Title:برنامه ریزی کریدور حمل و نقل برای بهبود نتایج استفاده از زمین

این پخش اینترنتی در حال حاضر فقط برای مشاهده در دسترس است و دیگر برای اعتبارات AICP CM قابل استفاده نیست. با حمایت: ویسکانسین شرح فصل: این جلسه در مورد دو برنامه برنامه ریزی کریدور شریانی موازی که شهر لا کراس در سال ۲۰۱۷ انجام داد و چگونگی مشارکت هر یک از سهامداران، شناسایی اهداف و طراحی حمل و نقل یکپارچه و نتایج مورد نظر با اهداف سه گانه در برنامه ریزی کاربری زمین بحث خواهد کرد. بیاموزید که چگونه شهر با تیم های مشاوره، شهروندان و مشاغل درگیر کار کرد تا زمینه را برای بهبود و توسعه مجدد در این نوارهای شهری قدیمی فراهم کند. این برنامه همچنین در مورد استراتژی های نظارتی و اقتصادی برای تأثیرگذاری بر گره های توسعه در این کریدورها بحث خواهد کرد.

قسمتي از متن فيلم: Hello everyone and welcome to the webcast my name is Christine Darcy Davis I’m the executive director of the Ohio chapter of the American Planning Association and I’m chair of a piays New Urbanism division and I am your webcast moderator today Friday October 19th we will hear the presentation transportation Corps order planning for

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Planning webcast okay that’s enough of that let us turn it over to Jason yeah good morning can you hear me okay yes seem very good well it’s a privilege to speak on the webcast today with my talented colleagues here will craft from is G and Tim Ackland our senior planner

In La Crosse about two corridor planning projects that the city did that are probably characteristic of many cities in the country and looking at a new set of tools to help drive not only good land-use planning but also transportation policy and planning the goal today is really to provide you with

These with tools that are associated with addressing these common arterial corridors where historic land-use planning is not effectively influenced transfer can’t transfer patient planning and our presentation is broken down into three parts we’re going to do a general overview of the planning initiatives in the La Crosse area that kind of set the

Stage for these two corridor planning projects and then we’re going to get into the effort and the details of the plan which Tim will touch on and also how we’re going to change the paradigm in transportation planning through effective land use strategies and we’ll we’ll be doing that just before Tim

Speaks and then kind of following up with some of the details about the corridor plan itself at the end and before our questions so the first thing I wanted to mention is just that in 2015 the city completed a transportation vision plan with the tool design group

And it was really intended to change the way we think about transportation priorities and planning in the city from looking from the existing or traditional way of looking to address congestion mitigation level of service through geometric investment investments in the addition of more Lane miles to more of a

Land use strategy and more of a holistic approach in using the existing grid and our land use framework and some of this made me reflect on things that I had heard over the years like the 20 years ago or so I read a quote from the San Francisco planner in the San Francisco

Newspaper when they were considering the high cost of adding more Lane miles to the Golden Gate Bridge from Oakland to solve congestion issues that in his opinion at the time at some point congestion needs to be self mitigating as behaviors changed when the costs of commuting lifestyle gets too high and

And then you know we’ve in various staff meetings with Planning Department we’ve we’ve looked at some of the history of planning and in particular the Futurama exhibit exhibit of the 1933 World’s Fair which talked about you know highway construction and but didn’t necessarily consider the impacts the full impacts of

Expanding highways when it was combined with Euclidean zoning and how that would ultimately affect the quality of life in the cities but when we engage our citizens and ask what they would like to see in terms of the future of transportation and land use a lot of the answers are beautifully natural and

Intuitive the people generally desire places that are walkable convenient integrated and with good design and that seems to be ageless we hear that both from young people and our student population to the aged and and they similarly do not like or detest the human waste lands that are sometimes

Created when we just design conduits for passers through or high-volume traffic or Earth’s through through our city and a lot of the you know we also look at how to architects define city design and typically they they talk about the space between buildings as being the most

Critical aspect of urban design and and sometimes of course the way we build our roadways do not offer a very good consideration of the space between buildings so we use some we use some approaches to gathering public information like these word clouds which I’m sure you’ve seen before but they

Illustrate the intuitive desires of the city’s inhabitants and why we have not placed priorities in the right places to a certain extent and of course the answer lies and public policy pressures especially where strings are attached to highway improvement funding often you know to look at level of service of

Targets that are sometimes based on overzealous predictions of ex urban growth and and and sometimes create the very catalyst that can expand a development outside of the city so what if our return on investment expectations were based on the word cloud that shows what people love about the city of

Across the the top one and with equal equal consideration of environmental social and economic outcomes with a keen eye on creating a sustainable urban landscape and of course to do this we need you know a more holistic of thought process and a set of metrics and in considering

The redevelopment of the age urban landscape tour better quantitative and qualitative outcomes and maybe some of you are thinking well it’s easier said than done because when we look at our cities we have so many existing conditions that create a very complex set of constraints that are tough to

Retrofit so what we started to do is we looked at different principles or guidance and one such document that resonated with our team was the Urban Land Institute ten principles for reinventing America’s suburban strips which talked about organizing our artery corridors into what they refer to as

Pulse nodes and this is something we’ll crab will provide you with more detail on today and I would just put in a plug for Uli if you haven’t used these ten principal publications they are really well written and they’re built based on or with the collaboration of planners

And developers in building cities so they’ve provided a nice framework for for cities to get this type of outside advice so before I end and get into some of the details of South Avenue corridor I want to mention some of the tools that we use to address that very challenge of

How do you deal with the existing framework of land use in a corridor that’s well established and what we’re doing is we’re taking the recommendations of the master plan and we’re creating zoning overlay districts that are to a certain extent deregulating from the standards of typical euclidean zoning so we were

Looking at creating more relief with regard to off street parking considerations sometimes things like maximum parking standards or administrative reductions that are allowable based on the the intricacies of each development we’re putting together a great capital stack of opportunities for developers to look at these nodes and decide that not

Only does the regulation fit well with what I want to do but I’ve got great access to capital so we’re leveraging new programs like the opportunity zones program which is capital that is derived from investors that are trying to defer their capital gains liabilities but we’re also working with community-based

Financial institutions and bringing their capital forward like new market tax credit capital and other tools and then we’re engaging the neighborhood associations and Tim Ackland is going to talk a little bit more about some of the stakeholders that we’ve involved we’re also looking at part of our corridors

