Jul 18, 2018 Mobility Committee on 2018-07-18 11:30 AM

[ Silence ] [ Silence ] [ Silence ] [ Silence ] >> Good morning. Welcome to the July 18th Denton City Council Mobility Committee. My name is Mark Nelson, Director of Transportation. I'll convene this meeting at 1133 as we do not have a chair due to some recent council members moving off of council. So at this point in time I'll take item 1A, which is received nominations and election of a chair and vice chair for the Denton City Council Mobility Committee. Yes. >> I would like to nominate Councilmember Meltzer for chair and Mayor Pro Tem Ryan for vice chair. >> So we have a nomination for both, for a chair as well as a vice chair. Are there, is there a second? >> I will second. >> So I have a nomination and a second. All in favor say aye. >> Aye. >> All opposed? Motion passes unanimously. I will turn the committee chair, the chair over to committee chair Meltzer. >> Okay. And I will welcome Mark and our new bike and pedestrian coordinator. And pleased for us to share our first mobility committee meeting at the same time. So let's move on to item B, MC 18-026, consider approval of the Mobility Committee of the Denton City Council meeting minutes of April 18, 2018. I'll entertain a motion. >> I'm going to let Councilmember Briggs motion on this since she was the only one that was here to know if they're correct or not. >> Yes, I would like to move approval of the committee minutes for April 18. >> Is there a second? >> Second. >> All in favor? >> Aye. >> Aye. Okay, the minutes are approved. Moving on to item C then, receive a report from Denton County Transportation Authority, DCTA staff to include state of the agency, pass -- I'll recognize -- >> Chair, I need to recuse myself from this item. >> Okay. >> Please come get me later. >> Where will we find you? >> I'll be in the council. >> Okay. All right. So again, it's a report from DCTA staff to include state of the agency, passenger enhancements, bus operations and DCTA capital projects and provide direction regarding strategic initiatives in the Denton County Transportation Authority service plan. >> Good morning, Mr. Chairman, members of the committee, Mark Nelson, Director of Transportation. At this point in time, I'd like to introduce Jim Klein. Jim Klein is the President of DCTA. He has a presentation for you as stated in the backup material to walk through recent activities there at the agency to include strategic initiatives as well as certain service level enhancements that they are moving forward with. So with that, Jim? >> Okay. Thanks, Mark. We've got this before the research, planning got us before the topic. We've distributed that before, but I wanted to make sure you had that. Thank you for taking the time to have us here today. And, oh, Rats, I need to go to the top of the -- yeah. So here to make a presentation, you all cover the items that you talked about and then take questions that you might have regarding DCTA in general or anything specific that you have. So I want to start with an overview, just a couple of slides real quick to cover down on this. Our mission, we're a regional partner with DART and the Forward Transportation Authority. We provide focused and efficient mobility solutions. It's a less than subtle difference from when we used to say public transportation solutions because we want to start bringing forward how can we -- is there something different about how we look at things? And you'll see some of the innovations later how that becomes pretty apparent. Again, looking for mobility options and our values which have not changed. We're formed under the transportation code, Chapter 460 in 2002, based on the absent sales tax in Denton, Lewisville, Highland Village. We began bus service in October 2005 where we took over the LINC service and then began DCTA operations. And the A-train began revenue service in June of 2011. And we have an appointed Board of Directors, Richard Huckab ee is your representative on the board. He's also the Vice Chair of the Board and the Chair of the Finance Committee as well. And we had a Finance Committee meeting Monday. And then in services, we cover the full gamut, buses, rail, demand response, which includes both some demand response for the general public and then demand response for a pair of transit, commuter vanpools, and also some of the new things, transportation network companies, which is the generic term for the Ubers and L ifts of the world. You know, I don't want to just glaze over things that I don 't fully get. I don't know what demand response services means. When example is in that you call in or you get on an app and you say, "Could you please come pick me up?" So it sounded like a taxi. It's like taxi. Most of what we do in the demand response world is elderly and disabled, access, a pair of transit kind of service. We're looking at changing that around a little bit. And I'll talk to you about the airport area and some ideas we have for that and how to make it more responsive and more TNC-like, but using our vehicles. So we're trying to combine both private sector, our vehicles, try to get the best fit and layer in the best set of solutions. So we'll talk about that. I think that's a great -- that's really part of the path forward that we see for not only DCTA, but the transit world in general. We've had some ridership challenges. We did cap 2.9 million boardings last year. We talked about innovation, which I'll cover more. And then we're -- we every year receive the Government Finance Office Association awards. We've been recognized for the platinum levels of transparency, although they changed that program now. And again, I'll go into some details on that. Mr. Ryan, you know Charles from the RTC, and we have staff that sits on the STAC, the Surface Transportation Technical Committee at COG, with Mark. So just a few factoids on us. One of the things that I focus on every time is, you know, the biggest -- I think one of the biggest things that we do is we serve as good stewards of the money that we're entrusted with by the citizens of the county. And so when you look at our sources and uses of funds, clearly the sales tax is our biggest bundle that we have. We do get contract revenue from the University of North Texas, North Central Texas College, and there's some cities, the McKinney Urban Transit District as well as Frisco, Fairs, and then federal operating grants and state operating grants. I just want to make sure I'm tracking. So the growth is in the growth in sales tax revenue. That's what's driving -- It is primarily in that. The federal operating grants have grown some. The contract revenue has been fairly constant, along with other revenues in the fare box. Okay? I've got a chart in a minute that is going to be a real eye chart. Mark's got the actual spreadsheet that he can share with you that shows from 11 to 17 what our history is, and it goes into a lot of statistics about DCTA service in general and how that fits. And so we break it up between bus, rail, and rail out -- and bus, rail, and general administrative over that same time period. And again, we're very proud of transparency. If you go onto our website, you can see our budget, fine-us ual data, our check register, our CAFR, all the things that go with that. We get a lot of debt information, words and certifications, and then certainly links to the tax rates and other pieces that happen there and our complete board of directors. So if you have any questions about DCTA, we're always happy to answer them, but they're probably sitting on the website for you to look at any time you wish , and if you need some help with that, let us know because we don't keep any good secrets. Financial responsibility is -- you know, accountability is key. We've been successful in our annual audits. We continue to have a strong operating reserve, which is 90 days, in the bank every year that we hold to make sure that we can weather storms. Sales tax -- we keep 3% of our sales tax in the reserve fund to weather any short storms and the sales tax dip, that's our -- since that's our biggest part of our revenue stream. It can be volatile at times. 2008 was a rough year for everybody. And without -- with that being our primary source of revenues, we've got to be able to either weather through the storm or be able to very deliberately and carefully ramp down our services if we need to. We actually have just a little bit over 50 cents a gallon. We used over 800 gallons -- I can't speak. We used over 800,000 gallons of fuel a year. And so this is a particularly volatile area for us if the fuel prices have been down of recent, but if regular goes up to $4 a gallon and then diesel tracks behind that, we use both on-road and off-road diesel. We're assuming right now $3.275 a gallon. So we can cover quite a bit of cost increase with that. And just to make sure we can preserve service and we don't take a huge hit, then we can very deliberately do that in the next budget process and manage that well instead of having to do something drastic. Do you mind if I -- Yeah, no, no, interrupt me any time. -- poke around a little bit? Yeah. Because we saw the rising revenues and then the costs were rising to match, you know, but is what's occurred that you've had the ability to fund reserves or like what's the real sort of operating portion? In other words, are you now being funded well above the actual, you know, operating cost or have you been expanding service or actually operations have expanded? We've expanded -- Why have the expenses matched the revenues? Well, we've been expanding some services, but our costs go up, too. I mean, fuel has been one that has not, right? That's been actually down a little bit. But the biggest part of what we pay for is salaries and benefits. Those things go up. They track. You know, we're looking, you know, between 3 and 4 percent in healthcare and all that that go up every year. Healthcare can be 10 percent. It kind of depends on the year and your history and you guys get briefings on that for the city, so there's no mystery on that. So typically it's a combination of increased services where appropriate and just the fact that things are more expensive. That's how we track with that. So again, I'll show you a chart in a minute that kind of gives you a good read on that and what we do. We have a very conservative debt policy, our internal coverage ratio, and good budget discipline in terms of this year's dollars are what we spend this year for current operations, current year operations, current year revenues. So that's a big deal to us to make sure that we're clearly want to be -- good stewardship is a key thing that we do. And so performance-wise. When talking about ridership, and this is a history from ' 04, we've flattened out about 2.9 million. That number may drop this year. We've seen some numbers go down. The rail's taking a big hit and we're doing some things about that that I'll talk about. But in total we're staying maybe just a little bit below that level but about that. We have a lot of ridership at the University of North Texas and that's been a -- that's been a big deal with the students, location and the contracted service. That works really well in terms of ridership numbers. So -- oops. >> Are you going to break that out between bus and train? >> Yes. No, I've got that on the chart. Unfortunately that's the I chart because it's just a whole lot of numbers. But we can go through that. One thing that we wanted to look at was, you know, look at our cost because -- I think I've got a slide out of order here. Let me -- I'm sorry. I put that out of order. Let me go here first. So one of the things we want to do is do a peer comparison and see where we are and look at our peers in the agents in the transit world. Not necessarily our regional partners because they're very different in size. We'll want to talk about that in a minute. In terms of our similar size agencies, cost efficiency, we 're doing real well. And reasonable and certainly better than a lot of our -- and better than peers in some cases. Where we run into -- where some of our numbers get upside down is on effectiveness, meaning that with our ridership down, that impacts all those ratios . So -- except for bus. And then -- so when we look at it, building ridership is key. And that's the step as we go forward. Now I'm going to go back up one because I want to make sure that we're -- in terms of comparison to other agencies within the state and in the region, when you look at our bus cost, in terms of dollars per revenue hour, dollars per mile, dollars per passenger, dollars per vehicle, we are less expensive than our -- the Dart, the T, and Cap Metro. Our demand response is less than Cap Metro and Dart in terms of -- and this is operating costs. So this is the management of our costs before we put riders in the equation. And the -- and actually the rail, while rail is really expensive to operate, our cost per revenue hour and revenue mile is less than the Trinity Metro -- Trinity Express, Cap Metro, and Tri-rail -- Tri-Met, which is in Portland, which is not regional, but they're a comparative agency to us. So to state the obvious, that per passenger is where it gets more challenging. Right. It's -- you can see that in bus, our passenger or per passenger numbers are very comparable, in fact, better in many cases. And it's when we get to -- so there's two areas we're working on. We are working on bus ridership also. That's another piece. We're not going to ignore that. Demand response, so our access trips, trying to schedule better. When you have the paratransit trips, getting more than one person in the vehicle at a time is hard to schedule. You know, we have a lot of special needs folks that we're -- but we're trying to schedule that better to get more people per hour in the vehicles. And then that would improve our ratios there. And on the rail, it's just really getting more ridership. So we're delivering the service at a reasonable rate. We are -- and then now we've got to get more people on it. And we'll continue to look for more ways to save money. That doesn't mean we won't keep looking. But that's where we are. So, you know, when -- you know, I always -- one of the things I tell the staff is the first place to look is in the mirror and make sure that we understand where we are. And so these are the ways we can -- these are the same things we talk to the board about. And so when you go to look at building ridership, one of the things that we're working on now, a couple of things that we've done this fall through January, right now our agreement with the University of North Texas and NCTC provides them access to the Connect service. And that's one of the reasons we think some of the Connect service is down because it shifted over to UNT. Connect went down. UNT service went up. It seems kind of logical there. And we want to make -- remove any barriers we can to those students riding, which we see as an untapped market, any barriers to us to riding the train. So basically what we're going to do is let them ride the A train, not Dart, but just ride the A train just with their ID, just like they ride the Connect bus service. So faculty, staff, students, our three universities, three colleges, universities, and we're going to see how that works. So we're going to give that a shot. Local fare promotion, our friends at Dart and the T, our Trinity Metro now felt they needed to increase the regional fares. So right now if you buy a regional pass from us or from Dart or from Trinity Metro, it's valid on any of them. We recognize each other. So we have to sell it at the same rate. Two of the three agencies engaged in this agreement thought they needed to raise the rates. Now from our perspective, we felt that was -- it was one important to stay part of the regional effort and not -- and not create something difficult for our customers. So we want a good customer experience. But we don't want to turn people off to the service because it got more expensive. So what we've done is, again, and the reason we say promotion, it has to do with the legal piece of our fares and how we set them. So six months is a reasonable thing for us to do a promotion on that. So we're doing two things with local fares. One is local