>> Okay, good morning everyone.
We're here with the City of Denning Mobility Committee.
It's Wednesday, March 26th, 2025, 10 AM.
We're in the council work session room.
We have determined that a quorum is present,
so we'll convene at this meeting at this time.
We're going to start with the first item,
citizens comments on the agenda items.
With that being said,
we're asking individuals are only able to comment on one time per agenda item.
Each speaker is to be given a total of three minutes.
I'm going to try to keep up with those minutes or unless somebody else wants to.
The chair will call your name and speak at the appropriate time and when addressing the committee.
Please step forward to the front of the room,
state your name, your address,
and direct your comments to the chair and the committee.
Items for individual consideration,
MC 25-010, consider approval of the minutes of February 26th, 2025.
Can I get a motion?
>> I have considered them and I moved that they be approved to submit it.
>> Okay. Do we just do the speaker's words?
I thought they picked their item for the agenda,
what they wanted to speak on.
So we're going to go back?
>> Yes. So the citizen comments all happen at the same time on this agenda at the beginning of the meeting.
>> Okay. So this is even though it's something else.
Okay. So our first person that we're going to have come up,
Ms. Jane Piperlott, please come to the front.
You prefer to speak.
Hello, Ms. Jane. I haven't seen you in a while.
>> Yeah, I know. We got a check.
>> All right.
>> And you too, you are hard to get hold of.
>> All right. I'm hard to get hold of?
>> Joe is.
I'm Jane Piperlott.
I live at 1407 North Austin.
I am here today to address item D, exhibit five.
I have a long history with this property, almost nine years.
The history of that property, which is across from the service center,
I had always been told it was bond election money,
but was corrected on that, so I don't know what's true.
But that property was in a bond issue at one time for
an expansion of the service center on that side of the road.
And because of that, they wanted to build a road up and
around the back of the building that would be there, so
that they wouldn't be going down McKinney to bother people.
And it would go to Mingo.
For some reason, they never had enough money to build the service center, so they scrapped the idea of the road.
Now, they've used that road for several excuses.
This time, it's because of the quiet zone.
But there are ways that are much cheaper to create a quiet zone
without having to close Willis and Pertain.
Which, if you close Pertain, you're going to lock people into that neighborhood.
Their only way out is going to be out McKinney.
But anyways, so that property has always kind of been,
well, we want a road there, but we're not doing it, and they've always had all these excuses.
It's a beautiful piece of property.
It does not need to be destroyed.
We've destroyed enough trees and enough property.
This got approved by the voters by deception.
This is the League of Women Voters guide for that bond proposal.
That proposal was labeled streets.
It says the issuance of $45 million for streets, levying a tax and
payment thereof, proposal A allocates funding for designing, acquiring, constructing,
renovating, improving, extending, upgrading, updating, and equipping city streets.
Bridges, multimodal sidewalks, improvement as well as related incidental
improvements, and the purchase of land, easement, right of way, and other properties of interest.
Mingo Road from Bell Avenue to Mockingbird.
Roodale Street from 380 to Mingo.
Railroad Quiet Zone from Mockingbird Lane to Frame Street.
Nowhere in that bond proposal does it say anything about this road being built through that.
Nowhere on the city websites was there anything.
The only reference was the, it said road alignment.
And it said C Mobility 2040.
>> Okay, Ms. Piperlunt?
>> Yes.
>> I know exactly where you're talking about, but your time has expired.
So we appreciate everything you've just told us and I've certainly written my notes down.
>> I got one more sentence.
I'm asking you to delay this until an investigation is done on this.
>> All right, thank you, ma'am.
>> Thank you.
All right, our next speaker is Ms. Lauren Penn, P-E-N-N, Lauren Penn.
Thank you, ma'am.
>> Hello, my name is Lauren Penn.
I live at 2308 Georgetown Drive in Denton in the North Lakes neighborhood.
I was here a month ago.
Since then, I wanted to give you guys an update on our neighborhood.
I was able to host a community walking audit.
We also just call it a walking tour, it's a great opportunity for our neighbors to get together.
I was able to invite some people from our staff and
had several council members there as well as council candidates.
We had a really great time together.
We met at the North Lakes Rec Center.
And immediately we were noticing a lack of a sidewalk from our neighborhood to the rec center,
which we really feel strongly that that should be done so
that we can access the great services at the rec center.
We also had a concern about, as Reeves Elementary, it should be ready to go and
students will be attending school there in August.
We are concerned that kids in our neighborhood who are zoned for
that school will not have a safe way to get to that school.
Our neighborhood kids could walk through North Lakes Park.
So we're curious what are the plans for having that sidewalk done.
