYOUT IDENTIFIED, YOU KNOW, IN FACT, WE'VE HAD A COUPLE OF PREVIOUS COMMITTEE MEETINGS WHERE THERE WERE COMMITTEE MEMBERS WERE LEANING TOWARDS THAT CHANNELIZED RIGHT THAT JASON PRESENTED. AND THROUGH THE COURSE OF THE TRANSPORTATION COMMISSION MEETING A COUPLE OF WEEKS AGO, PERHAPS THAT'S MORE OF A TRADITIONAL INTERSECTION THAT'S FAVORED.

WHAT THAT'S TELLING US IS THAT WE STILL HAVE A LITTLE BIT OF WORK TO DO TO TRY TO COMMUNICATE THOSE DESIGN IDEAS AND STRATEGIES TO BE ABLE TO TO REACH A RECOMMENDATION.

WE NEED TO LOOK TO THE [INAUDIBLE] OR ATMP, EXCUSE ME, FOR INTERSECTION STRATEGIES SUCH AS BIKE BOXES AND ADVANCED SIGNALIZATION THAT CAME FROM SOME MEMBERS OF OUR BICYCLE ADVISORY COMMITTEE.

AND THEN AS WE'VE SEEN TONIGHT, THIS WAS THE BIG ONE.

I WANTED TO SHOW AN OPTION WITH THE REDUCED LANE CONFIGURATION AND IN GENERAL THAT WAS TALKED ABOUT WAS THAT FIVE LANE CONFIGURATION.

BUT REALLY, THE THEME OF THIS IS INDUCING DEMAND FOR BIKE RIDERS AND PEDESTRIANS.

NEXT SLIDE, PLEASE. RIGHT.

SO THESE ARE THE KEY COMMENTS FROM THE TRANSPORTATION COMMISSIONERS.

THERE'S A REQUEST TO EVALUATE INTERSECTION SAFETY TO BRING COMMUNITY CHARACTER TO THE INTERSECTION DESIGN BY COMMUNITY CHARACTER.

I GOT SOME MORE INFORMATION, SOME SPECIFICS ON COMMUNITY CHARACTER TO SHARE.

THIS IS LANDSCAPING.

THIS IS ART.

THIS IS SURFACE TREATMENTS.

THESE ARE THE SPECIAL TOUCHES THAT SPEAK TO THE AREA THAT THIS INTERSECTION IS LOCATED.

THERE IS GREAT EXCITEMENT ABOUT THE POSSIBILITIES OF BEAVER AND SAN FRANCISCO STREETS AND WHAT THESE CAN BECOME WITH WALKING, BIKING, GATHERING SPACES AND BUSINESS FOR OUR COMMUNITY. WE NEED TO, YOU KNOW, AS FAR AS THE GREENHOUSE GASES, THE CLIMATE NEUTRALITY PLAN, WE NEED TO INVEST IN TRANSIT TO MEET THE GOALS OF OF THE CMP.

AND YOU KNOW, HOW DO WE CREATE MOUNTAIN LINE AS THE CADILLAC OF TRANSIT? AND THEN FINALLY, THE TRANSPORTATION COMMISSION HAS THE RESPONSIBILITY OF BEING THE THE OVERSIGHT COMMISSION FOR THE TRANSPORTATION TAX EXPENDITURES.

SO THERE IS AN OBLIGATION TO VOTERS TO DELIVER A PROJECT THAT MEETS THE EXPECTATIONS THAT WERE PRESENTED IN PROPOSITIONS 419 AND 420.

I WILL BE HERE LISTENING IN FOR ANY QUESTIONS RELATED TO TRANSPORTATION COMMISSION, THANK YOU. THANK YOU, JULIE.

IS THIS THE END OF ALL OF THE PRESENTATIONS OR, OH, WE HAVE CLOSING COMMENTS.

[INAUDIBLE] HANG IN THERE.

I'LL BE SPEEDY. THANKS, JULIE.

SO I WANTED TO GO OVER A COUPLE MORE CLOSING COMMENTS HERE FOR CONSIDERATION OF OTHER COMMUNITY PROJECTS.

YOU KNOW, COUNCIL IS AWARE THAT THE LONE TREE OVERPASS IS ADJACENT TO AND INVOLVED WITH OTHER COMMUNITY PROJECTS, SPECIFICALLY THE REAR OF THE FLAG.

THERE'S A LOT OF CONCERN THAT WE NEED TO KEEP THE AREA MOVING AND NOT JEOPARDIZE THE SCHEDULE OR THE $50 MILLION THAT THE ARMY CORE HAS AND FEDERAL FUNDING RIGHT NOW.

YOU KNOW, THE OVERPASS IS A PROJECT THAT BENEFITS BNSF THAT PROVIDES THEM A GRADE SEPARATED CROSSING OF THEIR TRACKS AND REDUCES TRAFFIC CONFLICT AT THE [INAUDIBLE] GRADE CROSSINGS. AND THE OVERPASS HAS FUNDING TO HELP THE RIO WITH PROPERTY ACQUISITION AND RAIL RELOCATION.

SO IT REMOVES A LOT OF THE FINANCIAL BURDEN OFF THE RIO THAT IT JUST DOESN'T HAVE TO SPEND. THE OVERPASS HAS BEEN A REALLY ATTRACTIVE ADD TO THE OVERALL DOWNTOWN MILE PROJECT, AND WE WOULD LIKE TO KEEP THAT IN PLAY AS MUCH AS POSSIBLE.

SO REGARDLESS OF WHAT HAPPENS WITH THE INTERSECTION DESIGN, THE BEST SCENARIO FOR LONE TREE AND THE RIO WOULD BE TO PROCEED WITH DESIGN OF THE THE OVERALL PROJECT WHERE WE CAN AS COUNCIL DIRECTS, PROCEED WITH PROPERTY ACQUISITION, PROCEED WITH BNSF AND ARMY CORE DESIGN AND COORDINATION AND FINANCIAL AGREEMENTS WE ARE TRYING TO DRAFT WITH THEM.

THIS EQUATES TO CONTINUING TO SPEND MONEY FROM 419 AND 420.

SO I WANTED TO BE TRANSPARENT ABOUT THAT AND I CAN PROVIDE MORE DETAIL TO THAT IF NEEDED.

[05:10:03]

AND IF THINGS NEED TO CHANGE AND HOW WE ARE SPENDING MONEY GOING FORWARD, WE NEED TO KNOW THAT, YOU KNOW, AS SOON AS POSSIBLE, WE NEED TO ENGAGE OUR STAKEHOLDERS, YOU KNOW, IN THAT DISCUSSION ALSO.

FOR THE SCHEDULE, THIS DEPENDS ON ON WHAT WE HEAR TONIGHT.

THE ORIGINAL SCHEDULE PRESENTED TO THE VOTERS IN 2018 CONVEYED THAT THE PROJECT WOULD BE COMPLETE IN 2026.

WE HAD ANTICIPATED TO MOVE FORWARD WITH DESIGN IN NOVEMBER LAST YEAR AND HAVE BEEN WORKING BACK THROUGH THESE INTERSECTION ALTERNATIVES.

SO, YOU KNOW, WE'RE A COUPLE OF MONTHS BEHIND WHERE WE THOUGHT WE'D BE AND WE'LL SEE WHAT COUNCIL SAYS ABOUT DIRECTION AND WHERE WE GO FROM HERE FOR THIS SCHEDULE.

AND THEN THE PROJECT COST ESTIMATE.

THIS IS SOMETHING THAT CHRIS CAIN FROM AMES CONSTRUCTION AND JASON WSP HAVE BEEN WORKING ON. I WANTED TO RUN THROUGH THE NUMBERS THAT KIND OF A HIGH LEVEL TONIGHT JUST TO REMIND COUNCIL AND THE AUDIENCE THAT WE'VE GOT $73 MILLION IN 420.

420 FUNDING AND THAT IS FOR THE AREA OF BUTLER NORTH TO ROUTE 66 FOR THE OVERPASS AREA.

AND THEN WE ALSO HAVE THREE POINT FIVE MILLION IN 419 PROPOSITION FUNDING.

AND THIS COVERS LONE TREE CORRIDOR IMPROVEMENTS FROM BUTLER ALL THE WAY SOUTH TO PINE KNOLL, I THINK, IS WHERE THAT LIMIT WAS DESIGNATED.

AND SO WE HAVEN'T DETERMINED A PROPORTIONAL SHARE FROM JUST BUTLER TO SAWMILL, WHICH IS OUR PORTION OF THE CORRIDOR.

WE'RE WORKING ON THE OVERALL COST ESTIMATE RIGHT NOW WITH THE CONTRACTOR TO HELP DETERMINE THAT, YOU KNOW, IT'S ABOUT A QUARTER OF THE TOTAL LENGTH, BUT WE HAVE MORE INTERSECTIONS, MORE SIGNALS AND MORE EXPENSE UP IN THE NORTHERN REACH.

YOU KNOW, WE'RE SEEING THAT REAL ESTATE ACQUISITION AND RELOCATION IS NOW ESTIMATED AT TWO TO THREE TIMES THE ORIGINAL ESTIMATE.

THAT PROBABLY COMES TO NO SURPRISE TO ANYONE THAT LIVES IN THE COMMUNITY.

THE BNSF RELOCATION COST IS LOOKING LIKE CLOSE TO TWICE OUR ORIGINAL ESTIMATE, AND CONSTRUCTION MATERIALS, OF COURSE, HAVE GONE UP MAYBE 20 TO 30 PERCENT OVER THE LAST YEAR OR SO. SO OUR CURRENT COST ESTIMATE IS COMING IN AT ABOUT 90 TO 100 MILLION FOR THE WHOLE PROJECT FROM ROUTE 66 ALL THE WAY DOWN TO SAWMILL, WHICH IS ABOUT 20 PERCENT OVER OUR ORIGINAL COST ESTIMATE.

