WEBVTT

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 >> Good morning and welcome to this meeting of the mobility committee of the city of Denton.

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 We have a quorum present, so we'll convene our regular session here at 9 o' 1 a.m.

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 Let's start with item A, consider approval of the minutes of November 17th.

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 I'll entertain a motion.

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 >> I move approval.

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 >> You have a second?

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 >> Second.

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 >> Any discussion?

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 No?

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 All in favor say aye.

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 >> Aye.

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 >> Aye.

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 Minutes are approved.

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 Item B, receive a report and hold a discussion regarding the city of Denton transportation/mobility

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 project status report.

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 I understand that Mr. Poulster has a family situation, and Becky Devaney will at least

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 give us the highlights.

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 >> Yes, sir, I will do the best I can to give you the highlights of the information.

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 All righty, so let's scroll through and get started.

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 So the first project is 2181, and that is the roadway that's currently under construction.

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 It appears that the construction completion date is August of 2022.

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 I'm going to go to the area where it says see attached, because that's typically their

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 monthly report.

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 It appears that all of their current activities are underway with the tentative traffic switching,

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 weather permitting the night of December 21st into the morning of December 22nd, which will

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 help prepare them for traffic pattern striping for phase three.

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 So that will happen, it appears, next week.

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 And that looks like to be the majority of the update that will, I think, cover, I'm

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 reading very quickly.

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 I apologize, I was not prepared to give this presentation.

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 That appears to be the majority of the information.

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 The I-35 Mayhill project, it looks like it is currently going through the process of

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 a right-of-way acquisition.

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 They appear to have hopes to have the right-of-way acquisition completed in March of 2022 and

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 have 100% plans ready for June of 2022.

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 This is the I-35E portion that is from Mayhill North to the Loop 288.

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 And they're currently working through and addressing comments with Atmos Gas, also working

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 on some revisions and some agreements with CoServe Gas.

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 We have an agreement that the city actually sent to the district for review on November

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 17th.

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 As you probably are aware, there are multiple water and sewer utilities up and down this

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 corridor that the city is currently relocating.

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 That's being managed by our program manager, Kyle Pedigo, in our department.

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 They're currently working with DME on a number of issues that they're working to resolve

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 and working through that agreement.

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 It also appears DASD and Frontier, they're working through some items with.

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 Looks like the update on Encore is that they are going to be anticipating the submittal

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 of the estimate for agreement in December, so hopefully that will happen sometime soon.

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 And then also that agreement with Zio sometime also this month.

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 Scrolling is a little bit interesting, I'm sorry.

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 So I-35, 35E, 35W merge, right away acquisition, they're hoping to have complete by the end

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 of the month.

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 If you've been up and down this corridor, you'll notice there's been quite a bit of

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 clearing that has happened through the area.

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 So this is the portion from where the merge hits all the way to 77 on the north end of

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 town.

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 The consultant is currently working on the 95% plan submittal.

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 They'll follow that up with an aesthetics meeting.

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 We actually had an aesthetics meeting that was held on November 17th.

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 That was with the city departments, our department, the parks department.

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 And we talked about many different aesthetics along this corridor.

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 I think we've mentioned to you before that there's some opportunities to do some things

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 similar to what happened in the area of where UNT is at North Texas Boulevard.

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 So the parks department is really leading that charge with those aesthetic improvements.

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 And we will be now discussing those on a monthly basis.

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 And our department is coordinating with Gary Packin on those things.

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 As far as right away acquisition, it appears there is one parcel that's in negotiation

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 and 14 that are in possession.

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 For one of the CSJs, for the other CSJ, it appears there is one in negotiations and 43

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 in possession.

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 So now you can see where they think they'll be done by the end of December because they

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 only have two parcels that it looks like to complete negotiations on.

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 And let's see what other updates.

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 The Brazos Valley Electric Department, it appears that they're trying to design to avoid conflict

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 with any of the 35 project.

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 And as I mentioned before on the previous, the water wastewater design, we are currently

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 holding bi-weekly meetings where Kyle Pedogo is leading those, giving an update on the

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 scope, schedule and budget and real estate acquisition.

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 And we are currently in the process of acquiring easements and working on designs in those areas.

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 It appears on the DME transmission section, there is an agreement that is expected to

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 be completed in May of 2022 and they anticipate to start construction in July of 2022 with

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 the completion in January of 2023.

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 As you're probably aware, there's multiple transmission lines in this area that have

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 to be relocated due to the widening.

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 And then UNT fiber, it says there's a fiber crossing on I-35 south of Bonnie Bray that's

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 in review, that they're currently looking to see if there's going to be conflict with

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 that UNT fiber line.

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 Next up is the 35 US 380 interim improvements.

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 The schedule for construction completion is February of 2022.

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 That's not what it used to say.

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 It used to say December or January.

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 Okay, well, we can discuss that with TechStat when we meet with them tomorrow.

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 I do know that they have removed all the existing pavement.

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 On November 24th, the ramp for the actual exit was opened.

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 And that's currently in operation.

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 They're now working on that new traffic pattern to have the entrance onto Oak.

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 And so that is my understanding.

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 I think it was supposed to be functionally done in December and then like finished, finished

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 in January.

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 Is that what you're describing kind of functionally done?

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 Functionally, you can exit off of 35.

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 That was all put into place and we call it the traffic switch as you can see on the screen.

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 That happened on November 24th.

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 As far as the entrance ramp for Oak, that appears what they're finishing up and that

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 they're hoping to have the entire project completed by February.

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 I would anticipate, I can't speak on TechStat's behalf, but I would anticipate they would work

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 to have that entrance ramp open and then of course that would be a type of substantial

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 completion and we can confirm that date with TechStat and then of course there's aesthetics

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 and many other things that have to happen after the date.

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 Well, then there's the additional lane on the access road, right, that on the right

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 that would feed into 380, isn't that part of the deal?

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 They are making some improvements in that area, but I don't know the timing of that.

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 They're also looking at using as much of the existing pavement as they can and just restriping.

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 We are actually, like I mentioned, meeting with TechStat tomorrow, so I'll see if I can

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 get a more comprehensive update as the timing of each one of these sections.

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 A couple of sentences in the Friday report would be great because people are really interested

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 in having this not unwound.

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 Sure, no, we've been super excited and as a matter of fact, we were very pleased with

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 the fact that the traffic switch to have the November 24th completion date happened when

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 it did because originally it was anticipated to be much later than that, so I know that

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 they are definitely working on getting that completed as fast as they can, but we'll see

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 what information we can receive and see what updates we can provide.

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 Thanks.

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 All righty, so 35 North.

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 We don't typically cover a whole lot about this, but the 60 percent plans are currently

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 under review.

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 It appears there's three parcels that are still in negotiations, one that's in appraisal,

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 17 that are currently through the eminent domain process, and 94 that are in possession,

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 and so that really is from 77 North all the way to the Cook County line.

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 Can I interject and ask a question?

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 Sure.

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 Would you say the 60 percent plan, the 95 percent plan, is that a destination you're

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 trying to get to 60 percent, or have you completed 60 percent, or what does that mean when you

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 say a 60 percent plan?

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 Sure, so typically in any engineering design contract, it's very standard to have 30, 60,

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 and 90 percent review.

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 There are some contracts that are set up with 45 percent and 90, or 90, 95 percent.

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 What you're doing is you're working yourself through a phase of a project, so 30 percent

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 is typically pretty schematic.

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 You're understanding where you're going, you're understanding what easements might be required,

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 what properties might be impacted, and neither what utilities or roadway infrastructure,

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 drainage, et cetera, need to be constructed.

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 By the time you get to 60 percent, you have a pretty good design that's something that

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 somebody can review, make comment to.

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 It'll have what we call profiles, so a plan view is looking down at the actual plan and

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 showing, okay, this line's going from here to here.

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 A profile is taking that and actually putting it just like it sounds like on a profile.

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 So that's typically what you see at 60 percent.

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 And then you'll receive comments.

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 And then 90 to 95 percent is typically, hey, these are pretty good.

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 There's probably not a whole lot that needs to be changed.

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 That's typically the timeframe of which the specifications are also prepared where they

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 talk specifically about the materials and equipment that it's going to take, the methodology

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 behind the construction.

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 And so those are just traditional phases that any type of project goes through.

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 They're pretty standard language for construction practice.

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 And so that's, you know, at 60 percent, they consider that it, from TechStop perspective,

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 plans adequate, which means the plans are in enough form and shape.

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 They're confident of where they're going.

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 They can now be used for others to look at how that's going to impact their infrastructure.

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 And that's when we start seeing some of these other companies like AT&T and all of those

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 people, they usually tend to come in on the 60 percent or are they way down there on the

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 30 percent?

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 So they're made aware when the project is kicked off and they have utility coordination

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 meetings with TechStop.

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 Typically individuals wait for 60 percent plans adequate to have those in their hand

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 because that's a pretty defiant message saying this is exactly where we're going to go, where

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 we're going to be located.

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 And then when they get to 90 percent, obviously, that's just more well-defined.

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 But it's pretty typical in standard practice to wait until you receive 60 percent plans

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 adequate to start your design to see your impacts.

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 There are some schools of thought that actually say that once right-of-way is acquired and

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 the TechStop knows where the future right-of-way line is going to be, that you're comfortable

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 enough at that point to see what your impact is to your utility and you could start beginning

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 to do preliminary work.

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 In many of these cases, it's hard to see the big picture, but TechStop has multiple utilities

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 that are impacted that run all up and down their corridors.

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 And so there's a process for that.

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 So 60 percent is just saying, you know, this is very, very close and, you know, enough

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 information that we can actually walk through the process.

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 So.

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 Oh, and your mic's not on.

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 Yes, I'm sorry.

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 It's on, but it's over there.

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 So I need to be reminded to put it in front of me.

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 Thank you.

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 No problem.

00:13:36.680 --> 00:13:37.680
 Okay.

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 Thank you so much.

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 I'm just, you know, educational purposes for me.

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 Sure.

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 You know, the plan is where we're, where we are and we're working towards something.

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 So I appreciate that.

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 Thank you.

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 That's no problem at all.

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 I'm happy to share that.

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 Okay, so that's the portion up to Cook County.

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 Let's go to the next project.

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 So the 35W Main Lanes project, it appears that they're hoping to be environmentally

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 cleared by April of 2022.

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 They do have HNTB as the firm that is working on this design, and I don't see a whole lot

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 of other updates.

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 So it looks like that one's rocking along.

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 On the 35W Frontage Road project, it appears that they're looking to have this right-of-way

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 acquisition complete March 2023.

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 It also appears that this is also being constructed, or I'm sorry, designed by HNTB.

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 It says HNTB are currently going to meet to finalize the fee, so because HNTB was selected

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 to design this, it looks like they're working on negotiations with their proposal.

00:14:57.960 --> 00:15:02.520
 U.S. 383-77.

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 Looks like that they're anticipating construction to be complete in 2023.

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 And so that's something that's currently already underway, and this is the sidewalk and also

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 turn lane project.

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 It says to go see the attached TechStop project update.

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 So it appears that they're currently removing driveways and paving up to the Elm Fork Bridge.

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 They're removing the concrete paving between the Elm Fork Bridge and the Lake Louisville

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 Bridge relief number one and two, and working to form sidewalk from Lakeview Road all the

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 way to Elm Fork.

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 They also appear that they place traffic control plan signs, narrowing lanes.

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 As you're aware, we passed the ordinance to have this in the 50 mile per hour to let the

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 traveling public know that all happened on November 10th to lower the speed limit in

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 this area and that traffic has been shifted to the north for the entire length.

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 And they don't anticipate traffic pattern changes until the contractor moves into phase

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 two.

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 This is very similar to that project.

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 This is also 380 East.

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 So this is they anticipate the construction to be complete for co-serve.

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 It appears that they're remaining on the top poles, and they hope to have those cleared

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 by the end of the month, and it looks like they're working with a few other entities.

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 This is farther east of town, so this doesn't truly impact the city from a perspective of

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 utilities.

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 It looks like they had a pre-construction meeting held in November, so that looks like

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 that project is moving along.

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 Question about the 380, I know that there were improvements that needed to be made to

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 the bridge in order to support the weight of the center barrier.

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 Do you know where they're at on that aspect of the project?

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 It says that phase one eastbound construction, drainage, driveways, and turn lanes are planned

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 for next month, including forming bridge vents on the Elm Fort Bridge and Lake Louisville

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 Bridge Relief 1.

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 It appears that that's something that's going to be happening in the next month, and that's

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 their plan for the next month.

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 So in Mr. Polster's report in January, I would anticipate that to be the current activity

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 section.

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 So that would be my hopes is that it's within the next month.

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 Okay.

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 All right.

00:17:51.120 --> 00:17:52.120
 Thank you.

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 No problem.

00:17:53.120 --> 00:17:54.120
 No, you're fine.

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 And I also am doing the best I can to provide you the information.

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 He is the knowledgeable subject matter expert.

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 You're doing great.

00:18:04.840 --> 00:18:05.840
 Thank you.

00:18:05.840 --> 00:18:11.080
 On the US 380 feasibility study, I think all of you are aware there were public hearings

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 held I believe it was two weeks ago.

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 And we had one in Prosper and then also one here at the Civic Center on the feasibility

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 study.

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 As you can see, this is the overall feasibility study area, 380 from the Denton County line

00:18:29.040 --> 00:18:33.680
 all the way to where it hits Loop 288 and then Loop 288 around the 35.

00:18:33.680 --> 00:18:37.200
 Oh, I didn't have to guess it's right in front of me.

00:18:37.200 --> 00:18:41.200
 The public meetings were held on the 30th and then December 2nd.

00:18:41.200 --> 00:18:47.760
 The information is on Keep It Moving Dallas and they're holding a virtual meeting basically

00:18:47.760 --> 00:18:54.200
 where you can present and provide comments if you go to that website until January 19th

00:18:54.200 --> 00:18:55.200
 of 2022.

00:18:55.200 --> 00:18:59.600
 So that'll give an opportunity for folks who weren't able to attend the meeting in person

00:18:59.600 --> 00:19:04.160
 to actually go on, review the material and then give comments.

00:19:04.160 --> 00:19:08.440
 After those public meetings are completed, they'll work on a summary report and then

00:19:08.440 --> 00:19:14.280
 make recommendations as to how they're going to move forward.

00:19:14.280 --> 00:19:20.400
 Loop 288 West, it looks like because the yellow highlighted the estimated construction cost,

00:19:20.400 --> 00:19:22.940
 there were some changes with the funding.

00:19:22.940 --> 00:19:27.440
 It appears the let date is September of 2026.

00:19:27.440 --> 00:19:31.840
 Mr. Polster's telling me that there are 33 parcels to acquire and all parcels are in

00:19:31.840 --> 00:19:33.520
 appraisal.

00:19:33.520 --> 00:19:39.280
 We did have an internal kickoff meeting with Chank Patel and Yerby, ITS, and TaxDOT on

00:19:39.280 --> 00:19:41.040
 November 10th.

00:19:41.040 --> 00:19:47.380
 They began survey efforts this month and geotech efforts will begin in January.

00:19:47.380 --> 00:19:53.120
 The 60% plans adequate are expected in March of 2023.

00:19:53.120 --> 00:19:59.440
 The SU team has began its efforts and they're completing the records request.

00:19:59.440 --> 00:20:04.560
 They are going to be serving approximately 10,000 linear feet of lines designated.

00:20:04.560 --> 00:20:09.960
 So SU stands for Subsurface Utility Exploration.

00:20:09.960 --> 00:20:13.960
 I'm not sure if you knew that or not, so I wanted to make sure I was explaining that.

00:20:13.960 --> 00:20:19.360
 Shawn just tells us to look at the glossary in the back.

00:20:19.360 --> 00:20:23.120
 Okay, good, fantastic.

00:20:23.120 --> 00:20:29.120
 So on FM 1515, it appears that that project is moving along.

00:20:29.120 --> 00:20:32.760
 They're working on the environmental clearance.

00:20:32.760 --> 00:20:37.300
 So they're going through this re-approval process and they've made some modifications

00:20:37.300 --> 00:20:41.400
 to the design, which means they have to go back through a schematic re-approval which

00:20:41.400 --> 00:20:46.760
 happened on October 30th and now they're working through that environmental re-approval.

00:20:46.760 --> 00:20:50.880
 Once that's completed, then they can work through their right away acquisition and then

00:20:50.880 --> 00:20:55.680
 obviously getting to their plan phases.

00:20:55.680 --> 00:21:00.080
 It just said they're continuing efforts towards completion and submittal of the required environmental

00:21:00.080 --> 00:21:03.360
 documentation and re-evaluation.

00:21:03.360 --> 00:21:10.080
 They submitted those in November of 2021 to include the Archaeological Background Study

00:21:10.080 --> 00:21:17.080
 Memo, the Historic PCR Memo, the Air Quality Tech Memo, Traffic Noise Tech Memo, and Community

00:21:17.080 --> 00:21:22.440
 Impacts Memo, and it mentions that all other technical reports are in process.

00:21:22.440 --> 00:21:25.380
 So this project's in a little bit different phase than all the other ones that we've kind

00:21:25.380 --> 00:21:26.560
 of talked about.

00:21:26.560 --> 00:21:30.760
 It's actually going through the environmental clearance process right now.

00:21:30.760 --> 00:21:44.400
 FM 1173, Denton County issued an RFQ for plans, specs, and environmentals for the phase efforts

00:21:44.400 --> 00:21:46.940
 and those responses are due December 16th.

00:21:46.940 --> 00:21:51.560
 So tomorrow they should have their proposals back from engineering firms who are interested

00:21:51.560 --> 00:21:54.240
 in working on this project for the county.

00:21:54.240 --> 00:22:00.260
 So next month I would anticipate that they have reviewed those different qualification

00:22:00.260 --> 00:22:04.280
 documents that have been submitted and be looking at selecting a firm to move forward

00:22:04.280 --> 00:22:10.460
 with on that design.

00:22:10.460 --> 00:22:17.440
 Elman Locust, Techscot is currently investigating the existing pavement structure.

00:22:17.440 --> 00:22:21.440
 They're looking at the cores and making visual inspections.

00:22:21.440 --> 00:22:26.120
 They have found that there is no concrete underneath the pavement and they're working

00:22:26.120 --> 00:22:29.440
 to quantify the need for the full depth.

00:22:29.440 --> 00:22:31.920
 They're currently coordinating with us.

00:22:31.920 --> 00:22:35.320
 They're hoping to have some information back to us by the end of the year.

00:22:35.320 --> 00:22:40.780
 If not, it'll be early 2022 so that they can give us an estimation of what their replacement

00:22:40.780 --> 00:22:43.440
 measures are going to be on that roadway.

00:22:43.440 --> 00:22:48.360
 Just to give you a little bit of background, that is an ongoing conversation on phase one.

00:22:48.360 --> 00:22:54.360
 They had to do some research to actually look at what the pavement structure was and what

00:22:54.360 --> 00:22:59.260
 improvement measures that they will need to make in order to have that roadway reconstructed

00:22:59.260 --> 00:23:04.520
 and so that's been something we've been talking with them monthly and staying on top of, as

00:23:04.520 --> 00:23:09.040
 we're very much interested in, in when the timing they can come in to make the replacements

00:23:09.040 --> 00:23:17.520
 and the much needed improvements in this area prior to, you know, once the PEC4 project

00:23:17.520 --> 00:23:23.080
 is completed and really wanting to make sure that they make all of those rehabilitation

00:23:23.080 --> 00:23:29.600
 updates and then as you're aware, the city will be looking at taking over those sections

00:23:29.600 --> 00:23:34.000
 of the roadway but we want to ensure that it's been brought up to a standard that is

00:23:34.000 --> 00:23:39.380
 acceptable to the city before we look at taking over those sections.

00:23:39.380 --> 00:23:43.440
 And currently that conversation is only for phase one which is really all south of the

00:23:43.440 --> 00:23:46.240
 courthouse.

00:23:46.240 --> 00:23:51.480
 And I think I made it through so hopefully I answered all the questions that I can.

00:23:51.480 --> 00:23:53.720
 Could you read the glossary to us?

00:23:53.720 --> 00:23:54.720
 I'm sorry?

00:23:54.720 --> 00:23:55.720
 Could you read the glossary to us?

00:23:55.720 --> 00:23:56.720
 The glossary?

00:23:56.720 --> 00:23:59.840
 I already closed the presentation.

00:23:59.840 --> 00:24:05.480
 I will definitely look to get a more detailed update on the 380 interim improvements with

00:24:05.480 --> 00:24:09.520
 that traffic switch when we speak with TxDOT tomorrow and we'll work to have something

00:24:09.520 --> 00:24:10.720
 in the Friday report for you.

00:24:10.720 --> 00:24:13.320
 Yeah, I mean just a couple sentences so we can share with the public.

00:24:13.320 --> 00:24:14.320
 That's great.

00:24:14.320 --> 00:24:15.320
 Thank you.

00:24:15.320 --> 00:24:16.320
 Any other questions?

00:24:16.320 --> 00:24:17.320
 Okay.

00:24:17.320 --> 00:24:18.320
 Thank you.

00:24:18.320 --> 00:24:19.320
 Appreciate you.

00:24:19.320 --> 00:24:20.320
 You made it.

00:24:20.320 --> 00:24:21.320
 Yeah, yeah.

00:24:21.320 --> 00:24:22.320
 Okay.

00:24:22.320 --> 00:24:23.320
 Yes.

00:24:23.320 --> 00:24:24.320
 All right.

00:24:24.320 --> 00:24:28.280
 So that'll close out item B. We'll do item C now.

00:24:28.280 --> 00:24:31.520
 Receive a report and hold the discussion regarding updates from DCTA.

00:24:31.520 --> 00:24:33.600
 Morning, Ray.

00:24:33.600 --> 00:24:35.920
 Good morning.

00:24:35.920 --> 00:24:51.160
 I'd like to brief the committee on the results of our DCTA board meeting in December.

00:24:51.160 --> 00:25:00.240
 It's a very significant time in our transition as an agency from predominantly fixed route

00:25:00.240 --> 00:25:10.240
 and rail to a multimodal mobility solutions provider with GoZone and fixed route and as

00:25:10.240 --> 00:25:19.640
 you know, we've been deliberating over several months of data and I'm here to...

00:25:19.640 --> 00:25:21.760
 Thank you very much.

00:25:21.760 --> 00:25:22.840
 Oh, here.

00:25:22.840 --> 00:25:24.920
 I'll let you...

00:25:24.920 --> 00:25:25.920
 Better?

00:25:25.920 --> 00:25:26.920
 Okay.

00:25:26.920 --> 00:25:30.920
 Thank you so much.

00:25:30.920 --> 00:25:36.880
 So I'm here to present the results of our December board meeting.