fares on our system, which means ride the train. When you combine that with the local fare at Dart, so if you go to the trouble buying two tickets, it's actually going to be cheaper than it is today. So we're trying to keep the barriers to our riding down as much as we can. And the other thing, for the other end of our population that buy daily tickets or buy one ride tickets, which cost $1.50 right now, those will be $1 for the fall. And so we're doing a lot with that to make, again, see if we can get more people on the bus and the train and move forward with that. So all of the -- these costs have been incorporated into our budget that we talked about on Monday, and it keeps -- and we're still in good shape with that. So -- and then there's one other -- I would say another -- this is really not linked as much to ridership and as much to community service, is that -- and I'll talk about it a little bit, but June 1st, we lowered our fares, our discount for nonprofits. We were discounting our tickets 25%, and that's now 50%. And so I'll show you the numbers on that. It's actually been quite effective in terms of getting more people out there, more tickets. So we're working a lot with station development all along our line, and we've seen a lot of good things happening. The Hebron station has just exploded around there with the development, the Huffines development. And we've seen a lot at the East End lofts. Hope to work -- that would be great if that could expand more. I believe what we see needs to happen -- I talked to the city's planning folks, and that is the same thing the city wants to see in many ways, and that's going to be a decision in zoning and all that that goes forward. But those things that are making it that we can deliver not only more ridership, better parking, but better value for our communities. And that's a theme I also want to have, is that we want to deliver better -- we want to deliver value to the community beyond our transit and our mobility solutions. Things like trails, and we'll talk about that in a minute. And can we get development to happen, increase the tax base ? That's a positive, and so we want to make those things happen. We do want to look at our train trips. Do we have some low-production rides we need to do, maybe shift more to midday? The Mobility 2045 plan has an extension down the Beltline. We're investigating that, not sure if that's worth -- we've got to make sure the juice is worth the squeeze on that, and so see if that works for us. We already talked about dispatch improvements, and then I want to talk -- I'm going to show you a picture here, but one of the things that we've heard a lot about, you may have heard a lot about, is some service in Arlington, which is a demand response type service we talked about earlier, which picks up multiple people. Say you have a person going from A to C. On the way to C, you pick somebody up at B, and you go past C, drop them off, or go to C, and then drop off the person going to D. So it mixes trips together. It's an interesting -- the dynamics and the trip planning is all very complicated, but the software is now available for that. It makes the most sense when we start looking at this area, the airport zone, we're calling it, that this fall we're going to pilot that in the Denton Airport area. So very similar to the VIA service, DCTA vehicles disp atched, more like Uber and Lyft, and in an area that probably doesn't make sense to try to run a whole bunch of fixed drop buses. And so instead of saying, gee, it doesn't make sense to serve it, how can we take it another way and look at it and say, how can we provide a mobility solution, not a public transportation solution, and it turned out to be one and the same, a little bit nontraditional. So that's this fall. Very interesting. I wonder if I can just go back to the A train for a moment. What is your source of intelligence that tells you what the obstacles to ridership are and sort of what the desired attributes are to reach more people and to build ridership? Well, a couple things we do is we looked at there's a nationwide trend in drops in ridership. We've looked at that after the American Public Transportation Association, and we've seen that around the country. There's a few spots where it isn't, but almost across the board we're seeing drops. The best information we have has to do with if you kind of look at a combination of things or we look at less expensive gas, it's going up a little bit, but it's still not four bucks a gallon. Unemployment is down. That's a good thing, but that means people have more money and car production is up, so there's a lot of used cars. And so not only can you afford to buy a car, you can afford to drive a car. 35E in our particular area just got finished. I mean, we're competing with convenience. And so what we're looking at doing is how can we, and that 's the feedback we get from our surveys, that's the intelligence piece. So we look at the industry, we look at surveys that we take from our customers, not only those that ride, but those that a community survey for those that ride and those that don't ride and try to get answers. And we also take public feedback in our meetings. We do public meetings sets twice a year. And so those are the things that we look at. Now, there's one, we're doing a lot of things here this year with ridership. And I think from the, I'm a civil engineer in my background , I used to be a public works director. And so when I look at things, we're putting a whole lot of things out there to see how we can make an impact. And from a scientist's perspective, we're doing a multivari able equation. We're not going to be sure which one worked as much. But I think we need to keep, we're so focused on this, this is where we need our emphasis right now at DCTA. >> I'll tell you, the reason I ask that is, just as a lay person, I have sort of no standing on which to opine, okay? But I would imagine that there's cost versus your alternatives, but then convenience versus your alternatives, how long it takes you to get to your destination, and also planning of your day, like how late you run, how early you run, and kind of predictability of the service, you know, reliability. And I would, you know, imagine that highly successful, well utilized commuter rails, you know, beat traffic, because they don't compete with traffic, and run late. And, you know, and I, so I was curious in your answer, if you're going to sort of tell me where we, that's just my sort of guess, but where we stand on those kind of metrics, if those really are the things that are important to riders , or potential riders, and, you know, or if there are gaps, and if we plan to optimize our product. >> Well, the optimization occurs a couple of ways, but primarily it's how do we address the first and last mile connection. One of the other things we've heard is that when you get, we have a pretty, it's a seamless connection, pretty seamless tying into Dart. We're on different schedules, so you've got to be careful with that, but you walk across a platform and get on the Dart train. It's not a huge hurdle. There's a lot of stops between Trinity Mills and downtown. And so we've been looking at, I mean, we've been looking at a full variety of things, one of which is would it make more sense to take a bus from Hebron or Trinity Mills to a specific target, so that we could eliminate a transfer at the other end that's outside our service area, but you've got to be, I mean, how creative -- >> You want to solve the problem. >> How do we want to solve the problem? And could we, you know, an example is getting down to Park land Hospital, which for our commuters, Southwest Airlines, Parkland, Children's, all that, is kind of in the realm, downtown is kind of the limit of how far people will commute, our typical user would commute. But you think about it another way, what if you could be dropped off, you had one transfer and could be dropped off at the time shoot, where you actually go into the, go to work instead of having to transfer on one train, go through a bunch of stops, go to another stop, and then maybe have to walk a ways to your time shoot , right, where you actually check in and report to work. That's the kind of thing that we're hearing that we're trying to say, how can we eliminate those barriers? Because people don't want to take a bunch of transfers, kill ridership, and, you know, I don't want to go through that, personally. And I want to be able to get from one point to the other, and the more transfers you have, the more daunting it is, and the more opportunities for error to occur. So, we can address the first and last mile. We think that the transportation network companies, this demand responsive service, may make a lot of sense, particularly in an area that's not real dense . You know, my friends that run the Metro North in New York City, I mean, commuting is horrific. I mean, it is, you know, it's hours to try to drive. It takes so much longer than taking the train. They have a somewhat of a captive market. And they go straight into downtown. So, as you go through that, and there's a different tolerance for commuting and things like that in that area, right, I mean, it's just the nature of the Northeast. So, we look at things we can learn from them. We look at things we learned from our area and from the entire nation, and then try to apply those. And so, that's where when you look at some of the things that we're looking at here, and trying to be as innovative as we can be, and again, I'm going to get to a little bit more of that in a bit, but that's where we really think we are putting our focus, we're putting our focus on that in the budget, and our focus on that in operations. Yeah, thanks for letting me quiz you as you present. No worries. Hey, look, this is a, no, you just tell me, you have to ask questions, I'm all about it. So, Airport Zone, that's this fall, we're going to implement some service changes in, with the start of school . And then right after that, we start implementing this. You'll hear the word Transloc, which is the software we use to make that happen. Accomplishments, we talked a little bit about economic development. We had a good study done by the Ontario group that I've given to the council before, and Mark, you have copies of that report that we have, that details a lot of this, that we're starting to see, you know, development in the corridor that's growing quite a bit. Again, I talked about East End Lofts and Huffines. There's a Tower Bay development that's going in at the High land Village, Louisville Lake Station. I've got a lot of interest at the Med Park Station area for development. People come to me wanting that to happen. And so, we'll work hand in glove with the city to make those things happen. And how can we leverage the regional investment in a railroad to better deliver value to the communities in terms of ad form taxes and ridership? So, our recognition, we talked about financial and transparency. And we're again, we're engaged in the RTC and all these different things. I said, actually, it's been, I've been asked to, it expired , and I've been asked to participate again at the federal level with the Rail Safety Advisory Committee. We lead a user group for our PTC, or Positive Train Control System, and we make regular conference presentations, our whole staff, around the country. So, we've been fighting above our weight class. We talk about cost savings and cost efficiencies. That doesn't mean we don't keep looking at how to save money. Okay? One of the things we're looking at right now is we just put in an order for 12 smaller buses to use in lieu of some of our bigger buses. Some of the routes in Houston, in Denton, might make sense to run with smaller buses. That could be a good thing. Less wear and tear on streets, more efficient in terms of fuel and costs, easier to maneuver through traffic, and they can go to different places. Changing our schedules, incorporating TNCs. We'll be doing that, and we're doing that now in Highland Village, a very less dense area. By discounting that service, providing discounts based on it, it's really interesting. It's geocoded, and we've tested this, this technology works , that it's geocoded and time-coded, to where if you're in that area and your trip begins and ends in the zone, as if you were taking a bus, that it funds a discount. The discount, you say, why are we funding discounts on Uber and Lyft? Well, because you get like a 10 to 1 payback versus sending one of our vehicles out there. So, and it's, the math works. It's really amazing how that happens. And we still have the accessible service that we go with it . Demands and demand response dispatch. We've been in single-car train operations for over a year now. I hope to go back to two-car, but that's saving us about a half a million dollars a year there. Positive train control. We'll talk a little bit more about that in a minute. We were involved in a regional project and went on our own and saved between 15 and 20 million dollars on the capital side. And then, again, by going on our own with operations with rail, while rail is really expensive, we saved about a million four by going on our own with First Transit. We do actively pursue federal funding. I am unabashedly seeking federal money wherever I can. Our 20 million dollars that we did have to pay for positive train control. 13.6 was from federal funds, 5.5 in trails. We did get a lot of transportation development credits, so that helps us with our cash in terms of our match. And bus maintenance facility here in Denton was 8.9 million . Since then, we've gotten another 2.6 for a light duty facility in Louisville, so we cannot run all of our buses back and forth to Denton every day. The service is in Louisville. We'll domicile them and do light repairs. We'll steal all of our heavy repairs here in Denton at the bus operations facility. We also received some funding for development around the Old Town station, kind of like the DDTC South, at 10 and a half million dollars, 10.4 million from the COG. So we are looking for ways to save our money as much as we can, save your money as much as we can. I don't know how familiar you all are with positive train control. It's based on an accident that occurred in 2008. It is, and I left off the unfunded part of this mandate, it prevents train overspeed, train to train collision, misal igned switches, and work zone incidents. So those things you read about, say up in Seattle where a train ran off onto the highway because it was doing 180 and a 30. And, you know, there's been a few unfortunate incidents that it puts a positive brake on the train that overrides the engineer's controls. It will bring the train to a complete stop, then they have to get reinitialized with dispatch. And so it stops those things from happening. Now, keep in mind, it will not help the things, trespasser incidents, grade crossings, and things like that. Those are separate and apart from this, but this is train operations. Are they going too fast? Are the two trains going to have an incident? So that's what happens with that. We are real proud of what we're doing with this because we're required to be in what 's called revenue service demonstration by December of this year. If you look at all the railroads in the country, we're in the top third on the FRA's chart. So we're in the right place with that. So I don't want to be that guy. That's a quote from one movie I've seen somewhere where you don't want to be the guy they choose to point out is the one not to make it. So some of my friends are getting those letters. It's a bad deal. We're not. So we're real pleased with that. We've already completed static testing. We've got all of our installations. We're 100 percent installed, 100 percent funded. And we're beginning dynamic testing this weekend. So they 'll see trains out there. One thing of note, because of all this extra protection, it puts a lot of buffer in the system. It's going to make it a little less efficient. And so we're pursuing some federal funds to try to make it more efficient. So just heads up on that. We have got to get into revenue service demonstration. And so once we get there, then we'll go back and start fixing the efficiencies as