YOU KNOW, WE STILL HAVE WORK TO DO ON THE ESTIMATE AS DESIGN, AS REFINED, AND WE HOPEFULLY REDUCE SOME CONTINGENCIES AND UNKNOWNS THAT WE'VE BEEN CONSERVATIVE WITH SO FAR.

SO CHRIS [INAUDIBLE] IS DOING A LOT OF WORK ON THIS, AND WE HOPE TO BRING YOU BETTER NUMBERS THAT ARE MORE IN LINE WITH THE WITH THE BUDGET.

SO THAT IS THE END OF THE PRESENTATION.

COUNCIL DIRECTION AND CONVERSATION IS NEXT, AND THANKS FOR YOUR TIME.

I'LL TURN THIS BACK OVER TO TO YOU, MAYOR FOR DISCUSSION.

SO THANK YOU. THANK YOU, CHRISTINE, AND I REALLY APPRECIATE THE PRESENTATION, JASON AND JULIE, FOR YOUR INPUT.

IT WAS VERY WELL ARTICULATED.

YOU ALL HAVE THOUGHT OUT A LOT OF THINGS PROVIDE A LOT OF METRICS AND WE REALLY APPRECIATE THE THOROUGHNESS OF THE WORK THAT IS PROVIDED.

WITH THAT, THOUGH, I WANT TO START WITH THE PUBLIC COMMENTS BEFORE WE TAKE IT TO COUNCIL DISCUSSION. SO IF YOU'D LIKE TO CUE THAT UP, CITY CLERK AND DEPUTY CITY CLERK, THAT WOULD BE AWESOME. THANK YOU, MAYOR.

WE'RE GOING TO GO AHEAD AND START WITH EMILY [INAUDIBLE].

EMILY, YOU CAN GO AHEAD AND UNMUTE YOUR MIC AND GIVE YOUR COMMENTS NOW.

HELLO. CAN YOU HEAR ME? YOU CAN. YEP.

PLEASE PROCEED. GREAT. THANKS.

THANK YOU, MAYOR DEASY AND COUNCIL MEMBERS.

MY NAME IS EMILY WREN.

I'M A RESIDENT OF FLAGSTAFF AND A WILDLIFE BIOLOGIST.

I STRONGLY SUPPORT A DESIGN FOR THE LONE TREE OVERPASS THAT PRIORITIZES AND PROTECTS PEDESTRIANS AND BICYCLES.

BUT I WANT TO SPEAK TO YOU TODAY MORE SPECIFICALLY ABOUT THE [INAUDIBLE] PRAIRIE DOGS THAT LIVE ALONG ROUTE 66, THE BIKE PATH RAILROAD TRACKS AND THE RIO DEFINED CORRIDOR WHERE THE LONE TREE OVERPASS WILL BE CONSTRUCTED.

UNFORTUNATELY, MUCH OF OUR BELOVED CITY HAS BEEN BUILT ON TOP OF PRAIRIE DOG COLONIES, AND THAT TREND DOES NOT SEEM TO BE SLOWING DOWN.

PRAIRIE DOGS ARE A KEYSTONE SPECIES AND THE HABITATS WHERE THEY LIVE, SO THEY PLAY AN IMPORTANT ROLE, AN IMPORTANT ECOLOGICAL ROLE.

THE GUNNISON PRAIRIE DOG, WHICH IS THE SPECIES WE HAVE HERE IN NORTHERN ARIZONA, HAS DECLINED OVER 95 PERCENT ACROSS THEIR RANGE IN THE LAST CENTURY DUE TO POISONING, SHOOTING, DISEASE, HABITAT CONVERSION AND URBANIZATION.

THEY ARE CONSIDERED A SPECIES OF GREATEST CONSERVATION NEED IN THE STATE OF ARIZONA.

[05:15:06]

THE ENVIRONMENTAL PLANNING AND CONSERVATION GOALS SIX AND GO 10 CAN BOTH BE APPLIED TO THE LONE TREE OVERPASS PROJECT AND THE PRAIRIE DOGS THAT LIVE THERE.

THERE ARE CONSIDERATIONS FOR DEVELOPMENT THAT DIRECTLY RELATE TO FLAGSTAFF PRAIRIE DOGS IN THE REGIONAL PLAN, BUT THEY ARE REGULARLY IGNORED IN PROJECTS THAT ARE BEING APPROVED.

[INAUDIBLE] OVERACTIVE PRAIRIE DOG COLONIES FOR DEVELOPMENT AND INFRASTRUCTURE IS A CRUEL AND INHUMANE DEATH TO POTENTIALLY HUNDREDS OF INDIVIDUAL PRAIRIE DOGS THAT MAY INHABIT THEIR COLONIES. THERE ARE MORE HUMANE OPTIONS FOR LOCATING PRAIRIE DOGS AND FAMILY GROUPS TO BE RELEASED AND MORE REMOTE WILDLAND AREAS.

BUT TO BE SUCCESSFUL, IT MUST BE DONE IN THE MONTHS OF JULY AND AUGUST, PRAIRIE DOGS ARE NOT HIBERNATING AND THEIR PUPS ARE OLD ENOUGH TO BE MOVED.

IT TAKES ADVANCE PLANNING AND SHOULD BE CONSIDERED EARLY IN THE DESIGN PROCESS AND TIMELINE FOR CONSTRUCTION PROJECTS.

THE PRAIRIE DOGS THAT MAY BE DIRECTLY IMPACTED AND HARMED BY THE CONSTRUCTION WORK OF THE LONE TREE OVERPASS SHOULD BE CONSIDERED NOW IN THE DESIGN AND DEVELOPMENT.

THE PRAIRIE DOGS SHOULD ALSO BE CONSIDERED IN THE LANDSCAPING PLANS FOR AFTER THE OVERPASS IS COMPLETE SO THAT PRAIRIE DOGS MAY BE ALLOWED TO RETURN TO THE GREEN SPACES THAT ARE APPROPRIATE FOR THEM OR PROPERLY EXCLUDED FROM THE AREAS WHERE THEY ARE NO LONGER DESIRED.

WITH THAT, I WOULD BE GRATEFUL FOR THE CITY COUNCIL TO TAKE INTO CONSIDERATION OUR PRAIRIE DOG NEIGHBORS AND THE DESIGN OF THE THANK YOU, EMILY, AND REALLY APPRECIATE YOU BRINGING THAT UP, IT'S NOT A FACTOR WE CONSIDER WELL ENOUGH AS WE DESIGN AND MOVE FORWARD WITH CONSTRUCTION PROJECTS, SO I APPRECIATE YOUR COMMENTARY AND BRINGING THAT UP.

AND NEXT COMMENTER, PLEASE.

NEXT, PARTICIPANT. MAYOR, WE HAVE KYLE.

KYLE, YOU CAN GO AHEAD AND START YOUR COMMENTS NOW.

AWESOME, THANK YOU SO MUCH.

MAYOR DEASY, VICE MAYOR DAGGET, COUNCIL, THANK YOU FOR YOUR TIME TODAY.

MY NAME IS KYLE [INAUDIBLE] AND I'M THE ORGANIZING DIRECTOR OF THE ARIZONA STUDENTS ASSOCIATION.

HERE IN FLAGSTAFF, OUR CHAPTER IS REGISTERED THOUSANDS OF NEW VOTERS AND WE DO OUR BEST TO REPRESENT STUDENTS AT THE LOCAL, STATE AND FEDERAL LEVEL ON BEHALF OF THEIR INTERESTS.

THE LONE TREE OVERPASS AND BUTLER LONE TREE INTERSECTION IS A MAJOR CROSSING FOR NAU STUDENTS. ITS CLOSE PROXIMITY TO STUDENT FOCUSED HOUSING COMPLEXES SUCH AS THE GROVE AND THE COMMONS MAKES IT AN IMPORTANT INTERSECTION FOR ANY STUDENTS HEADING TO AND FROM DOWNTOWN FLAGSTAFF.

WHEN I WAS A STUDENT AT NAU, I LIVED AT THE GROVE FOR TWO YEARS AND WOULD REGULARLY BIKE TO WORK DOWNTOWN IN THE MORNINGS AND WOULD USE THE LEFT HAND TURN LANE HEADING NORTH ON LONE TREE TO MERGE ONTO THE BIKE LANE ON BUTLER AVENUE.

MY FRIENDS AND I WOULD ALSO REGULARLY FIND OURSELVES WALKING TO AND FROM DOWNTOWN USING THE LONE TREE AT BUTLER INTERSECTION.

THE STUDENTS ASSOCIATION IS VERY EXCITED FOR THE VOTER APPROVED OVERPASS AND ANOTHER CONNECTION AND SAFE ROUTE TO DOWNTOWN FLAGSTAFF, BUT WE'RE CONCERNED THAT NOT ALL THE DESIGN OPTIONS PRIORITIZE PEDESTRIAN AND BICYCLE FOCUSED INFRASTRUCTURE.

CHANNELIZED RIGHT HAND TURN LANES ARE INHERENTLY DANGEROUS TO PEDESTRIANS AND BIKERS.

WHEN A DRIVER IS MAKING A RIGHT HAND TURN, THEY'RE LOOKING LEFT AT ONCOMING TRAFFIC AND NOT PAYING ATTENTION TO WHAT'S DIRECTLY IN FRONT OF THEM.

