Agenda Memo

City of Boulder City Council Agenda Item Meeting Date: August 6, 2026 Agenda Title Introduction, first reading, and consideration of a motion to order published by title only Ordinance 8771 authorizing and approving acquisition of property interests for the North 30th Street Project by negotiation and purchase or through the power of eminent domain; and setting forth related details

Staff Contact • •

Blythe Bailey, Director of Transportation and Mobility Lindsay Merz, Civil Engineering Manager, Transportation and Mobility

Draft Motion Language Staff requests council consideration of this matter and action in the form of the following motion: Motion to introduce and order published by title only Ordinance 8771 authorizing and approving acquisition of property interests for the North 30th Street Project by negotiation and purchase or through the power of eminent domain; and setting forth related details

Executive Summary Staff are advancing the next phase of the North 30th Street project, between Walnut Street and the Diagonal Highway. The project will install protected intersection elements and traffic signal changes, a combination of on-street and sidewalk-level protected bike lanes, new midblock crossings, signal upgrades to existing midblock crossings, floating bus stops, access management at some side streets and driveways, and repurposed right-turn slip lanes.

These transportation options will provide safer, more comfortable connections for all travelers, and encourage more trips by walking, biking and using transit on the corridor by making it easier to get people to and from the transit stops. Property and easements of varying sizes will need to be acquired to make these improvements because existing rights-of-way are not wide enough to accommodate the proposed improvements. To ensure the project remains on schedule, staff are requesting authorization to acquire necessary property interests and easements through purchase or, if negotiations fail, eminent domain proceedings (See Proposed Ordinance 8771 (Attachment A)). While the city’s policy is to negotiate in good faith based on fair market appraisals, having eminent domain authority at the outset prevents project delays and ensures the city remains in compliance with federal grant requirements that federal funding must be expended no later than December 2030. The project is estimated to cost $9.3 million, with the city providing a 20% local match ($2.41 million) already accounted for in the approved Capital Improvement Program. If Proposed Ordinance 8771 is passed on first reading, the matter will proceed to a second reading and public hearing on August 20, 2026.

Council Action Options Option

Outcome

Approve motion language as drafted

If the motion is approved this item will go to second reading and public hearing on August 20, 2026.

Define and adopt a modified motion

Council would need to define any modifications or amendments to the draft motion language. Dependent upon council’s modification or amendment, staff may need to bring an amended version of the proposed ordinance back on second reading, thereby requiring a third reading.

Deny the motion or take no action

If the motion is denied or council takes no action, this matter will cease to move forward, and the city may not be able to acquire all necessary easements in time to expend federal grant funding by the required deadline.

Refer back to staff

If council refers this item back to staff, staff will need specific direction from council on how to proceed so that this item continues to move forward.

Alignment with City Plans and City Council History Sustainability, Equity, and Resilience (SER) Framework and Citywide Strategic Plan Alignment SER Framework Goal Area •

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Safe o Builds and maintains resilient infrastructure, landscapes and neighborhoods to mitigate existing and future hazards and risks. Accessible and Connected o Offers and encourages a variety of safe, comfortable, affordable, reliable, convenient, and clean mobility options. o Supports a balanced Transportation System that reflects effective land use, manages congestion, and facilitates strong regional multimodal connections. Responsibly Governed o Models stewardship, resilience, and sustainability of the city’s financial, human, information, and physical assets. Economically Vital o Invests in amenities, infrastructure, and services that contribute to an exceptional quality of life and attract employees and visitors.

Citywide Strategic Plan •

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Strategy 1: Focus community safety efforts on reducing community harm at critical locations known for high incident rates or significant vulnerabilities. o Priority Action C: Prioritize transportation improvements that work to eliminate incidence of fatal and serious injury traffic crashes to achieve our community’s Vision Zero commitment. Strategy 7: Invest in and maintain a transportation system with an array of multimodal choices to reduce vehicle miles traveled and greenhouse gas emissions. o Priority Action A: Implement programs and services that enhance equitable mobility. Strategy 15. Streamline processes for housing, parking, infrastructure, land use, and events that tie directly to priority community outcomes. o Priority Action A: Identify and implement ways to reduce bureaucracy, improve efficiency, and facilitate quicker approvals for initiatives that align with and enhance the City’s priorities related to sustainability, safety, economic vitality, and community well-being.

Staff Notes The project improvements align with the SER Framework and Citywide Strategic Plan by providing continuous pedestrian and bicycle separation from one another and from vehicle traffic from Walnut Street north to the Diagonal Highway, installing protected intersection elements and traffic signal changes, adding new midblock crossings and making signal upgrades to existing midblock crossings. The project will also reconstruct existing bus stops to floating bus stops to support transit speed and reliability, provide access management at some high crash side street and driveway locations, and will repurpose right-turn slip lanes to reduce vehicle speeds, reduce the number of conflict points, shorten crossing distances, and add amenities like landscaping and seating to make it easier and more comfortable to move along and on and off the corridor. (Figure 1).