best we can. So we have a real trail going from DTC to Hebron. We have finally finished our last hurdle with text. They released it for letting should go out to bid in August or sooner. We hope hopefully this month, if not in August, and we'll be complete in 2019, which will mean that there is a complete trail from the DTC all the way to the station, even across the lake down through the lake cities. So it's a real positive deal. Again, what value we bring into our communities beyond just the transportation services and mobility services we provide. Kind of a cool statistic here. Well, we didn't know it was an organic program we came up with that we've done a lot of talk discussion with our nonprofits and worked with United Way. We were offering a 25 percent discount on our group tickets , our single ride tickets. My senior king uses this United Way uses this or other nonprofits. They buy the tickets at a deep discount. Now it 's deeper. We were able to sell four and a half times the number of tickets between May and June. It's been anecdotal because there's different times people buy the tickets, but we did see a big uptick and we saw new people buying them. So from something that really doesn't cost us anything at the end of the day, we're running the buses anyway. I think this helps the people, you know, at the other end of the spectrum that maybe need a little bit more help. And some of the folks that are dependent on the train maybe need the leg up, you know, hand up, not hand out. And we help them. And that's something that we can do. We're not real good at figuring out who those the right person is, but we are good at knowing who nonprofits are. So we then sell it to them and then they work their program , work their magic on how that goes. So very positive. Amazing result. He just parenthetically, since you brought up my senior king, I understand there's a stop about half a mile south of them and a half a mile north. Yes. Don't stop right there. There's there's a we've been kind of going. I talked to Roy last night. OK, just for the as for this because we've got some particular issues this week with the high heat. And we're answering the mail on that. We're doing some humanitarian runs from the soup kitchen. Our daily bread. Thank you. Back down to Monsignor King so that we're not, you know, it's a pretty vulnerable population. So we agreed to help with that. We're looking at a long term solution. One of it is some of that is reduce fare passes. The other is how do we deal with moving some folks? There's other communities that take some of their buses coming out of service, the smaller ones that don't require a CDL transferring them some are nonprofits. You know, when they reach out when we're done with them and then have a that's another option. There's a bunch of options we're working with them on. My folks, my operations people are engaged with Roy and the other folks at the Monsignor King. I went there one morning to go visit with them. There's a the site is located between two routes. And our problem is how do we get down there to turn around? And if we had the route design just it. I bet Roy had some ideas on how they could turn around. Well, when you take our big buses and you take you start trying to turn around in the parking lot. We do our very best not to pull into parking lots and we destroy parking lots if we're not careful with the weight of the buses. And so we've got to be cautious with that. We're going to keep working on it. I'm not giving up on that. Obviously not because we're helping them this week. There will be people today being transported by DCTA buses to get them to where they need to be. And again, we don't want to put our most vulnerable population at risk if we can help it. So that's what's up with that. So kind of a good news story. We just got to work out something that's sustainable long term. That's probably not the best way to do business long term, but it's not to be ignored either. So stay tuned. More to follow. All right. Specific information requests. Mark asked me to put together some things to talk about. Innovation. We talked about Highland Village on transportation network companies. My good friends are here from University of North Texas in our new contract, which will start this actually in August. We have a brand new contract that's been approved by both boards, both the DCTA board and the Board of Regents. That lift will actually be taking care of the 2 a.m. to 7 a .m. rides. Same geocoding that we've already tested. Time coding, geocoding to control cost. Basically just ride around the campus and make sure that our students get home, you know, back to their dorms, back to their car at the right time. So very positive. We've been doing taxi cabs, both voucher and dispatch. I told you we've we had a we're we're a regional partner. We have the McKinney Urban Transit District actually asked us to help contract some service for them and we provide a voucher cab service. So a rider in it's funded by the McKinney Urban Transit District and they pay us overhead in addition to direct cost. But they a rider will send one hundred dollars to the cab company and they send them a four hundred dollar voucher back. And then that person there's no dispatch by us. They just get in, call the cab, swipe their card. And from a personal personal pride, I guess is the right word or dignity standpoint, driver doesn't matter. They don't care who you are. All they know is you got a card that's got cash on it and you get to ride. Now, the thing that we do is since we're doing service also in the Frisco area, if we have once or twice, we've had to send one of our bigger vehicles because someone has a really large mobility device. You know, some of these motorized wheelchairs and things are just too big for the cab, even the accessible cabs to handle. And so they reimburse us for that plus plus our overhead. Now we do dispatch service. Frisco is getting contracted with us to do that. They pay us direct plus overhead. And we actually dispatch cabs because they wanted us to run two of our vehicles full time. Those got full. This demand response service really works, particularly in that community. And it works in our community, too. But it's it's we can make it more efficient. But as we keep making it more efficient and get more demand on it, it's tough to put a half of us out there. So if we fill up our bus, we'll dispatch a cab and then they want to also go with lift, too. And so really a positive thing. We're seeing a lot of neat, really cool stuff with that. I already talked about Denton Airport contract reports with approach with the University of North Texas. University of North Texas really wanted to get out of the bus ownership business. And we so we worked it out to optimize routes, be able to fund part of the bus fleet. Very, very, you know, again, a good thing for all of us all around. And and that's a ten year thing. So we're really proud of that. Really pleased to be a partner with University of North Texas cost sharing trinity metro. And we provide a bus that travels from Denton to downtown Fort Worth. Well, Fort Worth provides a bus that goes from downtown Fort Worth all the way to Denton. We didn't want to try to meet in the middle and have to do that transfer that kills ridership. So they pay for one bus, we pay for the other and we both stop in Alliance and move on down the road. So that's how we split it instead of making it inconvenient for customers. Again, really, really positive. We're trying to help on the technology side with Alliance, not funding, but trying to help with how to make it better because we want our people in Denton to be able to get to Alliance and get the jobs. And if you get off the bus, it's a long walk to everywhere, but a few places in Alliance, a whole bunch of jobs, a whole bunch of people, but they are spread out. So how do we get there? Doesn't make a lot of sense to do fixed drop bus. We're looking at some different technologies to try to make that better. And then this is something we've been experimenting with. And I think it's something that might have might be, you know, what some of these others, some of the contract cities we work with also serve as labs for us to test technology and to test approaches. We'll talk about autonomous vehicles here in just a second. But the idea of a transportation management association, if there's some things that don't make sense for it to be totally funded by say DCT, there's a specific business need . This is something we've partnered with some businesses in the city of Frisco. Again, we're we're not contributing costs into these things other than some a little bit of our time. But again, to test the model of how can we do a TMA and how do we bring in people, bring in more cities, lower costs for our members. A lot of positive stuff there. So public private collaboration. It's a real good good thing. This is something again, we're doing a test lab. This is part of our you know, we see autonomous vehicles and that technology entering our space. And again, much like the transportation network companies, I think you can tell we're embracing it. We're not fighting it. I don't know if I'm ready to embrace this yet, but we're part of it. We're going to test it. So drive AI came to us and some business partners in the city, again, the city of at that point Frisco and said, we want to fund a pilot program for six months. Would you help us? Not with money, but with average, you know, with the technical not the technical piece from the city institutional piece for us. We're trying to figure out what is the institutional infrastructure to make things like this happen. So we've the agency's got a lot of good PR says I want channel five last night doing an interview on this. They're going to start service. Soft launches to twenty third. The full launches on the 30th and Hall Business Park to limited white list service in terms of it's a test. And we're going to try to find out does this make sense? Is it can it do safe operations? Is it do people accept it? And then does it make financial sense? And so clearly not sustainable for their venture capital ists to fund it forever. How could this ever come to play? Don't know. So we're we 're testing that right now. And it's pretty interesting this deal down here at the bottom. The screen shows all of the sensor data coming in. It's fascinating, which, by the way, if Mark, we could schedule. I know they they they hook us up. We want to bring some of the council up there or something. We could get a time to ride to see that. And that's again, that's part of the value. We were asked a lot of questions. Why are you doing this in Frisco? Why aren't you doing it here? Which is a good question to ask. Well, I haven't got people that want to fund it here yet. So but we can learn a lot and bring that knowledge to our communities and serve more as we go forward. So pretty cool stuff. Very, very exciting. Just a superficial reaction was it seems like a possible possible application would be in the Alliance Airport. You know, solving that last bit. You know, you've got people going to many different stops. We are I'm not going to profess to be an expert on Uber and Lyft. But my understanding is that their business model long haul requires this. So and I tell Pete, you know, I say, well, you think the technology at work? OK, I was in that National Guard for 28 years, spent a little bit of time in a South Asian country and Central Asian country. We can put the right Hellfire missile in the right Toyota Corolla to take out the right bad guy from a parking lot in Arizona. I think we can figure this out. So it's public acceptance. It's insurance. It's how to get it to learn. So it doesn't make a lot of mistakes. This is operating. These are these are the same vehicles and New York cab system is using. They're doing they really am I just real quick. I'll tell you what's really interesting. One of the hardest parts. I like to ride a bike, maybe jock in city streets. Well, how do I communicate with drivers? So if you pull up, I'm going to look at you in the eye and say, you know, hit me when I pull out or are you good to go ? But this is that says what the car is about to do. It's actually a sign. You have to be by that tells me you weren't by the mic. Oh, oh, sorry. I'll be better. OK, anyway, it's really interesting stuff. So we're trying to learn about it. And I think, again, it brings value to our communities because when this technology continues to hit and we get more and more options, if we figure out it's a good idea, then we'll be bringing it to saying, I don't want to say just alliance. Why not dentin if it's in the right place at the right time ? Why not? If it makes sense. So let's learn, figure it out, and then we'll get smart on this stuff and be really ready to bring it forward. So and I think it's going to hit that. You know, there's a lot of debate over whether the Uber and Lyft system is sustainable. They've not been through a recession yet. So time will tell what is sustainable. We know is that the demand from the public for that kind of service is not going to go away. And so somehow that level of service is going to be done. OK, Mark wants me to continue. Sorry. OK, I got it. All right. This is what Mark's got. This is all our data on the right side. Don't if you can read that, I'll give you a dollar because it's too small for me. But sales tax, demand response, UNT, Connect Service, A-T rain, all of us there. Mark's got the Excel spreadsheet. So I think this answers the questions we've gotten. And if you got more, fine. No worries. One note, the demand response is for the whole service area. That's all three cities. The rest of it is Denton only. A-T rain is the whole service. It's all A-Train boardings and what we have there. So, Mark, I'll leave it to you if you want to pass that on. A lot of discussion about passenger amenities and this is a map of all the things that exist and all the ones that are being built and where they're going. Just again, this is much as much a report as a presentation . So I'm going to click through these pretty quick. These are all the ones that were done in March, April. OK, yeah, I'm really interested in this subject. Got it. I know we have a lot to cover, but just is the objective to ultimately have everything have shelters or? So we don't think that we try to get it to where we look at the highest. There's two criteria. I want to say there's a hard criteria . One, it has to be space. Right. It's got to be room for it. The second one is we try to place these at the highest ridership locations or and we know. So we don't have it's generally at the twenty five fifty. We try to get a good number of people stop in there. And so if we have there's a third piece, which is there an accessible route to get there. So that's coordinate with the city on sidewalks. I'm going to show you some pictures of some of the work we did, which will explain a lot of what our effort has been. But Mark will have a copy of this. This is the status of all the stops that we're working on right now. And so let me click through this and I'll go back if you need to. So we've got March, April. This is what has already been done in May and June. All these different locations, more that are already complete. And then these are the ones these two pages are what we're what are underway for July. And then we've got some permits in review now and bring those up. So so the whole thing when we say these are the things we're doing, this is what it looks like. So we want to have an accessible boarding area already got a sidewalk, one place to stand so they can the bus can drop the ramp down and they could step directly on the bus without having to walk through the mud. So that's actually really close to her student housing area , accessible ramp. How can we get there again? Getting a boarding area sidewalk for a path. Don't do a whole lot of those, but there's some steps we're trying to figure out. That's what our bus shelters look like with a ramp, get people in there and more another accessible boarding area. So with that, I went a long ways. Sorry. What are your questions? I don't mean to hug Johnny, just haven't made a signal or anything. I'm good. Yeah. I had several