IN THE CASE OF A CHANNELIZED RIGHT-HAND TURN, THAT COULD BE A PEDESTRIAN OR BIKER, MAY, I SAY, ALSO GOT TO SPEND SOME TIME WITH INTERSECTION WITH COUNCIL MEMBER SHIMONI AND SWEET YESTERDAY. AND WE JUST REALLY WANT TO PUSH COUNCIL TO FOCUS ON PEDESTRIAN AND BIKE SAFETY AND IMPROVING A DESIGN FOR THE INTERSECTION.

FLAGSTAFF CAN ONLY BECOME A WALKABLE BICYCLE PARADISE IF WE BUILD INFRASTRUCTURE THAT PRIORITIZES WALKING AND BIKING.

SO LET'S CONTINUE TO ENCOURAGE ANY YOUTH STUDENTS IN THE COMMUNITY TO WALK AND BIKE BY BUILDING AN INTERSECTION OVERPASS THAT WILL PROMOTE FUTURE DENSITY AND SUSTAINABLE TRAVEL OPTIONS. WE FULLY EXPECT COUNCIL TO MAKE A DECISION THAT ADEQUATELY ADDRESSES ALL THESE COMMUNITY CONCERNS. SO THANK YOU SO MUCH FOR YOUR TIME AND GOOD LUCK WITH THE DISCUSSION DECISION. THANK. THANK YOU, KYLE.

MUCH APPRECIATED. NEXT, PUBLIC PARTICIPANT.

JUST ONE MOMENT, MAYOR, SORRY.

NO PROBLEM. ALL RIGHT, OUR NEXT SPEAKER IS SYDNEY [INAUDIBLE].

SYDNEY, YOU CAN GO AHEAD AND UNMUTE AND START YOUR COMMENTS NOW.

AWESOME. UM, HELLO, MY NAME IS SYDNEY [INAUDIBLE], I'M AN NIU GRADUATE STUDENT AND RESEARCHER, I WANT TO START BY SAYING THANK YOU TO THOSE WHO HAVE WORKED ON THIS PROJECT, IT'S EVIDENT THAT A LOT OF WORK HAS BEEN PUT INTO IT.

WITH THAT BEING SAID, I DO HAVE SOME CONCERNS REGARDING THE OVERPASS AT LONE TREE AND BUTLER. LAST NIGHT, COUNCIL MEMBERS ADAM SHIMONI AND MIRANDA SWEET HELD AN INFORMATIONAL MEETING REGARDING THIS OVERPASS, AND IT WAS HELD AT THE INTERSECTION ITSELF.

[05:20:05]

AS THE WALK LINE SIGNS LIT UP, OUR GROUP OF AROUND 15 PEOPLE BEGAN TO WALK ACROSS THE INTERSECTION. HOWEVER, NOT JUST ONE OR TWO CARS, BUT FIVE OR SIX CARS DROVE BY, TURNING LEFT ON THE OPPOSITE SIDE.

THEY DIDN'T STOP AND WE COULDN'T ATTEMPT TO CROSS.

ONLY AFTER THE SIX CARS PASSED, WE CROSSED, SO WE HAD TO WASTE FIVE OR 10 SECONDS OF OUR TIME TO TO CROSS, AND THE CARS FINALLY DID STOP.

WE HAD TO RUSH ACROSS THE STREET WITH THE REMAINING TIME WE HAD IN OUR GROUP WAS COMPRISED OF MAINLY ABLE-BODIED INDIVIDUALS.

BUT HOW SAFE OR PLAUSIBLE WOULD HAVE BEEN FOR PEOPLE WHO ARE DISABLED, ELDERLY OR CHILDREN? THIS IS A SAFETY HAZARD FOR MANY GROUPS OF PEOPLE, INCLUDING THE ONES I'VE LISTED ALREADY.

BUT AS KYLE JUST MENTIONED, STUDENTS ARE ALSO IN DANGER.

THOUSANDS OF STUDENTS LIVE AT THIS.

AT THE INTERSECTION OR NEAR THE INTERSECTION HAVE TO CROSS IT EVERY DAY TO GET TO SCHOOL.

IN INCREASING THE LANES WILL ONLY POSE A THREAT TO PUBLIC SAFETY.

AND ALONG WITH THIS, THERE ARE NO ENVIRONMENTAL IMPACT STATEMENTS REGARDING THIS PROJECT.

THE GOAL OF THE OVERPASS IS TO ALLEVIATE TRAFFIC FROM OTHER PARTS OF FLAGSTAFF, BUT ACCORDING TO PROJECTIONS, TRAFFIC WILL ONLY BE ALLEVIATED UNTIL 2040.

THIS LEAVES ONLY 14 YEARS OF ALLEVIATED TRAFFIC, AS THE PROJECT IS PROJECTED TO BE COMPLETE IN 2026.

SO IS 14 YEARS OF ALLEVIATED TRAFFIC WORTH THE SAFETY OF A FLAGSTAFF CITIZENS IN THE ENVIRONMENT? THE BEST WAY TO ALLEVIATE TRAFFIC IN FLAGSTAFF IS TO MAKE THE STREETS SAFER FOR BICYCLING OR WALKING, AS WELL AS MORE STOPS FOR PUBLIC TRANSIT.

I'M ASKING YOU TO CONSIDER OPTION FIVE OF THE LONE TREE AND BUTLER OVERPASS, AND I BELIEVE THAT THIS WILL BE THE SAFEST OPTION FOR FLAGSTAFF RESIDENTS AND THE ENVIRONMENT.

THANK YOU. THANK YOU SYDNEY.

NEXT, PUBLIC PARTICIPANT.

MAYOR NEXT COMMENTER IS TYLER DENIM.

TYLER, YOU CAN GO AHEAD AND START.

HEY, COUNCIL MEMBERS. FIRST OFF, SHOUT OUT TO EVERYONE WHO MADE IT TO RIGHT NOW.

IT'S BEEN A LONG TRIP SINCE THREE O'CLOCK.

I'M SPEAKING TODAY AS A PRIVATE CITIZEN AND A RESIDENT OF THE SOUTH SIDE NEIGHBORHOOD, JUST TWO BLOCKS FROM THE LONE TREE AND BUTLER INTERSECTION.

IN FACT, I'M CALLING TODAY TO MAKE A FEW COMMENTS ABOUT THE LONE TREE OVERPASS PROJECT.

WELL, FIRST, I HOPE THAT WHEN DECIDING ON A DESIGN FOR THE LONE TREE IN BUTLER INTERSECTION, INCORPORATE PEDESTRIAN AND CYCLIST SAFETY AS MUCH AS POSSIBLE.

I WALK AND BIKE THROUGH THAT INTERSECTION SEVERAL TIMES EVERY WEEK AND I WANT TO BE SAFE WHILE DOING SO.

SECOND, I WANT TO SIGN ON TO FRIENDS OF FLAGSTAFF FUTURES, CONCERNS ABOUT OVERBUILDING OF THE INTERSECTION. I'M NOT AFFILIATED WITH FRIENDS OF FLAGSTAFF FUTURE, BUT I READ THEY'RE WRITE UP ON IT, AND I FOUND THEIR ARGUMENT THAT THE LARGER DESIGNS CONFLICT WITH THE CITY'S CARBON NEUTRALITY PLAN AND ACTIVE TRANSPORTATION MASTER PLAN VERY CONVINCING.

I ACTUALLY THINK MICHELLE JAMES IS IN THE CHAT, AND IF SHE HASN'T ALREADY SPOKEN, SHE'LL PROBABLY MAKE THAT CASE MUCH MORE ELOQUENTLY THAN I EVER COULD.

THIRD, AND THIS IS MORE OF A QUESTION WITH REGARDS TO THE SIZING OF THE INTERSECTION.

I'M CURIOUS IF MAINTENANCE COSTS BETWEEN THE SMALLER AND LARGER DESIGNS HAVE BEEN TAKEN INTO ACCOUNT. A LARGER INTERSECTION IS MORE EXPENSIVE TO MAINTAIN AND ARIZONA IS ALREADY BILLIONS BEHIND ON MAINTENANCE FOR ITS EXISTING ROAD CAPACITY, ACCORDING TO A 2020 REPORT FROM THE AMERICAN SOCIETY OF CIVIL ENGINEERS.

I CAN EASILY ENVISION A SCENARIO A DECADE OR TWO FROM NOW, WHERE THE CITY STRUGGLES TO GET A DEGRADED ROADWAY FIXED AS FEDERAL AND STATE BUDGETS FOR ROAD MAINTENANCE ARE INCREASINGLY STRESSED AND COSTS ARE PUSHED OFF ONTO LOCAL MUNICIPALITIES.

IT DOESN'T SEEM FINANCIALLY PRUDENT TO MAKE THE LARGER MAINTENANCE COMMITMENTS GIVING THE UPCOMING BUDGET CRUNCH WITH REGARDS TO ROAD MAINTENANCE.

SO I'M JUST I'M CURIOUS IF THAT'S BEEN CONSIDERED, IF IT WILL BE CONSIDERED IN THE FUTURE. A FOURTH ABOUT THE ROUTE 66 AND LONE TREE INTERSECTION, AND SPECIFICALLY, I HEARD THAT [INAUDIBLE] IS TRYING TO LIMIT THE CITY'S INPUT INTO THE DESIGN.

THIS IS A LITTLE BIT OF HEARSAY.