00:25:36.880 --> 00:25:39.520
 Let's start with what the board actually approved.

00:25:39.520 --> 00:25:46.640
 So we, after several months of looking at the data, we went through a lot of detail analysis,

00:25:46.640 --> 00:25:55.400
 let's say we, it was a collective of DCTA staff, Accenture, who has a consultancy that

00:25:55.400 --> 00:25:58.820
 also looks...

00:25:58.820 --> 00:26:06.920
 Has a practice that is focused on transportation, specifically fixed route, on demand mobility

00:26:06.920 --> 00:26:11.960
 services, as well as the head of global operations for Via that was also involved.

00:26:11.960 --> 00:26:17.520
 Their entire team was involved in looking at routes and providing information back to

00:26:17.520 --> 00:26:25.480
 the board and to the consultants and ourselves as to where they thought fixed route and on

00:26:25.480 --> 00:26:27.440
 demand could be complimentary.

00:26:27.440 --> 00:26:31.440
 The results were that the board approved a cancellation route one.

00:26:31.440 --> 00:26:36.320
 I'll get into the details of how and why some of those decisions were made.

00:26:36.320 --> 00:26:44.480
 They also agreed to discontinue routes 21 and 22 in Louisville on December 24th, modified

00:26:44.480 --> 00:26:48.740
 the Denton Connect routes two, three, four.

00:26:48.740 --> 00:26:54.240
 We were saying five is a new route, but it's basically splitting route four, which was

00:26:54.240 --> 00:26:58.440
 very lengthy and it caused some operational challenges.

00:26:58.440 --> 00:27:02.600
 So we really took four and instead of saying four A and four B, just made it a little bit

00:27:02.600 --> 00:27:08.400
 more simple to call it a new route five and then retention of six and seven.

00:27:08.400 --> 00:27:15.840
 All routes have modifications to them designed to improve efficiency and effectiveness.

00:27:15.840 --> 00:27:22.240
 So when we talk about fixed route ridership, the two major pillars of a good healthy route

00:27:22.240 --> 00:27:25.480
 is that it has frequency and it's on time.

00:27:25.480 --> 00:27:32.440
 So the longer the route, the tendency from a ridership perspective is toward the ends

00:27:32.440 --> 00:27:36.640
 of the routes that tend to be less productive, but it's also very challenging based on the

00:27:36.640 --> 00:27:40.740
 length of route, especially if you get behind schedule to get the vehicles back on schedule

00:27:40.740 --> 00:27:43.100
 because of the distance that they're traveling.

00:27:43.100 --> 00:27:44.160
 So we needed to look at that.

00:27:44.160 --> 00:27:53.140
 We also wanted to look at the day, the average weekly day and determine how productive the

00:27:53.140 --> 00:27:59.280
 ridership actually was by hour of day because that also provides a different lens to look

00:27:59.280 --> 00:28:01.040
 at the productivity of the service.

00:28:01.040 --> 00:28:05.460
 So what has been presented in the past is one kind of golden rule.

00:28:05.460 --> 00:28:07.440
 You want to carry 10 passengers per hour.

00:28:07.440 --> 00:28:12.800
 If you look at it in the aggregation of all hours served, their unproductive hours therefore

00:28:12.800 --> 00:28:16.240
 drags the entire average daily ridership down.

00:28:16.240 --> 00:28:22.720
 We wanted to split that apart and analyze it a little bit more and see if it revealed

00:28:22.720 --> 00:28:24.200
 important information and it did.

00:28:24.200 --> 00:28:30.520
 And that's what we're here to present and what was presented to the board of directors.

00:28:30.520 --> 00:28:37.440
 So just to ground the conversation, it's good to look at multiple years, the perspective

00:28:37.440 --> 00:28:38.440
 on ridership.

00:28:38.440 --> 00:28:45.560
 The good news here is that when you look at fixed route plus what the directive of the

00:28:45.560 --> 00:28:50.240
 board was to implement GoZone, when you stack those on top of each other, we're actually

00:28:50.240 --> 00:28:59.320
 reaching ridership levels on those specific routes that exceeded pre-pandemic numbers,

00:28:59.320 --> 00:29:00.800
 which is exciting.

00:29:00.800 --> 00:29:05.520
 If I stood up and applauded, like you've grown ridership.

00:29:05.520 --> 00:29:09.040
 That's been the elusive thing to grow total ridership.

00:29:09.040 --> 00:29:12.920
 That's core to our mission, right, is more people.

00:29:12.920 --> 00:29:18.480
 People just kind of like, I think become exhausted and didn't even view that as a possibility,

00:29:18.480 --> 00:29:19.480
 you know.

00:29:19.480 --> 00:29:20.480
 So.

00:29:20.480 --> 00:29:21.480
 Yes.

00:29:21.480 --> 00:29:22.480
 Thank you.

00:29:22.480 --> 00:29:23.480
 Thank you.

00:29:23.480 --> 00:29:34.040
 That was actually highlighted by the VIA team is that they have not seen any of their services

00:29:34.040 --> 00:29:37.000
 across the country actually reach pre-pandemic levels.

00:29:37.000 --> 00:29:39.480
 So there's something very interesting about what we're doing that's different.

00:29:39.480 --> 00:29:47.200
 A lot of transit agencies are deploying GoZone and similar mobility services, but they're

00:29:47.200 --> 00:29:50.200
 doing it as a pick and replace as opposed to an overlay.

00:29:50.200 --> 00:29:54.240
 As opposed to a portfolio approach, you know, as we discussed.

00:29:54.240 --> 00:30:00.320
 And so conventionally it makes sense why have two different services competing in the same

00:30:00.320 --> 00:30:01.320
 area.

00:30:01.320 --> 00:30:05.800
 VIA actually argued that in a lot of ways it'll be complementary.

00:30:05.800 --> 00:30:11.520
 Folks will choose, as I believe you've said before, depending on the actual trip that

00:30:11.520 --> 00:30:18.120
 they need to take, they may choose a different modality or they may actually use a combination

00:30:18.120 --> 00:30:19.120
 thereof.

00:30:19.120 --> 00:30:24.120
 So I'm kind of doing a preemptive comment here, which you're going to see later.

00:30:24.120 --> 00:30:32.960
 But if you look at the just the stack diagram here with green being the Connect ridership

00:30:32.960 --> 00:30:40.440
 at this time and the GoZone ridership, when you stack them on top of each other, the 2019

00:30:40.440 --> 00:30:45.320
 which is in blue, you can see for the month of October, at least for the month of October,

00:30:45.320 --> 00:30:52.320
 you'd actually accomplish what we'd all hoped for, which was increased ridership.

00:30:52.320 --> 00:30:59.200
 GoZone ridership continues to grow, which is fascinating and fantastic, both that we're

00:30:59.200 --> 00:31:03.720
 getting the efficacy out of the system.

00:31:03.720 --> 00:31:10.380
 We are still working with the contractor and that the efficiency, so we want both effectiveness

00:31:10.380 --> 00:31:13.840
 and efficiency out of all of your different services.

00:31:13.840 --> 00:31:21.800
 The effectiveness has been tremendous, the efficiency is still a challenge and the efficiency

00:31:21.800 --> 00:31:25.920
 basically boils down to how many people are we carrying on a vehicle, no different than

00:31:25.920 --> 00:31:33.520
 how many people, 10 passengers per hour, it's the same type of equivalency for GoZone.

00:31:33.520 --> 00:31:34.520
 Part of that is…

00:31:34.520 --> 00:31:38.720
 Pardon me, Ray, do you think that the curve is flattening now and you're kind of finding

00:31:38.720 --> 00:31:46.120
 what the eventual size will be, it looks like maybe you're zeroing in on…

00:31:46.120 --> 00:31:52.500
 Well, I think it's hard to say given several factors, one is it's only been out there

00:31:52.500 --> 00:31:55.200
 for a couple of months.

00:31:55.200 --> 00:32:01.880
 Usually October is our highest ridership time because of all the school activity.

00:32:01.880 --> 00:32:07.800
 The expectation is that we'll see a significant drop off both in GoZone and connect ridership

00:32:07.800 --> 00:32:13.920
 as we always do after entering into the holiday breaks and then you'll see it naturally

00:32:13.920 --> 00:32:15.720
 go up.

00:32:15.720 --> 00:32:20.400
 Some of this has to do with that effectiveness versus efficiency.

00:32:20.400 --> 00:32:24.920
 You can only be so efficient depending on the number of trips and how well we're able

00:32:24.920 --> 00:32:30.480
 to aggregate the trips and I'll kind of talk about, do a little bit more of a deep

00:32:30.480 --> 00:32:36.320
 dive on why we're not seeing the efficiency yet and some of the things that we're going

00:32:36.320 --> 00:32:41.960
 to try to do moving into the remainder of this year.

00:32:41.960 --> 00:32:47.320
 When you stack them up against, again, if you just looked at GoZone ridership and you

00:32:47.320 --> 00:32:51.800
 weren't connecting the two, you could see how big of a difference just picking it up

00:32:51.800 --> 00:32:53.400
 and replacing it with something different.

00:32:53.400 --> 00:32:57.000
 I don't think we'd be achieving the ridership levels.

00:32:57.000 --> 00:33:01.000
 What the trend suggests is that there are people that are selecting fixed route because

00:33:01.000 --> 00:33:05.400
 fixed route is the preferred mode for many of the trips.

00:33:05.400 --> 00:33:11.480
 There's roughly 19,000 trips that are happening across the connect service that if you eliminated

00:33:11.480 --> 00:33:15.960
 that, imagine you'd have 19,000 more trips that would likely need to be picked up by

00:33:15.960 --> 00:33:16.960
 GoZone.

00:33:16.960 --> 00:33:21.680
 So part of the concern and why we went through this analysis is to make sure that we weren't

00:33:21.680 --> 00:33:28.720
 going to negatively affect GoZone and that was part of the board's reasoning for looking

00:33:28.720 --> 00:33:34.240
 at this over several months because if we didn't feel like the ridership was moving

00:33:34.240 --> 00:33:39.480
 over then why was that and what happens if we eliminate the service?

00:33:39.480 --> 00:33:41.240
 People still need rides.

00:33:41.240 --> 00:33:50.160
 So if you can imagine with this level of efficiency or the number of trips you're seeing, again,

00:33:50.160 --> 00:33:52.160
 it's just a few weeks of data.

00:33:52.160 --> 00:33:57.880
 I don't think we can really call that a trend but if we're reaching capacity, there's some

00:33:57.880 --> 00:34:00.500
 ways of looking at that capacity.

00:34:00.500 --> 00:34:07.160
 One is the contract calls for about a 15-minute wait time as a maximum.

00:34:07.160 --> 00:34:11.880
 So that's generally what we're trying to accomplish is you wait no more than 15 minutes.

00:34:11.880 --> 00:34:17.120
 We're actually seeing more of a closer to 18, 19, in some cases 20 minutes or more depending

00:34:17.120 --> 00:34:23.080
 on the time of day wait which means that the availability of the service isn't necessarily

00:34:23.080 --> 00:34:27.040
 there because we're stretching it, we're moving it, we're moving a lot of people.

00:34:27.040 --> 00:34:35.040
 And so why is that and as we kind of start looking at the data, this is an interesting

00:34:35.040 --> 00:34:36.640
 map.

00:34:36.640 --> 00:34:41.360
 I don't know that we've presented this before to the board or this committee.

00:34:41.360 --> 00:34:47.520
 We certainly have shown the heat map of all the trips which are represented by the orange

00:34:47.520 --> 00:34:50.400
 and red dots.

00:34:50.400 --> 00:34:53.520
 Those are origins where we pick people up.

00:34:53.520 --> 00:35:00.880
 But then we've overlaid both the University Service and the Denton Connect Service so that

00:35:00.880 --> 00:35:07.560
 we have a better perspective of what coverage you actually have with the entire network.

00:35:07.560 --> 00:35:12.200
 So a lot of folks are under the impression that the university shuttles are only for

00:35:12.200 --> 00:35:14.200
 university students but that's not correct.

00:35:14.200 --> 00:35:17.140
 It's actually open to the general public as well.

00:35:17.140 --> 00:35:22.260
 So we wanted to make sure that we were visually looking at the entire network and where transfers

00:35:22.260 --> 00:35:28.640
 can happen as we start thinking about a multimodal system and the concept of hubs, which I'll

00:35:28.640 --> 00:35:33.920
 get into a little bit more, but basically that is a point on the fixed route network

00:35:33.920 --> 00:35:40.200
 where we can transfer somebody from GoZone, a shorter trip, onto the fixed route network,

00:35:40.200 --> 00:35:47.200
 traverse a longer area and use pricing to address certain things to make the entire

00:35:47.200 --> 00:35:48.200
 network efficient.

00:35:48.200 --> 00:35:53.480
 But you can see in the dark blue, those are the university routes, they're heavily

00:35:53.480 --> 00:35:59.200
 concentrated in the same areas where you see a lot of the trips with GoZone happening.

00:35:59.200 --> 00:36:04.000
 But it does a good job that both the fixed route I think and the GoZone of covering that

00:36:04.000 --> 00:36:10.240
 southern sector of Denton County and then that far right side is where it comes close

00:36:10.240 --> 00:36:17.920
 to Unicorn Lake area and the very far kind of gray areas where you have Med Park, the

00:36:17.920 --> 00:36:19.720
 train station and the like.

00:36:19.720 --> 00:36:26.400
 You know, I think I see the growth potential, I mean it appears to me that part of what

00:36:26.400 --> 00:36:32.240
 you've accomplished is filling in the map, you know, where it just really isn't public

00:36:32.240 --> 00:36:33.240
 transit.

00:36:33.240 --> 00:36:38.640
 I mean there's, you know, like message one is obviously the concentration in the southwest,

00:36:38.640 --> 00:36:46.040
 but you know, all the light orange is, you know, those are trips that couldn't have happened

00:36:46.040 --> 00:36:51.800
 before and I think the growth potential is filling in the white.

00:36:51.800 --> 00:36:57.400
 Now imagine if, you know, it was like an electric fleet or a non-polluting fleet or something

00:36:57.400 --> 00:37:04.000
 like what a great accomplishment to replace all those trips with, you know, with a different

00:37:04.000 --> 00:37:06.200
 form of transportation.

00:37:06.200 --> 00:37:07.280
 Agreed.

00:37:07.280 --> 00:37:10.160
 And this is the existing map.

00:37:10.160 --> 00:37:15.560
 So one of the things, as I mentioned, we wanted to look at through the data is are there times

00:37:15.560 --> 00:37:19.120
 a day and the length of the trips.

00:37:19.120 --> 00:37:27.560
 As you can see Route 3, which is pretty much in the center of, it runs east and west, but

00:37:27.560 --> 00:37:35.040
 this far right side, you don't see a lot of trips happening in that area, but the same

00:37:35.040 --> 00:37:40.260
 vehicle has to travel out there and so you see demand kind of drop off in that area.

00:37:40.260 --> 00:37:48.560
 Those are areas on each one of these routes that we want to look at because we have workforce

00:37:48.560 --> 00:37:50.760
 issues like the rest of the country does.

00:37:50.760 --> 00:37:56.920
 If you don't have enough operators, you're traveling long distances, our on-time performance

00:37:56.920 --> 00:38:02.720
 has been poor, so we wanted to figure out, well, with the existing workforce, how do

00:38:02.720 --> 00:38:08.760
 we make the system more efficient and then how do we leverage GoZone to actually transfer

00:38:08.760 --> 00:38:13.640
 people on the fixed route and use it as valuable infrastructure.

00:38:13.640 --> 00:38:17.640
 So that's the theme that we're going to walk through here and kind of dissect a little

00:38:17.640 --> 00:38:19.440
 bit.

00:38:19.440 --> 00:38:26.280
 So here's the interesting thing, that when you look at GoZone and you can literally overlay

00:38:26.280 --> 00:38:31.840
 and we will here in a minute show you the same curve on fixed route, it is something

00:38:31.840 --> 00:38:38.880
 that is unique, our belief is due to COVID.

00:38:38.880 --> 00:38:45.820
 Over the last two years ridership trends have changed nationally, VIA and Accenture have

00:38:45.820 --> 00:38:52.840
 validated this as well, that normal travel patterns in transit you would see two peaks,

00:38:52.840 --> 00:38:55.200
 one in the AM and one in the PM.

00:38:55.200 --> 00:39:00.280
 The majority of those are efficient to aggregate and to move because people are usually taking

00:39:00.280 --> 00:39:05.960
 trips to go to the work and at the end of the day they're coming back from work.

00:39:05.960 --> 00:39:08.800
 So you would see a peak in the morning and a peak in the afternoon, where we've actually

00:39:08.800 --> 00:39:15.740
 seen the majority of the peak is in midday and this is consistent with traffic patterns

00:39:15.740 --> 00:39:20.600
 as well, there's a lot more traffic in the middle of the day than you have in the early

00:39:20.600 --> 00:39:23.820
 evenings and in the morning time.

00:39:23.820 --> 00:39:32.680
 It also impacts what VIA originally proposed to DCTA as far as normal ridership, if normal

00:39:32.680 --> 00:39:38.000
 ridership happens the way the expectation was, we'd see growth in ridership.

00:39:38.000 --> 00:39:41.920
 The expectation is you'd see it in the morning, you'd see it in the evening, you could aggregate

00:39:41.920 --> 00:39:44.400
 people on these trips, be very efficient.

00:39:44.400 --> 00:39:50.240
 What we're actually seeing is a disaggregation of ridership, but a concentration in the middle

00:39:50.240 --> 00:39:54.080
 of the day and those trips are going everywhere, they're going to doctors, they're going to

00:39:54.080 --> 00:39:57.800
 retail, they're going to lunch, and they're not normal business trips.

00:39:57.800 --> 00:40:02.960
 So it's less efficient, if that makes sense, for them and that's one of the findings that

00:40:02.960 --> 00:40:03.960
 is coming back.

00:40:03.960 --> 00:40:08.440
 We, again, just have a couple of months of data.

00:40:08.440 --> 00:40:15.300
 But the problem is, is when you start looking at fixed route, fixed route has the same curve.

00:40:15.300 --> 00:40:20.160
 And so those 19,000 trips that are happening on fixed route, you can imagine that gold

00:40:20.160 --> 00:40:23.680
 bar in the center is where all those trips are happening.

00:40:23.680 --> 00:40:28.360
 We're concerned that it's going to overwhelm the system, if that makes sense.

00:40:28.360 --> 00:40:35.280
 But you can see some natural growth in AM/PM peak and evening, which is very, very healthy.

00:40:35.280 --> 00:40:42.120
 Something that we wouldn't expect necessarily on fixed route, because it provides a lot

00:40:42.120 --> 00:40:43.980
 more flexibility.

00:40:43.980 --> 00:40:48.100
 So let's start getting into some of the detail and why we made the decisions or recommendations

00:40:48.100 --> 00:40:52.700
 that we did and then ultimately why the board approved the proposal.

00:40:52.700 --> 00:40:59.880
 So looking at three major categories, AM peak from 5 a.m. to roughly 10, from 10 a.m. to

00:40:59.880 --> 00:41:06.240
 4, and from 4 p.m. to 6 p.m., and then late evenings, those are the categories that we

00:41:06.240 --> 00:41:07.240
 looked at.

00:41:07.240 --> 00:41:10.880
 And then we looked at ridership by hour in those groupings.

00:41:10.880 --> 00:41:21.880
 You can see that during the midday that Denton Connect Route 1, we were seeing a trend, and

00:41:21.880 --> 00:41:25.000
 this has been the case for a significant period of time.

00:41:25.000 --> 00:41:31.980
 It's just not efficient or effective, and we felt like there were better ways to serve

00:41:31.980 --> 00:41:32.980
 this route.

00:41:32.980 --> 00:41:37.480
 And so we looked at it both in aggregate, in these buckets, we also looked at it at

00:41:37.480 --> 00:41:38.480
 time slices.

00:41:38.480 --> 00:41:45.320
 Again, you can see noon, 1 p.m., 2 p.m. were the highest, but you can see a drop off on

00:41:45.320 --> 00:41:52.060
 that ridership from September to October.

00:41:52.060 --> 00:41:59.700
 Looking at routes 2, similar curves, but also once we looked at this, we said, okay, is

00:41:59.700 --> 00:42:05.900
 there a better way to structure the route so that we can make it more efficient, more

00:42:05.900 --> 00:42:10.860
 on time, better frequency, so that we can actually get ridership up?

00:42:10.860 --> 00:42:12.500
 So it's a nested problem.

00:42:12.500 --> 00:42:18.080
 It's not just how many people we're carrying during the hours we were serving, but if your

00:42:18.080 --> 00:42:23.260
 on-time performance is below 80%, I don't know a lot of people that are going to be

00:42:23.260 --> 00:42:26.780
 interested in waiting on a bus that they're not sure when it's going to show up.

00:42:26.780 --> 00:42:34.020
 And so that's naturally one of the major parameters of looking at service, and so this is a portion

00:42:34.020 --> 00:42:36.980
 of it, also looking at the time of day was important.

00:42:36.980 --> 00:42:37.980
 Excuse me.

00:42:37.980 --> 00:42:41.500
 I just want to first make a comment, then ask a question.

00:42:41.500 --> 00:42:44.180
 You'll notice I haven't been asking you to be recognized or whatever.

00:42:44.180 --> 00:42:50.260
 We're only three people, you know, plus staff, but I'm perfectly okay with that kind of fire

00:42:50.260 --> 00:42:57.620
 at will, just conversation, because it's hard on my peripheral vision to watch both of you.

00:42:57.620 --> 00:43:01.700
 So I don't mean to be dominating, I'm just having questions I assume you can ask when

00:43:01.700 --> 00:43:04.420
 you wish.

00:43:04.420 --> 00:43:09.300
 When you use terms "effective" and "efficient," what are you mostly thinking?

00:43:09.300 --> 00:43:13.900
 Is "efficient" just like number of people on the bus, basically?

00:43:13.900 --> 00:43:17.940
 Or do you think it's not efficient, just running into buses?

00:43:17.940 --> 00:43:25.460
 Typically, efficiency has to do with cost per hour, passengers per hour.

00:43:25.460 --> 00:43:29.980
 Effectiveness is, are we seeing growth?

00:43:29.980 --> 00:43:32.740
 Are we meeting the needs of the public?

00:43:32.740 --> 00:43:37.020
 Is it being accessed where it needs to be accessed?

00:43:37.020 --> 00:43:48.100
 A less effective route would be one that is, where there's generally not ridership growing

00:43:48.100 --> 00:43:51.260
 over a long period of time.

00:43:51.260 --> 00:43:52.260
 Is it efficient?

00:43:52.260 --> 00:43:53.260
 Is it staying on time?

00:43:53.260 --> 00:43:58.340
 Is it staying, is it on time?