Figure 1: N 30th Street Project design at Pearl Street

These improvements are discussed further in the Project Improvements section of this Memorandum.

Alignment with Additional City Plans Project improvements on north 30th Street focus on implementing transportation plan recommendations for the street from the following city planning documents: • • • • •

2014 and 2019 Transportation Master Plan, 2019 30th Street and Colorado Avenue Corridors Study, 2019 Pedestrian System Plan, 2019 Low-Stress Walk and Bike Network Plan, and 2023-2027 Vision Zero Action Plan.

Recommendations from each of these plans are discussed further in the Project Improvements section of this Memorandum.

City Council History On June 23, 2025, the Transportation Advisory Board (TAB) held a public hearing on this project to consider a recommendation to City Council on the North 30th Street Project Community and Environmental Assessment Process (CEAP) evaluation and recommended design. The four attending TAB members unanimously recommended the CEAP and recommended design for approval by City Council at the June 26, 2025. council meeting. See the meeting minutes for details. On June 26, 2025, City Council formally reviewed and approved both the recommended conceptual design and the project’s CEAP. See the meeting minutes for details. The project improvements cannot be constructed without acquiring easements and rights-of-way because existing rights-of-way are not wide enough to accommodate the proposed improvements. It is common and typical for capital improvement projects to require the acquisition of permanent easements and/or public right-of-way in order to build safe transportation infrastructure. Generally, the experience staff have with acquiring easements and rightof-way is that staff approach and negotiate with property owners in good faith with the intent of securing agreements in a timely manner before construction. When property owners consent to the project, agreements can usually be reached in a straightforward manner. However, when some property owners do not consent to the projects that require easements and rights-of-way or seek compensation above the fair market value determined by city appraisers, there can be significant challenges for all involved, including project delays, increased costs to the city and potentially inequitable impacts to some property owners. On all Transportation & Mobility capital projects, staff follow the federal property acquisition guidelines (the Uniform Relocation Assistance and Real Property Acquisition Act of 1970). The “Uniform Act” defines the requirements and responsibilities of the government entity acquiring the property and establishes firm negotiation timelines so that the process moves forward to a reasonable conclusion for both parties. The Uniform Act protects private owner’s interests to prevent the government from abusing its power or influence. The Uniform Act requires a determination of “fair market value” by a professional appraiser at the government’s expense. If the value of a property is $5,000 or more, property owners also are given the option to hire their own appraisers, which are also paid for by the government. The appraisals become the basis for arriving at a final negotiated settlement or acquisition price. If the negotiating parties cannot reach an agreement, the matter moves to the judicial system, where an

appointed commission, judge, or jury determines the fair market value of the property to be acquired. The reason for this request to council is to support implementing the north 30th Street project, from Walnut Street to the Diagonal Highway, within the required federal funding timeline (which requires grant funds to be fully spent no later than December 2030 or awarded funds must be returned), to diligently move the project to construction, and to ensure that each property owner is equitably compensated based on the same methods required in the Uniform Act. Staff will negotiate in good faith with property owners from whom easements and/or rights-of-way need to be secured and do not intend to initiate any eminent domain action unless negotiations fail with any property owner. For example, eminent domain authority was granted by City Council to the Transportation & Mobility Department for construction of the 30th & Colorado Protected Intersection and Underpass Project, the 28th Street Multimodal Transportation Improvements Project between Canyon Boulevard and Iris Avenue, and the Arapahoe Avenue Safety Improvements Project. The authority was not needed for the 28th Street Project but was required for a petition filed in Boulder County District Court to acquire and value a segment of property required for the 30th & Colorado Project; the Arapahoe Avenue Project has not begun negotiations yet. This authority supports overall project delivery and expedient and equitable negotiations with all property owners who are compensated at fair market value.

Analysis The purpose of the north 30th Street project is to make north 30th Street, from Arapahoe Avenue to Diagonal Highway, safer, more comfortable and connected. This project will advance final design and construction of actions of the Vision Zero Action Plan by implementing proven safety countermeasures on this Core Arterial Network (CAN) corridor that is also on the High Risk Network (HRN), from Walnut Street to Diagonal Highway.

Staff completed a Community Environmental Assessment Process (CEAP) that included robust engagement with the community, businesses and emergency response partners, analysis of existing conditions data, a week-long community informed design workshop, policy and plan review, and evaluation of conceptual alternatives using a CEAP checklist and project specific evaluation criteria.

Following City Council approval of the CEAP on June 26, 2026, staff began final design of 30th Street from Walnut Street to Diagonal Highway. This work will be followed by implementation through 2030 using awarded Safe Streets and Roads for All federal grant funding.