So I just have on, if I need to say,
item C, the speed management and traffic calming action plan.
As we walked our neighborhoods streets together, a theme emerged that our neighborhood does
not feel safe or welcoming for pedestrians.
We had parents, seniors, children, and residents of all abilities.
They all shared concerns about, we have very wide intersections in our neighborhood.
And we have corners that are so wide that as we get to an intersection,
we feel really exposed and really unsafe in those areas.
We also have a lack of safe crossings for our students and, of course, missing sidewalks.
We have just a few sidewalks in the neighborhood closest to where Newton Razor used to be.
We also noticed something really helpful.
As we gathered and got to hang out, we noticed that we shared a desire to make our streets more walkable.
Our neighborhood wants to walk more.
We want to walk to businesses.
We want to walk to our school.
And we want to get to know each other.
We want to be able to have community to get out and get healthy as we walk around.
And our streets should really support that.
And so as our dent continues to grow, we are really excited to have this opportunity
to shape how that growth happens in a way that puts people first and not just cars.
So I have a few questions to follow up.
From our neighborhood specifically, we're wondering what low cost and high impact changes
like curb extensions or paint and post solutions could we pilot to make our intersections feel safer right now?
We also are wondering if with this traffic calming action plan, will walking audits
be a part of this planning process so that residents' voices can help shape this traffic calming plan?
And again, we're also wondering when will a sidewalk or a route to the elementary school be ready?
Will it be ready before August when our students and our kiddos as young as five will be getting to that school?
So those are my questions after our time.
We would love to share if once we finish our walking audit report,
we'd be happy to share that with anyone who might be interested in getting a copy.
>> You can come back.
Yes, we have questions.
>> Madam Chair, I know we can't ask questions back and forth because it's unprogrammed comments.
But I think we can say I would be interested in bringing the concept of walking audits back for further discussion.
>> Absolutely.
You all have that written down?
>> Thank you. >> They wrote it down.
Thank you, ma'am.
That was very insightful and very brave and much needed.
Thank you.
>> So we will go to B, MC, we didn't do the butchering, A, MC 25-010, consider approval of the minutes of February.
>> I made a motion.
I second.
>> Are there any questions?
All right, all in favor?
Okay, ayes have it.
Approval.
B, MC 25-011, receive a report and hold a discussion regarding the proposed FY 2025 Transportation Reinvestment Program trip funding application.
>> Good morning, Greg Scott, Transportation Services, and I'll start this presentation.
And it will be continued by Capital Projects.
So as you're probably aware, DCTA provides a portion of their revenues to us each year.
Based on projects that are mutually beneficial and within a quarter mile of existing transit.
Staff has identified three projects for 2025 funding.
And we will go into these more detailed, this is kind of an overview.
>> Overview, okay.
>> And two adjustments to 2022 projects.
I'm going to focus a little bit on that before we go on because it won't be detailed later.
But this adjustment costs zero dollars.
It is to make sure that we include planning in this project.
This kind of explains some shift in a project that brought intermodal improvements to the downtown square.
We came in under budget.
And so the remainder of the money from 2022 will be moved to downtown
for pedestrian improvements around the UPRR areas with the quiet zone.
Okay, so as promised, this is a little more of the details.
Project one is, or A, is Colorado Boulevard multimodal
improvements between loop 288 and the A train line.
These are all subject to planning, and we will engage the public in these.
But for budgeting purposes, we are assuming
that we will eliminate the sidewalk gaps on the south side of Colorado.
We will bring all of the south side of Colorado up to ADA standards.
Additionally, we'll provide bike lanes in both directions so
bikes can travel in the direction of cars, that is the concept.
Sorry, I jumped over it.
Project two is the Frye District, and with a focus on mulberry,
fairy, and fry, as shown in the dashed area.
Again, this will be subject to public involvement, and
this is what we'll kind of take that lead.
So with that, I'll turn it over.
>> Hey, good morning board members, Seth Garcia, Interim Director of Capital Projects.
So I'm gonna highlight a couple of projects that we're already currently
working on in Capital Projects, looking at some additional funding.
So this first one is the Katy Trail Extension.
As you may know, Mayhill Extension, the bridge,
closed the intersection just to the east or south of Edwards there.
In talking with DCTA, everybody sees it, a great opportunity to move that sidewalk
to the north side, if you will, of the railroad tracks there.
So we can eliminate the pedestrian crossing across the railroad tracks.
So again, ultimately, safety is the key there.
So what we're looking at doing is on the map,
install a new sidewalk along the north side of the railroad tracks.
And then we will close the crossing here.