Also in the floodplain and that offers another set of tools so we’re really bringing a lot of different tools to bear from education and awareness to regulation to financial when we look at the corridor land use opportunities and constraints you can see there’s a lot of different issues probably very similar

To some of the cities that eat here familiar with or the corridors that you have in your cities so a lot of these same planning principles and considerations can apply as I said earlier we’re going to talk about two different corridors and the South Avenue corridor is a little different than the

U.s. 53 corridor which we’re going to talk mostly about today but I wanted to mention that the approach to both corridor planning projects were somewhat similar where South Avenue is a little bit different it was initiated by a plan department transportation project it’s about a mile long it has a very constrained right-of-way

Areas because of private investment right up to the right away line and it’s bookended by a major medical institution but it has a lot of the same types of characteristics along the corridor with a somewhat disorderly land-use pattern that brings about opportunities for better planning so with that introduction I’m going to

Turn it over to Tim Ackland who is now going to or actually the will Kratt who is going to talk about the city consultant and do tearily thanks Jason so this part here is going to focus again primarily on the highway 53 corridor how we went about it some of

The details that came out so as Jason mentioned there’s a bit of a relationship here in a history with the Wisconsin d-o-t and the city of La Crosse highway or the highway 53 corridor really starts at Interstate 90 exit 3 which is one of the main exits

Into la crosse highway 53 also is a major corridor between la crosse which is the regionals the region’s employment center with two large healthcare institutions three higher ed institutions and booming job market downtown with some of the veteran communities to the north so it’s a high-volume corridor both for people

That live in the region and visitors to the region Wisconsin d-o-t had in their plans for quite a while to reconstruct the exit 3 interchange with interstate 90 and US highway 53 so there was a history there of planning and design where the city you know really would

Like with that to look at some things that were more aligned with the city’s transportation vision the city stays comprehensive plan and that all had to be balanced with do 80 priorities and funding ultimately what came out of that project I think most were pretty happy

With but the consultant team was able to kind of play that bridge in between the city also does a great job of reaching out to Wisconsin VOT during the project including having a member of their planning department on the steering committee for this project so we really

Tried to break down barriers and silos for this project so you’ll see that theme here in the next couple slides something that we talked about quite a bit here locally in La Crosse’s really trying to create sustainability and one way that we look at that is to

Try to change the dynamics and the momentum to go into a virtuous cycle so one of the first things we have to do is organize resources you know a lot of those are financial within as Jason mentioned you know we’re also reaching out to the community in enough number of

Different ways so that’s working with neighborhood associations along this corridor there’s a lot of diverse different business types and Industry so reaching out to large employers business organizations and and even going door-to-door which Tim will talk a little bit about but it’s really organizing all the resources that we

Have not just money but human capital Natural Resources and pulling everything together that we can to then make smart investments so we came to the realization on this project that once exit 3 was done the Wisconsin DMT does not have any long-term plans to take on larger parts

Of the corridor in the future so what we really need to look at is how can we make small decisions take take on small projects and then you know really stretch stretch those investments to make them smart incentivize private development and look at you know with with the limited public resources where

Can do spot improvements to say intersections or or the like with that you know really make sure that that develops into resiliency you know we’ve really been talking more about rather than just sustainability we’ve got a lot of issues in La Crosse and especially along this corridor related to the

Floodplain you know industry is changing so trying to go beyond just sustainability but really put the community and this corridor specifically on a path to resiliency and then making sure that throughout this prize project we’ve developed champions and created by in from as many people and organizations

As possible to celebrate that and make sure that people understand the changes that were made so that in turn completes the cycle and makes people want to kick in more resources of money human capital land and the like to start the cycle or again another triad that we looked at was a

Land use transportation and parking and I’m sure many in the planning community are familiar with the fact that often these three things are not talked about comprehensively it’s fairly easy to take on maybe one or two at a time but really they’re completely interrelated and one affects the other

Too so that’s something that we really tried to break down most barriers you know may or may not be true but you know do T’s are often criticized for just looking at transportation you know and often playing departments and developers and City Council’s who are you know charged with zoning issues sometimes

Don’t understand the land use decisions you know and parking requirements that are within their zoning codes you know kind of make the bet if you will and create some a little strange rotation problems so throughout the process we really tried to keep all three in mind when we were analyzing the

Current corridor and taking comments from people on what they’d like to see in the future on how each of the three effects the other two we also looked at the issues of induced demand and transit oriented development la crosse is a city of about 52,000 people and our metro

Area is about 130 or so you know so we don’t have things such as light rail or bus rapid transit at this time however we do have municipal transit system that goes to other communities so we wanted to look at what transportation oriented development would look like on our scale

To to our benefit la crosse is a very skinny city that stretches pretty far north to south in the Mississippi River Valley so that lends itself to these types of corridor planning projects fairly well also as I mentioned before many of the communities to the north that make up

The balance of the metro area population are you know what we would refer to as bedroom communities they don’t have a lot of employments themselves a lot of that traffic is coming south in the a.m. and traveling north in the p.m. and getting people to understand that building more Lane miles through all

That longer corridor is not the answer we’re seeing plenty of research being done to show the to prove the concept of induced demand and so through that concept and analysis of how we could do transit oriented development on our scale the hope is that we can continue

To grow the region there’s a lot of pressure to grow but not over capacitated our transportation system and do it in a way that would harm the community I’ll hand it off to Tim and he’ll talk a little bit more about the community and some specifics from the highway 53

Corridor project thanks will um a little bit about the cross cross is located in western Wisconsin as will said a little over 50,000 population it’s really located in Valley Mississippi River to the west and a lot of scenic bluffs lands of the east more an old historic River town early fur trading settlement

Was established there are three rivers which is Mississippi black and lacrosse rivers where they converge later became a railroad hub in a major center for lumber in the brewing industry well the other manufacturing before really shifting to major education to medical centers in our region and we’re pretty

Proud of our Mark Twain clock we have there so I I always put that in any of our presentation that he was here and he had a lot of great things to say about the cross so the cross also is located immediately south of exit 3 on

Interstate 90 and exits on to US highway 53 the u.s. highway 53 runs north-south your lacrosse is one of three major arterials through our city it’s pretty important it’s about 30,000 cars plus a day it’s a designated Freight route it is a designated Great River Road Scenic

Byway and it does connect to the Great River State bike trail that essentially is a bike trail across most of the state it’s a primary route to our major Regional Medical Center our universities our Events Center and of course our downtown commercial historic district which is our largest largest commercial