00:43:58.340 --> 00:44:02.020
 Is it -- So when you're saying it's not being effective

00:44:02.020 --> 00:44:08.140
 or not being efficient, it's like some combination of not enough riders per trip and not making

00:44:08.140 --> 00:44:09.140
 it on time?

00:44:09.140 --> 00:44:10.140
 Correct.

00:44:10.140 --> 00:44:11.140
 Okay.

00:44:11.140 --> 00:44:16.980
 And we're applying resources, and every transit agency has standards, performance standards.

00:44:16.980 --> 00:44:26.100
 Typically, transit properties will look at the underperforming routes, the least effective

00:44:26.100 --> 00:44:32.100
 and efficient, the lower 10%, if you will, and you try to make modifications to that

00:44:32.100 --> 00:44:36.940
 service so that you can either improve it or you eliminate it, and that's pretty much

00:44:36.940 --> 00:44:42.180
 most corporations look at it the same way as how do we stay effective and efficient?

00:44:42.180 --> 00:44:46.660
 You're always looking at that lower, least performing productivity in your organization,

00:44:46.660 --> 00:44:51.820
 and that's the same thing as we look at routes and try to make sure that they're both effective

00:44:51.820 --> 00:44:52.820
 and efficient.

00:44:52.820 --> 00:44:53.820
 Okay.

00:44:53.820 --> 00:44:59.500
 I'm taking off track, it helps me follow up.

00:44:59.500 --> 00:45:01.380
 Okay.

00:45:01.380 --> 00:45:03.340
 Okay.

00:45:03.340 --> 00:45:11.060
 So you'll see a general trend in these, but as you'll see where they become more productive,

00:45:11.060 --> 00:45:20.100
 more effective, this is an example, is we're carrying on routes three in the a.m. and midday,

00:45:20.100 --> 00:45:27.860
 we're meeting that 10 passenger per hour goal, the peak, and of course, evening, slides

00:45:27.860 --> 00:45:34.220
 off significantly, so for the hours in the late evening after 7 p.m., we have service

00:45:34.220 --> 00:45:36.900
 out there, we're not carrying very many people.

00:45:36.900 --> 00:45:44.780
 Now there's an argument, going back to the effectiveness perspective, if you go to downtown

00:45:44.780 --> 00:45:50.580
 anywhere U.S.A. that has a significant transit system, they'll continue to run service in

00:45:50.580 --> 00:45:56.980
 the late hours because you might have one or two people that need to have access to

00:45:56.980 --> 00:46:04.260
 transit and it's important for that city, for those municipalities, to have that service

00:46:04.260 --> 00:46:09.260
 out there, and so that's where it's effective but it's not efficient.

00:46:09.260 --> 00:46:13.500
 The efficiency would be it's cost-effective, you're carrying a number of people that you

00:46:13.500 --> 00:46:19.900
 need to carry, but that's not always the answer that a city's looking for, and that gets back

00:46:19.900 --> 00:46:25.100
 to livability and do you look at transit as a utility, do you look at how do you want

00:46:25.100 --> 00:46:32.220
 to shape the services that you afford your citizens, and I think it's true of a lot

00:46:32.220 --> 00:46:37.740
 of utilities and infrastructure that cities have to put in place is if you have people

00:46:37.740 --> 00:46:44.660
 in rural areas, it may not be as efficient but it certainly is effective because they

00:46:44.660 --> 00:46:49.060
 need those utilities to live where they live, right, and so in many ways we have to look

00:46:49.060 --> 00:46:53.500
 at it the same way, but because we have scarce resources, we have to make some decisions

00:46:53.500 --> 00:46:58.100
 and that was part of the challenge we had, which is, hey, let's pick and replace one

00:46:58.100 --> 00:47:02.960
 mode for the other and we only have so many dollars to spend, so how do we create a network

00:47:02.960 --> 00:47:08.960
 that we can create a base of effectiveness and efficiency and then grow it, if it makes

00:47:08.960 --> 00:47:15.000
 sense, in the right way, whether that be with on-demand or fixed route in the future, okay,

00:47:15.000 --> 00:47:16.940
 so you'll see with DC3.

00:47:16.940 --> 00:47:23.100
 I'm here to ask a question at this point.

00:47:23.100 --> 00:47:29.380
 How long is the, how long does it take to make that decision, I mean, what length of

00:47:29.380 --> 00:47:36.740
 time are you looking at to make the decision about the effectiveness and the efficiency?

00:47:36.740 --> 00:47:42.660
 So the board approved the budget to carry this service through the end of September,

00:47:42.660 --> 00:47:44.540
 which will be our fiscal year.

00:47:44.540 --> 00:47:50.260
 We'll start seeing in a handful of months once we deploy the new service and there's

00:47:50.260 --> 00:47:55.740
 a chart I'll share with you later, a timeline, but we're going to need a couple of months

00:47:55.740 --> 00:48:00.940
 to make these changes, so the proposal is to get all these changes, the board approved

00:48:00.940 --> 00:48:02.460
 it in December.

00:48:02.460 --> 00:48:05.900
 If you can imagine, some of these routes are going to need new bus stop signs, they're

00:48:05.900 --> 00:48:10.900
 going to change where they actually were, so we have to move signs, there's some infrastructure

00:48:10.900 --> 00:48:17.420
 changes we need to make, there's some public information and communication that we need

00:48:17.420 --> 00:48:24.260
 to do, so we're looking to make those changes in March and then from March through probably

00:48:24.260 --> 00:48:32.200
 July and August we'll continue to assess that data as we come up to the September timeframe

00:48:32.200 --> 00:48:37.540
 we'll make recommendations to either continue to tweak it.

00:48:37.540 --> 00:48:44.460
 Between June and September, actually starting now through June, we're going to continue

00:48:44.460 --> 00:48:51.380
 to work with VIA and Accenture on a comprehensive service assessment, and I'm kind of taken

00:48:51.380 --> 00:48:54.420
 away from some of the slides so if you'll entertain me I'll walk us through what that

00:48:54.420 --> 00:49:00.220
 timeline looks like, but we have a plan for that.

00:49:00.220 --> 00:49:09.860
 DC4, all these trends look very similar as you can see, midday was definitely a significant

00:49:09.860 --> 00:49:15.060
 number of riders, this was one that was extraordinarily long, I'll show that to you in a little bit

00:49:15.060 --> 00:49:21.460
 more fidelity in what we're doing with 4 and 5, we don't have a slide for 5 because it

00:49:21.460 --> 00:49:29.820
 doesn't currently exist, Denton Connect 6 has strong ridership a.m. and day peak during

00:49:29.820 --> 00:49:35.780
 the p.m. peak, evening significantly drops off so we have service out there, so you can

00:49:35.780 --> 00:49:39.700
 kind of see the trend where we're talking about what do we do in the morning, what do

00:49:39.700 --> 00:49:44.340
 we do in the late evening, do we shrink the number of hours because that will save cost

00:49:44.340 --> 00:49:50.420
 and then do we reshape the routes, and so this is the analysis.

00:49:50.420 --> 00:49:57.420
 I think the entire board was in agreement that Route 7 is a very strong performer, there

00:49:57.420 --> 00:50:04.140
 was no question about Route 7 and its performance, however we did feel that there was some inefficiency

00:50:04.140 --> 00:50:11.900
 on some of the legs at the end or the ends of this that needed to be modified and we

00:50:11.900 --> 00:50:15.980
 provided that information to the board.

00:50:15.980 --> 00:50:22.340
 So you can see from roughly 7 a.m. to about 6 p.m. is the majority of currently what we're

00:50:22.340 --> 00:50:28.580
 seeing during, we'll call it the COVID era, it's starting to turn into multiple years,

00:50:28.580 --> 00:50:39.060
 we're seeing a very balanced consistent level of ridership in and around the a.m. to probably

00:50:39.060 --> 00:50:45.500
 6 p.m. time frame on those shoulders we really drop off on effectiveness, but this is where

00:50:45.500 --> 00:50:53.280
 GoZone becomes very effective and can take over that inefficiency.

00:50:53.280 --> 00:50:59.880
 So let's talk about what the service looked like and what the board approved, so in gray

00:50:59.880 --> 00:51:08.220
 was the original service, the map in blue is what the new proposed service looks like,

00:51:08.220 --> 00:51:14.340
 you can see there's significant portions that are in gray that were kind of on the outer

00:51:14.340 --> 00:51:25.220
 edges that we feel between the service, the UNT service shuttles, the new connect route

00:51:25.220 --> 00:51:30.340
 service, there's a right literally in the center you see almost like a little checkerboard,

00:51:30.340 --> 00:51:38.120
 that's the DDTC where you have all the majority of the routes connecting in and we pulled

00:51:38.120 --> 00:51:46.140
 route 7 on the west off of University Inn because that portion under the bridge west

00:51:46.140 --> 00:51:50.740
 of 35 was taking some considerable time.

00:51:50.740 --> 00:51:55.300
 We also, I'll get into some of the details, but what you see in blue you can kind of see

00:51:55.300 --> 00:52:01.980
 it's more concentrated, it's closer to the city center, and the intent is that you would

00:52:01.980 --> 00:52:06.780
 use GoZone to connect to that service and we'll talk a little bit more about that and

00:52:06.780 --> 00:52:08.300
 how that's going to work.

00:52:08.300 --> 00:52:14.820
 Here's what the new service would look like with the university and the proposed new service

00:52:14.820 --> 00:52:19.480
 plan.

00:52:19.480 --> 00:52:28.220
 This is the proposed schedule and this is a bit of an eye chart, it's in your packet,

00:52:28.220 --> 00:52:32.500
 happy to answer any questions, but generally what we did with all routes was we started

00:52:32.500 --> 00:52:38.180
 them a little later in the morning, again the majority of the ridership is in the midday,

00:52:38.180 --> 00:52:40.100
 not in the morning.

00:52:40.100 --> 00:52:47.180
 If we get back to a point that we understand the new normal, people start returning to

00:52:47.180 --> 00:52:52.260
 city centers for business trips, we'll take that in consideration, we'll modify the service

00:52:52.260 --> 00:53:03.820
 as required, but generally route 1 is discontinued, routes 2, 3, 4, the new 5 will start around

00:53:03.820 --> 00:53:10.140
 8, 8.30 depending on the route and what we've seen as far as ridership specifically on each

00:53:10.140 --> 00:53:20.220
 route and routes 21, routes 22 were discontinued.

00:53:20.220 --> 00:53:31.020
 So that was route 1, again if you remember the mix UNT and connect service, we feel that

00:53:31.020 --> 00:53:37.500
 a lot of that area can be served more effectively with GoZone, you also have some UNT connect

00:53:37.500 --> 00:53:45.060
 shuttles that do a nice job of connecting into Unicorn Lake and we just feel like that's

00:53:45.060 --> 00:53:49.820
 a better resource plan.

00:53:49.820 --> 00:53:57.620
 Didn't connect 2 was significantly modified, we're going down different streets, the part

00:53:57.620 --> 00:54:04.980
 in gray that's being discontinued, we looked at Med Park and recognized that you have the

00:54:04.980 --> 00:54:11.420
 Colorado Express, you have certainly the A train that goes through that area, we felt

00:54:11.420 --> 00:54:22.780
 it was fairly redundant to take that little leg down south and felt like hitting the target

00:54:22.780 --> 00:54:27.660
 in a lot of the retail was more important so that people had access from the city to

00:54:27.660 --> 00:54:35.900
 that shopping district, again we were trying to ensure that the routes were, if we could

00:54:35.900 --> 00:54:47.020
 the goal was to make it less than 30 minutes in frequency, this one was around 40, 42 minutes

00:54:47.020 --> 00:54:50.340
 and getting all the way down there to Med Park was going to make it close to an hour

00:54:50.340 --> 00:54:59.600
 and hour frequency just doesn't work real well so we wanted to shorten that up.

00:54:59.600 --> 00:55:06.020
 Route 3, that outer leg was, if you go back to that heat map, not a lot of trips out there,

00:55:06.020 --> 00:55:12.660
 again we were trying to create accessibility to needed services, we feel GoZone does a

00:55:12.660 --> 00:55:20.660
 great job of that, this vertical rectangle on the far right side of the new proposed

00:55:20.660 --> 00:55:26.600
 route is where City Hall and all those municipal services are now located, we feel like we

00:55:26.600 --> 00:55:36.060
 have much better access there in this route, I know there was some challenges around Ryan

00:55:36.060 --> 00:55:42.900
 High School, the beauty of GoZone is you can carry folks from the age of 13 and up, I think

00:55:42.900 --> 00:55:51.340
 getting in and around the high school without a big bus is smarter, it's a lot more safe,

00:55:51.340 --> 00:55:58.060
 we're going to have to look at travel patterns there along Mayhill Road and just ensure from

00:55:58.060 --> 00:56:05.360
 a pedestrian perspective and the vehicles, again it's a mini van so we should have much

00:56:05.360 --> 00:56:12.940
 better mobility, maneuverability with a smaller vehicle so I think this will be a safe way

00:56:12.940 --> 00:56:22.860
 to make the turns and provide accessibility into all those very much needed city services.

00:56:22.860 --> 00:56:30.900
 I just wanted to interject, I know that Council Member Beck and I were both kind of had some

00:56:30.900 --> 00:56:38.220
 feelings about Ashley Oaks no longer having a stop but there is a very, very nice and

00:56:38.220 --> 00:56:48.420
 extremely wide new path that leads from Ashley Oaks to Mayhill so there are still opportunities

00:56:48.420 --> 00:56:52.660
 for folks there to connect to fixed route service and GoZone service of course.

00:56:52.660 --> 00:57:01.100
 And as a standard planning process, when you plan routes you expect people, you prefer

00:57:01.100 --> 00:57:09.500
 not to, but the concept is that people probably should make an efficient transit system walk

00:57:09.500 --> 00:57:14.660
 as much as a quarter of a mile to stop, that can be a long way to go when it's cold, when

00:57:14.660 --> 00:57:18.900
 it's hot, when it's raining, which we have all the time around here unfortunately, sometimes

00:57:18.900 --> 00:57:29.580
 at the same time, but again it's easy to fall into when you're planning routes to think

00:57:29.580 --> 00:57:34.980
 about accessibility just from the route itself because that's conventionally, or historically

00:57:34.980 --> 00:57:39.900
 that's what transit had available to it, but now we have GoZone so if there are shorter

00:57:39.900 --> 00:57:46.180
 trips now kind of get into where we think the sweet spot is for GoZone, but the concept

00:57:46.180 --> 00:57:51.600
 is instead of walking, pick up GoZone, take it to a fixed route, get on the fixed route,

00:57:51.600 --> 00:57:58.060
 use pricing strategy to incentivize people to do that, and it creates a much better mixed

00:57:58.060 --> 00:57:59.060
 use mobility solution.

00:57:59.060 --> 00:58:00.060
 It's a transfer.

00:58:00.060 --> 00:58:01.060
 A transfer.

00:58:01.060 --> 00:58:08.180
 And if you go to thriving cities around the country, they do that every day.

00:58:08.180 --> 00:58:12.260
 Any more questions about this route?

00:58:12.260 --> 00:58:29.980
 Explain to me again, I missed some stuff here, on that route that is where the little red

00:58:29.980 --> 00:58:32.400
 dot is up at the top.

00:58:32.400 --> 00:58:46.060
 And then it goes up over there on North Roodale, and then we go left, and then we go over there

00:58:46.060 --> 00:58:47.900
 to the little red dot that's up there at the top.

00:58:47.900 --> 00:58:50.820
 I can't really see it very well.

00:58:50.820 --> 00:58:51.820
 What is that again?

00:58:51.820 --> 00:58:54.240
 Tell me about that point.

00:58:54.240 --> 00:59:00.660
 So there's a lot of density there.

00:59:00.660 --> 00:59:11.820
 The issue for transit is to ensure you're not making unprotected left turns across heavily

00:59:11.820 --> 00:59:13.660
 used corridors.

00:59:13.660 --> 00:59:16.100
 It's quite unsafe to do that.

00:59:16.100 --> 00:59:20.980
 And so we do, we have to go through some machinations to figure out how to get in and around and

00:59:20.980 --> 00:59:23.660
 try to make as many right turns as possible.

00:59:23.660 --> 00:59:27.440
 If you make too many, you wind up right where you started from, right?

00:59:27.440 --> 00:59:34.980
 So we didn't want, where that dot is, is there's a lot of folks that live on that particular

00:59:34.980 --> 00:59:35.980
 road.

00:59:35.980 --> 00:59:38.700
 And when we sat down and were discussing, well, why don't we make it more efficient

00:59:38.700 --> 00:59:43.780
 and not pick that up, we would have required a lot of people to walk almost daily.

00:59:43.780 --> 00:59:46.300
 And so we didn't want to miss that neighborhood.

00:59:46.300 --> 00:59:50.060
 It's an important neighborhood to serve.

00:59:50.060 --> 00:59:56.140
 I wish I had our planner here, because I don't have every road relegated to memory, but I

00:59:56.140 --> 01:00:03.400
 do know that there's a lot of density in that area, apartment complexes that are important

01:00:03.400 --> 01:00:04.400
 to serve.

01:00:04.400 --> 01:00:09.100
 It just looked a little tight in there, so I just wanted a little explanation.

01:00:09.100 --> 01:00:14.460
 Everything else seemed so broad, but in there it looked fairly tight and just wanted to

01:00:14.460 --> 01:00:19.900
 I definitely felt like it would be more efficient, even visually more appealing to not have it

01:00:19.900 --> 01:00:20.900
 there.

01:00:20.900 --> 01:00:24.620
 But from a practical operating perspective, we felt serving people specifically on that

01:00:24.620 --> 01:00:30.700
 road was more efficient than having everybody walking through the neighborhoods to get to

01:00:30.700 --> 01:00:35.060
 a heavily traveled road, and we certainly don't want to be stopping on 288.

01:00:35.060 --> 01:00:36.060
 It's not safe to do so.

01:00:36.060 --> 01:00:40.060
 You can wind up with a lot of rear ends there, so we need a place for people to actually

01:00:40.060 --> 01:00:42.180
 board the vehicles.

01:00:42.180 --> 01:00:44.060
 288 is not preferred.

01:00:44.060 --> 01:00:49.980
 Now when we do more joint planning and we talk about how to make this more pedestrian

01:00:49.980 --> 01:00:58.340
 friendly, transit friendly, we start talking about curb cuts and pull outs for vehicles

01:00:58.340 --> 01:01:05.100
 as part of the planning strategy for roads, road expansions, so that you can actually

01:01:05.100 --> 01:01:12.420
 safely pull over turnouts, if you will, for pedestrians to load, that we can start getting

01:01:12.420 --> 01:01:17.860
 out of these, well, we've got to find a safe place to stop.

01:01:17.860 --> 01:01:23.260
 University is a perfect example where the thoroughfare is efficient because it's a

01:01:23.260 --> 01:01:24.260
 higher speed.

01:01:24.260 --> 01:01:28.060
 You can move a lot more people through it, but it's not very safe to be stopping on

01:01:28.060 --> 01:01:33.060
 university with a bunch of bus stops because then you're clogging up traffic, and it's

01:01:33.060 --> 01:01:34.060
 not pedestrian friendly.

01:01:34.060 --> 01:01:36.020
 It's also not operator friendly.

01:01:36.020 --> 01:01:44.980
 But if you create some pull outs, if you will, where the bus can exit out of that and stop

01:01:44.980 --> 01:01:49.820
 and make a good collection point, if you have a handful of those throughout the city, it

01:01:49.820 --> 01:01:50.820
 makes it a lot more effective.

01:01:50.820 --> 01:01:54.740
 But we're having to plan around what the city infrastructure currently is.

01:01:54.740 --> 01:01:55.740
 Okay.

01:01:55.740 --> 01:01:56.740
 Thank you.

01:01:56.740 --> 01:02:00.660
 I'm making a mental note to ask about this when we review the mobility plan.

01:02:00.660 --> 01:02:07.380
 How closely are the, you know, is it knitted with DCTA's plans?

01:02:07.380 --> 01:02:10.420
 It's something that I don't think we've ever discussed.

01:02:10.420 --> 01:02:17.380
 It's something that we need to think about in urban planning if you're looking to create

01:02:17.380 --> 01:02:24.820
 a -- so as we get into the conversations about hubs, hubs tend to be in areas where you have

01:02:24.820 --> 01:02:28.980
 large concentrations, aggregations of people.

01:02:28.980 --> 01:02:35.500
 You start planning those hubs in a natural way so that people are safe.

01:02:35.500 --> 01:02:40.940
 There's sidewalks, there's benches, you make it a comfortable place for people to actually

01:02:40.940 --> 01:02:47.060
 use transit and can actually increase economic development around some of those areas.

01:02:47.060 --> 01:02:52.140
 You look at Austin and other places that did a great job of urban planning and design in

01:02:52.140 --> 01:02:56.300
 neighborhoods and they've done a really good job of that.

01:02:56.300 --> 01:03:02.340
 And even as we are having at this point of this conversation, I'm thinking about one

01:03:02.340 --> 01:03:06.220
 particular place that's a bit frustrating to me because I live close to the University

01:03:06.220 --> 01:03:14.780
 Drive is now I'm recognizing that that stop that's right there on Bell and University

01:03:14.780 --> 01:03:26.700
 Drive is so close to the corner of Bell and University Drive so if I get stuck behind

01:03:26.700 --> 01:03:35.340
 the connect, which I have been before, I'm really close to Bell and so even just the

01:03:35.340 --> 01:03:42.460
 idea of pushing them further up into the middle of the -- you know, in the middle of the -- between

01:03:42.460 --> 01:03:46.900
 the blocks is even something to consider.

01:03:46.900 --> 01:03:54.260
 >> And imagine what that does as far as we try to keep our accidents down to a minimal

01:03:54.260 --> 01:04:00.640
 number getting rear-ended on higher corridors when you're trying to stop can be a challenge.

01:04:00.640 --> 01:04:05.140
 People getting stuck behind a transit vehicle and trying to merge over to the left when

01:04:05.140 --> 01:04:09.700
 cars are traveling at a higher speed, it's just we're all trying to traverse the same

01:04:09.700 --> 01:04:15.820
 infrastructure so coordinated planning can certainly help in the future as we continue

01:04:15.820 --> 01:04:17.260
 to shape the city.

01:04:17.260 --> 01:04:24.300
 >> So speaking of Route 4, you can see Route 4 was very lengthy, took well over an hour.

01:04:24.300 --> 01:04:26.600
 The blue and the gray were all part of Route 4.