I DON'T HAVE A CLUE ABOUT THE LEGALITIES OF IT, BUT I REALLY HOPE YOU'RE ABLE TO WEIGH IN ON THE DESIGN. THE INTERSECTION IS NEXT TO THE HEART OF THE CITY WILL IMPACT ALL OF US RESIDENTS AND NEW COUNCIL MEMBERS ARE WHO WE ELECTED TO VOICE OUR CONCERNS AND INTEREST IN THESE KINDS OF SITUATIONS.

FIFTH AND FINALLY, I GOT 20 SECONDS TO MAKE A QUICK COMMENT ABOUT THE MODELING USED IN

[05:25:05]

I REALLY APPRECIATE THE SPEAKER'S EXPLANATION OF THE FACTORS THEY TOOK INTO ACCOUNT IN THEIR MODELING. I HAVE NO DOUBT THEY INCORPORATED THE BEST DATA AVAILABLE.

WHOEVER, OR SOMEONE WHO DOES A LOT OF SYSTEM MODELING AND MY JOB, I JUST WANT TO CAUTION YOU ABOUT THE LIMITS OF THIS KIND OF COMPLEX MODELING.

THE RESULT OFTEN DEPENDS ON THE ASSUMPTION.

NEXT, PUBLIC COMMENTARY.

MAYOR NEXT COMMENTER IS DEB HARRIS.

DEB, YOU CAN GO AHEAD AND UNMUTE AND START YOUR COMMENTS.

OK. AM I UNMUTED? YOU ARE, WE CAN HEAR YOU.

OK, THANK YOU.

GOOD EVENING, MAYOR DEASY VICE MAYOR AND COUNCIL MEMBERS.

BOY, WAS THIS A LONG ONE TONIGHT? SO AND WE ALL KIND OF KEPT YOU ALL COMPANY.

SO WE HAVE SHARED IN YOUR MISERY IN TERMS OF THE LENGTH, BUT NOT THE WE'RE NOT TALKING ABOUT. THIS IS NOT AN IMPORTANT TOPIC BECAUSE IT REALLY IS, AND IT IS CRITICAL TO SOUTH SIDE TO HAVE A VOICE IN WHAT HAPPENS.

ONE OF THE THINGS THAT I'M HEARING FROM RESIDENTS AND THEY'VE ASKED ME TO SPEAK ON THIS SPECIFICALLY IS TO TALK ABOUT THE RIO PROJECT.

SOME PEOPLE ARE CONCERNED THAT THE RIO PROJECT WILL BE STOPPED OR WILL BE HELD UP BECAUSE OF THIS PROJECT AND OUR INDECISION ABOUT FIVE LANES, SEVEN LANES, YOU KNOW, WHATEVER.

AND SO WE WANT TO MAKE SURE THAT COUNCIL HEARS LOUD AND CLEAR THAT THIS IS AN IMPORTANT PROJECT. THE OVERPASS IS IMPORTANT, BUT NOT AT THE EXPENSE OF STOPPING THE RAIL OR SLOWING THAT PROJECT DOWN.

WE HAVE TO CONTINUE WITH THAT.

THEY ALSO WANTED ME TO MAKE SURE THAT I TALKED ABOUT THE BUILDING ELDEN STREET CORRIDOR THAT WAS MENTIONED IN ONE OF THE PRESENTATIONS, AND I CAN'T REMEMBER WHICH ONE, BUT THEY WANTED ME TO MAKE SURE THAT I SPOKE TO THAT AND THEY WANTED ME TO SAY THAT SOUTH SIDE IS ALREADY EXPERIENCING ISSUES OR CONCERNS OR TRAFFIC WITH THE OVERPASS GOING IN, AND THEY DON'T WANT ANY MORE TRAFFIC COMING THROUGH THE NEIGHBORHOOD.

AND THEY FEEL THAT IF WE DO ANYTHING WITH THE OLD STREET, MAKE IT INTO A CORRIDOR OR WHATEVER THAT IT'S GOING TO PULL MORE TRAFFIC INTO THE NEIGHBORHOOD.

AND SO THEY'VE ASKED THAT THE COUNCIL REALLY THINK ABOUT THAT WITH WHATEVER DECISION THAT THEY MAKE IN TERMS OF THE DESIGN.

AND THEN FINALLY, THE LAST THING IS THAT TO TALK, WE WANT TO TALK MORE ABOUT PUBLIC TRANSPORTATION. WE WANT TO MAKE SURE THAT THAT WEIGHS INTO THE EQUATION.

WE KEEP TALKING ABOUT PEDESTRIANS AND BICYCLISTS, BUT WE HAVEN'T TALKED ABOUT PUBLIC TRANSPORTATION, AND I THINK THAT THAT IS A KEY PART OF HELPING THIS DESIGN MOVE FORWARD.

SO THANK YOU VERY MUCH AND GOOD LUCK WITH YOUR DELIBERATION.

THANK YOU, MS. HARRIS.

NEXT, PUBLIC COMMENTER.

MAYOR NEXT PUBLIC COMMENT IS FROM ENOCH.

ENOCH, YOU CAN GO AHEAD AND UNMUTE AND START YOUR COMMENTS.

HELLO COUNCIL MEMBERS, MY NAME IS ENOCH [INAUDIBLE] AND I LIVE RIGHT DOWN THE STREET FROM THE LONE TREE AND BUTLER INTERSECTION IN THE SOUTH SIDE NEIGHBORHOOD.

AS SOMEONE WHO WALKS AND BIKES IN THE AREA, OFTEN I URGE YOU TO ADOPT ALL THE PEDESTRIAN AND CYCLIST SAFETY FEATURES THAT ARE PROPOSED IN THE STAFF PRESENTATION.

ALSO, AS FAR AS SIZING OF THE INTERSECTION GOES, I HOPE YOU ADOPTED THE SMALLER FIVE LANE DESIGN, ANY DESIGN LARGER THAN THAT, IT FEELS DIVISIVE TO ME AS IT WOULD CREATE A LARGER PHYSICAL BARRIER BETWEEN THE MOSTLY RESIDENTIAL AREA TO THE WEST OF LONE TREE AND THE SHOPPING AND TRAILS TO THE EAST OF LONE STREET.

THE SOUTHSIDE COMMUNITY AT THE MOMENT IS VERY WALKABLE, AND AN INTERSECTION THAT'S OVERSIZE WOULD NEGATIVELY IMPACT THAT.

THANK YOU FOR YOUR TIME.

THANK YOU, ENOCH.

NEXT PUBLIC PARTICIPANT.

MAYOR OUR NEXT COMMENTER IS MICHELLE JAMES.

MICHELLE, YOU CAN GO AHEAD AND UNMUTE AND START YOUR COMMENTS.

HELLO, MAYOR, VICE MAYOR, AND COUNCIL.

I'M MICHELLE JAMES, I'M THE EXECUTIVE DIRECTOR OF FRIENDS OF FLAGSTAFF FUTURE.

THANK YOU FOR THE MORE DETAILED AND FOCUSED PRESENTATION THIS EVENING.

I FOUND THAT VERY HELPFUL AS I HAVE SPOKEN AT LAST SEVERAL COUNCIL MEETINGS.

YOU'RE AWARE THAT [INAUDIBLE] HAS SOME SIGNIFICANT CONCERNS REGARDING THE DESIGNS OF THE INTERSECTION OF LONE TREE AND BUTLER.

I OUTLINE THESE CONCERNS IN THE DETAILED LETTER EMAILED TO YOU YESTERDAY.

[05:30:06]

THE FLAGSTAFF REGIONAL PLAN, THE GUIDING DOCUMENT FOR MANAGING THE CITY, WAS RECENTLY AMENDED TO INCORPORATE THIS PLAN.

THUS, THUS IT CANNOT AND SHOULD NOT BE IGNORED.

NO. TWO THE FINAL DESIGN OF THE INTERSECTION AT BUTLER SHOULD INCLUDE DATA PROVEN METRICS INDICATING THAT THE SELECTED DESIGN PROVIDES SAFE CROSSINGS FOR PEDESTRIANS AND BICYCLISTS. THREE, NOT ALL NECESSARY METRICS HAVE BEEN EVALUATED FOR THE FIVE ALTERNATIVES PRESENTED.

THE METRICS THAT ARE STILL NEEDED TO ACCURATELY EVALUATE INTERSECTION ALTERNATIVES INCLUDE REFINED VMT NUMBERS, SAFETY OF ALL USERS, ACCESSIBILITY, ECONOMIC VITALITY, MAINTENANCE COSTS AND THE EFFECTS OF AN INCREASING NUMBER OF CONNECTED MULTIMODAL TRAILS.

FOR SOME, INACCURATE METRICS HAVE BEEN PROVIDED BASED ON A LONG DISCREDITED FALSEHOOD, NOT SUBSTANTIATED BY SCIENTIFIC EVIDENCE.

THIS IS THAT GREENHOUSE GAS EMISSIONS DO NOT DECREASE WHEN VEHICLES MOVE FASTER ALONG A ROAD AND THROUGH AN INTERSECTION.

GREENHOUSE GAS EMISSIONS ARE DIRECTLY TIED TO VEHICLE MILES TRAVELED, NOT SPEED.

IN FACT, SPEED IN URBAN SETTINGS TENDS TO INCREASE CARBON EMISSIONS.

ADDITIONAL OUTREACH, FIVE.

ADDITIONAL OUTREACH TO THE FLAGSTAFF COMMUNITY AS A WHOLE AND SPECIFICALLY WITH THE SOUTH SIDE COMMUNITY IS NEEDED.

[INAUDIBLE] URGES COUNCIL TO DELAY THE SELECTION OF A DESIGN FOR THE INTERSECTION AT BUTLER UNTIL WE HAVE ADDITIONAL DATA RELATED TO HOW THE DESIGN ALTERNATIVES, IMPACT THE VALUES OF IMPORTANCE TO OUR COMMUNITY.