National Register district in the state I might add so this quarter is really a major gateway into our city path planning efforts to have really identified the need for some sort of comprehensive plan for this corridor past economic development plans adjacent neighborhoods that are in this area in

Their plans they have a lot of concerns that are related to the corridor and and we really to a number of years ago we had person first impression study that the city participated in and we had a lot of individuals from Oshkosh Wisconsin attend our city and really there was a

Whole list of criteria they had to evaluate and then their head visiting it way finding your first impression and they were supposed to tell us kind of their first impressions and a lot of the things that came out of that plan were not very positive on this particular

Gateway into our city in his corridor so that was also adding to the fact that we needed to address this corridor in some way the really kind of would spur us being able to really move forward with a planning effort was the do T’s reconstruction project of our interstate

Exits and the off ramps and at this particular exit they also did a lot of work on the highway itself and they added some extra lanes and they ended up closing actually access to a lot of the nearby businesses and makes it a little harder to get to them

And so that was because we as a city didn’t really have a good plan or bold plans our comprehensive plan had addressed that area in some fashion that I was pretty outdated we had as a city of very little tools to try to change it

Try to get more what we want ever have a voice and so we we wanted to have a plan to that really addressed any future if there was any future development of the rest of the highway we wanted to have a plan in place we wanted to have a plan

That would include land use so long the whole corridor you want to have a plan that addressed transportation multimodal all different types whether it be transit or rubber or cars or bikes or pedestrians we want to have a bar mental component we want to have a redevelopment component we really wanted

To address the rest of the corridor all the way down so we concluded a boundary that really stretched the entire section of highway 53 from the exits down to a little across the river which is just north of our downtown we wanted to include all the land from the core of

West to the River and which is primarily a mix of businesses and recreation and the business is included in anything from commercial retail office to industrial and then we also wanted to include to the east about a couple blocks of residential that stretched into the neighborhoods and in the cross was kind

Of unique anyway look go cross river is sort of a dividing line between what we refer to as Northside lacrosse and Southside lacrosse and that really kind of goes back to the historic the history of the lacrosse lacrosse the north side used to actually be called the village

Of north lacrosse before it was annexed into the city it made part of the city but the north side of lacrosse is historically the working-class community there are the ones that work to the lumber mills it works the Bruce and things of that nature and you can still

Argue that it’s still the proud working-class of today and so there’s sort of a rich history there so we refer to it as the north side the stretch of highway 53 in the planet is about three and a half to four miles long it does include portions of two neighborhood

Associations three of our parks an existing TIF district our Amtrak station the old historic Main Street for what was the village of North lacrosse and again as I mentioned a large mix of uses from residential all did all different types of densities to industrial commercial office you name it and also

It includes a former Mobil Oil brownfield site that has been sent to cleaned up so the largest part of this was how do we get people involved in this process and how do we get the maximum to get the input that we need to do the plan that we want so we really

Established our steering committees we wanted started with the most so we included on the steering committee both council members where they’re bound their districts fall within this this this this area we included multiple North Side business owners residents of the neighborhood associations and as we’ll mention we did include a member of

The d-o-t I think it was important for us to have that inclusion in there moving forward so that we were sharing ideas and trying to get each other on the same page we also included a member of our Chamber of Commerce and as well as a TV of our of our downtown Mainstreet

Organization what we did to them is hired our consultant team from which is Perkinson will on Minneapolis is G that will cred is with who is offices here in La Crosse who has an office in La Crosse and then tools dining group from Madison and early on with this group and the

Steering committee we established a community engagement plan this was really what I thought was important that was what I thought was beneficial from a consultant team was they wanted to do this this community engagement plan really developed our strategy for public participation from the beginning it established clear goals for our steering

Committee on how to also a listed public participation it outlined who is responsible for what tasks for public engagement whether it was the consultants or city staff that allow us to identify every opportunity for public engagement and what activities we would have we be doing at each each public

Interaction and it also established our expectations between the consultants during committee and city staff on how we would communicate with each other and responsibilities throughout the planning process so I think it was very beneficial for us to establish that from beginning so we were all aware of what

We were doing – before our first kickoff meeting was held in a brand new elementary school that we had was only a few blocks away from the project area also for the hope that people could walk to it and it was getting more people in the neighborhood involved to have input

We mailed a meeting notice to every property within the boundary and we also hand-deliver no meeting notice to every business and there was a few hundred of them the thing that we did not expect from that was sort of the level of appreciation that we had from that was

Quite astounding we were thanks a lot for the for just walking into their business and including them in this process and many of them stated that they on the north side typically feel left out of a lot of city projects a lot of focus they feel tends to be more in our

Downtown and in other areas and they were grateful that we were even there inviting them to get their input this was kind of fairly educational for us a city staff to kind of open our eyes more to this issue and the other interesting thing was it allowed for us to become

More familiar with all the businesses that we had on our Northside and what they do it was particularly helpful for our economic development planner because she was a few months hired on the new job and it really got her involved in learning more about all the businesses

That we have so it was pretty beneficial for that so our first kickoff meeting in all of our public workshops that we had we also provided child care and we advertised that and what we did was we partnered with a nearby high school our nearby high school that was also on the north

Side and their honor society students and part of their requirements before the Honor Society to be an honor society student as the volunteer in the community for a certain number of hours during high school and this is a way for them to earn some of those hours and so

Since we were in the elementary school we were able to also reserve the gym for them all to be it so that was fairly successful then the funny part was is one of public meetings we were in that we were not able to get students for that in our planning director filled in

Had to wash them all and he was toast after the first hour because they wore him out but he has fun but over the course of this planning process we held 13 public steering committees we held 28 stakeholder meetings which included businesses neighborhoods government officials transportation agencies so

Forth and the interesting thing we did with our business community meetings is we actually scheduled eight different meetings over three days at six businesses that were within the boundary to accommodate their work schedule we knew during the day or evenings might be hard for people to attend so we were

Trying to make opportunities for them to to be engaged by having a meeting that was within you know either a five-minute walk to minute you know whatever was that they could do with lunch hour and so forth so we scheduled of up different places all on board or to give them the

Opportunity to attend and and be a part of the conversation we held for public community workshops and what also goes interesting was as about the second public workshop we had a number of individuals start questioning our consultant from Minneapolis as to why he should listen to him you know he