01:04:26.600 --> 01:04:34.580
 So it starts on the far west side under 35, traverses University and comes all the way

01:04:34.580 --> 01:04:44.060
 across to the east side down Loop 288, Loop 288 you just don't stop so that north southern

01:04:44.060 --> 01:04:51.740
 portion on Loop 288 was literally not picking anybody up so they're ineffective, inefficient

01:04:51.740 --> 01:04:57.640
 miles and hours of service and then we would get all the way down to the unicorn lake and

01:04:57.640 --> 01:05:03.660
 the shopping mall area, heavy traffic, so you can imagine you get behind schedule and

01:05:03.660 --> 01:05:11.980
 you're pretty much toast for the rest of the peak period until you can recover if at all.

01:05:11.980 --> 01:05:15.700
 So that was naturally something we want to look at.

01:05:15.700 --> 01:05:25.620
 You'll see the new Route 4 is very a higher frequency along the retail with the concept

01:05:25.620 --> 01:05:30.140
 that there would be a hub on each end of this thing where you could feed people in from

01:05:30.140 --> 01:05:37.020
 the neighborhoods on Route 4 and make it a lot more efficient and then that little dot

01:05:37.020 --> 01:05:42.940
 that you're talking about I think is a stop that you're referring to Ms. Byrd.

01:05:42.940 --> 01:05:50.500
 And so what we decided to do is rethink this whole southern leg of the route and that's

01:05:50.500 --> 01:05:52.500
 where Route 5 comes in.

01:05:52.500 --> 01:05:57.860
 So Route 4 and Route 5 connect right there around Bell, so that's a natural transfer

01:05:57.860 --> 01:06:06.740
 location, and then Route 5 picks up generally neighborhoods that were being served but in

01:06:06.740 --> 01:06:14.180
 a different way, so we're picking up more folks staying off of 288 coming down Nottingham

01:06:14.180 --> 01:06:21.940
 and then connecting into the DTC where you have rail and all the majority of the other

01:06:21.940 --> 01:06:25.940
 routes so if they want to stay on fixed route they can transfer, if they need to go somewhere

01:06:25.940 --> 01:06:31.860
 that's not on the fixed route they transfer to Gozone, so much more efficient.

01:06:31.860 --> 01:06:38.340
 For the people who would travel the whole length of the old 4 where they had to deal

01:06:38.340 --> 01:06:47.540
 with a long ride and a slow ride, what's the difference now in travel time as they

01:06:47.540 --> 01:06:54.300
 do two routes and make a transfer, they must have some wait time they have to add in?

01:06:54.300 --> 01:06:59.580
 Where did my schedule go?

01:06:59.580 --> 01:07:10.820
 So Route 4 was 56 minutes down to 40, so that's a significant improvement, and again let's

01:07:10.820 --> 01:07:17.620
 not forget that it's not just fixed route, they can get to Bell and transfer to Gozone.

01:07:17.620 --> 01:07:19.300
 Maybe that's really the right answer.

01:07:19.300 --> 01:07:26.740
 So the really exciting part is coming about how people will have through the app options

01:07:26.740 --> 01:07:31.420
 for them too.

01:07:31.420 --> 01:07:35.220
 I just didn't want to get through this because I think this is very important for your communities

01:07:35.220 --> 01:07:39.780
 for your stakeholder members to understand what happened to their routes and why.

01:07:39.780 --> 01:07:44.260
 So I wanted to just hover over these just a minute so that everybody was comfortable

01:07:44.260 --> 01:07:48.380
 with the changes that have been made.

01:07:48.380 --> 01:07:56.660
 Route 6 does a great job generally connecting Discovery Park, the university, it's been

01:07:56.660 --> 01:08:03.220
 doing phenomenally well, it's probably the fastest growing ridership route.

01:08:03.220 --> 01:08:08.620
 It was getting into these neighborhoods in the gray route that one is a safety concern,

01:08:08.620 --> 01:08:13.420
 one is it slows us down because we're in neighborhoods zigzagging through them.

01:08:13.420 --> 01:08:19.820
 It's not a far walk to get to the mainline fixed route and we just felt like it was much

01:08:19.820 --> 01:08:27.240
 more efficient to streamline that and get the wait times down.

01:08:27.240 --> 01:08:37.900
 And then route 7, much more streamlined, it connects with Razor Ranch at the top and continues

01:08:37.900 --> 01:08:52.740
 to run along Hickory and into the DDTC, but also makes it more efficient.

01:08:52.740 --> 01:08:56.300
 So this is where we're heading.

01:08:56.300 --> 01:08:59.460
 We're thinking about the fixed route design in two phases.

01:08:59.460 --> 01:09:08.180
 This is the initial phase, as you know, we were based on the city council, Denton City

01:09:08.180 --> 01:09:10.940
 Council's direction, your resolution.

01:09:10.940 --> 01:09:18.100
 You had some major initiatives that you wanted to address and your representative, Alison

01:09:18.100 --> 01:09:24.940
 McGuire, did an exceptional job of making sure that the voices were heard and we took

01:09:24.940 --> 01:09:27.820
 that into planning considerations.

01:09:27.820 --> 01:09:31.740
 So we fundamentally feel like we've checked the majority of the boxes.

01:09:31.740 --> 01:09:36.540
 The boxes you said you wanted checked is retain fixed route, you weren't against modifying

01:09:36.540 --> 01:09:43.120
 the routes, but obviously we needed to rethink it and reshape it based on GoZone.

01:09:43.120 --> 01:09:49.420
 You wanted to retain employment of bus operators.

01:09:49.420 --> 01:09:53.940
 We felt the best way to do that was to start with the workforce that we have and shape

01:09:53.940 --> 01:10:01.040
 the services to the best of our ability around doing what is most important from a transit

01:10:01.040 --> 01:10:07.100
 perspective is to make the routes consistent so that people can rely on them and make as

01:10:07.100 --> 01:10:12.020
 many frequency changes as we could with the workforce that we had and then grow it based

01:10:12.020 --> 01:10:17.060
 on the data that we continue to see coming at us or reshape it and it's not necessarily

01:10:17.060 --> 01:10:23.720
 growth in some cases, we might snip a little piece here and add another piece there.

01:10:23.720 --> 01:10:27.980
 So that's the initial redesign based on the few months of data that we have.

01:10:27.980 --> 01:10:33.300
 We're going to continue to work with VN Accenture on a comprehensive service analysis.

01:10:33.300 --> 01:10:37.900
 Now that we have these two modes and we continue to gather data over the next several months,

01:10:37.900 --> 01:10:41.660
 we're going to enter a really interesting period.

01:10:41.660 --> 01:10:45.660
 School's going to be out for several weeks, we're going to see a little blip, we'll see

01:10:45.660 --> 01:10:47.180
 a major one in the summer.

01:10:47.180 --> 01:10:52.740
 So we want to take those into consideration and say, okay, how do the networks actually

01:10:52.740 --> 01:10:54.940
 complement each other?

01:10:54.940 --> 01:10:59.860
 One of the things that DCTA has historically done is we've taken a lot of service off the

01:10:59.860 --> 01:11:10.460
 streets during the summer because school is out and so the natural thought is we'll eliminate

01:11:10.460 --> 01:11:16.340
 the service because it's not efficient or effective.

01:11:16.340 --> 01:11:19.360
 But there's some concerns about doing that because you also have these dips in employment

01:11:19.360 --> 01:11:24.180
 and trying to get operators back and then we're constantly struggling.

01:11:24.180 --> 01:11:29.140
 So that's one of the things that I'm going to ask the planners to take into consideration,

01:11:29.140 --> 01:11:35.820
 you know, roll up the streets and infrastructure when there's downtimes in your economy either

01:11:35.820 --> 01:11:41.060
 and so I think we need to think about that and make sure that we're providing a consistent

01:11:41.060 --> 01:11:44.980
 annual service level that we can afford.

01:11:44.980 --> 01:11:47.220
 So we're going to look at the redesign in two phases.

01:11:47.220 --> 01:11:48.220
 We did phase one.

01:11:48.220 --> 01:11:55.060
 We need to deploy phase one by March and then let it start running and reassess and typically

01:11:55.060 --> 01:11:58.260
 you look at assessments about every six months.

01:11:58.260 --> 01:12:01.900
 You're looking at data every day, every week, every month.

01:12:01.900 --> 01:12:04.980
 You don't want to tweak the service too often because then you confuse your customers but

01:12:04.980 --> 01:12:09.460
 every six months we're looking at it and making key decisions.

01:12:09.460 --> 01:12:15.860
 So on around between June and probably August, we'll come back to the DCDA board with a comprehensive

01:12:15.860 --> 01:12:22.220
 assessment of what we're going to do and it's all these other badges that we have here.

01:12:22.220 --> 01:12:25.020
 So that's the redesign process.

01:12:25.020 --> 01:12:29.020
 Configuring GoZone, the app, there's some interesting things that we can do with that

01:12:29.020 --> 01:12:36.880
 to actually tie these two systems into a system that can be accessed and then use this virtual

01:12:36.880 --> 01:12:43.700
 platform to give riders choices because we all like variety and choices.

01:12:43.700 --> 01:12:46.260
 Wait a minute, let me understand this.

01:12:46.260 --> 01:12:52.140
 So GoZone could increase fixed route use, right, because you're interacting with the

01:12:52.140 --> 01:12:53.140
 app.

01:12:53.140 --> 01:12:54.140
 Both directions.

01:12:54.140 --> 01:12:56.420
 That informs you that you have an option.

01:12:56.420 --> 01:12:57.420
 Yes.

01:12:57.420 --> 01:13:05.340
 So that's the thought, adjusting the GoZone pricing.

01:13:05.340 --> 01:13:10.180
 So right now, we'll talk about pricing next, of how this can possibly work.

01:13:10.180 --> 01:13:16.900
 If you recall, we did a promotional price on GoZone to get people to ride it and that's

01:13:16.900 --> 01:13:18.060
 a very normal thing.

01:13:18.060 --> 01:13:24.140
 In a lot of cases, when you launch a new service, it's free and we didn't feel like free was

01:13:24.140 --> 01:13:31.760
 necessary so we said, well, let's make it half of what a trip would cost for fixed route.

01:13:31.760 --> 01:13:37.700
 So right now, part of the reason we see so much use of GoZone is because it's half the

01:13:37.700 --> 01:13:42.820
 cost of fixed route and that's actually the inverse of how you would want to think about

01:13:42.820 --> 01:13:43.820
 GoZone.

01:13:43.820 --> 01:13:44.820
 It's more flexible.

01:13:44.820 --> 01:13:54.500
 There are some mileage-based scenarios that everybody, Lyft, Uber, everyone is making

01:13:54.500 --> 01:13:55.500
 it mileage-based.

01:13:55.500 --> 01:13:59.140
 The more you use it, the higher the cost, it's logical, but we're not doing that.

01:13:59.140 --> 01:14:04.620
 So pricing has actually moved people, in my opinion, heavier to the use of GoZone, which

01:14:04.620 --> 01:14:08.140
 is really what we want and we want to do this for six months.

01:14:08.140 --> 01:14:10.060
 But what are we going to do in the future?

01:14:10.060 --> 01:14:18.160
 And then deploy this concept of intermodal use through a technology platform that's optimizing

01:14:18.160 --> 01:14:23.340
 consumer choices and helping shape consumer behavior.

01:14:23.340 --> 01:14:30.100
 So the software already has the ability to pick up key points of interest that's already

01:14:30.100 --> 01:14:32.180
 inherent in the application.

01:14:32.180 --> 01:14:36.260
 The good news is that VIA has all the platform and technology to do what we need to do so

01:14:36.260 --> 01:14:40.340
 they're not going to have to write new code and go through all the bug fixes and all the

01:14:40.340 --> 01:14:42.500
 things that you typically do with new software deployments.

01:14:42.500 --> 01:14:48.460
 It's just applying it to our situation and leveraging that app to put points of interest.

01:14:48.460 --> 01:14:52.300
 In this case, the hubs, the transfer points would become points of interest.

01:14:52.300 --> 01:14:57.780
 So it helps you kind of plan where you are and where I can pick up a fixed route at a

01:14:57.780 --> 01:15:01.580
 lower cost.

01:15:01.580 --> 01:15:05.380
 Pricing can be a really powerful tool.

01:15:05.380 --> 01:15:11.060
 We can put some hard physical parameters in where a lot of transit agencies I mentioned

01:15:11.060 --> 01:15:17.820
 before, they'll do a pick and replace, they'll say we're running fixed routes, it's not effective

01:15:17.820 --> 01:15:18.820
 or efficient.

01:15:18.820 --> 01:15:22.060
 Let's eliminate that and put a go zone in there because it's going to be less expensive

01:15:22.060 --> 01:15:23.060
 and provide.

01:15:23.060 --> 01:15:27.020
 But it also has this concept that it would connect into a fixed route system.

01:15:27.020 --> 01:15:33.380
 And that's the way transit agencies across America are looking at things.

01:15:33.380 --> 01:15:40.260
 It was also some discussion on our board about putting a virtual fence, if you will, between

01:15:40.260 --> 01:15:41.260
 the two systems.

01:15:41.260 --> 01:15:48.460
 So let's say Route 7, within a quarter mile of Route 7, we wouldn't operate a go zone

01:15:48.460 --> 01:15:51.980
 because we don't want them competing with each other.

01:15:51.980 --> 01:15:57.500
 Well part of the issue is depending on your origin and destination, you may not, while

01:15:57.500 --> 01:16:03.500
 your pickup point might have been close to Route 7, it may not end anywhere near Route

01:16:03.500 --> 01:16:07.500
 7 and therefore Route 7 can't really provide that trip.

01:16:07.500 --> 01:16:16.980
 But by geo-fencing, you can actually, according to VIA, it's less effective than allowing

01:16:16.980 --> 01:16:19.820
 pricing to give people choices.

01:16:19.820 --> 01:16:25.980
 So we don't necessarily want people to not have the ability to take a longer trip.

01:16:25.980 --> 01:16:29.800
 But if you're going to take the resources away from others, you should be paying more

01:16:29.800 --> 01:16:33.500
 for that resource because it's a longer trip.

01:16:33.500 --> 01:16:41.340
 And generally, VIA feels that four miles and below is a very efficient way for them to

01:16:41.340 --> 01:16:44.580
 pick people up and aggregate them and take them where they need to go.

01:16:44.580 --> 01:16:45.580
 The model really works.

01:16:45.580 --> 01:16:50.180
 As you start getting into five, six, seven miles, the longer the distance on the trip,

01:16:50.180 --> 01:16:57.140
 the less effective it can be in aggregating people because not everybody wants to go that

01:16:57.140 --> 01:17:03.540
 far and you can only do so many route deviations to drop people off and pick them up before

01:17:03.540 --> 01:17:06.100
 you're sitting there looking at your watch going, "Wow, it's taking me forever to get

01:17:06.100 --> 01:17:07.580
 where I need to go."

01:17:07.580 --> 01:17:10.580
 So it actually, the longer the trip, you would think, "Well, maybe that's more efficient

01:17:10.580 --> 01:17:13.540
 because you can pick up and drop off a lot of people," but actually makes it less efficient

01:17:13.540 --> 01:17:14.780
 for them.

01:17:14.780 --> 01:17:16.980
 So that's kind of how the two work.

01:17:16.980 --> 01:17:24.960
 So using pricing as a model, how do we use it to maximize the fixed route and the utilization

01:17:24.960 --> 01:17:29.200
 of their fleet so they can stay more concentrated, more effective?

01:17:29.200 --> 01:17:34.380
 And then how do we make sure that through the planning process, it's less expensive for

01:17:34.380 --> 01:17:39.860
 the riders to move toward transit hubs and use of the infrastructure that's already laid

01:17:39.860 --> 01:17:45.320
 down and paid for on behalf of the agency and for the communities that we serve.

01:17:45.320 --> 01:17:51.020
 So that's kind of the logic of how do we go from where we are to where we want to go.

01:17:51.020 --> 01:17:53.220
 - And this is all Allison's idea?

01:17:53.220 --> 01:17:54.420
 It's amazing.

01:17:54.420 --> 01:18:03.380
 - So the hub discount is, this is kind of how we're thinking about it.

01:18:03.380 --> 01:18:07.480
 And again, this is not laid in stone.

01:18:07.480 --> 01:18:12.140
 It's how we're going to progress through the thought process here.

01:18:12.140 --> 01:18:17.140
 So we're going to introduce this concept of hubs where you have connection points throughout

01:18:17.140 --> 01:18:24.740
 the fixed route service and throughout the city, where you would generally have GoZone

01:18:24.740 --> 01:18:25.740
 fixed route.

01:18:25.740 --> 01:18:32.340
 This is where planning and design between DCTA and the city become interesting because

01:18:32.340 --> 01:18:37.300
 if we know where these hubs are, then we can start planning sidewalks and benches and a

01:18:37.300 --> 01:18:43.620
 lot of other things that will tend to have people want to congregate there and that when

01:18:43.620 --> 01:18:46.940
 you do those sorts of things and lay down that type of infrastructure, it makes some

01:18:46.940 --> 01:18:51.840
 interesting opportunities for development around there in those specific areas.

01:18:51.840 --> 01:18:53.940
 So all that needs to be planned.

01:18:53.940 --> 01:18:59.840
 But the general idea is we create these hubs and then we discount pricing-wise to go to

01:18:59.840 --> 01:19:06.300
 a hub and transfer onto the fixed route service for those longer distance rides.

01:19:06.300 --> 01:19:11.580
 And concentrate the GoZone onto smaller trips that can be more efficient.

01:19:11.580 --> 01:19:19.540
 - I want to sort of point out that even with the mileage-based pricing, even if you were

01:19:19.540 --> 01:19:24.740
 going from one side of the city all the way to the other, even if it's a very long ride,

01:19:24.740 --> 01:19:29.020
 this would still be less expensive than Uber or Lyft.

01:19:29.020 --> 01:19:30.020
 - Correct.

01:19:30.020 --> 01:19:31.020
 Yes.

01:19:31.020 --> 01:19:34.860
 That just depends on pricing models that the board decides on.

01:19:34.860 --> 01:19:40.940
 - But generally speaking, some of the challenges at Uber and Lyft, they have what they call

01:19:40.940 --> 01:19:41.940
 surge pricing.

01:19:41.940 --> 01:19:47.140
 So depending on capacity and demand, we're suffering from the same thing.

01:19:47.140 --> 01:19:51.580
 It shows up with your wait times.

01:19:51.580 --> 01:19:54.300
 If that wait time gets too big, they raise the pricing on you.

01:19:54.300 --> 01:19:57.780
 That's probably not how you want to do that as a community.

01:19:57.780 --> 01:20:03.620
 So introducing this concept of distance-based, where if you're going beyond a certain travel

01:20:03.620 --> 01:20:07.920
 distance, the application will say, "Well, you can take that trip, but here's how much

01:20:07.920 --> 01:20:09.300
 it's gonna cost."

01:20:09.300 --> 01:20:14.060
 We still don't have the details defined, but basically the general concept is whatever

01:20:14.060 --> 01:20:21.020
 the base fee is for bus, we would make the base fee for GoZone so that all services are

01:20:21.020 --> 01:20:22.020
 equal.

01:20:22.020 --> 01:20:28.660
 But if you're going over a certain distance and it's not leveraging the fixed route system,

01:20:28.660 --> 01:20:34.340
 after you go past let's say four miles, there's a fee per mile, maybe it's 50 cents per mile.

01:20:34.340 --> 01:20:40.620
 So as you get to five, six, seven miles, your trip may actually cost you more, and it's

01:20:40.620 --> 01:20:49.060
 not intended to deny you service, it's just intended to make it more cost-friendly.

01:20:49.060 --> 01:20:55.460
 And what it allow for is consumers that have discretionary income and time on their hands

01:20:55.460 --> 01:21:00.380
 to make decisions on whether they wanna take a longer trip using one service or to use

01:21:00.380 --> 01:21:06.260
 how many people travel in larger municipalities across multimodal systems and transfer to

01:21:06.260 --> 01:21:08.700
 get ultimately where you need to go.

01:21:08.700 --> 01:21:11.540
 And we allow it to be a consumer behavior choice.

01:21:11.540 --> 01:21:16.140
 So that's kind of the concept.

01:21:16.140 --> 01:21:22.820
 And going back to, I think something that has been discussed on this council was, "Well,

01:21:22.820 --> 01:21:24.660
 why don't we make the fixed route system free?"

01:21:24.660 --> 01:21:29.860
 This would be a way to look at either deeply discounting the fixed route system or making

01:21:29.860 --> 01:21:37.620
 the fixed route system free and making GoZone, you know, charging a fee to get onto the fixed

01:21:37.620 --> 01:21:38.620
 route service.

01:21:38.620 --> 01:21:44.180
 We're not making a recommendation at this point, it's just for illustration purposes.

01:21:44.180 --> 01:21:49.980
 But the idea would be that you discount your fixed route at least 50% over what your base

01:21:49.980 --> 01:21:56.180
 fee would be for getting people in areas where fixed route doesn't exist so that you can

01:21:56.180 --> 01:21:58.500
 move more people onto the system.

01:21:58.500 --> 01:22:03.220
 Again, we don't wanna necessarily deny people that wanna use the service to get from one

01:22:03.220 --> 01:22:09.900
 point to the other because for a lot of reasons the number of hours it would take or the minutes

01:22:09.900 --> 01:22:15.900
 that it would take to get from one side of town to the other is not something they can

01:22:15.900 --> 01:22:18.840
 easily do and they wanna take that trip.

01:22:18.840 --> 01:22:23.480
 We certainly wanna provide the trip, it should cost more to do that.

01:22:23.480 --> 01:22:29.660
 And generally speaking what we hear from VIA is that that's a very good way to allow travel

01:22:29.660 --> 01:22:36.100
 patterns to change to let consumer behavior and individuals financially make the decisions

01:22:36.100 --> 01:22:41.860
 on how they wanna traverse the area.

01:22:41.860 --> 01:22:48.820
 So the good news again is that the software already has the capacity, we'd have to configure

01:22:48.820 --> 01:22:55.820
 the software differently and have a conversation with VIA about pricing of the app and that

01:22:55.820 --> 01:22:56.820
 sort of thing.

01:22:56.820 --> 01:23:02.820
 But generally speaking, what you would see is on your app, depending on where your destination

01:23:02.820 --> 01:23:10.000
 ultimately is, we have the ability to show multiple modes of service or if you're just

01:23:10.000 --> 01:23:15.580
 too close to a fixed route and it doesn't make sense, we would provide the pedestrian

01:23:15.580 --> 01:23:21.740
 or traveler a path to get where they need to go so there's a lot of flexibility in the

01:23:21.740 --> 01:23:22.740
 system.

01:23:22.740 --> 01:23:27.560
 But generally you would want to have an application that would say well you can walk, it'll take

01:23:27.560 --> 01:23:32.340
 you this long, you can take a cab, it'll take you this long.