conversations. Over the years. Yes. We'll be back. You know that. Anytime you want me to come, I'll come. Any updates for us on the labor situation with the bus drivers? We're, you know, we're. Let me set the stage for that too. Our contractor first transit is they are responsible for providing general management of a sub corporation which is transportation management in Denton County. They actually hold the CBA, which is a collective bargaining agreement. Look, we've got great drivers. They do a great job. They're safe. They could provide great customer service. We're going to work a long term game that's going to be in everybody's best benefit. And I believe we'll end up with the right answer. We've the contract expired. So there's been a longer time than we'd hoped. But we've been working through that and I feel pretty comfortable that we're going to be in good shape. So that's our that's what we're working towards. And those are always sensitive things. So a little bit of grace will work through this. Thank you very much. It's really interesting. Go ahead, Mr. Chair, just for those who are viewing at home and those who may want to to take a look at this presentation that Mr. Klein has, we will get that. It was not ready for when we posted the agenda. So we'll have that posted on our website so they can go back and take a look at that. And obviously, I think you had some questions about some of the different stops that they're enhancing and that'll allow you an opportunity to go through those one by one if you wish. Right. So that'll be public information. It is. No, no, no worries. And again, if you have questions about the data, it's all in an Excel spreadsheet. So do the math to your and if we need if we can help, we need something else. You need something else. Tell us and we'll work on it. We'll get that together. Thank you so much. Thank you so much for your time and always a privilege to come and visit with you. Thank you. All right. Okay. Okay. So it's a what do we what do we take five minutes since you didn't go in for. Well, no, no, no. Okay. We'll take one minute for Council member breaks to rejoin us. We'll take a minute for Councilmember Texas that allow them to go ahead and present and move on with their day. Okay. Welcome back. We're going to skip ahead and do item E because we have some folks have some time constraints. Item E MC 18 dash 0 31 receiver report hold a discussion and provide direction regarding the University of North Texas is bike share pilot proposal. Consider the recommendation of an ordinance amending ordinance to 2018 dash nine oh three related to the inter local agreement between the city of Denton and the University of North Texas. Good afternoon. Good afternoon. Mr. Chair committee Mark Nelson director of transportation. So I've got a very short part of this conversation and then I'll turn it over to Dr. Clark with the University of North Texas. Longer the short is, as you may recall, the city of Denton and the University of North Texas worked out an interlocal agreement between the two agencies to to assist with the provision of bike share essentially University of North Texas had identified a private sector vendor to manage or at least do the logistical side of a bike share program on campus. They were recently advised by that operator spin that they 'd no longer be providing that type of platform as part of their shared alternative transportation services. And so therefore, what we're looking at doing is moving forward with amending our existing or amending the existing ordinance to remove the reference to spin and essentially work directly with the University of North Texas and North Texas would at that point in time, provide us a point of contact with their logistical partner. But again, because the program is owned, funded and operated by the University of North Texas, we would continue to work through the University of North Texas but then have that point of contact. So with that, I'd like to invite Dr. Clark with the university to come up and walk through his presentation and give a little bit more information as it relates to that particular program. And, and then I can come back up and answer any questions that you may have in terms of how we might advance or otherwise move forward with a with a revision to the existing interlocal agreement. Dr. Clark. Good afternoon. My name is Alan Clark, I am an alumni from the University of North Texas and Texas Women's University began work on my doctoral program in 1997 and just never left. And, and have been having the opportunity to understand and look at transportation and things are a little different than than what we've known in the past. I've never had the instance where a company has come back and said you know what we're just not going to do that business anymore. That was new to me and so we felt like we were we really needed to come to you and tell you where we were we, we felt like we're still on track to have a bicycle share program. In the four when classes begin but it kind of sets us back as to phasing and us, maintaining the operations and changing the bike color so that they represent the university in our Texas and have that green appeal to them. But with that, what what have we learned well we've learned that that the transportation world, everybody's getting into that business. And there are a lot of venture capital companies that are jumping in, and they see where there's an opportunity and then when the opportunity may be different, they're just transitioning away from that and going into other types of venues and so the company we had talked to just basically let us know it we're going into the scooter business. We as as the University of North Texas, we're not going into the scooter business we've got basically 40,000 people on 200 acres that are there, and we feel like we need more control that comes with bikes we've had bikes on campus. The last time I addressed this committee we were talking about we had 1700 bikes on campus. Why are we doing this well, because at the end of this year we collected 300 bikes that were just left and we feel like with that transition into the bike program. Hopefully we can convince people to leave their bikes at home and come share our bikes. And so, when we had talked a bit about this and brought it to the council itself. So originally we're going to and what we're intent is to start out with 100 bikes, move on to probably 250 by somewhere in the October, November timeframe, but we've got to learn some stuff first and we'll come back and let you know what we've learned. There are some things we do want to look at and that's a DA assist in the bike world. And so we're going to start out with just plain bikes that everybody's accustomed to riding, but this company does have an electric assist program. And in that program you're able to go and set it up for somebody with heart conditions or somebody with health issues, so that you get into situations where there's an incline or there's a long track, you can engage electricity to help you with that. They also have actual ADA bikes where that are hand rotated , then by feet. And so we're going to take a heavy look at that over the fall semester, but we'll come to you and let you know what our plans are and what we think is going to be best to support our customers. Who did we choose we we felt like we needed to go with a company that had been in this for a long term and had kind of did it with their own money. So we went with VO ride and they're going to be our sponsors and in this case that we've already spoke with them on several occasions and they will be maintaining the logistics to make sure the bikes get out, but the bikes get back at seven o'clock every morning because we have to facilitate the transition from the parking to the bus mainly and and with new construction, where we lost 1200 spaces last year in the development of buildings which is great, it means we've got more opportunity for more students more growth, but that means we're parking further away. And with that we need this, this, this transportation opportunity to allow people to commute back in, we will be using the bus services that are there we will be using lift at night but we also want to have this as an option of how to address the fact that we really have to get out of the transfer, the parking business and get into the transportation business. We've talked about some of the things that have taken place and that we know about this company. One of the things that is a benefit to us. They build their own bikes and I'll show you an example of what their bike is and some of the things that made us decide on this bike. One of the things that comes with this is they can easily switch colors. And so that's a savings of about $50,000 for the university because they're just going to make the color switch in the production run. And so that won't be an additional expense for that. Another option was, we know for a university where we're at and what we're looking at the commuters are going to be about 30 minutes average commute and so that's 50 cents to us we the university will be paying this for the student writers, and then we'll look at this. This is a one year pilot. We will go out for RFP when we get close end into the next summer, and give everybody the opportunity to look at this and and Vio right understands that as well. The bike itself is that we're going to have to start out with and that's not a bad thing but we are going to brand this UNT as well. But we found out in the construction of this bike and what they have done. There's just some things that that we like in the adjustable seats the difference in the speed of the gears. Anti theft devices that are socially self parking capability, not self parking but we don't have to have the bike racks that we have today to be able to pike to to house these bikes in certain areas. And that will be good to us. This is how we will brand this bike at first, it'll be 100 by sat on campus when we start school, and the basket itself is going to have a UNT brand on it. Where do we go. We're hoping by the end of September 1 of October, we actually get the UNT branded bikes green, black hardware, white embossing of our UNT logo, and we're hoping that somewhere right around the first of October. We'll gather data throughout that time period come back to you and have a discussion with what we've learned, who's commuting where they're commuting where the bikes are ending up at night where we need to bring them back. And then the question is how many more bikes do we need to serve a capacity of that group, and does it need to be a different type of bike do we need E assist I, we will probably go ahead and move within the first month with the ADA bikes. We've got to get understand what that is and what that needs to take place. Anyway, we felt like it was the right thing for us to do and and and Mr Nelson and Mr pre temp they have done great things is as far as helping us understand and to have the integration of this into the city and working to benefit the university itself. But again, we're just we as a, even in our rules and regulations today, a scooter to us as a motorized vehicle. It has to be parked as a motorized vehicle, if it is just parked by a tree or beside a building, it becomes an abandoned motorized vehicle. So, you know, it's some things that we're going to have to have that discussion but our intent right now is to stick with the bicycles because of safety concerns will look at E assist to help others people commute, but using those same type of bikes. But I welcome any questions that you may have about what's taking place. The main thing we wanted you to know is where we need to go back to that interagency agreement and take out any vendor specific names and just and we the university have completed our application for the permit to be able to operate this as we had said before that has been completed I believe two weeks ago we finished that up and got that turned in, or it is in the process of being turned in right now through our purchasing group. But anyway, I open open to any questions. Councilmember breaks. The presentation. That was quick that the bikes moved moved out and on to scooters. And so we have a whole nother thing to talk about . You said something in your presentation just then that kind of caught my attention that you are less 1200 parking spaces now. That is great from from when I walked in. And they said okay transportation is yours and said well I welcome that opportunity. But the first thing that was said was, oh, by the way, you're losing 1200 space. Because of buildings that are being constructed. And so you have two parking garages on campus that is correct is that after those, you still are lacking the 1200 spaces that you used to have. That is correct. So two years ago we took enough parking spaces 1200 parking spaces and began construction. The new College of Visual Arts building was part of that. And then we have a new resident hall and a new greeting center that took out another 450 spaces that we had there. And so, in your comment you said parking is getting further and further away which means on to city streets and probably in more to residential areas. We, we are currently building a new lot, it will be ready when the semester begins and went and took a look at it before I came here. It will be 550 spaces. With that, we believe and we did well at the end of last year we were never caught at a time where we did not have spaces, but getting people to the right spaces meant that we turned to our freshman and said you're new. So you get to go across the university and park over by Apo gee Stadium, because we had a lot of spaces there but nobody wanted to use them. Once we did that. We were able to have enough and Fouts Field to accommodate and so we never saw a time last year where we did not have spaces and that was kind of new to us. We have another 1200 spaces. And so, we, we feel fine about what's taking place right now, but yes to answer your question, but we are we are hoping not to be pushing thing to more city streets we want to engage make sure we've got enough spaces for those who want to park on campus have that opportunity. I assume then since you mentioned that freshman parking at Apogee that would be a great place for the bikes to be that it's pretty far. And I just want to confirm that we have a safe path for those bikes to get from Apogee across to the I know there's a new the new bridge and that's designed. So, and then there's the walking bridge but as well so just to confirm that it is safe for the students to get across from over there on a bike to the campus, and we, we, in that we greatly picked up the bus routes going to DC ta. That was parking over there, but students just made the decision, I want to get to campus and they were walking at the time, and they were using the actual pedestrian bridge going across and that's what we're hoping will also be the use of the bikes as well. They have clear path to the pedestrian bridge from that parking area. We will quarantine is not the right word but I might have lost of it we will bring bikes together each night to be corralled is a better word, so that students can start out from that point and make their way over. And then, by this method what was happening before is they were bringing their bike over and it's like, oh you know I got to go to another building and it got left. Because the tire was flat, and it never moved. And so what we're hoping is with this, they're able to come over and they stop at the library mall and you know what they make their way to Wooten and then back out to the CVAD building and it's like oh here's another bike. I can make my way back. If not, then we're going to have a with this company and they know it and we will also have people on nighttime crew to go pick up bikes, but they have got to get back to greet those morning commutes each morning. Okay, Mr. Chair, if I may thank you answer one of the questions that Councilmember Briggs raised. You may recall, actually another interlocal agreement partnership with the University of North Texas with the aesthetics on North Texas Boulevard, that particular project widen one of the one of the sidewalks there to 15 feet and then was