Doesn’t live here what does he know etc and so despite our efforts to convince them otherwise we did have to switch to the to actually we’ll hear from is he is he is from he lives in the cross and their offices here to start facilitating these meetings so it was a little

Discouraging but we it seemed to alleviate that issue I’m sure other people have been as happens to them as well so but it seems all that that help and then also what we did for community engagement we stay held several pop-up events and this was kind of new to us

But it was something that will have brought to the table and we it was just ways to hold a various other city events to solicit input excitement participation just awareness of this project and how they can be included so we also had a great relationship with

Our media so we had constant TV radio newspaper coverage at a great website that had everything noticed in every piece of information that was presented in any of the public meetings was was located on there for transparency and and the only thing I think we were kind

Of short on at least from a city point so other people helped us was the social media aspect that is one thing I think we are behind in in terms of the city for public participation is a social media aspect but we do have other outside sources that do try to help us

With that so that was probably the only only I think less a constructive ask thing that we could use to have public participation but as a result of all of that we were able to collect a tremendous amount of feedback and again we were constantly thanked for their

Included in this process of for listening to them and I just I want to stress that more because it was a little bit I don’t use we don’t usually hit that so it was it was kind of astounding for us but biggest thing that we had

Heard a lot too had to do with the rest of the roads because of what the OIG had done and they did add an extra Lane and kind of widened it a little bit up near the interstate the largest concern people had was widening of the rest of the highway all the way

Down they they were concerned of that being an issue they were you know concerned about the amount of traffic they were concerned about being able to safely cross the street from the residential neighborhoods in certain places even where there was lighted and controlled intersections it was still

Daunting we had a lot of information on redevelopment sites and then when we mark them on maps we also had to address loads that were concerned about their property potentially being bulldozed so we had to address that as well that will might be able to go into the kind of

More interesting thing that was from a lot of our hotel orders that were closest to the exit exit three seem to have the most attention we have an old aging shopping center from the 80s I believe and a lot of the description was tired decrepit vacant it really does it

Really is very underutilized and so that was a very large thing people wanted to have knocked down removed and something new going in there and the hotels that were on the north side up there by the interstate had echoed that same response because their their concern was is that

People would be getting off on exit three and they would be going these hotels and they’d be asking for things to do a restaurants to go to things to do and there really was and so they would get back in the car and drive two exits down to where our mall is and

Where the other city has all the chain restaurants the things of that nature and they were and that’s where they were spending their money and so there was a large concern from them that we really needed to make this a place for people to pull off particularly the north side

Of this thing so those were largely a lot of the information that we heard there’s a lot more but I would love the major points but then from all that information that we gathered we read developing this pulse node type theory which all that will go into more

And then more about sort of what also some of the other recommendations where I was planned so well alright thanks Jim so as Tim mentioned we did identify a number of pulse nodes along this corridor and as Jason said that you know that really came out of a Uli document

And although you know locals would consider the north side and highway 53 to be highly urbanized especially for our part of the country it really did apply to the principle of a suburban strip we had stripped commercial we had high-intensity uses industrial uses and really just a big mix but unfortunately

You know had never been probably comprehensively comprehensively planned as that development took place through the decades so this principle of pulse nodes what it does is it looks at high-intensity mixed-use land types throughout the corridor but then it’s really concentrating some of the energy for that redevelopment into a handful of

Corridor intersections these are often crossroads you know high-volume traffic intersections that naturally have some higher density development historically happening but how can we do it better and then also as you see it’s important to make sure that you don’t forget about the areas in between each node and so

Those need to be linked by a continuous transportation corridor which as we mentioned before you know with La Crosse’s long north-south primary arterioles this project went for this corridor planning area lent itself very well to that and then we’re looking at different levels of activities so I’ll get into the

Of each of the four that were showing here but they all have their different characteristics some are maybe more high-intensity and others and it really creates that feeling that Jason was looking for throughout the project of a kind of active discovery as you’re going through these different districts

From interstate 90 to our historic downtown other things that pulse millets do they promote pedestrian activity and business vitality by really you know focusing on those things within the pulse modes and making sure that it’s easily connected they’re easily connected to each other and the neighborhoods again that’s why to

Mention that the planning boundary wasn’t just the highway itself we also looked at that transition into the neighborhoods creates a rhythm to development again with distinct areas so going from high higher intensity to the spaces in between to higher intensity again and then ultimately what we’re

Trying to achieve is a greater sense of place throughout the corridor so the first pulse node that we looked at was very near the exit 3 interchange and what we had there was a pretty tired strip mall that still exists today not a lot of investment has gone into it

Recently there had not been much turnover and in the vacancy rate is starting to increase with not a lot of interest into it so it’s a historically been something that was a a good resource for the Northside because it did contain a department store and a number of other service businesses but

It’s really kind of reached its useful life and it’s a bit of a relic of how things had been done in the past also on this end of the corridor as Jason mentioned before we had some floodplain issues to look at the highway kind of acts as a

Barrier from the neighborhoods and the commercial spaces to the riverfront but one thing let the partnership with the city and the Wisconsin do tease through the exit 3 reconstruction was able to do was able to utilize some dollars to create an Eagle watching area there’s

Kind of a bay here on the river that attracts a lot of eagles in the early winter and early spring as ice is coming in and ice is going out you can see dozens of eagles at a time and it really had become an attraction and also a bit

Of a safety issue because people from both in and outside of the area would park along the corridor and there was nothing designated for that also people throughout the community engagement process were really yearning for better public access to the river you know Tim mention that this is a

River town with the confluence of Three Rivers and unfortunately you know I think while the city was historically developed it was really always seen as purely a transportation corridor and something to connect an industry and slowly through comprehensive planning and plans such as the specific then

Doing a really good job of getting that realm of the riverfront back into the public space another thing that people were looking for on the north side of lacrosse was an Asian place opportunities that was something that surprised us I think a little bit there is an aging housing stock on the north

Side and you know because of some of the history that Tim touched on before people do have a bit of an identity so some people you know we’ve got a lot of elderly folks living in some very affordable houses that they’ve spent the majority of their life in and one of

Their desires was could we get could we attract some independent and assisted living spaces to the north side of La Crosse so that they can keep their Northside identity because those resources really don’t exist right now and this area could could be a really great area for those

Types of developments and then also not just the river but we saw other public space opportunities here on how we could connect some of the neighborhood parks and overlap with the park system’s strategic plan to really benefit the existing neighborhoods and these new developments yeah okay