01:23:32.340 --> 01:23:36.940
 Nationally I don't think anybody has a great app at this point that includes pricing so

01:23:36.940 --> 01:23:41.500
 that you can do multimodal trip planning with all these different public and private sectors

01:23:41.500 --> 01:23:43.220
 but this gets us a long way there.

01:23:43.220 --> 01:23:50.780
 I could think of an app, Google Map, you can go to pretty much any city in the world and

01:23:50.780 --> 01:23:52.820
 it'll give you the options.

01:23:52.820 --> 01:23:57.280
 As far as I'm aware though, Google Maps doesn't include pricing though.

01:23:57.280 --> 01:23:58.280
 Yeah.

01:23:58.280 --> 01:24:05.660
 It'll take you, I don't know the latest version but when I looked at it before it'll say you

01:24:05.660 --> 01:24:10.100
 can take Uber to your destination and here's how much it's going to cost, if you select

01:24:10.100 --> 01:24:16.660
 that it takes you over to the Uber app and then you can do the transaction.

01:24:16.660 --> 01:24:24.960
 What we're talking here is having it aggregated so that through your financial wallet you

01:24:24.960 --> 01:24:28.780
 can pay once and distribute the funds to these different modes.

01:24:28.780 --> 01:24:36.980
 But would it be visible to Google Maps as well so that you can access it either way?

01:24:36.980 --> 01:24:38.300
 Is it visible to Google Maps?

01:24:38.300 --> 01:24:40.220
 I'll have to double check on that.

01:24:40.220 --> 01:24:43.460
 I mean you could see how that would be, a lot of people would enter that way and then

01:24:43.460 --> 01:24:47.900
 they'd end up getting linked into your app.

01:24:47.900 --> 01:24:53.800
 So ultimately what we're working on with TriniMetro and Dart is integration through their, through

01:24:53.800 --> 01:25:00.060
 Dart's application called GoPass and it has a front end which is an application like this.

01:25:00.060 --> 01:25:05.980
 It also has a financial transaction back end, a clearing house if you will.

01:25:05.980 --> 01:25:14.740
 And so when you tie your payment method to the system, it'll help you trip plan and

01:25:14.740 --> 01:25:22.740
 book it and do one transaction and then distribute the money how it needs to go.

01:25:22.740 --> 01:25:26.420
 The other benefit of working with Viya is that TriniMetro is already working with Dart

01:25:26.420 --> 01:25:31.980
 to integrate Viya's application with GoZone.

01:25:31.980 --> 01:25:36.220
 We also have a project on our books to do the same thing.

01:25:36.220 --> 01:25:37.220
 Oh that's great.

01:25:37.220 --> 01:25:40.860
 So I can say I want to go somewhere in Dallas and it'll give me all the pieces including

01:25:40.860 --> 01:25:42.340
 Dart.

01:25:42.340 --> 01:25:49.020
 Or someone from Dallas can, when they're coming to school at UNT or shopping here or entertaining,

01:25:49.020 --> 01:25:52.020
 they'll be able to use the app of their choice.

01:25:52.020 --> 01:25:56.260
 Hopefully we're going to get to that in 2022?

01:25:56.260 --> 01:26:00.940
 I was wrong about Google Maps, it does include, I'm like looking right now.

01:26:00.940 --> 01:26:02.060
 It does include pricing, yes.

01:26:02.060 --> 01:26:06.060
 I know it's part of world hegemony but you can't fight it forever.

01:26:06.060 --> 01:26:12.780
 But if you select it, I think, at least the older version that I was looking at, it wasn't,

01:26:12.780 --> 01:26:17.500
 I don't think you could actually do the transaction through Google, maybe they've upgraded that.

01:26:17.500 --> 01:26:20.860
 It'll link you into the, so it's sort of seamless.

01:26:20.860 --> 01:26:28.500
 Yeah, there's not currently a link to DCTA, there is a link to Lyft, but it does show

01:26:28.500 --> 01:26:33.340
 what the fare would be if you used DC, like Route 7 to get, that's what I'm looking at

01:26:33.340 --> 01:26:34.340
 right now.

01:26:34.340 --> 01:26:40.780
 I mean they're constantly making platform upgrades to use the Google wallet to say oh

01:26:40.780 --> 01:26:47.540
 I want to take the train and then transfer and use Uber and then pay for that entire

01:26:47.540 --> 01:26:48.900
 transaction one time.

01:26:48.900 --> 01:26:50.540
 I don't know that they're there yet.

01:26:50.540 --> 01:26:52.300
 That's kind of what I'm talking about.

01:26:52.300 --> 01:26:56.380
 Hopefully with this app at some point we'd be able to do that.

01:26:56.380 --> 01:26:58.640
 I think that's it.

01:26:58.640 --> 01:27:03.900
 So next steps, that was it with regard to the plan.

01:27:03.900 --> 01:27:05.660
 I believe this is my last slide.

01:27:05.660 --> 01:27:09.020
 I can certainly make it that way.

01:27:09.020 --> 01:27:11.620
 This is the timeline that we were talking about before.

01:27:11.620 --> 01:27:17.300
 So folks are like hey, let's, okay, we made the decision, let's start.

01:27:17.300 --> 01:27:22.980
 Well, we need a few months to make those changes, put new signs out there, put messaging out,

01:27:22.980 --> 01:27:27.540
 let everybody know about new Route 5 and the changes all because it's fairly disruptive

01:27:27.540 --> 01:27:28.540
 to ridership.

01:27:28.540 --> 01:27:31.860
 Typically when you make these kind of changes you'll see ridership dip for a little bit

01:27:31.860 --> 01:27:34.100
 and then it'll start going back up.

01:27:34.100 --> 01:27:35.100
 So this is what's planned.

01:27:35.100 --> 01:27:38.220
 The board approved the changes.

01:27:38.220 --> 01:27:40.860
 We analyzed all that data, made a decision in December.

01:27:40.860 --> 01:27:43.940
 By March we'll deploy all the new routes.

01:27:43.940 --> 01:27:46.420
 We'll talk about the new fare structure.

01:27:46.420 --> 01:27:47.780
 We just went through all that.

01:27:47.780 --> 01:27:48.780
 How do we price this?

01:27:48.780 --> 01:27:50.540
 What are the recommendations?

01:27:50.540 --> 01:28:01.980
 There's a new five-year American community service, I think that's the name of it, database

01:28:01.980 --> 01:28:07.740
 that kind of shows where all the trends and neighborhoods and a lot of rich, rich data

01:28:07.740 --> 01:28:08.740
 comes from.

01:28:08.740 --> 01:28:12.620
 That's supposed to be available in March so we'll be able to use that as we do this

01:28:12.620 --> 01:28:18.500
 comprehensive analysis to determine where we might want to tweak some of these routes.

01:28:18.500 --> 01:28:24.140
 A lot of the work will be on the app integration and make these hubs come to life and where

01:28:24.140 --> 01:28:25.620
 are we going to put them.

01:28:25.620 --> 01:28:31.660
 So a lot of conversations with your community, with our board about that and then hope that

01:28:31.660 --> 01:28:36.680
 once we understand all that we can understand the impacts of the budget.

01:28:36.680 --> 01:28:40.100
 Our budget cycle, usually by June we have the rough draft.

01:28:40.100 --> 01:28:46.780
 We go from June to August fairly rigorously through the budget so we'll understand the

01:28:46.780 --> 01:28:49.020
 impacts of all that.

01:28:49.020 --> 01:28:55.740
 With respect to budget, just one additional piece of information, with a new trillion

01:28:55.740 --> 01:29:05.400
 dollar infrastructure act approval, there is a very large set aside for additional funding

01:29:05.400 --> 01:29:07.140
 to transit.

01:29:07.140 --> 01:29:10.220
 It looks like we'll get somewhere between two to three million dollars in additional

01:29:10.220 --> 01:29:17.980
 federal operating assistance annually, so that can certainly help deploy this service

01:29:17.980 --> 01:29:24.300
 and things that we want to do collectively with connections to trails and making sure

01:29:24.300 --> 01:29:29.360
 that our stops are accessible and sidewalks and all those things that we can plan together.

01:29:29.360 --> 01:29:35.940
 So that concludes the briefing, I'm happy to answer any additional questions that you

01:29:35.940 --> 01:29:36.940
 might have.

01:29:36.940 --> 01:29:41.260
 After a certain number of minutes, it can't be called a briefing anymore, it's a longing.

01:29:41.260 --> 01:29:47.020
 It's no longer a briefing, it's a longing, yes.

01:29:47.020 --> 01:29:54.820
 Can you speak a little bit to how exactly we're going to be communicating about the

01:29:54.820 --> 01:29:58.540
 route and schedule changes to riders?

01:29:58.540 --> 01:30:06.140
 We have a multi-faceted communications process.

01:30:06.140 --> 01:30:11.780
 We have rider alerts that go out, people can sign up to rider alerts, the people that typically

01:30:11.780 --> 01:30:17.860
 use the service are already being notified of the discontinuation of the routes.

01:30:17.860 --> 01:30:32.020
 We use multi-faceted communication strategy with publications, social media, on our website.

01:30:32.020 --> 01:30:37.940
 We hold social services roundtables so that all the social services are aware.

01:30:37.940 --> 01:30:45.860
 We typically go out to locations around the community and do community outreach at libraries

01:30:45.860 --> 01:30:51.060
 and different locations around our member cities so that they're aware of it, but we

01:30:51.060 --> 01:30:56.660
 try to use every media outlet that we can.

01:30:56.660 --> 01:31:04.860
 Typically through the Debt and Record Chronicle, Across Timbers Gazette, we do mailings in

01:31:04.860 --> 01:31:12.340
 utility bills just to notify people any which way we possibly can to get the word out about

01:31:12.340 --> 01:31:13.340
 the changes.

01:31:13.340 --> 01:31:22.100
 We also put placards and lead behinds and vehicles so that people are aware of it, open

01:31:22.100 --> 01:31:32.980
 to other suggestions, but that's typically what we do.

01:31:32.980 --> 01:31:37.460
 Will there be information posted on the buses themselves?

01:31:37.460 --> 01:31:45.140
 Yes, that's what I was looking at earlier, the placards and lead behinds on buses.

01:31:45.140 --> 01:31:49.780
 The first piece is we're notifying people of the changes, then the future piece of this

01:31:49.780 --> 01:31:55.920
 will be once we create a new comprehensive service process.

01:31:55.920 --> 01:32:00.380
 We have an obligation to go out to the community.

01:32:00.380 --> 01:32:01.380
 It's a challenge.

01:32:01.380 --> 01:32:07.900
 I can tell you across most transit authorities, you'll typically have residents that will

01:32:07.900 --> 01:32:12.860
 say, "Well, we didn't know anything about it," and yet we try every which way through

01:32:12.860 --> 01:32:20.580
 board meetings, through these types of briefings, to get information to folks.

01:32:20.580 --> 01:32:25.420
 Folks that come here and say they're not aware of it yet, some of them are on our community

01:32:25.420 --> 01:32:29.980
 outreach, citizens' advisory teams.

01:32:29.980 --> 01:32:35.460
 We do the best we can, so again, we're always willing to work with our stakeholder communities.

01:32:35.460 --> 01:32:38.900
 Other things that we could do is certainly post it on your website so that folks that

01:32:38.900 --> 01:32:46.620
 are on your municipal websites also have contact to the notifications.

01:32:46.620 --> 01:32:50.580
 Council Member Byrd?

01:32:50.580 --> 01:33:01.780
 It just so happens that I'm going to be involved or with a community meeting tonight, so I'll

01:33:01.780 --> 01:33:08.180
 be very proud to be able to give them a bit of information, a little summary of what I've

01:33:08.180 --> 01:33:09.180
 heard today.

01:33:09.180 --> 01:33:18.020
 I'll ask that you all maybe put together a little summary packet for people like us if

01:33:18.020 --> 01:33:23.780
 we're going to be meeting with parts of the community, and if there's any more detailed

01:33:23.780 --> 01:33:27.380
 information, we can send them to where you are.

01:33:27.380 --> 01:33:35.260
 I've taken copious amounts of notes, pages here, but when I go and meet with them tonight

01:33:35.260 --> 01:33:40.780
 and tell them that I've sat here in this meeting and have gotten a bit of information, it will

01:33:40.780 --> 01:33:41.780
 be helpful.

01:33:41.780 --> 01:33:46.860
 I can tell you which area I'm going to be meeting with.

01:33:46.860 --> 01:33:52.180
 I'll look forward to connecting with you all and asking you all to put a little summary

01:33:52.180 --> 01:34:01.060
 about what's happening in that area for me, so I appreciate you putting that out there

01:34:01.060 --> 01:34:05.980
 for me because I was going to ask about it, but you jumped ahead and that's a great thing.

01:34:05.980 --> 01:34:13.700
 I just want to thank this committee and the cities, all our member cities and non-member

01:34:13.700 --> 01:34:16.340
 city board members.

01:34:16.340 --> 01:34:20.860
 The level of engagement has been absolutely phenomenal.

01:34:20.860 --> 01:34:25.180
 In many ways as a CEO, sometimes you don't want the level of engagement.

01:34:25.180 --> 01:34:33.860
 I don't look at it that way because to the core, what the team hears from me often is

01:34:33.860 --> 01:34:39.140
 we have to never forget why we're here.

01:34:39.140 --> 01:34:44.900
 Those four pillars of our mission statement, moving people, making the communities more

01:34:44.900 --> 01:34:52.860
 livable to the extent that we can help support economic development and improve air quality,

01:34:52.860 --> 01:34:55.140
 we're certainly willing to do that.

01:34:55.140 --> 01:34:56.900
 We will be meeting with our board.

01:34:56.900 --> 01:35:02.460
 I'm excited to say it's been a few years due to COVID, but we're going to go off and talk

01:35:02.460 --> 01:35:04.420
 about strategy.

01:35:04.420 --> 01:35:11.020
 One of the things that we'll be bringing up as staff is just environmental.

01:35:11.020 --> 01:35:13.020
 What is our approach to the environment?

01:35:13.020 --> 01:35:14.020
 What do we want to do?

01:35:14.020 --> 01:35:18.300
 I think there's a general interest in looking at electrification and hydrogen and other

01:35:18.300 --> 01:35:23.980
 alternative sources of energy that can help us improve air quality.

01:35:23.980 --> 01:35:28.700
 Ultimately, we're here to move more people for your communities and to make your communities

01:35:28.700 --> 01:35:30.100
 more livable.

01:35:30.100 --> 01:35:34.140
 We can't do that unless we have a high level of engagement.

01:35:34.140 --> 01:35:39.700
 It's been wonderful for me and for our staff to have that passion and the interaction on

01:35:39.700 --> 01:35:40.700
 the board.

01:35:40.700 --> 01:35:41.700
 We're here to serve you.

01:35:41.700 --> 01:35:44.500
 I just want to offer my thanks to all of you for that engagement.

01:35:44.500 --> 01:35:50.980
 It's the most optimistic I've felt about public transit in Denton in a long time.

01:35:50.980 --> 01:35:58.260
 I just really love the way you've worked with our input and the analytical way you're trying

01:35:58.260 --> 01:36:03.300
 to create a more complete solution.

01:36:03.300 --> 01:36:06.740
 It's just awesome.

01:36:06.740 --> 01:36:15.020
 I have a couple of thoughts to tack on as we move toward closing.

01:36:15.020 --> 01:36:22.340
 We clearly heard there's an opportunity to knit together into the mobility plan more

01:36:22.340 --> 01:36:25.860
 consciously the public transit part.

01:36:25.860 --> 01:36:31.120
 I think one way to think about it may be from the ADA point of view.

01:36:31.120 --> 01:36:35.020
 I know you're already thinking about bike and you're already thinking about pedestrian,

01:36:35.020 --> 01:36:37.140
 but the ADA part isn't always so obvious.

01:36:37.140 --> 01:36:41.460
 Really this network -- well, actually there's a little question embedded in there.

01:36:41.460 --> 01:36:48.620
 Are we doing good with getting GoZones that are able to carry people who have wheelchairs

01:36:48.620 --> 01:36:51.620
 and so on?

01:36:51.620 --> 01:36:57.580
 I know that was part of the concept, but I've heard that there was maybe difficulty getting

01:36:57.580 --> 01:37:00.460
 enough units on the street.

01:37:00.460 --> 01:37:07.780
 The challenge was we had a few accidents that were wheelchair equipped that had the lifts

01:37:07.780 --> 01:37:11.180
 on them.

01:37:11.180 --> 01:37:17.740
 Our plan with VIA was eventually to look at transitioning some of the access service onto

01:37:17.740 --> 01:37:19.580
 the platform.

01:37:19.580 --> 01:37:21.540
 We have a couple of options on how we might do that.

01:37:21.540 --> 01:37:27.080
 We might leverage our platform, use our drivers, because of the high touch, high training that's

01:37:27.080 --> 01:37:37.180
 required for door-to-door as opposed to curb-to-curb service.

01:37:37.180 --> 01:37:41.660
 We communicated with our board that we want to tap the brakes on that a little bit to

01:37:41.660 --> 01:37:48.340
 give VIA time, give us time to mature the service before we take that big leap, because

01:37:48.340 --> 01:37:52.020
 that's a really important service to get right.

01:37:52.020 --> 01:37:58.100
 Is there someplace you hope to end up solving, yes?

01:37:58.100 --> 01:37:59.100
 Yes.

01:37:59.100 --> 01:38:04.980
 What we've seen with some of the other services that we've offered to communities that are

01:38:04.980 --> 01:38:11.220
 not fully engaged in transit, fully committed, they're toe-dipping, they're getting folks

01:38:11.220 --> 01:38:19.420
 that are elderly, disabled using the service in their communities, there's a small percentage

01:38:19.420 --> 01:38:27.220
 that actually require the Lyft's infrastructure on the vehicles, that you can serve a community

01:38:27.220 --> 01:38:34.700
 very effectively if you have a handful, but their primary objective is to carry folks

01:38:34.700 --> 01:38:41.500
 that need that service, but when they're not, and if you look across the country, that's

01:38:41.500 --> 01:38:45.340
 the most expensive type of mode of service to provide.

01:38:45.340 --> 01:38:50.500
 It's usually almost two times the cost to deliver those trips because you're just not

01:38:50.500 --> 01:38:52.980
 putting as many people on the vehicles.

01:38:52.980 --> 01:39:00.180
 The hope is with this platform, when they're not taking a person, let's say, to a dialysis

01:39:00.180 --> 01:39:08.860
 center, they can also be integrated into the network and deliver services.

01:39:08.860 --> 01:39:14.900
 It's in the budget, it's not budgeted, let me restate that, it's in the contract.

01:39:14.900 --> 01:39:18.980
 We're already expending a significant amount of funds on that service.

01:39:18.980 --> 01:39:23.660
 As we start reshaping our service, it'll give us an opportunity to look at that and figure

01:39:23.660 --> 01:39:31.540
 out how we make that more integrated, but ultimately, my mother, when she used the same

01:39:31.540 --> 01:39:41.060
 type of service for dialysis for over seven years, and had it not been for that, her quality

01:39:41.060 --> 01:39:47.380
 of life would have been diminished significantly, and I know how vital it is to get it right

01:39:47.380 --> 01:39:55.840
 and to make it accessible, to not deny trips, and while we always want to look at efficiency

01:39:55.840 --> 01:40:04.620
 and effectiveness measures, there are certain groups of the population that absolutely need

01:40:04.620 --> 01:40:11.020
 to rely on it, and federally, we have to comply and deliver those trips, not deny those trips.

01:40:11.020 --> 01:40:16.880
 So, there's a little sensitivity, but my hope is the benefit in integrating those types

01:40:16.880 --> 01:40:21.700
 of trips is that it actually creates a better quality of life for everybody.

01:40:21.700 --> 01:40:30.820
 With our systems now, you have to book your trips, in some cases, days or weeks in advance.

01:40:30.820 --> 01:40:31.820
 Folks should not have to do that.

01:40:31.820 --> 01:40:34.700
 They should be able to use their phone and get a trip.

01:40:34.700 --> 01:40:35.700
 Yeah, I don't plan that far ahead.

01:40:35.700 --> 01:40:38.100
 I don't see where others should have to go.

01:40:38.100 --> 01:40:39.100
 I don't think that far ahead.

01:40:39.100 --> 01:40:44.460
 I don't know that anybody can effectively plan that far ahead, but where we can, we

01:40:44.460 --> 01:40:50.020
 want to make quality of life an important thing, and having that flexibility and availability

01:40:50.020 --> 01:40:51.020
 is important.

01:40:51.020 --> 01:40:53.740
 So, we do have a desire to get there.

01:40:53.740 --> 01:40:58.660
 Well, when I talk about mobility plan, we're talking about a long-range planning integrated

01:40:58.660 --> 01:41:04.100
 with a comprehensive plan that's supposed to be a 20-year look, whether you can really

01:41:04.100 --> 01:41:07.940
 look 20 years ahead, I don't know, but long-range is the point.

01:41:07.940 --> 01:41:14.460
 So, I was just saying that maybe that really is the, understanding we don't have the solution

01:41:14.460 --> 01:41:18.100
 all worked out yet, but that that's the ADA overlay on mobility plan.

01:41:18.100 --> 01:41:20.420
 How do you get around?

01:41:20.420 --> 01:41:23.300
 Maybe that's really public transit.

01:41:23.300 --> 01:41:32.460
 And then a related question is, who vets, do you have someone in your organization who

01:41:32.460 --> 01:41:40.060
 vets these changes in routes for Title VI issues, or that's something Nathan would

01:41:40.060 --> 01:41:41.500
 contribute to?

01:41:41.500 --> 01:41:43.700
 We have both.

01:41:43.700 --> 01:41:52.260
 We have internal staff and we use consultants to look at Title VI changes, to make sure

01:41:52.260 --> 01:41:57.780
 that we're not missing things, that we're using an independent source to walk through

01:41:57.780 --> 01:41:59.980
 those changes.

01:41:59.980 --> 01:42:07.220
 And there's rules about what level of change are you making, and how does that impact,

01:42:07.220 --> 01:42:14.140
 to make sure that we're not having a, we're not creating a disadvantage or disparate impact

01:42:14.140 --> 01:42:16.700
 on anyone in the population.

01:42:16.700 --> 01:42:20.540
 And we went through that process when we were looking at GoZone versus FixRoute.

01:42:20.540 --> 01:42:26.780
 But as you start thinking about making major modifications, it's always good to ensure,

01:42:26.780 --> 01:42:33.860
 you can do the analysis internally, but we use a combination of internal staff and consultants,

01:42:33.860 --> 01:42:41.500
 just because we don't want to hang on to people throughout the year to do that task, so we

01:42:41.500 --> 01:42:42.980
 outsource that when necessary.

01:42:42.980 --> 01:42:47.100
 I'm impressed by your ability to just stand that long.