THANK YOU. THANK YOU, MS. JAMES. NEXT, PUBLIC PARTICIPANT.

OUR NEXT PARTICIPANT IS DAVID HAYWARD.

DAVID, YOU CAN GO AHEAD AND UNMUTE AND PROVIDE YOUR COMMENTS.

MAYOR COUNCIL, THANK YOU SO MUCH FOR BEING HERE.

IT'S COMING UP ON 10 O'CLOCK.

AND I DO, YOU KNOW, AND I THINK A LOT OF US HERE REALLY APPRECIATE YOUR SERVICE TO THE COMMUNITY. MY ONLY COMMENT IS IN REGARDS TO SLOWING THIS PROCESS DOWN.

I HAVE NEVER HEARD SOMEONE TELL ME THAT CITY GOVERNMENT BUREAUCRACY OR POLITICAL PROCESS MOVES TOO QUICKLY.

I'M SURE THAT'S NOT A COMMON REFRAIN YOU HEAR FROM YOUR CONSTITUENTS.

CITY GOVERNMENT GETS THINGS DONE WAY TOO FAST AND I JUST CAN'T KEEP UP.

YOU HAVE FIVE OPTIONS IN FRONT OF YOU TODAY.

THOSE ARE OPTIONS THAT, YOU KNOW, AS WE'VE SEEN, I'VE BEEN BEAT TO DEATH, IF YOU WILL, BY THE EXPERTS.

PLEASE JUST PICK ONE AND GET THIS PROJECT DONE.

WE'VE BEEN ASKING TO HAVE THIS OVERPASS COMPLETED FOR THE LAST 21 YEARS.

THE PROJECT WAS INITIALLY BROUGHT FORWARD JUST AFTER THE TURN OF THE CENTURY, AND WE'RE STILL WORKING ON IT. IT'S IT STRIKES ME THAT THE NARRATIVE HAS BEEN PUSHED INTO A LOT OF EXTRANEOUS CONCERNS THAT WHILE, YOU KNOW, WHILE THOSE ARE, YOU KNOW, WELL GUIDED, THEY ARE NOT PERTINENT TO THE SIMPLE CONSTRUCTION OF A ROAD. WE'RE BASICALLY JUST ASKING YOU TO PUT A BRIDGE ACROSS THE RAILROAD BETWEEN TWO OF OUR MAJOR INTERSECTIONS.

AND, YOU KNOW, HELP WITH SOME OF OUR TRAFFIC PROBLEMS. SO I PLEASE JUST URGE YOU JUST MAKE A DECISION TONIGHT, TELL STAFF THAT ALL OF THEIR HARD WORK IS NOT FOR NAUGHT AND MOVE FORWARD WITH THIS PROJECT PROMPTLY. I APPRECIATE IT.

THANK YOU. THANK YOU, DAVID AND COUNCIL MEMBER ASLAN HAS A QUESTION FOR YOU.

HI, DAVID, ARE YOU STILL THERE? THANK YOU, MAYOR. YEAH, I'M STILL HERE.

DO YOU MIND IF I ASK YOU SOME QUESTIONS ABOUT PROPERTY? PLEASE GO AHEAD. UM, I JUST WANTED TO BE SURE I WAS OK TO DO THAT.

SO SOME OF THE DESIGNS INVOLVE A BUILDING THAT MAY OR MAY NOT SURVIVE OR REQUIRE DEMOLITION. ACCORDING TO SLIP LANES OR RIGHT CHANNEL LANES, CAN YOU CAN YOU TELL US, CAN YOU CAN YOU TALK ABOUT THAT FOR A MOMENT?

[05:35:01]

THOSE ARE THE ONES THAT YEAH, ON THE NORTHEAST CORNER.

I LIKED THE MILLION DOLLAR NUMBER THAT YOUR CONSULTANT PUT OUT MORE THAN HALF A MILLION DOLLAR NUMBER, FOR OBVIOUS REASONS.

BUT OBVIOUSLY, YOU KNOW, IF WE PLAN ON REDEVELOPING THAT CORNER, WE WANT IT TO BE PART OF, YOU KNOW, A NEW HIGH DENSITY CLOSE TO DOWNTOWN, WALKABLE, BIKABLE DEVELOPMENT FOR, YOU KNOW, FOR DOWNTOWN FLAGSTAFF.

BUT YOU KNOW, OBVIOUSLY THAT SO THAT BUILDING MIGHT NOT BE THERE, BUT YOU KNOW THE WAY IN WHICH REAL ESTATE ACQUISITION AND YOU'LL HAVE TO HAVE YOUR STAFF CORRECT ME IF I'M WRONG WORKS IS THAT THEY ARE REQUIRED TO PAY THE APPRAISED VALUE.

AND AS I SAID, THAT, YOU KNOW, COULD BE BETWEEN HALF A MILLION AND A MILLION DOLLARS.

AND SO THAT $2.1 MILLION NUMBER GOES UP TO 2.6 OR $3.1 MILLION [INAUDIBLE], IF YOU INCLUDE THAT. OK, THANK YOU.

DAVID, I WAS TRYING TO BE CAREFUL WITH MY QUESTION, I DIDN'T WANT TO PRESSURE YOU INTO SAYING SOMETHING IN PUBLIC COMMENT THAT YOU WEREN'T COMFORTABLE WITH, BUT IT SEEMS TO ME THAT YOU'RE COMFORTABLE TALKING ABOUT SOME OF THE STUFF.

I GUESS THE HEART OF MY QUESTION.

IT'S ALL BASED IN LAW.

SO YOU KNOW IT, YOU GUYS GET TO [INAUDIBLE] APPRAISAL AND THEN WE TAKE IT OR WE TAKE IT.

SURE. THAT'S HOW IT WORKS. WHERE I'M GOING WITH MY SPECIFIC QUESTION IS, IS THAT BUILDING ANY PARTICULAR IMPORTANCE TO YOU? OR IF A SLIP LINE NEEDS TO GO IN THERE AND THAT BUILDING HAS TO BE DEMOLISHED, IS THAT A CRITICAL CONSIDERATION FOR YOU AS THE PROPERTY OWNER OR NOT? NO, IT'S NOT. I THINK THE TRAFFIC ENGINEER STATED EARLIER.

IT'S, YOU KNOW, CHANNELIZED RIGHT AND A SLIP LANE AND NOT THE SAME THING.

AND THAT'S AN IMPORTANT DISTINCTION.

BUT IF THAT BUILDING GETS DEMOLISHED, IT'S MUCH MORE IMPORTANT TO ME THAT WE HAVE AN INTERSECTION THAT WORKS THAT WOULD CONNECT BOTH SIDES OF THAT STREET EFFECTIVELY FOR PEDESTRIANS AND BICYCLISTS.

AND I WANT TO MAKE IT CLEAR THAT THAT IS DEFINITELY SOMETHING THAT IS A CONCERN TO ME.

YOU KNOW, I JUST DON'T WANT TO SEE THIS PROCESS SLOWED DOWN WHILE WE TALK ABOUT THINGS THAT ARE NOT REALLY OPTIONS WHILE WE HAVE REALISTIC OPTIONS ON THE TABLE RIGHT IN FRONT OF US. OK, WELL, THANK YOU, THAT CLARIFIES FOR ME AND HOPEFULLY FOR OTHERS THAT THE EXISTENCE OF THAT BUILDING IS NOT A KEY CONSIDERATION, IF YOU HAD SAID THAT IT WOULD BE PROBLEMATIC FOR THAT BUILDING TO GO AWAY.

I THINK IT WOULD CREATE A DIFFERENT CONVERSATION, BUT IT SEEMS LIKE ALL OPTIONS ARE ON THE TABLE. AND THAT'S NOT REALLY A DEEP CONSIDERATION.

WHAT I'M HEARING YOU SAY IS THAT THE DOING THIS WITH PROPER EXPEDIENCY AND GETTING THE SAFETY FEATURES CORRECT IS FAR MORE IMPORTANT TO YOU AS THE PROPERTY OWNER THAN THE FATE OF THAT BUILDING.

INDEED. THANK YOU.

THAT'S ALL I HAVE. THANK YOU.

THANK YOU COUNCIL MEMBER, NEXT PUBLIC PARTICIPANT.

MAYOR, WE HAVE MARILYN WEISMAN, MARILYN, YOU CAN GO AHEAD AND UNMUTE AND START YOUR COMMENTS NOW. HI, MAYOR DEASY, VICE MAYOR DAGGETT AND CITY COUNCIL.

I'D LIKE TO START BY THANKING THE COUNCIL, THE CITY MANAGER AND THE SUSTAINABILITY DEPARTMENT FOR BRINGING THE DISCUSSION OF TRANSFORMATIVE TRANSPORTATION SOLUTIONS TO LAST WEEK'S COUNCIL MEETING.

I FOUND IT VERY INFORMATIVE.

I'M HERE TONIGHT TO ASK THE CITY COUNCIL TO APPLY THE TRANSFORMATIVE TRANSPORTATION SOLUTIONS AND KEEP THE SIZE OF THE INTERSECTION OF BUTLER AND LONE TREE TO A [INAUDIBLE] OR LIKE THE TRADITIONAL INTERSECTION ALTERNATIVE FIVE SHOWN IN THE PRESENTATION.

[INAUDIBLE] IS NOT ROUTE 66.

I DRIVE IT AS AN ALTERNATIVE TO ROUTE 66, AND IT'S NOT THE SAME KIND OF MAJOR ROAD THAT IS TYPICAL OF ADOT OR PHOENIX, FOR THAT MATTER.