Pulse node B this is an interesting one because there’s a very large warehouse near pulse mode B that really doesn’t look like much from the outside but the owners have invested quite a bit of money isn’t recently with refrigerated refrigeration equipment so it’s something that a lot of people in the

Community maybe didn’t understand they can’t they can’t understand you know how a cash flows or how it brings value to the community but those in industry knew very well that although it’s very worn on the outside and it’s a bit of an eyesore for people coming into our

Beautiful downtown it really serves a purpose for now and is not something that could be easily moved to a different part of the city also we have a mobile home park in this area and with community engagement that was something that was very interesting we could get we got heavy participation from the

Residents of the mobile home park because for a number of reasons some misconceptions that their area specifically was being targeted but I think it was also an opportunity to create some awareness with those folks of you know what it does mean long-term you know to be in in the mobile home park and

Explain to them that ultimately nobody is forcing anything upon anybody but the whole purpose to a plan like this is to make sure that we can preserve what the community really is looking for so as you can see both with the city planners and county planners and input from the

Community we’re looking at even if that were to be redeveloped at some point in the future is there similar types of housing around on that scale that we could look at such as tiny homes or a pocket neighborhood or those types of things you know that are very similar to

The mobile homes that would be affordable create that really community feel but also you know look at ways to progressively redevelop our city ahead to the mobile park thing as well is that the way this is situated off of the corridor unless you’re paying attention you don’t really tell it’s a mobile home

Park that’s sitting there this is probably one of the best darn looking mobile home parks I’ve ever seen in my life is well kept up the other interesting part is that some of the mobile homes that you will find there are probably some of the most earliest

Examples of this type of housing and so as we were doing our historic survey for the city and updating it to go to the 50s to the 70s this this particular type of mobile home park was sort of evaluated as an example of this style of home and architecture which is

Mind-blowing in its ways because I don’t know people are really kind of considering mobile home parks as storage building but the fact that you can just tell by the shape you don’t it’s just a very interesting sort of rare type of mobile home park which isn’t added to

The have you seen our mobile home park lies they’re going to come out you know why do you have it for being demolished and then of course we have to try to explain like we’ll said that that was not the case so just want to plug it in

Their pulse mode see and you can tell here you know by the way that we indicated development throughout this plan it’s not a pulse note where we were looking at a lot of high intensity redeveloped it’s kind of a very unique area Kim had mentioned before that we do have essentially a

Historic downtown just east of the corridor boundary here but we included that in all of our planning and recommendations for this pulse note used to be as a downtown of north lacrosse and it’s another well-preserved period that definitely you know as a district could potentially have some eligibility

In the future it also includes riverfront along the Black River and a long linear part called Copeland Park there as well so it’s a really cool mix of historic downtown public space amenities and it’s kind of almost a secondary gateway as well along the corridor because this is where the

Connection over to a nearby Township which really exists as an island between the Mississippi River and the Black River and also contains the La Crosse Municipal Airport as well as another accident on Interstate 90 so we do get a fair amount of traffic at this pulse

Known as well that may have skipped the northern part of the corridor so again what we are looking for here was how could we overlap with some of the ideas that are in the parks systems a strategic plan we’ve got a great public-private partnership in this park as well with a semi professional

Baseball team and their owners that are making investments to private property but within the public park and so we looked at ways that we could you know possibly raise the bar and diversify some of the commercial and neighborhood business properties to better support the neighborhoods a few opportunities maybe for some higher density

Residential but really how could we in this pulse amplify what’s already there and build off of the resources that we already have one of the last ones was pulsing with D this is a really interesting area because again there’s there’s many transportation challenges here this is

Where the road splits from being a five lane road to a two-way or I’m sorry a one-way pair which creates some interesting challenges this maybe isn’t so much as the crossroads as the rest but we’ve got some major floodplain issues here this is some of the worst

Flood plain area within the city of La Crosse which is creating a number of challenges not only on the corridor but into the neighborhoods many of the businesses and industries along the corridor are bumping up into the 50% rule where they’re really limited on how much more money they can invest in their

Properties you know so that’s a one of the huge challenges along this corridor and really for the city of La Crosse’s how do we work through that we have businesses that want to stay want to improve homeowners as well but because of regulations they’re not even allowed

To we also have a bit of a business cluster here related to automotive there’s a number of service facilities and also a car dealership in this area that are looking at relocating to be able to where the rest of the dealerships have clustered in the area the fire department is doing a

Comprehensive study right now that’s finishing up and moving towards redevelopment of fire stations and some of those are going to be relocated so there’s some unique opportunities there with city-owned properties and buildings that could really play into a really unique mixed-use development here also while this one’s not directly on the

Black River it does have the La Crosse River Marsh jacent to it and the city has done a really good job in the last several decades of preserving the Martian helping people to understand that it’s it’s not a dumping ground like it may have been used for in the past what is

Really an amazing natural amenity that can be used to you know connect to nature we’ve got some paths through there that are great recreational and commuter networks and then also the understanding of with the floodplain issues that we have you know it really is a huge buffer for us and it’s very

Important so with that we’ll take any questions that you may have you can contact any of the three of us at any time our phone numbers and emails are there and Alliance are any questions and maybe before we do that Christine I’m just going to this is a some Gilman

Again the planning director and I want to mention something about the tools that have aligned themselves that have created a activity already on this corridor toward our objectives and the vision for the corridor so the the if you can imagine in your mind’s eye what this corridor looks like today it’s

Probably very similar to many corridors that you have in your cities around the country where it is somewhat lacking a sense of place it’s it’s very much a commuter corridor it is not creating that virtuous cycle that will was talking about and the tools that we’ve put in place that are changing it

Include what Tim referred to is a very very intensive public participation process which not only built advocacy but it also built excitement and developer interest and investor interest along the way which was critical because then you know they knew that when the city adopted the plan we were also serious about putting

The tools together like the financial incentives and the regulatory tools that would set the stage for the things the developers investors are interested in so again in your mind’s eye when you can consider sort of the placeless nosov a long corridor that has just a lot of through

Traffic – one that is a collection of these pulse nodes that offer a somewhat of a a an urban design technique that is somewhat hold in this country and that is to create a sense of excitement and anticipation as you’re moving through the corridor as a gateway corridor into

Our downtown and throughout the city that each one of these sort of unique and eclectic nodes redevelops into what john nolen that you know famous landscape architect and planner referred to as neighborhood centers which in fact Don Olin actually would add a history in La Crosse Wisconsin so you can imagine