able to get the other one to seven feet wide so they're, they're there at North Texas Boulevard it's a it's a wider, wider pedestrian and bike use path at that location and part of partnership with the University of North Texas and text up. It's also well patrolled 20 mile an hour zone. And we just we just completed a new sidewalk that runs down there to the parking area by apogee victory area to make its way up to North Texas Boulevard so that we don't have the people in the middle of the street any longer, that has been taken care of as well. So we feel comfortable about what we're doing, but we know we need to be in the transportation business not the parking business. And we're learning. This was once one instance we took one step forward and two back, but we feel like we recover quickly. You know we'll meet the needs of our students, but it also means our students are going to have to be more informed. Why is there about what's taking place. This company will have an app it'll be able to go in and say okay where's the closest bike to me. And we'll have information regarding myself as a writer, my usage, where I get on where I get off. And, and overall as a part of that, but we as university, at least for this first year will be picking up the cost of this using transportation fee dollars to try to help with this, this growing transportation need at the university. I just have, you know, a couple of questions just out of curiosity, in your opinion, is it possible that spin knows something that VO just hasn't figured out yet. I believe that VO. These, these groups right now there's there's, there's a, as they put it to me there's a loophole in the legalities of what a scooter is and where it can go. I don't know if y 'all saw on the news five just recently, they were talking about it and this young man they interviewed him he said well I don't know where I'm supposed to ride this I can't ride it on the sidewalks and I'm not supposed to ride it in the streets and so. But there's a loophole of what is motorized vehicle, and there were running into the same behavior that we saw with motorized bikes oh just let's just go dry, drop these scoot ers out there and let people start getting on those. And now you see different organizations different cities coming back said oh by the way, you're not going to ride these through the trails of Dallas you're not going to be riding these through the different places that we have parks and recreation. Ourself you're not going to ride these on the sidewalks that are associated with the university. I didn't actually mean to take off into the scooter part I just thought like they seem to figure it out that the, that the bike part isn 't, you know, may not be a workable model as I recall they were operating on 14 campuses around the country and they 're backing out of all that. They're backing out of the other organizations they just were not going to start with us they said they're, they're focused was going to be in that area. I mean the way you know it sort of doesn't matter in terms of our deal with that's your business. The only other piece that sort of relevant to us that have been addressed this I recall last time. Part of the model included the ability for non students to use the bikes. Is that still part of it, you know, is there a mechanism for that with with video, we have we have asked that this this group also apply for the permitting with the city as well so that if there is a person who wishes to commute off campus, or if somebody individually wants to use this bike they would be able to use this bike as well. We're ready to provide direction. I'm listening. Just, just to recap, Mr. Chair. Again we have ordinance 18 ordinance 18 dash 903 which is an inter local agreement between the University of North Texas and the city of Denton. What we're looking to do, or what we're requesting as a staff for the committee to do is make a recommendation to counsel to remove any reference to spin, and then allow the University of North Texas to work directly with the city of Denton staff on management of the University of North Texas bike share program and so we work through our both legal councils to move that forward. Thank you. Councilmember Briggs, make a motion to amend this interlocal agreement between the city of Denton and University North Texas removing spin and sending it to counsel for approval. If we need a motion to provide direction but I'll second it if we do. Discussion. All in favor. There's your direction. Seems like a consent agenda item to me. Very well. Thank you. Thank you. Thank you. Right, should we go back then to to item D. No objection. MC 18 dash 30 receiver report and hold the discussion on the status of the loop 288 project and make a recommendation to Denton City Council recommending project sequencing of loop 288 project components. So, good afternoon mark Nelson, director of transportation here with the city of Denton going to hit this very fairly quickly and then with with our transportation consultant, john pollster can can also add to it but long and short we are at a point now with the schematic design on with loop 288 that we're at a point where we need to communicate with text dot as to whether or how we sequence the project. In other words, this particular project. It's a $40 million project, and it's securing the right of way. In other words , the corridor as to where loop 288 West loop 288 will go, and then it will construct the, it will construct a phased approach, it will be a frontage roads for one, either north bound or southbound. And then once additional funding comes at a later date, the full width so the main lanes would be constructed, and then the other frontage road would be constructed at that point in time. And so what we're looking to do at this point in time is advance a recommendation to text on for for that particular frontage road and what staff is recommending is advancing the northbound frontage road, as it's on the inside, and provide development opportunity associated with the airport. We've got a, we've got the route up here this is a little bit older because this actually came out of our airport master plan, which was approved in 2015. It shows where the corridor actually goes along, or the alignment goes along here on the south end along 2449 and we've actually had to push that out a little bit here to avoid some conflicts with a power line, and one of these couple of these gas wells here and here. So that actually goes out a little bit further you got another document in your backup that kind of that has a revised alignment, I wanted to provide this simply because this is actually a document that's been approved by Council showing that it is in our airport master plan it is demonstrating the benefit to the airport, as well as some of the other economic development opportunities on the west side of our, our community to include the, the industrial area so Mr. Poul ster if you've got anything else to add to that in terms of timing sequencing or benefits, be happy to take those comments at this point. So the project is anticipated to be environmentally cleared . The northbound frontage road cost is roughly about 40 million. And what that would do is the state would acquire all the right away for the entire 350 400 feet width of the controlled freeway, and then simply build the one frontage road and operate as a one way to lane road for a period of time, which would allow the city then to develop their infrastructure inside the loop to tie into the frontage road at its permanent location we build a northbound front age road and it's permanent location. And then, more importantly, we have great separations in areas so that we have a continuous flow for the main lanes at the railroad track not only will the, the main lanes go over the railroad track, so will the frontage roads, so the frontage and the main lanes will come up on a bridge structure that will over overpass the railroad so at no time we have a loss of continuous frontage road connectivity. One of the things we have to tweak going forward is the direct connect up at Luke 288 and 35. The main lanes of Luke 288 and the 35 project designed across but the frontage roads, stop and make a U turn it's like they come up to a river, and they just turn back around so we're, we're arguing with the state that those frontage roads need to continue across to the existing loop. And we'll make that change in this schematic versus the 35 project which will go over in a minute on the other project . And then the other thing changes like Mark was saying with major tweaks on the south end. The access point to the loop and 35 W is not a jug handle anymore it'll be a direct connect similar to what you see on the northern segment but it'll only be the direct connects on the loop side. It'll be a standard diamond box with the frontage roads and vintage comes up to a stop sign signal at the frontage roads, because in order to do the direct connects on that side we'd have to get into that neighborhood and vintage really wasn't designed to be the loop. Right, so we're kind of precluding that movement. So those only major issues is we're great separating completely the railroad, plus some other cross streets, we 're doing a direct connect on the loop side at the south and a full direct connect at 288 to the north. Plus we're going to push for frontage roads crossing the interstate. The vintage road that you just mentioned in this committee, look at that and make a future decision and that what you 're talking about here we are applying that decision to that schematic so we're not doing anything on the vintage side for the direct connects all we're doing is on the 288 loop side so that it doesn't impact the neighborhood. Okay, thank you. I know that the service roads on this were in the call 2020 or 2045 plan is, is their plan for both to try and fund both sides. So that mobility 2045 is financially constrained 25 year program, the remaining 210 or 212 million is outside the 10 year plan that is financially constrained that they dealt with last Thursday RTC. So we got the frontage roads funded. But the reality is once you acquire the right away. Once we get environmentally cleared next year. You have said this a lot at this committee. Funding is never the problem, regulatory processes the problem so once we get past the environmental clearance. We were pushed to reignite this project a couple years ago by text that so they want this, this facility. And I'll tell you that all to your motive is at some point they want university to be y'all's, and they take the truck routes around the loop. Future plans, you can say no but that's their ulterior motive for building the loop. Mr. Pulsar real quick, you spoke to regular regulatory, and can you give a 90 second on financially constrained for those that are unaware of that or maybe watching from home. So, the federal government requires you to develop a plan for your region over 2022 year 25 year period. And you have to constrain it to what the projected revenue streams are. And you know what the first 10 years are because there's a 10 year highway plan that the state puts together that's actual got funding in it. And then you make certain assumptions about the last 15 years, and the feds have to look at your assumptions and say yeah, those assumptions don't seem crazy. They seem reasonable and that dollar amount equals up to $ 15 billion. And so then the region puts together through the RTC mobility plan for that 25 years called the 2045 mobility plan they just adopted in June has a list of projects transit freeway toll roads. And they fund it, they put out your cost to it and that total plan has to meet that financial assumption that the feds approved. Now, we have about another $50 billion worth of need during that 25 year period that's not financially constrained. So in the 10 year plan, the loops got funding for the front age road, but not the main lanes. But every year they add on a new year, right, and have a carryover. And so by the time we need it, we'll get it. I'm not sure if that answered your question. I think that helps. You're asking us to recommend project sequencing. So are there alternatives. To put a fine point on it, the state and the county who's actually paying for the engineering, they're ambivalent as to what part we do first right. The state wants to do what's best for the city of Denton, because the city has most of the dogs in the hunt here with their development. So the state's going, we're only going to build one front age road city. What do you want to do? And my recommendation , I think the staff's recommendation would be the northbound furniture because it's in the interior. Right, which means that all connections you make for the airport, the new power plant facility, etc. Would tie into the frontage road in its future state. So there's no throw away for any of the cross streets that you bring to that road. And that way you can go ahead and set your your thorough fare plan improvements consistent with a road that will be there when the projects completed. Ultimately, so to answer your question. Yes, there are options. The option one as outlined in the backup material is the northbound frontage, which is a staff recommendation . Southbound frontage is option two, which is obviously an option. Again, with the northbound frontage, it's a little bit closer in ties us to the airport. We feel that that's a little bit more beneficial to our needs. And then certainly is take no action at this point in time and as Mr. Bolster indicated the county and the state can move, move forward and advance how they wish because is their project at this point in time. They're not a major stakeholder. They're they're seeking our input at this point in time, but it's good to work with our with our partners if we have the opportunity to provide a recommendation and desire on our end. That's member breaks. I'd like to hear from our engineer, Mr. S. If that's possible. And what you would recommend. I know our streets will tie in. Excuse me, I'm sorry. Yeah, I prefer from the engineering standpoint, our preference would be the northbound frontage roads, it physically locks in that interior boundary so when development comes in, which is where we're seeing the lion 's share of the development west of I 35 filling in between this area right now. And as you start moving past that that is a longer term, but it also starts to lock into the discussion on the main lanes, where those exit ramps go for the main lanes down the road. When we start nailing down all of those components, the frontage road on the northbound side which would be the intern interior side would be the best for us. It also goes into the master thoroughfare plan as we start to nail down all those connections. Okay, so, so getting this taken care of now is probably the best option. We feel that it would be yes ma'am. Okay, thank you. Because the reason is is that once we get past environmental clearance, you know, early next year, the state and the county is moving right into the design of that frontage road so we need to know. They need to know what it is to design and that's why now is is a good time to tell them. Yeah, okay. Sorry if I'm a little slow absorbing all this so it's, you know, only the frontage road going to be built at some point you know or say, first, and then the main roads come back very similar. Have you seen spur 170 coming up by 35 w. So they built the frontage roads first, so that at some point in the future they could put the main lanes in in between. When construction goes on you've got the frontage roads are established on like 35 right now we're moving everybody all over the place. They built main lanes first and the front of the road later and then you got to expand all that to make it work. You put the frontage roads in, but used to driving the frontage roads and then when they do construction on the main lanes, 1015 years out from now. Then they're ready to go in with minimum of impact to the actual traffic. I want to make sure I heard that right construction of the main lanes 10 to 15 years out. If it's that far I mean Mr pollsters that is very true. All right, it's as you pass environmental. Then as the plan moves out of the funding that's in, I am