THESE TYPES OF ROADS AND THEIR INTERSECTIONS ARE HAZARDOUS AND UNFRIENDLY TO BICYCLISTS AND PEDESTRIANS AND SERVE A DIFFERENT PURPOSE.

OUR CARBON NEUTRALITY PLAN APPLIES THE PHILOSOPHY OF TRANSFORMING OUR TRANSPORTATION PARADIGM. WE SHOULD BE PUTTING THIS PLAN INTO EFFECT WHEN WE CONSIDER ALL TRANSPORTATION

[05:40:04]

THE PLAN STATES THAT QUOTE THE EMPHASIS OF OUR TRANSPORTATION PLANNING MUST PIVOT FROM CONGESTION MITIGATION TO MOBILITY IMPROVEMENT TO IMPROVE THE WAY COMMUNITY MEMBERS MOVE AROUND TOWN OUTSIDE OF THEIR CARS.

THE LARGE INTERSECTION DESIGNS FOR THIS PROJECT WOULD HAVE TO HAVE THE INTENT OF MITIGATING TRAFFIC AND WAIT TIMES, BUT THEY ACTUALLY INVITE MORE CARS TO BE ON THE ROAD.

THIS IDEA OF INDUCED DEMAND IS SOMETHING WE LEARNED ABOUT IN LAST WEEK'S MEETING.

THE ASSUMPTION OF THE CONSULTANT IS THAT CARS ON THE ROAD WILL GROW AT THE SAME PACE THEY HAVE ALWAYS GROWN AS POPULATION GROWS.

IF WE ARE SERIOUSLY WORKING TO BE CARBON NEUTRAL BY 2030, WE SHOULD NOT BE PLANNING WITH THAT ASSUMPTION. OBVIOUSLY, THE DESIGN OF THIS ONE PROJECT WILL NOT PREVENT US FROM CONTINUING TO APPLY OUR CARBON NEUTRALITY PLAN.

BUT WE NEED TO BEGIN TO TAKE BOLD STEPS IN THE FACE OF DEMANDS FOR CAR SUPREMACY AND START PUTTING THIS TRANSPORTATION PARADIGM SHIFT INTO EFFECT NOW.

THANK YOU. THANK YOU, MARILYN.

NEXT, PUBLIC PARTICIPANT.

MAYOR OUR NEXT COMMENTER IS [INAUDIBLE] BEST.

[INAUDIBLE] YOU CAN GO AHEAD AND UNMUTE AND GIVE YOUR COMMENTS NOW.

THANK YOU, MAYOR AND COUNCIL.

IT IS SPINNING A LITTLE BIT, AS I'M SURE MOST HEADS ARE OF ALL THIS INFORMATION.

UM, MY FIRST IMPRESSION OF THIS INTERSECTION IS THAT IT'S HUGE, AND I'D LIKE TO SUGGEST A MORE FLEXIBLE APPROACH TO THE TRAFFIC INFRASTRUCTURE IN THE AREA.

WE'RE AT AN INTERESTING TIME IN THE HISTORY OF OUR TOWN.

WE WANT TO PROVIDE FOR FUTURE TRAFFIC NEEDS, BUT WE ALSO SUPPORT PLANS TO MITIGATE CLIMATE CHANGE, REDUCE CLIMATE IMPACT, INCREASE PEDESTRIAN BIKE TRAFFIC, INCREASE THE USE OF PUBLIC TRANSPORTATION AND PROTECT NEIGHBORHOODS NEIGHBORHOOD TRANQUILITY.

THE INTERSECTION SEEMS TO BE DESIGNED FOR SIGNIFICANTLY INCREASED TRAFFIC SOMETIME IN THE FUTURE, BUT OUR PLANS LOOK FORWARD TO A DAY WHEN TRAFFIC IS ACTUALLY REDUCED.

WILL FLAGSTAFF BECOME THE NEXT [INAUDIBLE] OF THE WEST WITH PEDESTRIANS AND BIKE RIDERS ON STREETS ALL THROUGH THE WINTER.

[INAUDIBLE] IMPROVE PUBLIC TRANSPORTATION AND CITIZENS CARBON CONCERNS LEAD TO A REDUCTION IN PERSONAL VEHICLE TRAFFIC.

OR, ON THE OTHER HAND, WILL ELECTRIC VEHICLES BECOME THE NORM AND WITH THEIR REDUCED CARBON IMPACT, PERHAPS WALKERS AND BIKERS WILL TAKE TO THEIR ELECTRIC VEHICLE, THEIR TESLA RATHER THAN BURY THE COLD AND WE MIGHT SEE MORE TRAFFIC.

I THINK AT THIS POINT, WE DON'T HAVE ANSWERS TO THESE QUESTIONS, SO I PROPOSE A MORE FLEXIBLE ALTERNATIVE INSTALL THE UNDERGROUND INFRASTRUCTURE, THE UTILITIES AND SO FORTH NECESSARY FOR THE BIGGEST OPTION.

MODIFIED AS NECESSARY AND AS POSSIBLE TO MAKE IT AS MULTIMODAL AS POSSIBLE AND THEN INSTALL ONE OF THE SMALLER OPTIONS DESIGNED TO FIT CURRENT TRAFFIC NEEDS.

THIS WOULD GIVE FUTURE LEADERS THE FLEXIBILITY TO RELATIVELY EASILY ADJUST THE INTERSECTION TO TRAFFIC OF ALL TYPES AS IT DEVELOPS OVER THE YEARS.

SO THAT'S I DON'T KNOW THE PRACTICALITY OF THIS, BUT A FLEXIBLE OPTION, IF POSSIBLE, I THINK WOULD BE A GOOD IDEA.

I WOULD ALSO SAY IN GENERAL THAT MY WIFE AND I DO A FAIR AMOUNT OF BIKING ON THE STREETS, AND OUR RULE OF THUMB IS WE JUST DON'T OPERATE OUR BIKES AT STREET LEVEL WHEN THE SPEED LIMIT IS OVER 25 MILES AN HOUR, SO I REALLY ENCOURAGE WHATEVER WE DO.

WE TRY TO GET BIKES OFF THE STREET LEVEL AND I THANK YOU VERY MUCH FOR WHAT YOU'VE DONE ON BUTLER TO MITIGATE THE DANGER.

I HOPE THAT WORKS.

I HOPE IT ISN'T ALL KNOCKED TO PIECES BY SNOWPLOWS AND CARS, BUT I THINK IT'S A STEP IN THE RIGHT DIRECTION AND I THANK YOU FOR THAT.

HAVE A LOVELY EVENING AND THANK YOU.

THANK YOU [INAUDIBLE] MUCH APPRECIATED.

ON NEXT MAYOR, I HAD A QUESTION FOR THE COMMENTER.

OH, MY APOLOGIES.

COUNCIL MEMBER ASLAN, [INAUDIBLE] IF YOU'RE STILL THERE.

I AM.

EXCELLENT. [INAUDIBLE]. YEAH.

THANK YOU. SO [INAUDIBLE] I ACTUALLY, MAYBE THIS IS MORE OF A COMMENT.

I REALLY FIND YOUR.

UM. COULD YOUR RECOMMENDATION TO BE VERY INTERESTING AND WHAT I'D LIKE TO DO IS MAYBE NOT

[05:45:08]

SO THANK YOU. THANK YOU VERY MUCH.

YEAH, FLEXIBILITY IS GREAT IF IF IT CAN BE DONE.

THANK YOU AND THANK YOU, COUNCIL MEMBER ASLAN.

NEXT PUBLIC PARTICIPANT.

MAYOR, OUR NEXT COMMENTER IS ANTHONY [INAUDIBLE].

ANTHONY, YOU CAN GO AHEAD AND UNMUTE NOW AND OFFER YOUR COMMENTS.

HI, I'M ANTHONY [INAUDIBLE], I'M SPEAKING ON BEHALF OF FLAGSTAFF BIKING ORGANIZATION THIS EVENING. THERE'S A FEW TAKEAWAYS I WANT TO ADD FROM PREVIOUS MEETINGS I'VE ATTENDED ON THIS, 2026 IS ONLY FOUR YEARS AWAY.

IT'S NOT SOME DISTANT FUTURE.

AND I ACKNOWLEDGE THAT THIS IS ANECDOTAL, BUT I DON'T THINK I'VE EVER BEEN STUCK IN A BACKUP AS LONG AS THOSE BEING PREDICTED FOR THE FINALLY FIVE LANE VERSION OF THIS INTERSECTION, WHICH IS SUPPOSED TO ALLEVIATE THIS ISSUE TO SOME DEGREE, RIGHT? THIS INTERSECTION SHOULD HELP ALLEVIATE THAT.

BUT WE DON'T HAVE THAT PROBLEM CURRENTLY, AND I CAN'T SEE HAVING THAT PROBLEM IN ONLY FOUR YEARS. SO ONCE AGAIN POINT OUT THAT SOMETHING ARRIVED WITH THE MODELING FLAGSTAFF THE FUNNY SHAPE DOWN, IT'S HARD TO DO COMPUTER MODELING ON TRAFFIC FLOW PATTERNS [INAUDIBLE] LIKE THIS. A LOT OF OUR CONCERNS ARE REALLY SPECIFIC TO THE DESIGNS.

I'LL GIVE A FEW QUICK EXAMPLES.

THE CHANNELIZE RIGHT TURN IS EXTREMELY CUMBERSOME FOR BIKES.

YOU'LL NOTE THAT THE BOULDER THE SLIDE FOR BOULDER COLORADO SHOWED A THROUGH BIKE LANE WITH AN ADJACENT CHANNELIZED RIGHT HAND TURN.