01:42:47.100 --> 01:42:51.260
 My last little thing I'll, I said it to you before, but I'll say it every opportunity,

01:42:51.260 --> 01:42:55.060
 so it's like advertising, and maybe eventually it'll make it come true.

01:42:55.060 --> 01:43:02.300
 Big fleet powered by Denton Renewables, that would be the, that would be amazing.

01:43:02.300 --> 01:43:04.380
 We're already talking about that.

01:43:04.380 --> 01:43:05.380
 It's something that we will.

01:43:05.380 --> 01:43:06.380
 Putting in the Denton Renewables part.

01:43:06.380 --> 01:43:15.300
 Discuss with the board, and part of the contract with VIA is to introduce electric vans, recognize

01:43:15.300 --> 01:43:24.300
 that a big bus fleet that's built purposefully for carrying transit, folks in transit, those

01:43:24.300 --> 01:43:26.380
 vehicles will last about 12 years.

01:43:26.380 --> 01:43:32.780
 Your cutaways are probably seven years, your minivans are three years or less, but as we

01:43:32.780 --> 01:43:38.260
 start expanding the fleet, I don't like, and it's not very practical with transit to make

01:43:38.260 --> 01:43:44.740
 draconian changes, so you want to start introducing and growing and shaping things, but I'm certainly

01:43:44.740 --> 01:43:49.260
 interested in having that conversation when the time is right about charging stations

01:43:49.260 --> 01:43:50.660
 and electric fleets.

01:43:50.660 --> 01:43:52.900
 I mentioned the powered by Denton Renewables.

01:43:52.900 --> 01:43:55.020
 Thank you so much.

01:43:55.020 --> 01:43:59.260
 Is there anything else, we're good?

01:43:59.260 --> 01:44:00.260
 All right.

01:44:00.260 --> 01:44:01.260
 Thank you so much.

01:44:01.260 --> 01:44:06.660
 I just want to repeat the commendations to DCTA staff and our consultants.

01:44:06.660 --> 01:44:12.620
 I'm so incredibly impressed that you balanced so many conflicting concerns and needs and

01:44:12.620 --> 01:44:22.220
 came up with a proposal that really addresses almost every concern that we had as a council,

01:44:22.220 --> 01:44:23.900
 so excellent work on that.

01:44:23.900 --> 01:44:25.500
 Well, I'm glad to hear that.

01:44:25.500 --> 01:44:27.700
 Again, we're here to serve you.

01:44:27.700 --> 01:44:30.820
 I'll make sure that message gets back to staff.

01:44:30.820 --> 01:44:31.820
 Thank you.

01:44:31.820 --> 01:44:32.820
 Okay.

01:44:32.820 --> 01:44:33.820
 Thanks.

01:44:33.820 --> 01:44:34.820
 All right.

01:44:34.820 --> 01:44:44.180
 Just zooming right along, let's do item D, Receive a Report and Hold a Discussion Regarding

01:44:44.180 --> 01:44:49.420
 the City of Denton's Proposed Projects for the 2022 DCTA Transportation Reinvestment

01:44:49.420 --> 01:45:02.020
 Program or TRIP Funding Cycle.

01:45:02.020 --> 01:45:07.420
 Thank you, Mayor Proto, Nathan George, Capital Projects Engineering.

01:45:07.420 --> 01:45:13.020
 I was able to get my remarks down to 90 minutes when we went through this and I'm just kidding.

01:45:13.020 --> 01:45:16.540
 We're here today to talk about the proposed TRIP projects.

01:45:16.540 --> 01:45:22.580
 This will be our second group of projects that will go through the TRIP process, so

01:45:22.580 --> 01:45:26.920
 we have gone through our first year, but these will be the second round that we're putting

01:45:26.920 --> 01:45:31.900
 forward for funding from DCTA, the group that was just here.

01:45:31.900 --> 01:45:38.460
 So I'll walk through just briefly a little bit of background on the TRIP initiative.

01:45:38.460 --> 01:45:40.780
 So again, this is the second year.

01:45:40.780 --> 01:45:47.980
 These investments provide additional transit supporting benefits in those mobility aspects

01:45:47.980 --> 01:45:51.860
 that we were just talking about, supporting sidewalk infrastructure, providing improvements

01:45:51.860 --> 01:45:56.100
 along our routes that come through the city.

01:45:56.100 --> 01:46:02.780
 It's a budget set aside that DCTA allocates and 95% of those funds go to the locality,

01:46:02.780 --> 01:46:07.940
 5% are reserved so they can administer the funds for these projects.

01:46:07.940 --> 01:46:12.900
 Project eligibility, I would say it's a little bit of an evolutionary process based on what

01:46:12.900 --> 01:46:18.300
 we just heard because it had been based on proximity to fixed route transit.

01:46:18.300 --> 01:46:23.340
 We're approaching that this year, the GOZONE is an aspect of the projects we're putting

01:46:23.340 --> 01:46:28.020
 forward, so I'll highlight those in some cases as we go through the project specific recommendations.

01:46:28.020 --> 01:46:30.620
 It has to be within our geographic boundaries.

01:46:30.620 --> 01:46:34.300
 Clearly, we're focused more in the core area of the city and we're a large city, so that's

01:46:34.300 --> 01:46:38.880
 not a difficult nexus to bridge.

01:46:38.880 --> 01:46:44.020
 Located within a quarter mile of the fixed bus route or A train in some cases, I'll highlight

01:46:44.020 --> 01:46:49.580
 that maybe there isn't transit there today, but GOZONE is supportive in those areas so

01:46:49.580 --> 01:46:57.120
 that sort of makes that connection of our sidewalk connectivity and GOZONE is showing

01:46:57.120 --> 01:47:04.020
 like a high concentration in certain areas and then demonstrate that the project is financially

01:47:04.020 --> 01:47:05.020
 sound.

01:47:05.020 --> 01:47:10.340
 Those are the criteria they look for as they're reviewing the applications that we put forward

01:47:10.340 --> 01:47:14.620
 and we've made our own assessment of which projects we're strong enough to put forward

01:47:14.620 --> 01:47:18.620
 before mobility committee and then ultimately in front of council.

01:47:18.620 --> 01:47:21.840
 This is a list of the projects that we're putting forward.

01:47:21.840 --> 01:47:27.380
 We understand from DCTA that our allocation in the next round will be around $3 million,

01:47:27.380 --> 01:47:36.220
 so we put together an application of these projects that in total amount to $3 million

01:47:36.220 --> 01:47:40.780
 and then showing what the project costs will be along with the financial commitments that

01:47:40.780 --> 01:47:42.940
 the city has already made.

01:47:42.940 --> 01:47:49.100
 A lot of these projects are we're proposing funding within existing capital projects.

01:47:49.100 --> 01:47:57.660
 Another important annotation to this program is that we have to apply for reimbursement,

01:47:57.660 --> 01:48:03.060
 so it's not front loaded cash, but it's actually a reimbursement of city dollars that after

01:48:03.060 --> 01:48:08.100
 we have expended that cash and apply for reimbursement, we received the funding back.

01:48:08.100 --> 01:48:12.380
 A lot of these projects are existing projects and we're applying for a portion that would

01:48:12.380 --> 01:48:19.220
 be transit supportive, the sidewalks and connectivity enhancements as parts of those projects and

01:48:19.220 --> 01:48:24.100
 in some cases those are in addition to the scope of the project that we've included some

01:48:24.100 --> 01:48:29.340
 additional accessibility improvements and I'll walk through each of those specifically in

01:48:29.340 --> 01:48:32.420
 the following slides.

01:48:32.420 --> 01:48:38.020
 So the first project is the Mayhill Road extension phase two, this is a major mobility project

01:48:38.020 --> 01:48:44.580
 in the city, it provides improved ADA accessibility improvements throughout the area that's in

01:48:44.580 --> 01:48:51.140
 the DCTA Med Park area nearby to the station, so there will be a lot of accessibility enhancements

01:48:51.140 --> 01:48:52.140
 with this project.

01:48:52.140 --> 01:48:57.460
 It includes a major structure that will cross over the DCTA rail, so that will provide a

01:48:57.460 --> 01:49:04.580
 great separated crossing of the actual A train rail itself and it also improves connectivity

01:49:04.580 --> 01:49:07.140
 to the DCTA rail trail.

01:49:07.140 --> 01:49:11.220
 There are a lot of benefits with this project, it's a pretty, I would call it a pretty slam

01:49:11.220 --> 01:49:17.220
 dunk project that it does serve a lot of these mobility benefits.

01:49:17.220 --> 01:49:23.940
 The mapping that's shown here reflects the current DCTA fixed route transit service,

01:49:23.940 --> 01:49:29.900
 so just want to highlight that some of those routes will be modified or changed or eliminated,

01:49:29.900 --> 01:49:34.740
 but in this case the A train station is not going anywhere, so just wanted to point that

01:49:34.740 --> 01:49:39.020
 out to keep in mind on the next few slides.

01:49:39.020 --> 01:49:47.460
 The Southeast Denton A is a bundle of street improvements as part of the 2019 Street Reconstruction

01:49:47.460 --> 01:49:49.000
 Bond.

01:49:49.000 --> 01:49:52.540
 In this area we were already working through design, this is a project that we're getting

01:49:52.540 --> 01:49:58.140
 ready to move forward into construction next year, as part of the design process a number

01:49:58.140 --> 01:50:04.340
 of mobility enhancements, pedestrian sidewalk improvements or repairs were identified, we

01:50:04.340 --> 01:50:08.080
 were actually able to make some additional improvements that will tee up future sidewalk

01:50:08.080 --> 01:50:13.460
 construction, there wasn't funding or time to get those sidewalks into that package,

01:50:13.460 --> 01:50:18.780
 but at least we're going to be able to make those, tee up those enhancements that we can

01:50:18.780 --> 01:50:23.340
 come back and build sidewalks a little bit more easily without intersection improvements

01:50:23.340 --> 01:50:27.780
 by constructing some bump outs with the project when it moves forward next year.

01:50:27.780 --> 01:50:35.900
 So we're putting that project forward for funding, it's not a huge need but it is certainly

01:50:35.900 --> 01:50:40.500
 a very worthwhile project to allocate those dollars to and it's something that's going

01:50:40.500 --> 01:50:45.140
 to hit the ground really soon, so we felt that was a very meaningful project to include

01:50:45.140 --> 01:50:47.700
 in the application.

01:50:47.700 --> 01:50:53.140
 Southeast Denton B is a little bit later in terms of the schedule that's not been designed

01:50:53.140 --> 01:50:57.980
 yet, but it includes a number of additional sidewalks outside of that Southeast Denton

01:50:57.980 --> 01:51:06.940
 A core area and there are a lot of enhancements to close small sidewalk gaps, to repair maybe

01:51:06.940 --> 01:51:11.780
 deficient sidewalk ramps, so there are a lot of additional mobility benefits that we'll

01:51:11.780 --> 01:51:16.620
 see by including that in this application as well.

01:51:16.620 --> 01:51:20.980
 So we look at Southeast Denton A and B as sort of a tandem package but they will be

01:51:20.980 --> 01:51:26.900
 delivered separately, so those are two projects that we're putting forward.

01:51:26.900 --> 01:51:33.540
 The Union Pacific Railroad or UPRR Quiet Zone Pedestrian Improvements are for me one of

01:51:33.540 --> 01:51:37.740
 the most important projects in this application package.

01:51:37.740 --> 01:51:43.640
 Crossing the rail today is not very amenable, in some cases not at all accessible, so providing

01:51:43.640 --> 01:51:51.980
 those safe crossing locations, McKinney today there are sidewalks but they can't get across

01:51:51.980 --> 01:51:58.420
 the tracks if you have mobility limitations, so that's critical from an ADA perspective.

01:51:58.420 --> 01:52:03.060
 Hickory and Sycamore Streets are clearly two of our more important downtown connections

01:52:03.060 --> 01:52:10.780
 between the train station and our downtown, so that's a really important project to secure

01:52:10.780 --> 01:52:12.620
 additional funding.

01:52:12.620 --> 01:52:17.140
 The project was being scoped as just a Quiet Zone project, and we're in the process of

01:52:17.140 --> 01:52:23.540
 re-scoping that with UPRR to include the pedestrian improvements, so really important to set that

01:52:23.540 --> 01:52:28.780
 funding aside and to make these improvements so we have a more accessible downtown.

01:52:28.780 --> 01:52:33.040
 And you'll notice a theme, there are a lot of connectivity enhancements that we're putting

01:52:33.040 --> 01:52:39.580
 forward that relate to downtown, and so this next one, McKinney and Austin Street sidewalks,

01:52:39.580 --> 01:52:45.660
 so this is part of our sidewalk program, so that existing sidewalk work plan that we're

01:52:45.660 --> 01:52:49.660
 delivering, these are projects that are part of that package.

01:52:49.660 --> 01:52:56.220
 These two sidewalks are included in the 2018 CIP package, the design's been completed.

01:52:56.220 --> 01:53:00.840
 Again, a very easy project to put forward because we're ready to go to construction,

01:53:00.840 --> 01:53:08.100
 so setting those or submitting for the funding support for those projects will be a big benefit.

01:53:08.100 --> 01:53:12.660
 And this will be along the south side of McKinney, so it's near the police station, City Hall

01:53:12.660 --> 01:53:18.500
 East, and then Austin Street closes a small gap that's in downtown.

01:53:18.500 --> 01:53:23.260
 Carroll and Locust Street sidewalks are smaller improvements, but they'll make a pretty big

01:53:23.260 --> 01:53:24.260
 impact.

01:53:24.260 --> 01:53:28.900
 They'll talk about Carroll Boulevard again in a little bit, but this is a small segment

01:53:28.900 --> 01:53:35.940
 between Oak and Hickory that would be constructed, and then along Locust Street between Parkway

01:53:35.940 --> 01:53:43.460
 and McKinney, so two missing sidewalks that are pretty important from a connectivity perspective,

01:53:43.460 --> 01:53:48.020
 and I'm also looking at Locust from connectivity for bike perspective, so there are a lot of

01:53:48.020 --> 01:53:57.380
 benefits to continuing to focus in downtown and closing some of these gaps.

01:53:57.380 --> 01:54:02.660
 The Loop 288 sidewalks, so this is a project that we feel is incredibly important from

01:54:02.660 --> 01:54:07.800
 an accessibility perspective because the junction facilities under construction, the connection

01:54:07.800 --> 01:54:12.980
 that are daily bred in the missing sidewalks along Loop 288, even though it is a text-dot

01:54:12.980 --> 01:54:16.220
 roadway, those mobility benefits are going to be huge.

01:54:16.220 --> 01:54:21.060
 This is also along some of those realigned transit routes that were just briefed in the

01:54:21.060 --> 01:54:22.820
 prior presentation.

01:54:22.820 --> 01:54:29.380
 So having that enhanced connectivity is going to serve not only the junction, but also the

01:54:29.380 --> 01:54:35.500
 mobility needs of the neighborhoods in this area, so that'll be a huge improvement, and

01:54:35.500 --> 01:54:38.420
 we felt that was very worthwhile.

01:54:38.420 --> 01:54:46.940
 This is not a project, not a current project, so we're putting this forward as a new design.

01:54:46.940 --> 01:54:53.180
 Additional downtown sidewalks, so these are in the 2019 sidewalk work plan, or CIP sidewalk

01:54:53.180 --> 01:54:54.180
 work plan.

01:54:54.180 --> 01:54:58.020
 Again, we have completed designs for these projects.

01:54:58.020 --> 01:55:01.140
 They're ready to move forward into construction.

01:55:01.140 --> 01:55:07.040
 It would be improvements on Industrial Street, Mulberry Street, Piner Street, and Russell

01:55:07.040 --> 01:55:10.060
 Streets, so a lot of north-south connectivity.

01:55:10.060 --> 01:55:14.940
 We have a little piece that loops around on the Elm as well, so there's just a lot of

01:55:14.940 --> 01:55:20.900
 additional connectivity in the area around Industrial Park or on our western side of

01:55:20.900 --> 01:55:21.900
 downtown.

01:55:21.900 --> 01:55:27.460
 So great mobility benefits that would be achieved there.

01:55:27.460 --> 01:55:33.620
 Going back to the sidewalk work plan, so we looked at our four opportunities to introduce

01:55:33.620 --> 01:55:38.660
 new projects based on our pedestrian potential index, or PPI.

01:55:38.660 --> 01:55:43.140
 One of the hot spots that we found is the Parvin Street sidewalk.

01:55:43.140 --> 01:55:48.980
 It's adjacent to our Bernard Street sidewalk project, and it would close a gap in the area

01:55:48.980 --> 01:55:57.100
 of Deena Park, so we felt that was an incredibly beneficial project that would improve connectivity

01:55:57.100 --> 01:55:58.100
 in this neighborhood.

01:55:58.100 --> 01:56:02.660
 This is one of those locations where we don't have existing transit service in the area,

01:56:02.660 --> 01:56:08.940
 but we did see a high amount or a good concentration of GoZone activity in this neighborhood,

01:56:08.940 --> 01:56:14.220
 so there would also be potentially benefit for improving GoZone operations if they were

01:56:14.220 --> 01:56:20.860
 picking up at the corner, folks could more easily access Bernard Street if they live

01:56:20.860 --> 01:56:22.580
 farther west in the community.

01:56:22.580 --> 01:56:28.340
 So there's certainly benefits, there's also a school in this area, so there are a lot

01:56:28.340 --> 01:56:36.420
 of potential drivers for needing to make this street a priority.

01:56:36.420 --> 01:56:43.660
 The Carroll Boulevard sidewalk, so I mentioned previously a small piece between Oak and Hickory,

01:56:43.660 --> 01:56:48.660
 this would complete the sidewalk north of Oak Street to Parkway.

01:56:48.660 --> 01:56:54.580
 The big benefit to, this is another one of those locations where we had really high pedestrian

01:56:54.580 --> 01:56:55.580
 potential index.

01:56:55.580 --> 01:57:01.500
 We've also got sidewalk connectivity that comes over to where McKinney intersects Carroll,

01:57:01.500 --> 01:57:05.700
 but that intersection is not controlled by signal, doesn't have crossing accommodations,

01:57:05.700 --> 01:57:12.500
 and we do have accommodations at Oak and Parkway, so anybody who lives or walks west of Carroll

01:57:12.500 --> 01:57:17.020
 Boulevard would see a huge benefit to having a sidewalk on the west side of Carroll Boulevard

01:57:17.020 --> 01:57:22.260
 so they can travel north or south to cross the street at a signal controlled intersection.

01:57:22.260 --> 01:57:28.940
 So really, in this case, provides, in addition to the mobility benefit, it's a safety benefit

01:57:28.940 --> 01:57:33.500
 to provide that safer accessible route to get to a signal across Carroll Boulevard if

01:57:33.500 --> 01:57:35.900
 you're coming or going from downtown.

01:57:35.900 --> 01:57:42.940
 So that's a project that has a lot of potential benefits.

01:57:42.940 --> 01:57:47.780
 And the Windsor Drive sidewalks, which I believe is the last project that we're going to present

01:57:47.780 --> 01:57:49.220
 here.

01:57:49.220 --> 01:57:54.340
 So this is an area where we have, again, some Safe Routes to School projects, we've got

01:57:54.340 --> 01:57:59.460
 a developer project in this area and a gap along the north side of Windsor Drive.

01:57:59.460 --> 01:58:05.900
 It's roughly a little bit west of Belle Avenue and almost will complete a gap from Belle

01:58:05.900 --> 01:58:07.540
 to Stewart.

01:58:07.540 --> 01:58:13.660
 So there's a lot of benefit to just completing or prioritizing completing that last little

01:58:13.660 --> 01:58:20.740
 piece of sidewalk that will close out some gaps, improve connectivity into the, I believe

01:58:20.740 --> 01:58:27.260
 this is the DC6 route, so that will be a big benefit for anybody who's traveling by foot

01:58:27.260 --> 01:58:28.260
 in that area.

01:58:28.260 --> 01:58:32.860
 There's also a middle school here, so there are a lot of additional potential benefits

01:58:32.860 --> 01:58:35.980
 there as well.

01:58:35.980 --> 01:58:39.780
 So those are the projects we're putting forward for the 2022 application.

01:58:39.780 --> 01:58:47.460
 Of course, we want to brief you for your input and any direction that you have, we'll incorporate

01:58:47.460 --> 01:58:50.420
 that before we go to council.

01:58:50.420 --> 01:58:57.460
 We'll present the final recommendations to city council and request a resolution to adopt

01:58:57.460 --> 01:59:00.380
 or to put forward that application.

01:59:00.380 --> 01:59:05.820
 When we have that resolution, the grant administration team will put together a package that will

01:59:05.820 --> 01:59:08.740
 be submitted to DCTA for their review and approval.

01:59:08.740 --> 01:59:14.180
 And then moving forward, just like with our current TRIP funded projects, we'll be monitoring

01:59:14.180 --> 01:59:19.240
 to make sure that all of our eligible reimbursement funds are tracked and applied so we can make

01:59:19.240 --> 01:59:22.600
 sure that we're responsibly spending those dollars.

01:59:22.600 --> 01:59:24.780
 And that concludes the presentation.

01:59:24.780 --> 01:59:29.900
 - I just want to point out there was no animation used and I'm really disappointed.

01:59:29.900 --> 01:59:34.900
 - I'm sorry, I didn't get to use any of my cool graphic capabilities, but we did prepare

01:59:34.900 --> 01:59:37.580
 time, you know, lower the expectations.

01:59:37.580 --> 01:59:42.220
 - Yeah, I have a question.

01:59:42.220 --> 01:59:43.780
 These all sound like great projects.

01:59:43.780 --> 01:59:51.520
 I certainly don't dispute the need for sidewalk improvements in the Denia area.

01:59:51.520 --> 01:59:56.660
 Based on my understanding of the TRIP funding requirements, it doesn't seem to me like it

01:59:56.660 --> 02:00:01.420
 would be eligible, but why was that included in this proposal?

02:00:01.420 --> 02:00:07.940
 - I would say it's not in clear keeping with how they've outlined the program currently

02:00:07.940 --> 02:00:13.180
 because we want the GoZone to be transit supported, if you will.

02:00:13.180 --> 02:00:19.740
 That is an area that both has a lot of potential for pedestrian activity, so that, you know,

02:00:19.740 --> 02:00:25.420
 refocusing or utilizing that sidewalk work plan resource that we have to drive our projects

02:00:25.420 --> 02:00:31.260
 was part of why it was put forward, but also seeing the concentration of GoZone activity.