Moving through these sort of eclectic nodes and then in between the nodes a higher density or mixed density housing that creates that virtuous cycle allowing transit to invest more with more convenient or frequent service and then in in response to that of course we get investors that are interested in

Putting more housing along the corridor but the housing is between the nodes has less conflict or interruption points on the corridor which allows traffic to flow easier between nodes but as you as you reach the nodes they become almost a traffic calming type of environment in themselves but one that you’re enjoying

The city and maybe you know it’s more of a walkable bikable type of environment so that that’s what we’re what we’re starting to see now with that very intensive public participation process and the skills that are are consulting team brought forward and evaluating these opportunities is that each of

These nodes has their own care mystics will mention the aging strip center the northernmost one the warehouse area of the x1 which also happens to be a brownfield site with a old industry that you know had some water contamination volatile organic compounds which which allows us to access capital that is somewhat unique

To that type of redevelopment opportunity and then the next one where we’ve got floodplain issues and we can access capital for that is unique to that challenge and redevelopment and we really put together a very unique set of tools that addresses each of these nodes independently and then we do that in

Cooperation with development community which we’ve been having roundtables with developers so just a in summary I wanted to let the listeners know that we’ve got investors that are already buying property and northernmost node and we’ve got a meeting coming up with those investors talk about the collective

Opportunities to get that work done we also the owner of the strip center has made it clear to the city that they are interested in selling that it’s about a 15 acre site and right behind it is about a 3 acre park which we can add value to the redevelopment by

Reconfiguring the park and and then as you move south in the corridor we have a master developer the city has hired for a 70 acre redevelopment southernmost node and we have development activity and a very active neighborhood association in the one of the middle notes that is working on a branding and

Engaging investors and so forth so there’s a lot happening already as a result of this fairly recent adoption of a plan and if you think back to that idea of what how is this transformational out of these tools ultimately result in a much different experience you can kind of start to

Visualize how these all snowed are actually enhancing that corridor and allowing the city to have very good environmental economic and social outcomes as a result so I’ll end there and we can talk about any answer any questions that you may have last thing I wanted to say is we did partner with a

Business it’s what’s called a north lacrosse business association it’s nonprofit they have up there over they a lot of the north side businesses get together and talk about stuff they’ve actually taken the lead with in partnering with the city about taking the lead on implementing this plan but

We thought that it would be better to be implemented by somebody outside the city where we can partner with them so they’ve taken the lead we actually got some capital budget money for next year pretty large allocation to help kind of do the low-hanging fruit so there’ll be

A lot of streetscaping and aesthetic improvements that we’re going to do with street lighting benches you know all wastebaskets and and things of that nature so we’re really taking sort of the fact to that that also means the council has has sort of recognized the need for this plan and the importance of

It and has agreed to dedicate resources to help start implementing it so thank you okay great let’s go ahead and jump into some questions first one well the pamphlets in the very beginning of the presentation were they from Uli where do they where can we get these yeah oh yeah

The 10 principles for revitalizing America Suburban strips as part of a whole series of ten principles of documents that the Urban Land Institute puts out uli org website there’s a tab that has access to their publications and some of these are free I believe some of them you might have to purchase

But I think you can get the digital copy right on ul eyes website okay thank you um next question M the corridor improvement seems to about the river and I don’t notice any levees or flood walls or berms is flooding ever an issue and you have to prepare for a 100

Or 500 year storm yes we do have to prepare for that and a lot of the Northside actually is in the floodplain but not actually but most of it’s not actually due to is actually the rivers it’s for a different reason the road and who will might be able to help me all

This a little bit more but I think the road itself acts as a levee in some cases but um yeah it’s been a it’s been a constant struggle for the city of La Crosse you know it’s very important while we have this issue the city has

Done a pretty good job of being able to protect investment in human life from major flooding issues while not destroying that river front as well so unfortunately this part along the Black River lacrosse does not have any levees or flood protection that is certified by

FEMA or the US Army Corps of Engineers a lot of what’s there as Tim mentioned the highway in certain areas act as a levee wall and then also there was some emergency things done back in the sixties when we had our last make major flood that act as unofficial levee walls

And barriers as Tim alluded to La Crosse’s biggest risk from flooding probably is not from high water or some kind of flood way coming down the Black River really what’s driving the north side being a flood plain is that it always was a flood plain and a

This you know was filled for development way back in our history it’s also directly tied to the La Crosse River and marsh so a lot of the flood effects will likely occur due to back water issues with the La Crosse River as as the Mississippi River Rises and then also

Actually water rising too due to high water tables with flood events as well Jason maybe you can touch on a little bit of the conversations that the city’s been having with federal agencies on maybe some opportunities but there really isn’t a great solution for totally protecting the north side

Without majorly impacting some of our natural resources yeah as what has we’ll pointed out we haven’t had a major flood or repetitive damage since the mid 1960s because our existing levee system has generally protected us notwithstanding the people do get water in their basements because by water

Table but the one of the bigger issues that we’re facing right now is the national flood insurance policy and the fact that if you’re considered in the floodplain you’re going to pay flood insurance and a course that’s of inflation and flood insurance right now with the Hurricanes all the things

Happening nationally and so we’re working with our federal legislators of principally congressman times office to look at ways that we can address these areas that should be redeveloped because they’re so low in the floodplain that the infrastructure is too low and the housing is too low and it’s just not

Cost-effective to raise the homes of one at a time and we’re working on a flood hazard mitigation plan that will also leverage federal resources like pre disaster relief aid they help us also target some of these redevelopment areas on the corridor and redevelop them in a more resilient

Way and at you know beyond the flood protection elevation and one thing I’ll just touch on there as well is a you know we mentioned Jason just said it and throughout the planning process we focused on resiliency and one really eye-opening conversation that Tim and I had during the engagement process was a

Discussion with the Wisconsin DNR floodplain specialists and the US Army Corps of Engineers and you know when we talk about 100 year and 500 year flood plains you know those are benchmarks and obvious for obvious reasons you know we need to tie certain regulations and other things to those benchmarks but

They really you know encourage us to look at what is the risk tolerance here in our community you know because those models you know get more and more accurate all the time but sometimes they are not and is a hundred years enough for your community if you’re really

Looking at resiliency you know and once they’re getting worse rainfall events are getting more intense you know so when we’re planning for development that might last the next 50 to 100 years you know sometimes should we even be looking at those benchmarks or do we need to have a bigger conversation