listening to this. I'm not fearful about this and don't see the urgency for it and so I kind of want to set proper expectation for them. So, so, for now they're just going to see, assuming we go forward with this recommendation. Yeah, that they're just they're going to see a frontage road be built, they're going to drive on it for a while and it'll be some time before the rest. Right. And I think part of what's going to happen with the neighborhood, the vintage neighborhood in particular, Mr poster I alluded to this earlier. What you see on the connection, all the way over on this other side down here. That's not what they're actually going to build it's going to look very similar to what you see on the north side here. And the reason for that is if you're coming off that highway. And the only direction you get to go is back to the west. And I think that for the short term, for the net over the next five to 10 years all we're going to have is a frontage road that really. Farm to market road 2449, and then start to curve and come back up with just the frontage road. So, that's all you're going to have. So, there's no real appreciable difference here. But what will happen is, as development starts to really accelerate in this area to the, and I know it's on the south side of the plan view, but to the west of I 35 is traffic now has multiple alternatives that gets them off of 35 and looking for other routes that's already clogging this area down in, in the body break connection. Some of the areas that you will see backups on the highway that are occurring here as razor ranch continues to develop. They'll have alternative routes as people leave Peter built during shift changes, some of the other industrial complexes that are over in this area, they'll have alternative routes. It will also relieve some of the truck traffic that you see that is currently going in and out now it's just going to accelerate as this development continues to occur. And that's the message to the neighborhood. The growth is coming. It's coming to vintage road. We're, well we're doing our best to try to do to not encourage their travel to vintage by getting them alternative routes that are much more open and available to that type of traffic, get them to the interstate where they really need to be. So, for direction. I have a question regarding the, because you look in the, that's going to go through many many properties and property owners and sellers and are they aware of this future plan currently that this is coming. We've had multiple public meetings on this alignment this has been tweaked and retreat for the last 10 or 12 years. We've had lots of public meetings, but as part of the public hearing process, which you have to have an order environmental clear all of what's called your effective property owners will be notified and brought to the public hearing and then provided with property owners, Bill of Rights, entire process they have to follow so they have been brought along, but there will be far more formal and more thorough as we get through the environmental clearance process it because it requires it. Okay, thank you. Is it is it hearing in the sense that the outcome isn't determined or it's really telling. So this is recorded right. Yeah. Yes, sir. The public meeting is when they're there to hear what you have to say. A public hearing is for when they're here to tell you what they're going to do. It's a telling not a hearing. Right. Yeah. All right. So, direction is northbound. I can have your direction. It's north. Right. Let's move on to item F then MC 1827 receiver report, hold the discussion and provide direction regarding Texas Department of Transportation on system projects in the detonator to include the 35 Express project. Mr. Chair, john Pulsar ITS will present this item. So Mark said I got to move quickly on this depending on how much time I have we're going to go through about $180 million of project review in about a minute. So you got questions. I talked fast. Was $10 million a slide. Or no. It's just shy $2 billion was on this list. And I'm not very technically savvy. So you got to stop and talk, ask me questions. So what you have on these reports some of these is the first time you're seeing these, the top part of the report shows the schedule and the milestones the primary milestones Fonzie means finding a no significant impact or environmental clearance. So you have your date, then you have the next milestones in order is your right away acquisition complete date your utility relocation complete date, then your let date and your construction complete date, if you think you know it. So for example this project 2181 was cleared in 2008. I'm sorry I'll just remember better if you tell me what Fon zie stands for what finding of no significant impact. Forward on we change that to environmental clearance, so you can make that more clear. So we had this thing cleared in 2008. It wasn't until 2017 that we were able to let the project in the whole time this project was being cleared in the right away acquired this project was fully 100% funded. So even though you've got the money. We're still in the regulatory process, not knowing where the funding is coming from. Because if we wait till we have the money. We still got years of regulatory legwork to get through in order to get a project completed. So extension of the 2181 project to the south. It comes up around guard, and it goes up and ties into Lillian Miller, and then 2181 itself veers off and becomes easily, but it ties directly into Lillian Miller, which ties into a project we're working on 35 right now at 28. So where's project was let by was awarded by MCM contractors, and we are in the process of doing a lot of the grading, a lot of the city's utilities, there was some utilities that need to be relocated for the city, this contractor put it in their contract, and is part of the tech stock project. When the project goes under construction we provide you with a project report. It gives you the project limits, who's the person that's in charge of that for the tech stock, and we give you his phone numbers and this is a public document so any Joe can call poor angel and yell at him whenever y'all, he messes up a sidewalk in front of your library. And then the contractors phone number. When it started when it's supposed to be completed, and then we give you current activity which is what's going on. And then we come down and we talk about items that are currently controlling the project and other items of significance and typically that's the two places. You will look at traffic issues items controlling project completion and other significant items because the narrative tells you that they're grading, putting in culverts or whatever but the trauma or lack thereof is demonstrated on those three, those three bullets so right now 2181 is moving reasonably. According to plan, question from Councilmember breaks. I'm sorry, remind me if this is the one where DSP was working with you guys on light location, or is that something different. Okay, has that all been settled and far as I know we had a meeting in the trailer. MCM trailer didn't mean the way that sounded. I don't know y'all. And so they agreed on how to do with both permanent and the temporary signals. Okay, to my view to elaborate. Yeah, I think the way we worked out is, I think, is he will be taking temporary signals on as part of their project, and then the permanent will be put in under text out project. They're all worked out. Okay location and everything. Everything. Thank you. So that's 2181. You're Fort Worth driver this is 377 basically from 35, all the way down to FM 1830, this project, the county started in 1999 trying to get this project environmentally cleared and we've worked nine years on one spot, and that was the great separation of Union Pacific Railroad. Long story short, this project, let July 10, it was $43 million and some change, which was a little bit over our estimate and contractor name is SEMA construction got it. And this is what's called an A plus B bid because we felt like it was important for the contractor to be quality contractor number one, and two, to have be mindful of the time so when we did the bid package. We assume that would take 632 working days, and we assume the value of $15,000 a day to each day. And so what you were able to do is take the bid price of the what the bid contractor bid plus the number of days that they were proposing which was in this case it was 575. 575 days is what they bid so you take the 575 days times 15 is a value, and then the bid price and you pick it based on the time that they say plus the bid. And if you had somebody that was close on the bid price, but 10 days longer on the timeline, well then you could pick the one that has the less time, because it's better value. And so what we're trying to do is get a contractor that that would get in, get it done and get out. And with a significant penalty so if they missed that 575 by 10 days that's $150,000 that they are penalized for the project. So it's real money. So we plan on this is a project where it was basically a railroad improvement in a driveway fixing project with a little bit of roadway mixed in so because this was all just one continuously open drive area it's like no man's land out there for access. And so the city worked really closely with the property owners out there. So what our contractor is, we're going to have a pre construction meeting established and once we get that pre construction meeting set in a schedule, then the city the county and text that's going to have a public meeting with the residents the property owners effective property owners and go out and say hey, here's what's about to happen and kind of inform them and get ahead of the holy crap factor. I'm sorry I apologize again it's a telling not a hearing. So, and then this is the utilities report on forward drive as well. Where would we be able to see the drawings for that I'm kind of interested in how Rosaline railroad track is all I get that question all the time. The next project we're going to talk about is a future project it's a mayhill interchange at 35. Now this is currently when when a GL, which was the contractor that did 35 came in, they took mayhill and they added capacity to the top bridge of mayhill over 35 to the inside and the outside of the bridge is scabbing on where they just add columns and bridge deck and they just widen existing bridges out there so they will widen the old bridge for the additional lanes of traffic to travel over 35. And then when we had the 35 the brinker 288 project, it added the, the, the north southbound northbound U turn. We're going to tear all that out, and we're going to build the ultimate construction where you'll have basically 12 lanes of traffic, you'll have to do laughs to go north or south on the frontage roads. You'll have three through in the Texas you turn in each direction so we'll have 12 lanes of traffic. We decided that should. That should only be about 20 million bucks but what Texas decided to do is to stop doing interim improvements and so they want to go ahead and do an ultimate building of what's permanent for the future, so it 'll have enough bridge capacity for the future. The other thing that is supposed to come north, and which means we'll buy all the right all we needed which is show guns the ex on part of the James would parking lot, some of the stuff on the northbound side where the restaurants are and do a do the permanent roads and the bridge so it's a significant cost, it's, it's fully funded. It's already environmentally clear because it was cleared when the original 35 the project was cleared. We have LTR on contract, and they are, they provided a couple of schematics. And we're talking about having it literally ready to let December next year. So it's it's fun it's from the restaurant property so those restaurants are going. Oh no, they're just going to get closer to him. I see. Yeah, we have a policy never to get rid restaurants or liquor stores so customer breaks. I have a question because I know that we are redoing mayhill and so you guys are coordinating with the city to make sure that all of our plans, all line up. They are okay. Thank you. And so what we're trying to do on this job is get text that to extend their limits on mayhill tie into 35 to pick up that that part that's the already four lanes there that's kind of bad by the hospital. Yeah, so they can tie into what the city and the MPOs doing north of there, all the way to 380. So we're trying to work , make sure everybody knows what the right hand is doing to the left. So I pretty much just went over everything that's there now . So you 35 he looked to a brinker project. This is 288 where you're seeing the redoing the bridge. You got the brinker where they're going to be putting in a new bridge. And then down here mayhill is where they did the u turn which is now open to traffic. The milestones on this project are that we are about to have a no it doesn't look like it but by mid September, we 'll have the northbound bridge structures for brinker and 28 8 completed will take the traffic and move them up onto those new bridge lanes and then reconstruct the southbound lanes. The intent is to have the project substantially complete by December 2018. What is the difference between complete substantial complete substantial complete means that you can generally get around and move around the bridges will be open the underpasses will be open, but the contractor will still be working on embankments striping signage signals stuff like that stuff they got to do to meet the obligations of the contract but we're shooting for these projects to be completed substantially in December of this year. Dr. Nelson, just, just for the, for the committee just as an update there. We've been working with text on the contractor to realign the northbound frontage by the Hoot ers restaurant and the brookshire grocery store there next to Teasley I was advised this morning that that has been completed. And so that should provide a little bit of additional capacity, because the way it had been configured was the two lane frontage road south of the bank and the Hooters restaurant was to lane, and then it neck down to a single lane going into that intersection at Teasley so now it's to lane all the way through there. Thank you. So this is the segment of 35 North from 380 up to the didn 't gone county line. It's just shy $900 million. It's a six lane divided urban. The project was, we thought we were going to get the schematic approved last month. We had a little bit of a hiccup on on the schematic when we met with the feds last week. And there is near singer about a 93 acre, historically significant farm. And the house is adjacent to where the future furniture over be. And we know that we got very little chance of beating that back so we're going to have to redo the schematic to push the interstate further to the east to totally avoid that area so we're, we got about six month hiccup in our schedule. That's not reflected on the schedule right now. So, 35 W main lines okay so there's several things going on with 35 W main lines with the 2045 mobility plan adopted 35 W was put back in the plan. You know it's only about a half a billion dollars but I think it'll be a billion by the time we get done. It's going to be a rural freeway. So what is a rural freeway, it 's going to have friends drugs to lane two to three lane friends drugs depending on whether you're on ramps or not, and six lanes of main lanes three in each direction, but instead of having curb and gutter, you'll have open ditch between the frontage in the main lanes in between the main lanes in the main lanes between the main lanes in the front and so it'll be similar to what 114 used to look like when you're going out west, you know, or some parts of 35. As you go south to Austin whatever where they have wide medians and there's a big footprint. And the reason we did that was not because it's going to be urban a rural area it's because we believe that the paradigm for managed lanes will shift at some point in the future, because they're going to see that they work, because they're working everywhere else in the region of the legislature pretty much killed them