02:00:31.260 --> 02:00:36.680
 That was an area that used to be transit served, there was a transit stop along the proposed

02:00:36.680 --> 02:00:43.140
 sidewalk route, so, you know, clearly if we can provide that supporting infrastructure

02:00:43.140 --> 02:00:47.900
 that will allow people to more easily use the GoZone service, I think that a strong

02:00:47.900 --> 02:00:53.740
 case can be made that that's a need and it also serves access to those community resources

02:00:53.740 --> 02:00:56.060
 that are in that area as well, the park and the school.

02:00:56.060 --> 02:01:01.780
 - This really opens up a lot of qualifying terrain when you think of, you know, where

02:01:01.780 --> 02:01:02.780
 GoZone can go.

02:01:02.780 --> 02:01:03.780
 - Right, yeah.

02:01:03.780 --> 02:01:10.140
 I just, I don't know, have you confirmed with anybody at DCTA that GoZone counts as

02:01:10.140 --> 02:01:11.140
 the quarter mile?

02:01:11.140 --> 02:01:17.780
 - I have not confirmed, that's something we can certainly go back and ask for their confirmation.

02:01:17.780 --> 02:01:24.540
 I believe the intent, as their stated intent, is to provide more service using a GoZone

02:01:24.540 --> 02:01:27.920
 platform or to expand their reach, so to speak.

02:01:27.920 --> 02:01:35.440
 It should allow us to treat these trip applications similarly that we're going to expand our accessibility

02:01:35.440 --> 02:01:41.180
 to serve the areas where we see they're generating ridership, so we can pair those dollars and

02:01:41.180 --> 02:01:43.180
 investments with where we're seeing ridership.

02:01:43.180 --> 02:01:47.260
 - If they have already, I couldn't quite tell if they have, but if they have already figured

02:01:47.260 --> 02:01:54.180
 out what areas are going to be designated as hubs, I think that's probably, you know,

02:01:54.180 --> 02:01:56.020
 they're not going to speak to their mindset.

02:01:56.020 --> 02:02:01.540
 - I think when Raymond was talking about hubs, he was talking about fixed route hubs, so

02:02:01.540 --> 02:02:08.660
 like the DDTC is a hub, and like heavily utilized bus stops, but there are no bus stops in the

02:02:08.660 --> 02:02:15.740
 Dini area anymore, there's, I mean, there's going to be quite a lot of moderate to high

02:02:15.740 --> 02:02:23.020
 density development down around Rose Lawn and, you know, south of, in between Willowood

02:02:23.020 --> 02:02:28.860
 and Rose Lawn, and I think we could certainly justify maybe having a route that goes down

02:02:28.860 --> 02:02:31.480
 that way in the future, but there just isn't one now.

02:02:31.480 --> 02:02:35.340
 So as long as it's eligible, then yes, I'm in favor of it.

02:02:35.340 --> 02:02:38.220
 I just want to be sure.

02:02:38.220 --> 02:02:42.660
 - I would say we haven't received any explicit guidance beyond what was provided for last

02:02:42.660 --> 02:02:43.660
 year's applications.

02:02:43.660 --> 02:02:52.120
 They haven't released a call for applications yet, so, you know, we're proceeding based

02:02:52.120 --> 02:02:56.300
 on the understanding of how they're changing fixed route transit.

02:02:56.300 --> 02:03:01.380
 I would also say, you know, similarly where they are discontinuing service into those

02:03:01.380 --> 02:03:06.020
 fingers of the old routes where they extend, you know, service used to extend into those

02:03:06.020 --> 02:03:10.700
 communities that no longer does, that those are areas that would be potentially well-served

02:03:10.700 --> 02:03:15.740
 by the investments if they have like, if they have the potential to generate a high pedestrian

02:03:15.740 --> 02:03:17.740
 activity level.

02:03:17.740 --> 02:03:24.100
 But they just didn't generate enough ridership under a fixed route transit model to maintain

02:03:24.100 --> 02:03:29.700
 that transit service, but certainly those are areas that we would be looking at as well.

02:03:29.700 --> 02:03:37.500
 - Maybe consciously package it as a new concept, you know, GoZone hub for the neighborhood.

02:03:37.500 --> 02:03:41.540
 That's kind of what you have in mind, is a gathering point, a safer gathering point.

02:03:41.540 --> 02:03:42.540
 - Exactly, yes.

02:03:42.540 --> 02:03:47.660
 Or where might people be riding to, you know, a library, the Windsor example is close to

02:03:47.660 --> 02:03:48.660
 a library.

02:03:48.660 --> 02:03:53.020
 So we do have existing city facilities that are driving some of those, some of our attention

02:03:53.020 --> 02:03:58.100
 is being driven to where folks might tend to be trying to travel.

02:03:58.100 --> 02:04:02.300
 So downtown, clearly we have a lot of resources here, but in those other areas where it's

02:04:02.300 --> 02:04:06.940
 parks and libraries, those sort of draw our attention as well.

02:04:06.940 --> 02:04:08.700
 - Questions, comments?

02:04:08.700 --> 02:04:14.980
 - You know, as we're speaking, oh, this is what I would suggest, is that when you come

02:04:14.980 --> 02:04:19.980
 to city council, give us some visuals.

02:04:19.980 --> 02:04:23.260
 You know, as you were talking, I was in my head trying to figure out, you know, the direction

02:04:23.260 --> 02:04:28.300
 and all of that, but it'd be helpful to have a picture or two, to help us figure out what

02:04:28.300 --> 02:04:29.300
 we're looking at.

02:04:29.300 --> 02:04:31.340
 So I appreciate that part.

02:04:31.340 --> 02:04:33.620
 - Yeah, we, so the mapping.

02:04:33.620 --> 02:04:37.020
 - I mean, I know where the streets are and I know what they look like, but I had to go

02:04:37.020 --> 02:04:38.820
 in there and kind of figure it out.

02:04:38.820 --> 02:04:42.540
 - Yes, the mapping was prepared using the sidewalk park plan, so, you know, it gives

02:04:42.540 --> 02:04:49.100
 us a little more detail, but I can certainly grab some photos to put in the presentation.

02:04:49.100 --> 02:04:55.420
 - Also I'm concentrated right now on McKinney Street East.

02:04:55.420 --> 02:05:05.020
 I believe there are five or six apartment complexes, large apartment complexes, and

02:05:05.020 --> 02:05:10.340
 I do know that, you know, a few or two or three more are expected at some point to come

02:05:10.340 --> 02:05:15.860
 along the way, maybe, some conversation is probably going to happen that way if we're

02:05:15.860 --> 02:05:23.740
 going to continue to develop, and I was understanding that loop 288 is coming on board with the

02:05:23.740 --> 02:05:32.700
 sidewalk and we're making provisions for folks to kind of go around over to the new,

02:05:32.700 --> 02:05:40.220
 you know, facility, the junction location, but I'm just envisioning and walking

02:05:40.220 --> 02:05:45.300
 along McKinney Street and there's no sidewalks, there's no expansion, I understand that there

02:05:45.300 --> 02:05:54.220
 wasn't anything that was put into, you know, the plan for widening McKinney and, you know,

02:05:54.220 --> 02:06:02.420
 making it a bit more bike walkable friendly, so I guess that would be coming along as well,

02:06:02.420 --> 02:06:10.700
 but can you put sidewalks in without the big plan between McKinney Street and Woodrow,

02:06:10.700 --> 02:06:17.260
 you know, going over to 288, because there's no sidewalks there at all.

02:06:17.260 --> 02:06:22.960
 - Yeah, I'll defer the bulk of, like, what's the future along McKinney to Becky because

02:06:22.960 --> 02:06:25.140
 that's a conversation they're having.

02:06:25.140 --> 02:06:29.580
 I will tell you that as we were hearing the remarks about transit utilization and when

02:06:29.580 --> 02:06:33.620
 people are out riding, that McKinney Street is a street I travel on frequently, I see

02:06:33.620 --> 02:06:38.020
 a lot of transit ridership, I see a lot of folks walking, it is an area that, you know,

02:06:38.020 --> 02:06:43.660
 I feel there's a lot of need or emphasis to make it a more pedestrian accommodating corridor.

02:06:43.660 --> 02:06:47.620
 Unfortunately, we're looking at that corridor for future improvements that Becky can talk

02:06:47.620 --> 02:06:48.620
 about.

02:06:48.620 --> 02:06:51.900
 - Yeah, it's kind of like, oh, we need it now, but we know we gotta wait.

02:06:51.900 --> 02:07:01.900
 Also, going over to the new facility is going up Audra and hitting that, the Audra, going

02:07:01.900 --> 02:07:10.300
 from Audra to Audra and going out to 288 as well, that area certainly needs to be improved

02:07:10.300 --> 02:07:20.860
 if we're going to start requesting or suggesting homeless population to make their way there,

02:07:20.860 --> 02:07:25.420
 if they're walking or if they're driving or biking.

02:07:25.420 --> 02:07:32.460
 There's not any concentration on the Audra that goes east and west, you know, the other

02:07:32.460 --> 02:07:34.180
 side of Mingo.

02:07:34.180 --> 02:07:40.500
 So please add that to the conversation as well, and I'm just thinking about getting

02:07:40.500 --> 02:07:46.300
 folks coming off the train and if they're expected to go to that area, I'm not real

02:07:46.300 --> 02:07:52.940
 sure if they'll be met with the GoZone vehicle to take them there or will they have to bike

02:07:52.940 --> 02:07:54.700
 or walk there.

02:07:54.700 --> 02:08:01.580
 So just to add that to part of the conversation, some improvements definitely need to be made

02:08:01.580 --> 02:08:06.900
 between Mockingbird and 288 over there on that Audra area.

02:08:06.900 --> 02:08:15.320
 I know right now that they're building residential facilities over in that area as well.

02:08:15.320 --> 02:08:20.620
 So just wanted to put that out there right now.

02:08:20.620 --> 02:08:27.020
 And the other thing is, you know, like you said, the improvements over on McKinney, just

02:08:27.020 --> 02:08:32.300
 all the way down McKinney Street, we just have so much activity on that road and it's

02:08:32.300 --> 02:08:34.140
 a tight road.

02:08:34.140 --> 02:08:39.380
 So just adding the additional sidewalks is something that I think everybody's going to

02:08:39.380 --> 02:08:40.380
 really appreciate.

02:08:40.380 --> 02:08:47.820
 Could you address McKinney? Sure, so at this time, the section of McKinney Street between

02:08:47.820 --> 02:08:53.620
 the Woodrow-Audra intersection all the way to the Loop 288 and the city is actually submitted

02:08:53.620 --> 02:08:57.780
 that for a county bond package list.

02:08:57.780 --> 02:09:03.060
 We also will be looking at the possibility of putting that in a future CIP.

02:09:03.060 --> 02:09:07.500
 But at this time, it doesn't make sense to install sidewalk along that corridor knowing

02:09:07.500 --> 02:09:10.860
 that we don't have future right-of-way, we don't know what that ultimate cross-section

02:09:10.860 --> 02:09:13.180
 was going to be.

02:09:13.180 --> 02:09:17.340
 Because unfortunately, we need to look at the future right-of-way widths, the future

02:09:17.340 --> 02:09:23.620
 easements that need to be acquired, the utilities that need to be constructed in that area.

02:09:23.620 --> 02:09:28.980
 So although I agree that sidewalk is needed in that area, at this point, we want to see

02:09:28.980 --> 02:09:34.660
 when and help anticipate when that bond package would come through to really improve that

02:09:34.660 --> 02:09:39.780
 entire roadway cross-section. And I also wanted to mention in several of those areas where

02:09:39.780 --> 02:09:45.340
 you know there's current infrastructure plans going on, such as Audra that's between Mockingbird

02:09:45.340 --> 02:09:49.200
 and the Loop or other areas along McKinney.

02:09:49.200 --> 02:09:55.900
 As infrastructure is constructed with development projects, they're going to be required to

02:09:55.900 --> 02:10:00.580
 install and construct sidewalk in front of their frontage along those roadways.

02:10:00.580 --> 02:10:05.500
 So many of those areas are being filled in as they're doing those constructions. And

02:10:05.500 --> 02:10:10.760
 so what Nathan had looked at in many cases is where to fill in the gap between where

02:10:10.760 --> 02:10:15.720
 a development project might go in. That's what he did specifically along the loop is

02:10:15.720 --> 02:10:21.300
 just due south of the junction as a new development coming in. So they're required to construct

02:10:21.300 --> 02:10:22.300
 sidewalks.

02:10:22.300 --> 02:10:28.580
 So then we are looking at areas of which the development or existing sidewalk is not present

02:10:28.580 --> 02:10:34.140
 so that we can fill in those pieces. My concern was is that individuals would want to try

02:10:34.140 --> 02:10:39.940
 to walk across the loop. It's a decent rate of speed. There are not enough signalized

02:10:39.940 --> 02:10:44.620
 intersections in those areas. And I wanted to provide a safe passageway for them to get

02:10:44.620 --> 02:10:50.340
 from the junction all the way down to McKinney, across McKinney and back up to our Daily Bread.

02:10:50.340 --> 02:10:56.220
 In the future, there will be more than likely signals at the intersection of Audra and possibly

02:10:56.220 --> 02:11:01.740
 a signal at Hummingbird, which would provide for a safe passageway across Loop 288. But

02:11:01.740 --> 02:11:08.700
 at this time, TxDOT is not allowing any type of pedestrian beacons. And Nathan can speak

02:11:08.700 --> 02:11:13.300
 to that too. So we really wanted to look at what is the safest way to get folks from one

02:11:13.300 --> 02:11:14.780
 side of the roadway to the other.

02:11:14.780 --> 02:11:22.740
 And then if I could speak to the Audra area as well. So we do have a safe routes project

02:11:22.740 --> 02:11:30.020
 that's on Audra. So that will improve some, you know, add some sidewalks in that area

02:11:30.020 --> 02:11:36.900
 as well. There was a concentration, an area that we had a fairly high PPI that I would

02:11:36.900 --> 02:11:44.260
 have liked to include in this application. But one of the biggest challenges with putting

02:11:44.260 --> 02:11:48.300
 forward these projects, if we're putting forward something that's a new project, is if we haven't

02:11:48.300 --> 02:11:53.580
 had an opportunity to go to the public and receive feedback or input, it's really important

02:11:53.580 --> 02:11:59.460
 to have community support before we put these projects forward with that degree of uncertainty,

02:11:59.460 --> 02:12:05.500
 because then we're tying up those, we're applying to fund a project, those dollars get associated

02:12:05.500 --> 02:12:10.860
 with the project. If the project doesn't receive that support later on in the process, then

02:12:10.860 --> 02:12:16.540
 we have to go back to DCTA, explain that situation. So we tried to focus on projects that are

02:12:16.540 --> 02:12:21.860
 certain that we know these dollars will apply to what we're going to spend the money on.

02:12:21.860 --> 02:12:27.500
 And Audra just has a bit of uncertainty with things like acquiring right of way or which

02:12:27.500 --> 02:12:32.020
 side of the street will sidewalk beyond those sorts of things. So it feels like it will

02:12:32.020 --> 02:12:37.460
 be really important for us to have those conversations to tee up more projects for the next funding

02:12:37.460 --> 02:12:44.780
 year applications. So our FY 2023 will hopefully have more certain projects that haven't yet

02:12:44.780 --> 02:12:50.340
 been fleshed out based on our sidewalk work plan. So hopefully we'll see more opportunities

02:12:50.340 --> 02:12:55.300
 in some of those areas that we can apply for funding next year.

02:12:55.300 --> 02:13:06.220
 My one observation though, Ed, I mean, these are all great projects. It's just in the past,

02:13:06.220 --> 02:13:12.200
 it seemed to me, maybe I'm wrong, that the trip funding really funded whole sidewalk

02:13:12.200 --> 02:13:16.400
 projects that wouldn't otherwise happen. Whereas here it looks like, when I look at the funding

02:13:16.400 --> 02:13:24.200
 breakdown, it looks like a relatively minor amount of money in the total bill, the kind

02:13:24.200 --> 02:13:31.300
 of money that we do in contract extensions and amendments every week. It doesn't strike

02:13:31.300 --> 02:13:37.740
 me as, I'm just telling you truthfully my reaction, it doesn't strike me as truthfully

02:13:37.740 --> 02:13:41.980
 making projects happen that wouldn't otherwise happen. Am I wrong about that?

02:13:41.980 --> 02:13:48.620
 I would say in some cases the projects will happen faster because we fund on an annual

02:13:48.620 --> 02:13:54.780
 basis and some of these projects we can accelerate into construction a bit faster. I think that

02:13:54.780 --> 02:13:59.940
 would be one of my goals, is to use these dollars to seed projects, to move them forward

02:13:59.940 --> 02:14:05.500
 faster and get them in the ground more quickly and try and leverage those investments where

02:14:05.500 --> 02:14:11.100
 they're mutually beneficial to DCTA of course, but it also gets improvements that support

02:14:11.100 --> 02:14:18.240
 our community into the ground more quickly. My read of the room so far, and I'll ask

02:14:18.240 --> 02:14:21.460
 more formally, is we're going to say, yeah, go ahead, bring it to council, but that would

02:14:21.460 --> 02:14:26.820
 be my advice would be to point out what you just said. Even though it doesn't look like

02:14:26.820 --> 02:14:35.300
 that much out of the total, here's where it'll make a difference in speed. How is this incrementally

02:14:35.300 --> 02:14:39.020
 just not getting some money that's getting lost in the sauce?

02:14:39.020 --> 02:14:44.300
 I'll share the grants management team when we met with them, their observation was it

02:14:44.300 --> 02:14:49.540
 was great that we could fund so many projects. I think that's a real benefit of the approach

02:14:49.540 --> 02:14:54.300
 that we're putting forward this year is that we are spreading these dollars out to support

02:14:54.300 --> 02:14:58.420
 a lot of different projects, so it impacts different parts of the community which is

02:14:58.420 --> 02:15:03.300
 hopefully a real benefit to our residents and visitors.

02:15:03.300 --> 02:15:07.980
 My first instinct, because I kind of had that same thought and tell me if this is accurate

02:15:07.980 --> 02:15:14.740
 or not, it does seem like these requests are kind of for projects that probably would have

02:15:14.740 --> 02:15:22.260
 happened anyway even without trip funding, but I kind of assumed that that was because

02:15:22.260 --> 02:15:27.780
 we're taking such an aggressive approach to sidewalk projects now that we maybe haven't

02:15:27.780 --> 02:15:43.140
 taken in the past. Do you feel that's accurate or Becky do you feel that's accurate?

02:15:43.140 --> 02:15:47.940
 Okay sorry it took me a minute for it to turn green. I think that last year was the first

02:15:47.940 --> 02:15:55.380
 year that we put forward the DCTA trip program. We looked at the approach at that time was

02:15:55.380 --> 02:15:58.940
 to look at you know what are the projects in the areas where we think there are some

02:15:58.940 --> 02:16:04.580
 projects that maybe don't have all the funding that are the most high priority for the city.

02:16:04.580 --> 02:16:08.980
 I think this year the approach that we have used is to look at areas where there may already

02:16:08.980 --> 02:16:15.800
 be an existing project going on or being constructed or in design part of a construction, but that

02:16:15.800 --> 02:16:22.140
 we're looking at how can we add or supplement to those additional areas. So you know I really

02:16:22.140 --> 02:16:28.380
 think the approach that Nathan and others used at this time is to say we have an existing

02:16:28.380 --> 02:16:34.780
 project going on in this location we'd like to add to and add additional that did not

02:16:34.780 --> 02:16:41.340
 have the funding because I will remind you with the entire bond programs those are roadway

02:16:41.340 --> 02:16:46.940
 improvements only. They do not have sidewalk improvements included in any of the designs.

02:16:46.940 --> 02:16:51.460
 Similarly when he looked at all of the list of projects and Robin also worked on this

02:16:51.460 --> 02:16:55.940
 with him there are multiple sidewalk projects that need to be completed or that have a high

02:16:55.940 --> 02:17:01.340
 PPI score. So the approach this time was actually to use that sidewalk work plan that has been

02:17:01.340 --> 02:17:06.200
 developed that Nathan shared with you last month and approach that from the perspective

02:17:06.200 --> 02:17:12.100
 of where some of the areas where we really could get additional funding maybe it's additional

02:17:12.100 --> 02:17:17.980
 funding to support the funding that the city already has and get those extra benefits.

02:17:17.980 --> 02:17:23.860
 And so you know I feel like that maybe what we can definitely do is provide additional

02:17:23.860 --> 02:17:29.340
 resources to and explain during the presentation that you know the city has this amount of

02:17:29.340 --> 02:17:35.140
 funding we'd like to extend the funding and make it go to that next block or to that next

02:17:35.140 --> 02:17:42.620
 major roadway and by doing that then it provides that holistic project right. So maybe that's

02:17:42.620 --> 02:17:47.980
 the message that you're not hearing from the presentation and I think that really truly

02:17:47.980 --> 02:17:51.940
 adding some of these additional parts and pieces is going to provide for that entire

02:17:51.940 --> 02:17:58.300
 network and that's where pictures or visuals that you're discussing. And I'll tell you

02:17:58.300 --> 02:18:03.260
 I really wanted to look at the projects like the the loop 288 the junction the building

02:18:03.260 --> 02:18:08.060
 because I was concerned with individuals traversing in those areas. And so there's some things

02:18:08.060 --> 02:18:11.460
 like that that we have to look at we need to know what are all the projects that are

02:18:11.460 --> 02:18:16.980
 happening for the entire city and how do we approach those. So overall I think using the

02:18:16.980 --> 02:18:22.700
 PPI extending the projects that the city has with that additional funding it's like a change

02:18:22.700 --> 02:18:27.900
 order per se. It's like adding to an additional project so that you can get that complete

02:18:27.900 --> 02:18:32.220
 benefit that gets all the way to that next intersection versus just having parts and

02:18:32.220 --> 02:18:38.860
 pieces. So I also think that the approach that's been used this year knowing that you

02:18:38.860 --> 02:18:43.740
 know DCTA has had made many modifications you can even see today that some of the routes

02:18:43.740 --> 02:18:46.740
 that were presented today are different than some of the routes that we even have on the

02:18:46.740 --> 02:18:54.100
 maps that as they ever change we're looking at where can we make the most benefit in areas

02:18:54.100 --> 02:18:58.500
 and some of them may seem as small pieces but three hundred thousand dollars and Danny

02:18:58.500 --> 02:19:02.420
 sitting in the back is not something that's a part of an operational budget that he's

02:19:02.420 --> 02:19:06.220
 going to have that opportunity to make that improvement. So that's where we want to really

02:19:06.220 --> 02:19:11.980
 provide that that I guess more a more fluid project to get you from point A to point B.