THE WAY THEY'RE CURRENTLY DESIGNED, BIKES WOULD HAVE TO MAKE ALL KINDS OF WEIRD LEFT AND RIGHT HAND TURNS AND INTERMINGLE WITH PEDESTRIAN TRAFFIC.

IT'S VERY CUMBERSOME.

THERE WAS NO MENTION OF A CHANNELIZED THE BENEFITS TO BICYCLES FOR CHANNELIZE RIGHT HAND TURNS IN THE SAFETY PART OF THE PRESENTATION EITHER.

BIKE TUNNELS ARE NOT BEING CONSIDERED.

I THINK THEY'RE HIGHLY APPLICABLE IN THIS SITUATION, ESPECIALLY IF THE CHOICE IS TO GO FORWARD WITH ONE OF THESE GIANT INTERSECTIONS.

THERE'S OTHER SIGNIFICANT DETAILS THAT ARE NOT CLEAR AND COULD BE NEED TO BE MORE SPECIFICALLY DISCUSSED, AND I'D BE HAPPY TO PARTICIPATE IN THAT, BRING SOME OTHERS TO THE CONVERSATION ON THOSE DETAILS.

SOME OF THESE DESIGNS COULD BE SALVAGED BY ADDRESSING CERTAIN DETAILS OR APPLYING ELEMENTS FROM ONE DESIGN TO ANOTHER.

AND THAT'S NOT.

I JUST DON'T FEEL LIKE ANY OF THESE ARE DONE COOKING.

THEY'RE NOT FINISHED, AND THERE'S STILL A LOT OF ISSUES WITH ANY GIVEN ONE OF THEM.

THE BIGGEST ISSUE IS THE SCALE AND THE ELEMENTS OF THIS DESIGN CREATE UNANALYZED CULTURAL INDUCED DEMAND BY PRIORITIZING VEHICLE ACCOMMODATION WHILE MERELY NODDING TO BICYCLE AND PEDESTRIAN. YOU COULD DO ALL THE MATH YOU WANT, BUT IF YOU MAKE IT EASY TO DRIVE AND HARD TO RIDE BIKES, PEOPLE ARE GOING TO DRIVE.

SO IN SUMMARY, WE'D LIKE TO SEE THE SMALLER SIZE FIVE LANE OPTION AND TO REFINE THE BIKE INFRASTRUCTURE IN THAT OPTION SO THAT IT ACTUALLY MAKES SENSE.

AND THERE'S NOT HOLES AND MISSING PIECES TO HOW BIKES WILL ACTUALLY FLOW THROUGH THESE INTERSECTIONS. THANKS FOR THE OPPORTUNITY TO COMMENT.

THANK YOU. NEXT PUBLIC COMMENTER, MAYOR, THAT WAS OUR LAST PUBLIC COMMENTER.

ALL RIGHT, THANK YOU MUCH. WELL, THEN WE ARE TURNING IT BACK TO COUNCIL FOR QUESTIONS AND COMMENTS. I DO HAVE A FEW OF MY OWN, OBVIOUSLY, BUT OPENING UP THE FLOOR TO OTHERS.

VICE MAYOR, FOLLOWED BY COUNCIL MEMBER SWEET.

THANK YOU, MAYOR. I HAVE A QUESTION ABOUT THE CHANNELIZED LANES.

WE'VE HEARD TWO SPEAKERS THIS EVENING SAY THAT THEY ARE LESS SAFE AND BUT IN THE PRESENTATION IT WAS PRESENTED THAT THEY WERE SAFER.

SO I'M WONDERING IF WE COULD HAVE THAT ADDRESSED AGAIN.

[05:50:07]

THE PEDESTRIAN RIGHT TURN MOVEMENT.

CONFLICT OCCURS AHEAD OF THE RIGHT TURN ONCOMING TRAFFIC MOVEMENT,[INAUDIBLE] THE TWO DIFFERENT LOCATIONS, THE INTERSECTION SO RIGHT TURNS USING THIS MOVEMENT, THEY'RE COMING PERPENDICULAR TO THE CROSSING.

THIS IS WHERE THAT CONFLICT COMES.

SO YOU HAVE THE THE YIELD STOP OR SIGNAL CONTROL AT THIS LOCATION.

THEY'RE NOT WORRIED ABOUT THE ONCOMING TRAFFIC AT THIS POINT.

THEY'RE WORRIED ONLY ABOUT THE PEDESTRIAN AT THIS POINT.

ONCE THEY'RE PAST THIS CONFLICT, THEY CAN NOW ADVANCE TO HERE.

NOW THEY'RE WORRIED ABOUT THE ONCOMING TRAFFIC, SO IT SPLITS UP THE PEDESTRIAN AND THE ONCOMING TRAFFIC PHASES INTO TWO DIFFERENT OCCURRENCES.

IF I GO BACK TO FIND ANOTHER SLIDE WHERE IT DOESN'T HAVE A MORE OR HAS A MORE TRADITIONAL SO IN VERSUS IF THIS IS A RIGHT TURN LANE AND IGNORE THE ADVANCED SIGNALIZATION.

SO THIS IF THE RIGHT TURNS MAKING A TRADITIONAL RIGHT TURN [INAUDIBLE] MOVEMENT, THIS IS WHERE THE CONFLICT OCCURS.

HE'S LOOKING LEFT, CROSSWALK IS CROSSING.

HE'S NOT TURNING RIGHT UNTIL HE'S MAKING HIS MOVEMENT.

THAT'S WHERE TRADITIONAL TURNING LANE.

IF YOU HAD A RIGHT TURN LANE THAT WAS MORE, YOU KNOW, YOU'RE NOT ADVANCING THIS TYPE OF CHANNELIZED RIGHT AND THE SEPARATING THE TWO MOVEMENTS.

THAT'S WHERE THAT CONFLICT CAN OCCUR.

SO WHEN WE LOOK AT THE SAFETY SAFETY DATA AND I'M TRYING TO FIND THAT SLIDE, I FORGOT WHAT SLIDE IT WAS ON.

THAT'S WHY THE CRASH DATA REDUCTION SHOWS THE TWO PERCENT TO 19 PERCENT FROM THE CMF CLEARINGHOUSE.

THERE ISN'T CONFLICTING DATA, SO THERE'S A PREDICTION REDUCTION OF 70 TO 80 PERCENT FROM ONE DATA SOURCE AND 219 PERCENT REDUCTION IN ANOTHER DATA SOURCE.

BUT THAT PREDICTION AGAIN COMES FROM SPLITTING UP THE OPERATIONS OF A DRIVER.

THIS MOVEMENT, THEY'RE FOCUSED ON THE PEDESTRIAN, THE SECONDARY MOVEMENT, THEIR FOCUS ON THE TRAFFIC. SCOTT, I DON'T KNOW IF YOU HAVE ANYTHING TO ADD TO THAT.

I KNOW YOU SERVED ON THE THE STATE SAFETY BOARD AND STUFF, SO I DON'T HAVE ANYTHING MORE TO ADD. NOW YOU DUG INTO THIS RESEARCH IN THESE SLIDES A LOT AS WELL.

YEAH, I GUESS THE ONLY OTHER THING I'D POINT OUT IS IS, YOU KNOW, IN A LOT OF URBAN AREAS, YOU'LL SEE CHANNELIZED RIGHT TURN LANES THAT HAVE THEIR OWN WHAT I'LL CALL ACCEPTING LANE, SO THEY WILL BE TURNING INTO A DEDICATED LANE.

YOU KNOW, IF WE'RE TALKING THE EASTBOUND RIGHT TURN ON BUTLER TURNING TOWARDS ON THE SOUTH LONE TREE.

THERE'S NOT A DEDICATED LANE FOR THEM TO GO INTO, SO THEIR SPEEDS ARE GOING TO BE A LOT SLOWER. THEY'RE GOING TO LIKE JASON SAID, THEY'RE GOING TO HAVE TO MAKE A SECOND STOP TO FIND A GAP FOR THEM TO TURN INTO ON LONE TREE.

SO THIS ISN'T GOING TO BE A HIGH SPEED, CHANNELIZED RIGHT TURN LANE THAT THAT PEOPLE MAY HAVE EXPERIENCED ELSEWHERE.

THANK YOU. JUST A CLARIFYING QUESTION OF THAT, SO THE NINE TO TWELVE PERCENT YOU'RE SHOWING ALWAYS MATTERS THAT WE'RE, YOU KNOW, LOOKING AT WHAT THE COMPARISON GROUP IS WITH THAT. SO THIS WOULD BE A TRADITIONAL RIGHT TURN LANE COMPARED TO A CHANNELED RIGHT TURN LANE, RIGHT? THAT'S THE COMPARISON GROUP.

CORRECT. I BELIEVE THAT'S CORRECT.

IS THAT CORRECT, SCOTT? IT'S A TRADITIONAL RIGHT TURN LANE COMPARED TO CHANNELIZED RIGHT TURN LANE.

CORRECT. YEAH, YEAH.

OK, SO THAT'S NOT A COMPARISON GROUP OF A CHANNELIZED RIGHT TURN LANE VERSUS NO RIGHT TURN LANE AT ALL. IT BE SIMILAR FROM A SHARED THROUGH RIGHT VERSUS A RIGHT TURN, ANYTIME YOU'RE MAKING A RIGHT TURN LANE, IF YOU'RE NOT ALLOWING RIGHTS AT ALL? THEN THERE IS NO CONFLICT.