on that so what we're doing is a rural cross section so in the future, when we want to add the toll managed lanes we have the right away footprint to do it. That's. It's a goose not again. So that's the project, and that's that's the ultimate interim. They are doing frontage roads from 114 down the Eagle Parkway now. The next phase is we're starting to PSA in about two months plan specifications and estimate is there's like a design document that the state requires from 24 from 1171 north to 2449 which is where Luke 288 comes and ties in. We'll be doing the frontage roads in that corridor as well. So, we're just kind of doing the fringe roads as development occurs. And when the development requires it in the county and the state comes in is the design. And we're environmentally clearing the whole thing and so we can build whatever parts that we deem necessary so we're kind of just taking one bite at a time. Okay. This is the Briggs improvement. This project began this month, and it says that there should be done in August they're doing the base work right now and essentially what was happening is a lot of people were coming off of 288 to go east on 380. And the right turn lane was only about 120 feet long, and a lot of cars we get stuck all the way back with that blue line is waiting to turn right. And so what we're doing is we're making improvements that that part of the frontage road. So that essentially that whole area is the right turn lane. In order to go straight or left you have to move into additional lanes that we're going to be building to the inside, so that the right lane traffic can get to 380 easier, then it should be done by. In the summer. Councilmember breaks. Thank you for this is going to be a lot less road rage here at this intersection. Other people are just you. Well, we don't need to go there. But from from the emails I get for old north, I get just as many for this and it goes back further I mean, really really far and it's not just that it backs up it's that people try to scoot over, and I see people scrape people's cars all the time so this is backup all the way on to 288. Sometimes. Yeah, so this is really great. Thank you. Okay, us 380 East. This is the project from where we were just talking about 288 all the way up to the column didn't candy line, it's got two colors because it's got two CSJs, which is a basically a social security number for a project control section job number. So, the section in green is basically has no a lot of don't have a lot of connections, you know tie ins to the roadway because it goes over the over the lake area. And so text that is designing this in house and there's about 26 parcels of property to acquire there. The section in blue has about 86 parcels to acquire and text that's hired to engineering firms which are listed here. And then, white oaks engineers, and we've got their contact right there. And this project is supposed to be environmentally cleared to end of this month, which means I 'll be able to begin right away acquisition and the retweet utility relocation, and we're looking at a May 2021. Let date. It's a little over $130 million now and it's fully funded. We're going to go and we'll have great separations which are bridges at 720 423. Navel, which is where the Brazzable high school is legacy and teal Parkway so like in this blue section I'll act like kind of us what we call a super street. There will be some signals that will be what signals just near here near 377, but they'll be limited. And the intent is to work with the communities to give dominance to the 33 80 corridor on those signals, where they do exist so that it will encourage people to move and try to get to three at those great separ ations as opposed to at a stopped condition. We're looking at May 2021, let date, and it's fully funded at $130 million. Luke 28 West we just went over that. We can go over here if you want that much. Not at 180 million a minute right. 1550 and all that improvement. I don't know why I knew but anyway, we, the LTA has been picked up for construction. It's about 18 million bucks, we just got them on contract. A couple months ago, and they are in the process of putting together some, some alternatives and using crash data for the intersection improvements and the main thing that we're going to do is we got to get back with the city and the city's the main stakeholder here. And I think text that's intent is once they build it they want you to take it over. So we met with your engineering staff, and we're bringing your engineering staff more deeply into the process, so that they know what they're getting. When they get it, and they get what they want when they get it, because you've got an airport improvements here and you ties into your body break project here, both of which are large capital investments for the city. So what's the big structure right at the. This is 35. Right in the middle. Right here. Right in the middle of that picture. That's beautiful. Yeah, that's where all your industrial development is and so part of the key to this isn't just building six lanes right that's anybody can do that. You got to do it when each one of these guys has a separate shift change. Right. And those shift changes will dramatically impact how the contractor deals with it, and how we survive the project so we want to have phasing down to an art on this one. So, in 1930. This was a shoulder improvement project that early on we got some questions from people want to know why they were putting shoulders on this road. But text that decided they were going to do it they did it and it should be completed sometime next month so it will be able to take this project off it's kind of a minor issue now. And that's just telling you they're almost done. 1173. This comes 35 out to crumb. Your thoroughfare plan requires, ultimately this to be kind of realigned in this area. And so we're working with the city on that to, as we make improvements to 1173 we need to do this project consistent state does we're keeping on them, consistent with what the city wants from their master thoroughfare plan and what the city staff is working on tweaking that right now. And that should be that. I don't want to ask that. So what sort of direction are you looking for from nothing I just give you an update every so often. Okay. Well thank you very much. I'm sure this will help me respond to citizen inquiries about what's going on. Mr. Chair. Mr. Chair, yes, one other item. After this is presented to the mobility committee, we typically then posted on our city council or our city didn 't website. And so then that's. There's a link to that for for the citizens or anybody else who wants to tie into that terrific. That brings us to item G identify and discuss meeting times and dates for future mobility committee meetings. Dr. Nelson, did you have a proposal for how often and when I do not have a proposal other than the fact that I propose there's an opportunity to change the date or whatever, whatever day you wish to, to, to meet on. I can tell you we've in the past over the past number of years we've met on a Friday. We've met on a Tuesday. And we've met on Wednesdays. The Tuesdays, because of the way council has backed up and the time spent here at City Hall. There was a desire to move away from. So we don't want to start at 630. I'm happy to start at 630. Just a little bit of background on that in terms of, you know, some of the different days when when the committee has met so really it's it's open for your discussion with your colleagues as to what dates, or what day of the week may work better for you. So Ryan may may wish to have the, the date after, or the meeting, the meeting after the RTC if there's opportunities to provide an update on RTC activity that may be a consideration that you get. Other than that, I'll, I'll stand down and take any direction that you have. And just one question first, just how often do you meet. I mean, it's not a lot of time for you to meet. I mean, it's not a lot of time for you to meet. I mean, it's not a lot of time for you to meet. I mean, it's not a lot of time for you to meet. I mean, it's not a lot of time for you to meet. I mean, it's not a lot of time for you to meet. I mean, it's not a lot of time for you to meet. I mean, it's not a lot of time for you to meet. 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I will be fine for doing the third Wednesday next month, but in September is when I'll start running into issues. So depending on what Councilmember Briggs, if we want to wait and just repost for next month to have another discussion once she gets an opportunity to look at what her fall calendar is going to be like. Are you okay for third Wednesday next month? Yes. Do you mind starting a little earlier? Because frankly, I'm blowing off something that I usually do that starts at one. You know, could we start earlier than 1130? Certainly. 1030? Is that all right on Wednesday? And then we'll give it another look. So for August we want the third Wednesday at 1030. And then we'll repost the agenda caption as we see it today . Very well. Great. All right. Moving on to item H, staff reports. One scooter share. So this was a rising issue as the agenda was put together. It's continuing to -- the issue is continuing to matric ulate. So what we did is put some information in the form of a staff report. We do have Mark Oliphant here and Preetem who can kind of walk through some issues associated with scooter share. I think we're prepared to talk about it at this point in time. And, you know, certainly because it is on the agenda, you could give us direction. But to take a look at how we might move forward with scooter share as a shared transportation alternative, whether it's either added to a revised ordinance addressing bike share, or whether you may choose to push it -- obviously be pushed to council for action in terms of not permitting scooter share at all. I will tell you that the existing bike share ordinance will need to be amended. We'll bring that back regardless one way or the other because it terminates in September. And we want to sync that up with the University of North Texas bike share program that terminates on May 31, 2019. And we did that so that University of North Texas could pull the data from the fall and spring semesters and bring forward a new policy. So with that, I'll turn it over to Mark Oliphant for any discussion and questions you may have on that particular -- >> So considering what we heard earlier in the definition of motorized vehicle loophole and all of that coming sooner , I feel and would like to recommend that we get this item to council for discussion, for an open discussion on if what we want to do about the scooters, whether amend or -- >> And I can tell you that we do -- we understood that might be an option. I failed to mention that earlier. We have a tentative agenda item set for the August 7th council agenda, if that's soon enough. I don't know that we potentially could put something on the 24th, but I think the 7th is more likely the better date. Preetam, do you and Mark have any issues with that? >> No. I think we're set to August 7th, and it would be a work session item where we discuss alternatives and what other cities are doing and present recommendations . We're going to move forward. >> Is that okay with you guys? >> It's fine with me. It helped me to understand just because I'm new, kind of your thought process. Why is it better to start a council than to start a committee? >> Well, generally it's good to be in committee, but from what we heard earlier, and with our ordinance not specifically referencing scooters, we could see scooters on our streets in the next couple of days. And so I'm trying to get ahead of the issue this time instead of behind as we were last time with bikes. And it's just timing. That's -- >> Any objection? >> No, I think timing-wise, because since we're only meeting once a month, unless we had a special call of the subcommittee going to council, it's probably going to be the faster route. >> Mr. Chair, while we have the mobility committee assembled, is there any initial concerns, issues, items that you would like staff to take a look at as part of the recommendation or part of the work session item that we'll bring forward, if there's specific items? Certainly if you don't have them today, if you could email them to Mark and pre-TEM, that way we can present a more comprehensive approach. >> It's difficult for me to deal with the fact that I've got pre-TEM and pro-TEM. >> You have to change one vial. >> You just had to do that, didn't you? >> Yeah, I did. >> I guess my biggest question is if something has an electric motor to it, does it fall under a vehicle regulation of the state that's already existing? >> Yeah, I think Trey's already looking at it. >> Trey's got that queued up. >> Unfortunately for you, Trey Lansford, Deputy City Attorney. There is some state preemption here that we'll have to consider, specifically in the transportation code. And again, we're talking in generality, so I can't give you a specific as to whether it would apply to what may or may not be dropped. But the transportation code in section 551, 351 gives a definition of what a motor assisted scooter is. And it talks about it being either gas or electric, but having an engine size of being only up to so big. And so if the scooters that are being dropped meets that definition, we have certain things that we can do under the state statutes and several things that we can't do. So it would really just depend on getting details as to what may or may not be dropped. And if it does fall within the definition of a motor assisted scooter, which again could either be gas or electric, we as a municipality have a right to restrict their usage on streets if we decide it's in the public interest. >> Okay. >> And I would just say, based on some observation on what some of the municipalities are facing, and you may have already seen it on TV with newscasts or what have you, is that the scooter share operators require you to wear a helmet. Most of those folks do not have helmets on. In fact, you'll see an interview in the background. You'll see folks riding by on the scooters. Quite frankly, the helmets aren't there for rent, so that would force you to carry around your own helmet. And I don't know that that many folks do that. And so, and then back to what Trey had indicated, we've seen, and I'm going to state the name of the city of Dallas , and I think it's a very interesting issue on the KD Trail where they have prohibited the use of scooters on that particular pathway. But how, you know, how and what is the mechanism for enforcement? So those are some issues that we're just seeing at first blush. I think Mark's starting to kind of pull that issue apart a little bit and look at different options. >> I think generally the dimensions of safety, right, or what we're going to end up talking about, the, you know, not just enforcement. >> And not only that, but the deployment, the number of vehicles that get deployed and how they're deployed, and then how they're rebalanced and where they're placed at the end of the use. >> Is there history, you know, of any kind of lengthy deployments that we can learn from? >> No, this is all just hitting within the last six to eight weeks. Mark, do you have some input on that? >> Locally, the last six to eight weeks, it's been about a year. I think Santa Monica was the first city where they were deployed. A number of different things have been done, some parking requirements that they either be in a corral almost painted on the ground. This is where you can leave the scooter or not, or some cities just say keep it out of the main travel lane of a sidewalk and you put it in the furniture zone of a sidewalk, which is where you'd have your benches and trash cans, things like that. There's a variety of different ways that cities have dealt with this, but it is very new. >> Councilmember Briggs. >> I was just going to say, you know, I think part of the other issue too is, you know, certainly the legality of them being on our streets, but more importantly is do you want them on our right of way, in our right of way? I mean, we dealt with it with v-bikes, they just showed up, they established a