Within the community over what our risk tolerances are I think to be that as what we did have we did evaluate as part of this plan though what tools that we could provide as a city to those three development areas though that would have to come out the floodplain a lot of the

Newer development of them had to raise themselves up and do flood proofing measures the brownfield the 70-acre brownfield site that we are currently working with 30 acres of it is developer we actually had to put 30 acres of fill in there no that’s not right we had to

Put fill in the 30 acres to raise it up so and then there’s other properties around there that are clearly in but we’ll as mentioned earlier there there’s just there they’re not allowed to invest more in it because it’s in the floodplain so those are other redevelopment

Opportunities that we as a city it have had to figure out what financial resources we can provide or incentivize with to make them attractive for people to redevelop so that we can raise it up and make it to a higher and better use so hopefully that answered your question great thank you

Um this question or more of a comment but also a question kind of popped up a couple times now um there are some really good graphics that you guys have good news or graphics well that was a combination of the consultant team but here at isg we’ve got quite a large

Investment both both into our GIS capabilities we’ve got a strong Landscape Architecture component to our company as well as visualization specialists so you know and they’re often integrated with our marketing team as well so it’s something that is definitely a focus here at isg I want to

Say that those those were critical to is engaging the public you know the ABS look at that level of talent in our graphic communications that really helped with the public participation okay next question I notice that the Amtrak station for La Crosse is located on the edge of the corridor what was the

Significance of the station to the corridor and the overall plan well the Amtrak station is are essentially early train station it just it is fell to within um sort of the boundary the eastern boundary of rro where we wanted to have the study for but I mean

This also – I think was the reason why I’m assuming the question is why was it included or how it be significant to here but part of other transportation we have a citywide bicycle and master plan that plan we also referenced quite a bit so our transportation component of this

Included a bicycle bike Boulevard so to speak or a commuter rail route along the street that would also connect to this so this damn track thing we were trying to have more ways to connect to it for bicycles and pedestrians it is heavily used it is historic train station it was

Just pretty vital – I mean it’s a pretty valuable resource on the north side I’m not sure the question is what yeah and you know honestly we could probably do another 90 minute presentation and question and answer on that because it has an interesting history to it especially recent history you know

During the stimulus package there was some ideas and funding out there to provide high speed rail between Minnesota Minneapolis st. Paul Minnesota and Chicago that later was turned down by the state of Wisconsin but um it has the potential with developments like that to really change the dynamic for

That area also you know if you’re on the coast you might be familiar you know with with Amtrak performing well where on the Empire Builder Amtrak row but the tracks are owned by Canadian Pacific you know and it really the Empire Builder Row is vital transportation piece for a

Lot of people in the area it really although it’s not always reliable it’s an economic way to connect to those two metro areas into the to the country we have a lot of Amish population and others that use this as their primary route of transportation for getting to those areas and now

Through a partnership with the states Amtrak is looking at possibly adding a second train to that row so it’s interesting because you know it’s kind of always been left on the vine to die but there’s things that are popping up another interesting piece too is it’s an area that partly through this corridor

Planning a project but also for further other development strategies citywide the City Planning Department has been looking at creating heat maps of using different data on where the city should be looking at redevelopment and what’s interesting about the area on the HAMP track station is that it’s a area that

Has some floodplain issues but they’re solvable it also that we have some concerns with crime in that area and then as Jason mentioned the city’s been attracting some development partners and CDFIs to the area and that area specifically around the station is starting to gain some interest so you know I to answer

The question you know I think we’re hopeful that we’ll see some really interesting things going around on around the Amtrak station and you know show the rail community that there are opportunities to increase service and provided viability to the system in the future yeah I would just add to that too

That that area is a tax incremental financing district and as we’ll pointed out it’s a it’s actually in a distressed census tract which makes it eligible for both new market tax credits and the new opportunities zones program so the Amtrak people is really a kind of a catalytic piece of infrastructure from

Which I think the developers are starting to take notice given all these other tool to invest around it and and and it was part of one of the knows which is you know something that we we already have a local brewery that is uh looking at a

Major investment very close to it as part of that node area that will have a tasting room and a thousand seed music venue and a variety of other things so here is really gaining a lot of interest and activity okay thanks next question what changes or amendments had to be or

Have been adopted in the city’s zoning code and comp plan in order to successfully implement this plan yeah that’s a great question and what were what we’re using right now is were putting together the zoning overlay district and one of the things we recognized was that because of the the

City has a very low vacancy rate housing right now I think it’s around two and a half percent so a very aggressive market and we have a lot of investment property owners that you know we’re some of these districts like Ronald Amtrak people neighborhood there’s a fairly high

Amount of rental property and it becomes very difficult for developers to assemble land so one of the things that we’ve looked at is how can this overlay district actually empower developers to be able to negotiate up a little bit to help them assemble land for redevelopment and a couple ways of doing

That one is to alleviate the off street parking requirement which then they can use more of the land for higher densities and have a better economic outcomes and therefore they can negotiate up to you know for a holdout or somebody that is cash flowing a property that may not be all that

Motivated to sell and then also reflexing the area standards and removing some of the use restrictions so that if they’re they’re assembling five pieces of land and two of the parcels are r1 zoning and three of them are commercial that they don’t have to go through you know five

Different public hearings today they actually have the flexibility with the overlay district to create mixed use or so really streamlining development process allowing more options for density and giving the developers tools that they need to assemble land so that that’s the strategy that we’re employing and we’ve had as I said we’ve had

Developer roundtables and the feedback has been very positive and we’re also meeting with the neighborhood associations and they’ve expressed interest in the concept as well thanks um next question would you describe in more detail how the transformation from existing to plan land uses and design will help advance the outcomes cited for

The pulse nodes yeah I right now if you look at a dawning map map or even more more so of existing land use inventory you’ll see a real mishmash of land uses there isn’t a really good consistency of well-organized land-use so one of the one of the targets is to take these

Zoning overlay districts and create opportunities for mixed-use and density where the neighborhood centers or the nodes themselves are and then the second piece is really looking at the court or in between the nodes and looking at where what are the where are the inhibitors to creating the virtuous

Cycle that will Pratt was talking about and actually fostering more housing investment not only to deal with our housing shortage but also to create a sustainable transit corridor and create a captive audience of people that will you know walk and bike around these neighborhood centers so it’s really