OK, WELL, I JUST YEAH, I WANTED THE QUICK CLARIFICATION THAT I'LL TURN INTO COUNCIL MEMBER SWEET AND THEN COUNCIL MEMBER ASLAN.

THANK YOU, I DO HAVE A COUPLE OF QUESTIONS.

I KNOW WE'RE TRYING TO TRYING TO DECIDE ON THE RIGHT TYPE OF INTERSECTION.

MY QUESTIONS ARE MAYBE A LITTLE MORE BROAD THAN THAT.

HAVE WE DONE ANY OUTREACH TO THE LOCAL BUSINESSES ON SOUTH SAN FRANCISCO AND SOUTH BEAVER? DO THEY KNOW THAT? THIS IS A SIGNIFICANT CHANGE TO THE AMOUNT OF TRAFFIC GOING IN FRONT OF THEIR BUSINESS, AND I JUST WORRY A LITTLE BIT THAT MAYBE THEY AREN'T PREPARED AND KNOW THAT THAT CHANGE

[05:55:06]

BUT IT WILL CHANGE SOME BUSINESS MODELS.

SO I'M JUST WONDERING IF WE'VE DONE OUTREACH WITH THAT.

WE, AS THE PROJECT TEAM, HAVE NOT DONE ANY DIRECT OUTREACH ON THOSE SLIDES WE DID SHOW EARLIER WITH THE SAME SLIDES WE SHOWED BACK IN OCTOBER.

THIS INFORMATION HAS BEEN OUT THERE.

WE HAVE INCORPORATED THAT DATA AS WELL INTO OUR PRELIMINARY EIS DATA.

CHRISTINE OR JEFF, I DON'T KNOW IF THE CITY ITSELF HAS DONE ANY OUTREACH THROUGH YOUR GROUPS THAT YOU'RE AWARE OF.

HI, THIS IS CHRISTINE CAMERON.

NO, WE HAVEN'T YET.

BUT THAT ECONOMIC IMPACT STATEMENT ANALYSIS IS DUE TO BE FINISHED HERE, PROBABLY IN THE NEXT MONTH OR SO.

WE ARE DOING SOME OUTREACH WITH THE SOUTHSIDE COMMUNITY MEMBERS AND THEIR VIEWS ON GENTRIFICATION. AND THEN THAT STUDY DOES GO OUT TO THAT GROUP ON SAN FRANCISCO AND BEAVER. AND SO WE ARE GETTING THERE.

WE JUST HAVEN'T BEEN THERE YET.

GREAT, THANK YOU. I LOOK FORWARD TO FOLLOWING THAT, THAT PROGRESS.

ANOTHER QUESTION WE DON'T ALWAYS KNOW WHAT'S GOING TO PIQUE THE INTEREST OF OUR COMMUNITY, AND I'M JUST WONDERING IF THERE'S A WAY TO ALLOW FOR MORE TIME AND COMMUNITY INPUT ON OUR CAPITAL PROJECTS BEFORE GOING TO THE DESIGN PROCESS.

AND I'M REFERENCING THIS PROJECT, BUT I'M ALSO TALKING ABOUT FUTURE PROJECTS.

IS THIS SOMETHING THAT WE CAN TALK ABOUT AND.

LOOK FURTHER INTO AS FAR AS BECOMING A PROCESS.

SO THIS IS CHRISTINE, AGAIN, RICK BARRETT, CAN YOU CAN YOU TAKE THIS ONE? I THINK THIS MIGHT BE A LITTLE BIT CLOSER TO YOUR EXPERTISE.

YEAH, THANK YOU, CHRISTINE.

I APPRECIATE THAT. AND AND MAYOR, GOOD EVENING, VICE MAYOR.

MEMBERS OF COUNCIL. I'M RICK BARRETT, CITY ENGINEER.

YOU KNOW THE ANSWER'S YES.

COUNCIL MEMBER SWEET.

YEAH, I'D LIKE TO BELIEVE WE PUT A LOT OF EFFORT INTO THESE PROJECTS BEFORE WE GET IT IN FRONT OF COUNCIL TO DESIGN.

YOU KNOW, THERE ARE PART OF OUR BUDGET PROCESS ON AN ANNUAL BASIS.

THESE PROJECTS APPEAR IN OUR FIVE YEAR PROGRAMS, TYPICALLY.

SO, YEAH, OF COURSE I'D LIKE TO START WITH.

LET'S FIRST UNDERSTAND THE PROCESS THAT WE USE TODAY, AND IF WE CAN MAKE THAT BETTER, WE'D BE MORE THAN WILLING TO CONSIDER THAT WHATEVER WORKS FOR COUNCIL, YOU KNOW, THAT'S YOU KNOW, THAT'S THE DIRECTION WE'RE TRYING TO RECEIVE.

SO I APPRECIATE THAT INPUT.

THANK YOU, I APPRECIATE THAT.

MY LAST QUESTION REFERENCING ONE OF THE SPEAKERS, DID WE LOOK INTO BIKE PED TUNNELS AND IS THERE A REASON MAYBE BESIDES COST AS TO WHY WE DIDN'T GO THAT ROUTE? I'LL SPEAK JUST BRIEFLY, WE DID TALK WHEN WE WERE TALKING ABOUT THE BOULDER EXPERIENCES, THEY HAVE A VERY SIMILAR INTERSECTION WITH A PED BIKE TUNNEL.

THAT PROJECT, WE WERE ABLE TO GET SOME, SOME PROJECT DATA AND IT WAS ON THE ORDER OF, I BELIEVE, 16 $20 MILLION JUST FOR ONE INTERSECTION WITH THE PENN TUNNEL.

THIS PARTICULAR TUNNEL ALSO HAS SOME UTILITY ISSUES THAT WOULD GO WITH THAT.

YOU'D HAVE TO RELOCATE SIGNIFICANT UTILITY INFRASTRUCTURE UNDERGROUND.

SO WE HAVE NOT TIED TOO MUCH EFFORT INTO LOOKING AT THAT WITH THAT PRICE TAG.

WE HAVE ALSO TALKED BRIEFLY ABOUT OVERHEAD STRUCTURES, YOU KNOW, PED BRIDGE, BIKE BRIDGES. THAT COULD ALSO BE SOMETHING TO LOOK AT.

LOOK AT WE HAVE, YOU KNOW, LONGITUDINAL SPACE TO GET UP AND DOWN AND OVER THE INTERSECTION. THAT WOULD BE A SIGNIFICANT REDUCTION IN COSTS, A LOT CHEAPER TO GET DONE VERSUS AN UNDERGROUND TUNNEL.

SO THAT OBVIOUSLY IS AN OPTION IF THE CITY WANTS TO PROCEED THERE.

WE HAVE NOT PRICED THAT OUT, THOUGH THAT'S PROBABLY A MORE VIABLE FROM A COST PERSPECTIVE OPTION VERSUS AN UNDERGROUND TUNNEL.

OK. THANK YOU.

THOSE ARE MY QUESTIONS FOR NOW.

COUNCIL MEMBER, COUNCIL MEMBER ASLAN.

THANK YOU SO MUCH.

AND I WANT TO THANK EVERYBODY WHO'S WORKED ON ALL OF THESE PROJECT ALTERNATIVES.

IT'S REALLY EVIDENT HOW MUCH WORK HAS GONE INTO ALL OF THIS, AND IT SHOWS YOUR LEVEL OF RESPONSIVENESS TO WHAT THE COMMUNITY IS ASKING FOR AND FEELS THAT THEY NEED VERY, VERY MUCH APPRECIATE THAT.

YOU KNOW, AT THE SAME TIME, I PERSONALLY FEEL LIKE THE GUY WHO MADE THE MISTAKE GOING INTO BED BATH AND BEYOND TO BUY A SPATULA AND THREE HOURS LATER COMES OUT NOT

[06:00:01]

THAT WAS REALLY MEANT AS A JOKE, NOT A CRITIQUE.

I DO APPRECIATE HAVING ALL OF THESE ADDITIONAL ALTERNATIVES TO DELIBERATE ON, EVEN IF IT DOES CREATE A LITTLE BIT OF ANXIETY.

AND SO I DID KIND OF WANT TO I COUNCIL MEMBER SWEET AND I ARE KIND OF CHANNELING THE SAME THOUGHTS I WAS HOPING SOMEONE COULD REMIND US AND THE PUBLIC, WHY WE'RE NOT SERIOUSLY CONSIDERING PEDESTRIAN UNDERPASSES AS WELL AS A ROUNDABOUT FORMATION.

YOU KNOW, WE'VE GOT ROUNDABOUTS AND WE'VE GOT PEDESTRIAN UNDERPASSES IS GOING IN IN OTHER PLACES IN THE CITY RIGHT NOW.

SO IT SEEMS TO ME THAT THESE ARE VIABLE TECHNIQUES THAT OUR COMMUNITY HAS EMBRACED AND THAT COUNCIL HAS EMBRACED FOR OTHER INTERSECTIONS.

I'D LIKE A LITTLE BIT MORE CLARITY ON WHY THOSE AREN'T SERIOUSLY BEING CONSIDERED HERE.

WHY SOME OF THOSE IDEAS WEREN'T INCLUDED AS ALTERNATIVES FOR THIS PRESENTATION.

I REALIZED THAT COST IS PROBABLY THE BIGGEST MOTIVATING FACTOR THERE.

AND ANYWAY, THE IDEA OF PEDESTRIAN INFRASTRUCTURE OVERPASS INFRASTRUCTURE IS ALSO INTERESTING TO ME, AND I DO FEEL LIKE I'D LIKE A LITTLE BIT MORE CLARITY ON HOW VIABLE SOME OF THESE ALTERNATIVES MAY BE.