02:19:11.980 --> 02:19:20.100
 Yeah thank you yeah that clarifies for sure. Hi I'm Robin Davis project manager I actually

02:19:20.100 --> 02:19:24.300
 deliver and get most of these sidewalks built and I just wanted to say that some of these

02:19:24.300 --> 02:19:29.460
 smaller amounts DCTA is one of the requirements is to have these things constructed I believe

02:19:29.460 --> 02:19:35.620
 three years something like that. So using the the trip funds helps us also free up some

02:19:35.620 --> 02:19:40.300
 of the 2019 sidewalk bond funds to be used towards projects that we can go ahead and

02:19:40.300 --> 02:19:44.940
 get in the design process and use the trip funding to help us go ahead and get them constructed

02:19:44.940 --> 02:19:51.620
 this kind of speeds up the process and spreads the money out further. Yeah well you know

02:19:51.620 --> 02:19:55.260
 I think that's an important point too I would just suggest you know just when you bring

02:19:55.260 --> 02:20:01.900
 it to council to just maybe even maybe even did it just didn't register me right no at

02:20:01.900 --> 02:20:06.140
 the beginning say one of our strategies is look at existing projects and add features

02:20:06.140 --> 02:20:10.860
 to them. Just it wasn't obvious to me that you're adding features to it's just like part

02:20:10.860 --> 02:20:17.340
 of the funding mix. That was kind of the communication of that table. So if you say that and then

02:20:17.340 --> 02:20:21.660
 in the project as you go through them you know here's what it was going to be and then

02:20:21.660 --> 02:20:29.660
 here in red is the additional thing that we're going to add on. Simple as that. Yeah I will

02:20:29.660 --> 02:20:36.540
 be sure to highlight some of those areas where we did you know several I touched on early

02:20:36.540 --> 02:20:41.100
 in the presentation so they may be a little more back of memory but certainly we can highlight

02:20:41.100 --> 02:20:47.000
 a bit more in you know how we looked at this from like a goals and objectives perspective

02:20:47.000 --> 02:20:52.500
 for this year's group of funds and then I can also highlight additionally where some

02:20:52.500 --> 02:20:56.420
 of these things just wouldn't have happened or I shouldn't say they wouldn't have happened.

02:20:56.420 --> 02:21:00.220
 Every time I talk to our project managers I recommend things and they are not in the

02:21:00.220 --> 02:21:04.600
 scope of the project. But there's features that wouldn't have happened. Exactly or they

02:21:04.600 --> 02:21:09.620
 may be outside of our budgets and it's you know overrunning our CIP budgets so you know

02:21:09.620 --> 02:21:14.700
 these are ways that we're recapturing some of those investments that we're going to make

02:21:14.700 --> 02:21:20.060
 or maybe there are things that we wouldn't have done or a project might have been extended

02:21:20.060 --> 02:21:23.460
 another five years. I guess this council would support either way but they'll do it with

02:21:23.460 --> 02:21:27.980
 greater enthusiasm if we do this. Well I look forward to having that conversation. We'll

02:21:27.980 --> 02:21:32.340
 take all your feedback and retool this a little bit before we go to council next month. Any

02:21:32.340 --> 02:21:39.900
 objection to bringing any of these proposals to council? Okay great. Thank you. Fantastic.

02:21:39.900 --> 02:21:55.340
 Thank you so much. All right we are up to item E staff report. Awesome so the staff

02:21:55.340 --> 02:21:59.380
 report is not actually on the screen so I'm going to ask you just to follow along with

02:21:59.380 --> 02:22:05.220
 me as I kind of talk through. So thank you for allowing me to give you an update on a

02:22:05.220 --> 02:22:11.020
 few items that we discussed in the last couple of meetings. So on Janney Street I know this

02:22:11.020 --> 02:22:16.100
 is something that councilmember Byrd brought forward during the October 15th mobility committee

02:22:16.100 --> 02:22:21.460
 meeting and councilmember Byrd requested the improvements to Janney Street near McKinney

02:22:21.460 --> 02:22:26.380
 including the installation of curb and measures to improve the visibility of trees that are

02:22:26.380 --> 02:22:30.860
 currently in the middle of the street and it is very interesting because it's one of

02:22:30.860 --> 02:22:36.180
 the only streets I've seen that have actually trees in the middle of the roadway and so

02:22:36.180 --> 02:22:40.300
 the portion of Janney in question will be fully reconstructed including the installation

02:22:40.300 --> 02:22:45.620
 of curb as part of that 2019 bond program. Mr. Seth Garcia is sitting in the back of

02:22:45.620 --> 02:22:50.740
 the room and he is the program manager for that project. The reconstruction of Janney

02:22:50.740 --> 02:22:58.660
 is currently scheduled to occur in the calendar year of 2024 and then on November 18th staff

02:22:58.660 --> 02:23:03.940
 actually installs several interim safety measure improvements to Janney including some reflective

02:23:03.940 --> 02:23:10.260
 pavement markings around the trees and additional reflective striping to draw the attention

02:23:10.260 --> 02:23:16.780
 along with installing a keep right sign to help and so those interim improvements made

02:23:16.780 --> 02:23:22.100
 and there's some pictures that are included in your packet and those were led underneath

02:23:22.100 --> 02:23:29.660
 the operation of Mr. Daniel Kramer that's in the very back of the room and he actually

02:23:29.660 --> 02:23:34.140
 had his traffic operations team work through that so hopefully that will help with some

02:23:34.140 --> 02:23:41.540
 of the updates and then when the actual road is reconstructed in 2024 that will provide

02:23:41.540 --> 02:23:49.540
 those additional improvement measures. The next item really came up as a part of the

02:23:49.540 --> 02:23:55.140
 conversation thank you Logan. Logan's gonna assist with getting the pictures updated there

02:23:55.140 --> 02:24:02.940
 you go. So the next item is actually the coordination with DCTA on upcoming capital projects and

02:24:02.940 --> 02:24:06.820
 really the I'm not gonna read there's a ton of information but really what I wanted to

02:24:06.820 --> 02:24:12.940
 ensure you as I know it was a comment that was made at the last meeting is we have reached

02:24:12.940 --> 02:24:19.620
 out to DCTA to discuss our outreach efforts with them and really we've worked through

02:24:19.620 --> 02:24:25.620
 multiple things I know you're all aware that Rachel Wood is the staff liaison for DCTA

02:24:25.620 --> 02:24:30.780
 she really attends all the the board meetings and is in or listens to and is on regular

02:24:30.780 --> 02:24:36.780
 communications with the DCTA staff. She's spending about 10% of her time right now just

02:24:36.780 --> 02:24:43.260
 addressing DCTA concerns so it is taking quite a bit of her her time to work through those

02:24:43.260 --> 02:24:48.220
 things but I know she is definitely making sure that she's providing that resource and

02:24:48.220 --> 02:24:53.380
 being able to answer questions and provide feedback. As you know we do the mobility committee

02:24:53.380 --> 02:25:00.540
 updates with the DCTA late leadership we hold stakeholder meetings where we're available

02:25:00.540 --> 02:25:07.260
 to answer any questions we currently have monthly meetings as you know with TWA, ATMA,

02:25:07.260 --> 02:25:15.500
 TxDOT and then we also have quarterly meetings which Robin Davis holds with UNT. Today we've

02:25:15.500 --> 02:25:22.820
 suggested with DCTA and they have not requested to schedule many type of regularly scheduled

02:25:22.820 --> 02:25:27.220
 meetings with our construction staff so we're open to that at any time and we've told them

02:25:27.220 --> 02:25:32.860
 that we're happy to coordinate with them and and have them involved. We are doing biannual

02:25:32.860 --> 02:25:38.340
 project drill down meetings we had these the last week of November where all stakeholders

02:25:38.340 --> 02:25:44.660
 are present to provide and receive updates. All of the project managers and program managers

02:25:44.660 --> 02:25:50.500
 go through every active project that we have and do a presentation. The last meetings that

02:25:50.500 --> 02:25:54.900
 we held were three days in a row we had 45 to 50 different individuals on them so they're

02:25:54.900 --> 02:25:59.540
 very highly attended and it helps share the message of all the projects that our team

02:25:59.540 --> 02:26:05.820
 has going on. The street closure report is something that comes out weekly y'all are

02:26:05.820 --> 02:26:11.020
 aware of that. Discussed didn't is also an area of which they can go on and look at any

02:26:11.020 --> 02:26:16.500
 projects at any time that's live on the city's website. We have the engaged in process which

02:26:16.500 --> 02:26:21.620
 I know you're all aware of. Of course the Friday report that weekly publication that

02:26:21.620 --> 02:26:27.900
 goes out to everyone and DCTA and other partner agencies can be added to the distribution

02:26:27.900 --> 02:26:33.420
 list at any time if they'd like to be so we add people all the time to the Friday report

02:26:33.420 --> 02:26:38.540
 who want to hear that additional information and then today we're actually doing a little

02:26:38.540 --> 02:26:44.420
 preview to the online construction capital projects construction map internally to the

02:26:44.420 --> 02:26:51.460
 city at our employee forum and January 3rd and that should say 2022 not 2021 so that's

02:26:51.460 --> 02:26:58.860
 a typo. A new GIS based capital projects construction map will be live where you can go in and look

02:26:58.860 --> 02:27:05.340
 at projects that are happening within the next 365 days they're either planned ongoing

02:27:05.340 --> 02:27:12.380
 or have been closed out within the next the next fiscal year or calendar year actually.

02:27:12.380 --> 02:27:17.140
 So there's multiple ways that we're providing updates and we've given those given all of

02:27:17.140 --> 02:27:22.200
 this information also to DCTA so happy to continue to engage with them at any measure

02:27:22.200 --> 02:27:30.340
 anyway. The next item was to look at the safety of the intersection of Parkway and Locust

02:27:30.340 --> 02:27:36.020
 and solar powered flash flashing beacons were installed on the stop signs at Parkway and

02:27:36.020 --> 02:27:42.580
 Elm so I mentioned this yesterday in the questions that you brought up Councilmember Byrd during

02:27:42.580 --> 02:27:47.620
 my presentation on the criteria manual traffic operations Danny's team in the back along

02:27:47.620 --> 02:27:52.300
 with capital projects engineering have been looking at and assessing you know other improvements

02:27:52.300 --> 02:27:57.080
 that may need to be made to Parkway and Elm and Parkway and Locust. Many of those improvements

02:27:57.080 --> 02:28:01.860
 are things that Nathan is looking at in that area with possible additional striping but

02:28:01.860 --> 02:28:09.700
 currently what we have been finding is folks that are traveling southbound on Elm Street

02:28:09.700 --> 02:28:15.820
 are traveling at a different speed than those in there they need that additional notification

02:28:15.820 --> 02:28:20.100
 so if you travel in that area you'll actually see the red flashing beacon on the top of

02:28:20.100 --> 02:28:25.500
 the stop signs at Parkway and Elm if you're traveling on southbound Elm and then of course

02:28:25.500 --> 02:28:29.500
 there's the signalized intersection project that's very close to being done it's been

02:28:29.500 --> 02:28:35.380
 flashing red for a period of time so I know they're working on getting that completed.

02:28:35.380 --> 02:28:40.060
 I will mention that what Nathan and there's some pictures Logan's showing you the picture

02:28:40.060 --> 02:28:44.700
 but I will mention that what Nathan is looking at right now and we've been discussing with

02:28:44.700 --> 02:28:51.660
 Danny and his team is a possible roadway diet from on Parkway from Carroll now really till

02:28:51.660 --> 02:28:58.500
 you get around the corner just north of that Denton I believe it's the Denton women's building

02:28:58.500 --> 02:29:03.620
 that's currently located right there so we're looking at a possible roadway diet in that

02:29:03.620 --> 02:29:08.780
 area along Parkway so those are some things that Nathan's looking at with some interim

02:29:08.780 --> 02:29:14.900
 steps that can be made from a striping perspective as striping projects come up we're evaluating

02:29:14.900 --> 02:29:20.100
 them a little bit differently just to see if there's any improvements that we can make

02:29:20.100 --> 02:29:25.860
 and then the last thing that was mentioned was to update the sidewalk work plan to have

02:29:25.860 --> 02:29:31.340
 more diverse images and Nathan has already corrected that sidewalk work plan to have some

02:29:31.340 --> 02:29:38.900
 additional images that provide individuals who are either disabled or have more diverse

02:29:38.900 --> 02:29:44.220
 type images with demographics culture atmosphere and so those have been updated and modifications

02:29:44.220 --> 02:29:49.300
 have made been made to the sidewalk work plan you'll see the sidewalk work plan on January

02:29:49.300 --> 02:29:54.080
 4th at the council meeting so we're looking forward to that so that's really all the updates

02:29:54.080 --> 02:30:01.460
 I have as far as the staff memo as far as future items currently we have addressed all

02:30:01.460 --> 02:30:06.720
 of them except for two one of them I just mentioned which was the improvements to Parkway

02:30:06.720 --> 02:30:12.220
 at Locust and Parkway at Elm and so we're still working through the possibilities of

02:30:12.220 --> 02:30:18.460
 that road diet and additional striping the other one is the update to the Bonnie brand

02:30:18.460 --> 02:30:23.580
 35 sequencing I know Mayor Pro Temulcer this is something that you brought up and we plan

02:30:23.580 --> 02:30:28.820
 to bring this back at the January 19th mobility committee meeting where another program manager

02:30:28.820 --> 02:30:35.980
 Kyle pedigo will be making making that presentation to be able to show you the construction time

02:30:35.980 --> 02:30:41.540
 frames and look at the the different sequencing for those two projects being under construction

02:30:41.540 --> 02:30:49.840
 at the same time to the work on 35 I'm sorry and how that timing relates to the critical

02:30:49.840 --> 02:30:56.180
 timing on 35 yes sir there we are currently evaluating comparisons between the Bonnie

02:30:56.180 --> 02:31:05.140
 Bray sections from 380 to basically 35 along Bonnie Bray versus the 35 construction and

02:31:05.140 --> 02:31:09.620
 when those two areas would be in construction at the same time looking at many different

02:31:09.620 --> 02:31:16.600
 evaluations and so yes we will be bringing that back to show you and and be able to kind

02:31:16.600 --> 02:31:22.220
 of show you some different opportunities in those areas so definitely on our radar and

02:31:22.220 --> 02:31:26.340
 we will be we've we've already had several presentations and worked through that internally

02:31:26.340 --> 02:31:31.580
 but want to be able to bring that back to you in January excellent so are there any

02:31:31.580 --> 02:31:36.580
 other items that y'all would like for us to I'm sorry go ahead sorry I just want to make

02:31:36.580 --> 02:31:42.220
 sure that we can remove all the other ones that are on oh yes ma'am I'm sorry so Logan

02:31:42.220 --> 02:31:47.180
 has added an additional column that says request to remove so you can see all of the ones which

02:31:47.180 --> 02:31:54.420
 I can't see that far but they all say yes minus number one which is Bonnie Bray to 35

02:31:54.420 --> 02:32:02.060
 and then number 11 that is the Parkway and Locust so we'd like to remove all the other

02:32:02.060 --> 02:32:07.780
 items as we feel like we have worked to address those but leave those two additional ones

02:32:07.780 --> 02:32:17.380
 on there so that we can bring those back to you in January yeah yeah but any any objections

02:32:17.380 --> 02:32:25.620
 to removing the ones that are indicated as complete or addressed no so remind me where

02:32:25.620 --> 02:32:31.820
 paisley oh paisley no don't don't remove that I don't see any thing that have gone forward

02:32:31.820 --> 02:32:37.980
 on between paisley and root that corner paisley and they'll talk to me about that we actually

02:32:37.980 --> 02:32:48.900
 made that update in the last month's presentation in November okay mobility in November okay

02:32:48.900 --> 02:32:52.780
 I'll have to go back and look at that if you feel like it needs to if you feel like we

02:32:52.780 --> 02:32:55.900
 haven't addressed that if you would please bring that to our attention in January we'd

02:32:55.900 --> 02:32:59.540
 be happy to add it okay yeah I'll just leave it on here it's no problem leave it on there

02:32:59.540 --> 02:33:05.740
 until I can look at it again absolutely yes ma'am also my folks over at Township 2 is

02:33:05.740 --> 02:33:14.500
 that on there Township 2 Dallas Drive they are concerned about the course and always

02:33:14.500 --> 02:33:23.020
 been concerned about that that northbound you know exit they are coming off of 35 they

02:33:23.020 --> 02:33:28.940
 are feeling feeling like and they are telling me that the traffic is still going a bit too

02:33:28.940 --> 02:33:38.380
 fast and then even going south as you're entering the freeway people are speeding up to get

02:33:38.380 --> 02:33:43.660
 on the freeway now so that is also a concern because now they need to get out of their

02:33:43.660 --> 02:33:50.340
 neighborhood and if they want to go across and get on the freeway there's an angle there

02:33:50.340 --> 02:33:58.060
 that they are that they're notifying me of so please add that to the list I'm not sure

02:33:58.060 --> 02:34:04.260
 if some little stripe what do you call those little speed speed stripes or something that

02:34:04.260 --> 02:34:08.520
 might help the traffic that's coming off the freeway to kind of slow them down that they

02:34:08.520 --> 02:34:15.580
 are entering into you know past a residential area you're referring to Dallas Drive Dallas

02:34:15.580 --> 02:34:27.260
 Drive okay to Teasley at least it's it's really fast on that roadway so I think the miles

02:34:27.260 --> 02:34:33.440
 per hour is 45 miles per hour coming off the freeway and then entering the freeway I'm

02:34:33.440 --> 02:34:40.460
 not real sure of how how fast we're allowing travels to we've looked at that from a traffic

02:34:40.460 --> 02:34:45.680
 study perspective but we'll continue to evaluate we can work with the police department that's

02:34:45.680 --> 02:34:51.460
 also a text art roadway that they're entering and exiting so we can discuss that with our

02:34:51.460 --> 02:34:57.180
 police department then also with text art so I don't have any concerns with evaluating

02:34:57.180 --> 02:35:02.380
 that to see if we can bring something back that helps explain that situation I do know

02:35:02.380 --> 02:35:09.740
 it goes from 45 to 35 when you are exiting because I have been welcomed with a speeding

02:35:09.740 --> 02:35:16.140
 ticket in that area we've been in contact with the police department about that stretch

02:35:16.140 --> 02:35:22.860
 of roadway it's been in a few Friday reports so they have it on their monitor that that

02:35:22.860 --> 02:35:29.740
 would be a nice road to be able to note as a speed trap if nothing else to help the psychological

02:35:29.740 --> 02:35:34.300
 you know the police are monitoring this area sure we'll continue we'll check in with them

02:35:34.300 --> 02:35:39.460
 to find out I know I remember you know us looking into that and working with PD but

02:35:39.460 --> 02:35:44.780
 we'll evaluate what they're finding in that area and they'll be able to pull their data

02:35:44.780 --> 02:35:49.180
 to see if there's something that needs to be done from a safety perspective or speeding

02:35:49.180 --> 02:35:55.300
 well I'll just say as long as a township to residents are connecting with me about their

02:35:55.300 --> 02:36:02.780
 concerns I'll continue to bring them back no problem happy to address otherwise I think

02:36:02.780 --> 02:36:10.620
 that's it for me I think that's correct the about item 8 maybe you can just remind me

02:36:10.620 --> 02:36:16.300
 I had the impression that there was a response and that Susie rumor and said are you sure

02:36:16.300 --> 02:36:20.580
 you looked at the right street she asked about whether the speed was looked at on Malone

02:36:20.580 --> 02:36:25.660
 or was it really on Crescent because she didn't notice it at the time did you get to the bottom

02:36:25.660 --> 02:36:36.420
 of that you're discussing item number eight yeah and we do believe that we have evaluated

02:36:36.420 --> 02:36:40.540
 the concerns that are in that area there is an additional intersection that we've been

02:36:40.540 --> 02:36:47.980
 asked to look at but I'm happy to leave that one on there also for us to go back and evaluate

02:36:47.980 --> 02:36:54.060
 but we do believe and we can make contact with Susie if necessary that's that'll be

02:36:54.060 --> 02:37:02.900
 my ass just okay sure and then I have an additional item that I'd like to address I am getting

02:37:02.900 --> 02:37:13.700
 conflicting stories from from different sources on the status of exactly what the description

02:37:13.700 --> 02:37:20.200
 is but the property and Riddell Street that could potentially be in affected by street

02:37:20.200 --> 02:37:28.900
 widening and one story I hear is this is a you know piece of city land that could be

02:37:28.900 --> 02:37:34.420
 appropriated for a tiny house village and could actually be zoned appropriately for

02:37:34.420 --> 02:37:39.140
 that and then the other story I'm hearing is absolutely not available it's the only

02:37:39.140 --> 02:37:44.580
 way to do a street widening I would just like to get you know like I would just suggest

02:37:44.580 --> 02:37:52.140
 if you all talk to Ron Mengida and just come back with a unified you know point of view

02:37:52.140 --> 02:37:56.620
 on what the status is sure I'd be happy to do so I've informed the city manager's office

02:37:56.620 --> 02:38:02.940
 of the Riddell area and what the plans are for the future Riddell expansion south of

02:38:02.940 --> 02:38:08.140
 Mingo Road but I'll be happy to discuss with Ron and we can provide an update that actually

02:38:08.140 --> 02:38:13.580
 shows a graphical representation of the schematic in that area so you can see what we're referring

02:38:13.580 --> 02:38:19.740
 to in the area where the tiny house village was going to go is going to go that's interesting

02:38:19.740 --> 02:38:27.100
 yeah well what I you know I'm content to hear whatever the combined unified sure happy to

02:38:27.100 --> 02:38:35.540
 do so you know descriptions thanks anything else anyone else yeah okay then but you seem

02:38:35.540 --> 02:38:41.380
 to want to tell us something though you're just standing there okay that's what you that's

02:38:41.380 --> 02:38:48.020
 an awesome place to be okay so we're up to concluding items and I don't think we usually

02:38:48.020 --> 02:38:51.820
 do them like on council but but if you want to announce that you already referred to the

02:38:51.820 --> 02:38:58.300
 meeting tonight yes I'd like to refer to the meeting tonight the southeast didn't neighborhood

02:38:58.300 --> 02:39:07.220
 is having a community meeting tonight at Mount Calvary Baptist Church which is located on

02:39:07.220 --> 02:39:15.180
 Wilson Street starting at 530 and now that I have some additional information you know

02:39:15.180 --> 02:39:22.740
 in regards to some mobility things I'd be very pleased to present those to the neighborhood

02:39:22.740 --> 02:39:30.180
 people there so we'll hope to see everyone I hope everyone has an opportunity to come

02:39:30.180 --> 02:39:35.820
 out from the neighborhood and I'll just look forward to it thank you it is on my calendar

02:39:35.820 --> 02:39:44.380
 anything else you good all right we will close the meeting at 1140 thanks everyone thank

02:39:44.380 --> 02:39:45.380
 Thank you.

02:39:45.380 --> 02:39:45.380
 Thank you.