Setting the stage you know it’s sort of cleaning up the land-use pattern with these tools that are more flexible but also guiding development to be a context sensitive to the neighborhood and also high quality so one of the things Tim Ackland does is he administers our city’s design review process and we are

Not compromising on design reviews so we have a set of our textual standards that have to be met that do address contact sensitivity and quality and in building and architecture so that that nagas is how I would characterize it but will you with Tim have any thoughts on that

Antenna anything I think that’s accurate um you know some of the recommendations in the plan again kind of going back to that resiliency piece you know if we’re too strict in our informal and formal policies it makes it pretty hard to do that so a lot of the recommendations you

Know weren’t specific as this should be this type of land-use and this should be that type of land-use I think the city is taking the right path by looking at these overlay districts to create flexible and adaptable policies for for developers that will encourage the outcomes that we’re looking for so you

Know that that was the take I guess that the consultant team thought would be a good recommendation to the city and the city is following through with that you Thanks um okay so you mentioned master developer project on the south side of the corridor we have a couple people

Asking you in fur to talk a little bit more about that of what we have a Redevelopment Authority and the Redevelopment Authority owns the 35 acres that Jim Macklin was referring to earlier they use a our FBI process which is different than an RFP process a request for expressions of interest so

It’s a non prescriptive way of figuring out what the market interest is on a piece of redevelopment land we cast a wide net from Chicago up to Minneapolis and we had 17 different master developer step forward that express expressed interest in the site what a master developer does is not a building a

Desktop site necessarily but they’re more of a project manager that looks at taking the guiding principles of that master plan redevelopment area and betting investment interest so that they can serve the RDA with these options these development options and then carefully curating the phases of construction around those investment of

Commitments and that’s different than you know building roads and selling Lots it’s a it’s a much more thoughtful and careful process in terms of reaching the goals that we have in the master plan so we’re working with wired development out of Milwaukee very creative a great group that we had

The relationship now with for about a year their team also includes Rinka Chen and jawed la Hendrickson and to do the actual master planning phase and then of their in the in the process of negotiating these investment options right now from the consultant team’s perspective even though that was within the corridor

We were instructed you know to just build upon that master plan that had already been created through an intensive Charette process years ago so I think that’s really important we did a lot of research and work into taking a look at past plans and what we tried to

Do was you know reevaluate them for sure but pull out things that maybe had been left behind from those plans and not try to reinvent the wheel or create contradictions so that was a very recent and relevant plan so we really didn’t try to change it also I had mentioned

Throughout the presentation to you know our part system has a pretty well-developed strategic plan so we weren’t you know necessarily going out there you know from a project and planning department perspective and trying to tell or reinforce all all right I think we could take one more question how is the city anticipating

Working with the DoD on upcoming road projects within the corridor uh well that’s that’s one of the reasons that we were proactive in doing these these planning of efforts and that now that we we have a well supported a plan that had a very significant of a participation element and arguably organically created

This the city’s plans along with the larger transportation vision for the city start to inform of the the work that we do with the d-o-t and I think one of the greatest challenges is to be candid is that oftentimes a d-o-t funding has strings attached to it whether it’s congestion

Mitigation or level of service or in the case of South Avenue it was HTS or safety money you know to reduce crashes along corridor and sometimes those strings that are attached conflict with some of the things that the city of desires out of the transportation planning so it is an ongoing

Conversation but I think we have a we’re in a better position now with these plans along with the land-use outcomes that are being encouraged through all the tools that we’ve mentioned today to actually change the paradigm of along these along these corridors so that we have a different different transportation characteristic and like

Many states and regions throughout the country for numerous reasons we’re in a bit of a budget crunch with the d-o-t I can’t speak for the city of being on the consultant team but we also do work with the Wisconsin Department of Transportation and they’re throughout this corridor within the last 20 years

They’ve done about two miles of complete reconstruction of the corridor and really what’s remaining is nowhere on their plans I mean even even their longest term plans don’t include any more changes to this corridor if you go on Google Street View on the southern part of the corridor you’ll see that new

Development has been raised up and such as much as three to four feet so that’s something that we looked at here as well in that you know if there is a reconstruction in 20 feet or 20 years it’s likely that the DLT will have to bring the highway up out of the

Floodplain so that brings some interesting challenges when you’re looking at long-term redevelopment but what what I mentioned is that since there are no funding projects planned we really tried to focus from the transportation spec side of things instead of you know coming up with conflicting things or

Ideas that are never going to come to fruition we focused on intersections because there’s a you know whether it’s highway safety improvement dollars or others you know those types of spot replacements can maybe be a little bit more easy to come by and then also one interesting thing about this corridor is

In the middle of it it does split into a one-way pair so it actually splits there’s a block in between and there’s two lanes of traffic going in each direction but it still designated as US Highway 53 and one idea that actually came out of the planning department that

Then was further developed by the consultant team was to maybe look at changing that so that one side of it could become a five lane road and really still be that principal arterial but maybe the other half of the one-way pair then could be could go on a road diet

And maybe be turned into a three-way role that that would be more of a neighborhood connector with some high density neighborhood commercial and higher density residential as well we think that could could potentially be something really great in the interim and then also you know create higher property values for that essentially

No-man’s land that’s in between right now that’s kind of on an island between those two busy roadways and one last thing I would mention is that we are working with the d-o-t to urge them to look at their environmental review process differently instead of the traditional outcomes to expand it into

You know roadway or transportation investment that actually creates a sustainable urban a sustainable urban landscape one that has a you know good economic social and environmental outcomes oh yeah so our focus again has been on spot improvements in the plan and then also um ways that through simple signing

And marking we could change the dynamic of the roadway without having to do right away purchase or major reconstruction I’d add to that we actually had somebody from the co et on our steering committee so the exception of two of the two things that they had concerns with about

What was being proposed in the plan there was no major disagreement with what we were proposing the plan so when it was adopted by the steering committee one could assume that they were so concerned but while we were proposing if there was any future project so you kind

Of hoped that would be the case as well so okay thanks I think we’re gonna wrap up here so Jason well and Tim thank you for joining us today and talking with us this was a great session and everyone have a great weekend don’t forget to

Love those CM credits you can get all the information you need at Ohio planning battle or slash planning webcasts thanks everyone have a great weekend thank you you

ID: figOX7zC34Y
Time: 1540340309
Date: 2018-10-24 03:48:29
Duration: 01:31:54

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