Background North 30th Street between Arapahoe Avenue (CO-7) and Diagonal Highway (CO-119) (Figure 2) is a primary north-south arterial street in Boulder and provides local and regional connections to Boulder Junction, the University of Colorado-Boulder (CU) East Campus, the 29th Street Mall, market rate and affordable housing for families and students, and small and large businesses. It is one of the most diverse streets in Boulder in terms of land uses and demographics, and it is also an important multimodal travel corridor with 14,000 to 19,800 vehicles, 600 transit riders, and 2,200 walk and bike trips on a typical day. However, north 30th Street does not provide the safest, most comfortable connections regardless of how people travel.

Figure 2: North 30th Street Project Area

In the city’s 2019 Transportation Master Plan (TMP) and the city’s 2019 Low Stress Walk and Bike Network Plan, north 30th Street is called out as needing greater separation and protection between the vehicle and on-street bicycle lanes due to the posted speed limit of 35mph, existing vehicle volumes being greater than 6,000 per

day, and the role 30th St plays as a central and direct route in the city’s bike network for north-south and east-west trips. The Low-Stress Plan also identified Pedestrian Improvement Areas on 30th Street between Arapahoe Avenue and Walnut Street, and Glenwood Drive to Diagonal Highway where new sidewalks, pedestrian crossings and Americans with Disabilities Act (ADA) upgrades were needed. The TMP also designated north 30th Street as a high-frequency transit service corridor with bus frequences of 15 minutes or better. The 2022 Safe Streets Report (SSR) found that between 2018 and 2020, 14,500 people were involved in a crash in Boulder, resulting in 150 serious injuries. Sixty-seven percent (67%) of severe traffic crashes, those that result in serious injury or fatality, occur on arterial streets, like 30th Street. The report found these severe injury crashes occurred at several intersections on north 30th Street: Arapahoe Avenue, Pearl Street and Valmont Road. Data analysis for the project revealed these three intersections see 52% of all crashes on north 30th Street. Alarmingly, two out of three serious injury or fatal crashes on north 30th Street involved someone walking, biking or rolling (Figure 3).

Figure 3: Serious Injury and Fatal Crash Data for North 30th Street

The project is informed by a robust community engagement process over 2024 and 2025 in which staff collaborated with the diverse community members living, working, and traveling on 30th Street. Community engagement for this project is detailed further in the Community Engagement section of this memorandum.

The location of the project, at 15% design completion, is generally adjacent to and approaching north 30th Street from Walnut Street to the Diagonal Highway. The city will have legal descriptions for the property interests for which council authority is being sought once the design has advanced further. Staff are therefore seeking authority in Proposed Ordinance 8771 to amend the legal descriptions of the property interests as necessary for the project.

Project Improvements 30th Street, from Walnut Street to Diagonal Highway implementation will include the following project improvements: o All intersections receive partial or fully protected intersections • Protected intersections use corner refuge islands and dedicated signal phases to separate modes of travel and reduce potential conflicts. • For people walking, biking, and rolling, this means increased visibility and dedicated paths through the intersection. • For people driving, it means more predictable movements. o Slip lanes are removed at Pearl Street and Walnut Street to shorten crossings, slow turning vehicle speeds, and keep vulnerable road users separated from traffic. o In all but constrained locations, protected bike lanes are on-street with concrete curbs between the bike lane and vehicles. • In constrained locations, protected bike lanes are at sidewalk level. o A dedicated bike waiting area is provided at Glenwood Drive for bicyclists turning left. o New pedestrian crossings are added at Corona Trail and Eagle Way to close existing crossing gaps between Iris Avenue and Valmont Road. o Existing pedestrian flashing beacons near Spruce Street and south of Walnut Street will be converted to red signals. o Access management at 30th Street and Mapleton Avenue addresses crash patterns from conflicting left turns. o Dedicated left turn lanes throughout the corridor provide space for waiting vehicles, including buses which make a left turn onto Glenwood Drive. o Traffics signals at all signalized intersections provide dedicated time for people walking and biking to move through the intersection separate from vehicles. o Transit riders have dedicated places to wait for the bus, with amenities like shelters and benches at busier stops. • Some stops are relocated to better connect to crossings, paths and popular destinations, like the Goose Creek Multi-Use Path. o Floating bus stop designs keep buses in the travel lane, reducing transit service delays.

o Floating bus stops reduce conflict between buses and bikes because the bus stop is separated from the bike lane. o Changes are made mostly within the existing roadway and so adds little new concrete, minimizing increases to urban heat. o The design accommodates city maintenance vehicles and so does not require new equipment to maintain. o Traffic signals allow emergency response vehicles to pass through Valmont Road, Bluff Street and Pearl Street intersections when the emergency response signal at Fire Station No. 3 is activated.