number of bikes, 50 some odd bikes, 30 some odd bikes in our community without permission. And again, it's going back to what Dr. Clark mentioned, that the mentality, the paradigm now is just ask for forgiveness. They just show up, ask for forgiveness. And so it's part of the framework of the original ordinance that we drafted for bike share was the good neighbor program, that hey, be here, go through a process, seek a permit, or have it reviewed by engineering, make sure you're not creating any obstructions because of issues that we have in the sidewalk. So it's not so much, certainly it is whether they're legal on our streets, but more importantly, do we really want them on city right of way? It creates an issue, especially as Mark mentioned, the fact that people don't wear, don't carry helmets around at their disposal. And so do we really want them on our city? If they want to work with area businesses, I don't know if we have any purview over that, but we know in North Texas doesn't want them. Do we want to do that or do we not? Councilmember Braeks? I don't have anything specific. I just wanted to share a couple of situations that I witnessed when I was in D.C. with these, which one, made me aware that it was coming and two, caused really great concern if it came here that didn 't. So D.C. is rather, you know, there was a hill and I saw a younger child, I say younger, but like 15, and he had a skateboard, and I think I may have shared this before, and put the skateboard on top of the scooter and stood on it, no helmet, and just went straight down the hill. And as a mother, how is that possible? I mean, if I knew, but they had a phone and an app, and I'm sure that, you know, I don't know if there's restrictions on age or what. But so that was one scenario that I saw. I nearly had a heart attack and almost ran up to him. The second one was that the scooters have tiny little kick stands, and somebody had left one on a sidewalk and they have street parking, and so there was a nice car there. And so this couple just kind of walked by and the scooter just kind of got knocked over and fell and scraped pretty bad, and dent a door on this car. And so I'm thinking, okay, so there's three different things there, the people walking by, whoever left the scooter, who knows, and then the car who's damaged, and I thought, wait a minute, this is, and they're a little bit more, they're smaller, but they're heavier. So, you know, anyway, so that's a situation that I witnessed as well. And I don't really want either of those to happen here in our city because they're both pretty dangerous. I'll just chip in an initial reaction that, you know, you 've got, from a safety point of view, you've got the issues of, you know, the risks to the riders, but they're taking that risk. But from a point of view of our responsibility, I'm more concerned about that, you have motorized vehicles sharing space with pedestrians. I think that's kind of scary. And you had a comment? Yeah, I think my knee-jerk reaction is to, for the time being, put a ban on them. One of the things on, at least in DC, it's a very bike oriented, they have a lot of bike share going on. So, a lot of people carry a helmet with them, even if they don't have their own bike they're riding. We don't have that kind of mentality in Denton, either you own your own bike and have your helmet that you keep with the bike or since we don't have the bike share program yet, we haven't been able to get people into a learning curve. And when it comes to the safety aspect of it with that helmet, I think most everybody, I won't say everybody, most everybody learned how to ride a bike as a kid. But not a scooter. There was an article in the Dallas paper about a lady who went down on the railroad track, ended up in the emergency room, but she didn't wear her helmet. So she knew she couldn't, the whole article talks about who was liable and she knew she couldn't see the bike company. And knew that she probably should have had a helmet. Well, made me think of one, and I don't get off into tangents very often but here I go. When I got a chance, this is my one chance. When I got my first 10 speed, you know, because prior to that when you're , you're in your preteen she's got the bike that you backped al for the break. Well, I didn't know front brake from back brake and I hit the front brake and flew over into the post office. And I'm afraid of that learning curve with these scooters until we until people get an opportunity to try them and other neighboring communities let the other neighboring communities be the test pilot first, or would you have to have some kind of conscious public education introduction of them. The app, the app actually requires that they go through training on the app before they write it but nobody's reading. Nobody's paying attention to what it says because that's where it says you have to wear a helmet you have to agree to all this stuff so they take away all their liability. So, is there enough in this to give you a sense of how to prepare for counselor. I'm screwed away right. Staff report number two Irving transportation summit. So this is a summit that is hosted by the city of Irving. We've partnered with various folks over the years and it's typically a pretty good, pretty good summit in terms of bringing forward stated the industry. The engine is not posted at this point in time. So unfortunately I can't, I can't provide that to you. There is a link to it if you're interested in it. The the rate at this point in time for government per person is about $195 so if there's an interest in doing that, typically we send a staff member or two to that particular summit. I understand that Mary Pro Tem Ryan will be attending obviously with RTC. There's a tie in there as well. So, yeah, I just wanted to bring that to your attention as an option if there's an interest in the committee and participate in that particular event. Are you recommending it. I'm recommending it but again I haven't seen I haven't seen the agenda so there's a caveat with that. Okay, thank you. Staff report h3 matrix, when I saw pre term to walk through that I've got to head to an appointment here at two o'clock , but I think he'll be able to push through this fairly shortly. Yeah, so, just to give you a little bit of history on this one, since this is one of the first ones. Questions that Council may have about different items. So what we do is we typically put them down on a matrix and go through to the next meeting and give an update of where we 're at, what we're, what steps were taken how we're addressing this. So there are some lingering items that are in here. If you want to discuss some of that, we can go ahead and talk about them. If you have any new items that we can definitely add them in here and work on getting some answers or work on getting some timelines on those for you. But, yeah, there have been older products in there. I've got a couple of new, newer items. One I think I've already brought up to you pre term is about the, the no turn on read at 2499 and Robinson because of that retaining wall. Just seeing about getting that through traffic safety. I've had some, some people concerned and I've looked at the area on Bernard between Acme and willow wood, maybe even between Acme and the service road to investigate prohib iting parking on the south side of Bernard. Because once you when you get a car parked on both sides, traffic doesn't pass well and that Acme to willow wood is a pretty heavy heavily traveled area. And then another item is to the Friday city streets report that's in our Friday report. If we can add that into the agenda in case we want to discuss anything somebody's you know can be very simple that it's one of these that we just look at but if we wanted to bring up something on one of those roads, an actual posted item if we can just take that report that's in the Friday report and put it into this agenda. Okay. That's one of the breaks. I do want to follow up on the last on the last one about the downtown street rain what Wayne right, because I have been on that street, a lot and when to cart when parks cars are parked on both sides. It's almost impossible to get down there. I'm just wondering if there's an update on that because I just want to make sure we're looking at the same there are a couple of segments of Wayne right one is already posted as no parking. So I just want to make sure it's the one that's right. There's houses on one side, and then the apartment. Yeah, is that been no parking posted. So, the one on the north side of Prairie has been already posted for no parking. And then the one on south of Prairie, which hopefully I can get there. Okay. So, a couple of things I think we have looked at this particular segment of Wayne right. Is that the one correct. Yes. Yeah, it's just that. Yeah, right there. This one, the first block. So, yes, we had looked at that, and we had some discussions with some of the property owners here. These, these folks that live here as well as we'd sent out notices, or had a discussion with this apartment, and their first reaction is they don't want any parking restricted on either side. So there's a little bit of pushback from the community itself. And while we're talking to solid waste as well as fire. Their main concern was at these intersections turning vehicles that are getting for solid waste, getting in and out of these areas and then turning vehicles is the main concern. So they do have some space that they can use in between. Moving forward with no restriction typically requires an agreement of most of the property owners, and there is some resistance from the people that actually live on the street . The other concern also is if we restrict parking here it's just going to continue moving down here. So we're kind of in a tight spot at this point. So they're talking to fire and they don't necessarily required this segment because they have access off of this tree they have access here for this apartment so they're kind of okay that this particular segment is not necessarily has a 20 foot area for them equipment because they have the furniture in front of this building they have this area, as well as one court when I talked to fire department, but we can revisit this item I, I mean, we did receive some kind of resistance from the residents there. Right, well I was thinking that the site the house, the side with the homes would still get parking from street parking but on one side would would not be but so I guess that house in the middle there if it caught fire it was just out of luck. I mean, it's basically what we're saying, I think typically we were okay for 150 feet. This is right about there. But we can. We can see if only this segment can be restricted if that's your main concern getting to the middle. Well it's good to know the apartments are, you know, pushing back I did I had no idea what was going on with it but I did try to get through there the other day and it was pretty difficult. But I do have some new, new ones. On Fry Street, frying Hickory there is a bike rack, and there are several broken bikes on that rack. Is that the city's responsibility what do we do, what's the process about cleaning that up so that new bikes can be parked there, and it's not just taking up space I think there was a bike without a wheel and some other broken they 've been there for a little, a little while. And I know I have to listen to UNT I mean they have the same kind of issue so. Where along here. It is. I'm guessing it Avenue A and Hickory right in that little triangle right there there's a bike rack. I'm guessing it. I think it's a city right away and we can definitely look at picking them up and that you know auction them off or getting rid of them. So I'm just curious about the product do you like put a tag on them like a car and say, Yeah, so, so those look good. There's probably are some of them that are still there that don't have tires. I think what happens is the police tag them with a notice that says please remove and given X amount of time two weeks I think is typical. If they haven't been moved and they come in cut the locks and pound them. And the process from there there's more to it even I think we have to put out a notice that this bike was seized if it 's yours come get it in 30 days and then finally they can auction it but yeah clearing it out would be great because it can't be used. Yeah, and there's not very, you know, many spots down there . Anyway, and so if we have some that are opened up if we could get the process started and just to see on that. And next, Mr. Polster mentioned that text dot wanted us to maintain our to get back a road. And what I would like to know is there a list that text dot can provide us of roads that they have that they wish the city to have. There are a lot. And what, what that means. I mean because I probably some of them would be really good for us to have . And, you know, some not and getting the light here I think you're being too feeble in your projection. Well, I don't know maybe maybe that's not it. I am getting the light. My mic is on. Okay. Okay, so the list of roads that text dot has. That they want us to have would be great for us to review here or the process of, you know, I mean the only one I've been through is McKinney and that seemed pretty detail. So I know that we can't really do a presentation or anything on it right now but that I think it would be good information for us to know going forward. We can definitely bring you a list of all the roadways that we're starting out the conference because they just keep kind of coming. So we're in the same boat we're trying to figure out exactly what it is we're dealing with and we can bring that at another at a future meeting. Good for us to have. Thank you. I've got just a couple. One. I think you may have addressed me by email but I'll just follow up the other there's concern on the part of constituents in the willfully underrepresented district for concern about the off ramp from that goes into DNA near near near effigy stadium, the concern that it's too fast and they're too short a distance for the speed of you know what I'm talking about the speed of cars that are coming off and, you know, is there some kind of a timeline that's now been established for more final resolution than what they have now. Okay. I think it's a tech stop issue there are a couple major hurdles there. We're going to have a union grade as the ramp comes up from the freeway or the main lanes up into the roadway and we'll visit it with text out. It was not designed for people to cut across four lanes, let's take a look at that a little bit more in depth because there are multiple facets that are being explored by text on and city staff and you and te al at the same time, including the off ramp 35 going north. And there are several folks trying to immediately take a right on that. See so there's a lot of moving parts as text that works through this, we can bring that back with an update and give you a better idea where that sets that'd be great I appreciate that. And secondly just you know, having this be the first time I see this new business matrix seems you know I'm oddly named matrix when you have items going back to 2016. The, you know, the item that says part of the small area plan considered as part of this small area plan is that does that mean it's been addressed and it can come off the list and, you know, can we, any of these resolvable or resolved. I think at some point, council members wanted continuous feedback as to where we're at, for example that locus to know turn back is a good example, we were in the process and we're still in the process of working with text out to get that back. And every now and then, counseling does want to get up. So this list was quite a bit longer, just three or four months ago. So, and credit, given. Well some of what you see here is those are ongoing requests that we're still getting to the goal line. Either it's because the project was initiated and we're working through those phases over wrapping up and closing out those when they do get close that completely yes they come off the list. Okay, that's great. Anything else. That's it right pretend items so I'm going to adjourn this meeting at 102 and a half.