Equity Analysis Staff completed a Racial Equity Instrument, a tool to help view projects through a racial equity lens and minimize harm through unintended consequences, to guide the project’s Community Engagement. Engagement through a racial equity lens ensured that the corridor’s community of users (including residents, workers, community organizations, and businesses, especially those traditionally underrepresented in the decision-making process due to race, ethnicity, and/or socio-economic status) had an opportunity to learn more about the project, share their experiences and opinions with the city, and provide input into how they use and would like to use the corridor to inform the project improvements.

Fiscal Note Estimated Fiscal Impact Narrative The project is anticipated to have no fiscal impact in 2026 or over the next three years because the estimated total project cost of $9.3 million is funded through federal grant funds and city funds approved in the Capital Improvements Program. Current Year Estimated Fiscal Impact The current year fiscal impact is included in the estimated total project cost and allocated federal grant and city funds. Fund(s): Transportation Fund, Safe Streets for All federal grant Department(s): Transportation & Mobility Program(s): Capital Improvement Program

FY 2026 Budget

FY 2026 Estimated Impact

FY 2026 Net Change

Beginning Fund Balance

$1.03M

$0

$1.03M

Total Forecasted Revenue

$53.59M

$0

$53.59M

Total Estimated Expenses

$50.08M

$0

$50.08M

Ending Fund Balance(s) After Reserves

$0.10M

$0

$0.10M

FTE

88.35 FTE

Item

88.35 FTE

Three-Year Estimated Fiscal Impact

Item

FY 2026

FY 2027

FY 2028

Total Forecasted Revenue

$0

$0

$0

Total Estimated Expenses

$0

$0

$0

Net Estimated Impact

$0

$0

$0

Climate, Resilience, and Sustainability Considerations The north 30th Street project helps the city achieve its climate goals by providing safe and comfortable multimodal transportation options which can reduce vehicle use and vehicle miles travelled and thus reduce the use of non-renewable energy resources and greenhouse gas emissions. These changes can also protect water and air quality through utilization of existing infrastructure, by preserving existing public street trees, and through the reduction of mobile source emissions. The north 30th Street project helps the city achieve its economically vital and accessible and connected goals by providing and investing in infrastructure that attracts, sustains and retains businesses, entrepreneurs, and workers, and by ensuring connections to

destinations along the corridor and on the broader city transportation network are safe and comfortable. The north 30th Street project helps the city achieve its healthy and socially thriving and livable goals by providing an all ages and abilities corridor with safer and more comfortable transportation options no matter how someone chooses to travel.

Community Engagement A priority of the project team was to focus on engaging the diverse residents along north 30th Street during the preliminary design phase. The team prioritized the voices of historically excluded and currently underrepresented communities. The project team met people where they were, at places like bus stops, grocery stores, schools, community events, and at their residential communities. The project team held focus group discussions with residents of Orchard Grove Manufactured Home Community, San Juan del Centro apartments, Boulder Housing Partners apartments, Bluebird apartments, Boulder Junction, and the business community to get more detailed feedback from participants and understand the unique needs of these community members. At all events where Spanish-speaking community members may have been in attendance, Spanish language interpreters or bi-lingual staff were available. An online questionnaire was also offered in English and Spanish. Outreach methods reached nearly 6,000 community members and 21 engagement activities saw close to 1,000 participants. Comments provided feedback on challenges and opportunities to inform the project improvements. The community shared these common themes: • • • • • • • •

Safety for Pedestrians & Bicyclists: Many people wanted physical separation between people who walk, bike, and roll and they wanted wider bike lanes, too. Desire to Walk, Bike or Take Transit More: Many people expressed a desire to walk, bike, or use transit more when traveling on north 30th Street. Crossings Should Be Safe & Accessible: Many highlighted the need for longer crossing times, especially for disabled and older residents. Transit Riders Want Better Bus Stops: Bus stops often lack comfortable waiting areas and some could be relocated to better serve community destinations. Vehicle Speeds Are A Major Concern: All participants want vehicle speeds to be lower on north 30th Street. Enhancing Traffic Flow & Calming Are Both Important: Community members recognize a dual need to increase traffic calming and reduce congestion. Bicycle Connectivity Is Key: Community members want a connected low-stress bike facility between Diagonal Highway and Arapahoe Avenue. Overwhelming Support for Improved Intersections: Safety improvements at intersections would benefit everyone regardless of how they travel.

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Support for Business Access: People want businesses to be accessible by multiple travel modes for both customers and employees. Desire for Placemaking, Trees and Green Space: Community members want the project to preserve street trees and generally make north 30th Street more attractive.

These themes influenced the Project Improvements.

Workplan Considerations The project is within staff’s work plan.

Next Steps for City Council If Proposed Ordinance 8771 passed on first reading, second reading and public hearing will take place on August 20, 2026.

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Attachments A – Proposed Ordinance 8771