And this existing southern portion of sidewalk will loop back and
bring you back to the bridge for connectivity there.
Part of this was approved in the 2023 DCTA.
What we found during our initial design review was we have a large floodway
issue right here where we're actually gonna have to install a pedestrian bridge.
So that's a lot of the increased costs that we're asking for here today.
Ultimately, this will bring all the connectivity for
the Katy Trail to be complete on that northern side.
As Greg mentioned earlier, More Street is a revised scope of work.
So essentially, what we're asking for
is to be able to use some tactical urbanism for this on-street trail portion.
That's gonna get more into planning and engagement with the community,
be able to put something out there as a pilot program, and
then ultimately go in with some permanent improvements.
So the original DCTA only agreement, excuse me, only allowed for
design and construction, again, we're wanting to utilize some of those funds for
planning and community engagement.
So again, that funding request is not changing, it's just a change in the scope.
And lastly, as Greg mentioned, we did have around $480,000 in savings for
the All Way Crossing project.
Part of the process for DCTA is that money goes back into the main pot, and
then we request from that main pot to be reallocated again.
So with inflation pressures that we've seen, we were looking for
a little bit of additional funding to help move forward the downtown and
UPRR Quiet Zone projects.
So that's what you see here, it would be almost $500,000 that would go towards
construction of that to provide pedestrian improvements at three of
those crossings, which is Hickory, McKinney, and Sycamore Street.
Again, those provide connectivity over to the DCTA,
Katy Trail, and the rail station.
And I'll turn it back to Greg for some next steps.
>> So with your approval, we will move forward, and this will go to the council.
And also for a resolution on April 27th, Farhan, 23rd.
Okay, we'll be going to DCTA board with these proposals.
>> Thank you, I certainly appreciate all that information.
Let's just start down this way and we'll work our way this way, I'll just do that.
>> Thank you, Chair.
I'm going to work backwards, so Seth, you may have to come back up.
>> Congratulations, by the way, Seth, on your interim position.
Okay, so on the reallocation of some of the downtown funds to the UPRR Quiet Zone
crossings, are those projects now fully funded, or are we still a little short?
>> So we're funded to what our OPCC is, which is our opinion of probable
construction cost.
So essentially, we're fully funded through design.
We have an idea from the railroad what the railroad agreement's going to be.
Once we actually bid for construction, we'll know the final number.
But to what our design engineer is saying the cost is right now, this will fund us.
>> Okay, and so y'all have them prioritized.
If it turns out we don't have enough for all of them,
you have a prioritized list, I assume, of which ones we'll target first.
>> So it is a Quiet Zone project, so we have to do all of it.
So it can't be in a small piece, so we would look, come back, work with finance,
come back to council, look for additional funding to make sure we could do it all.
>> Okay, so it's sort of all or nothing for this particular project.
>> Correct, yeah, and then again, this is a, sorry,
this was a continuation into the Mingo Quiet Zones as well.
So this will make that whole corridor.
So for prioritizing that to the north,
we can't leave this spot down here in the south as a gap.
>> Right, I'd like to interject.
Since we're on that topic, I think it would just, would it be appropriate if you all,
if anybody else have an opinion on that topic, I don't want to stop your flow.
>> Okay, just come back to me at the end.
I am, I will start with you again and we'll just see what's going on here.
Go ahead.
>> Okay, so since you have that up on the slide,
I guess maybe I'm just a little confused.
The trip funds are being, I mean,
I know we have an aggregate project with aggregate funding as you just described.
>> Correct.
>> But are we suggesting that street repair,
I mean, I know money is fungible and the whole project and you can move it from one pocket to another.
But are we allocating trip funds to street repair?
>> Yes and no. So essentially it goes into the bucket to fund the full projects.
A lot of the funding that's requested will go towards the sidewalk improvements,
the rail improvements, and then we'll have other funding sources
associated with the project that will cover the majority of the street infrastructure.
Sidewalks are considered part of the street infrastructure.
So that's why it's kind of grouped in that funding category.
>> That's an interesting question.
>> Yeah. The only reason I asked that question
is generally the trip funding is to facilitate transit options.
That's why we have the requirements of distance and access and density,
and all the other requirements that you did a good job mentioning.
So I want to be mindful that we're not piggy banking it as a way of doing
street repair that should be put on M&O or bonds
or another appropriate vehicle for street repair when we're trying to facilitate transit.
It's just, this is me not really resisting,
but asking us to be mindful when we're pooling money together as a project.
>> No, thank you for that. Yeah.
Part of the reason the sidewalk infrastructure is a little bit inflated on this is because the rail crossings.
So when we do rail crossings, you're increasing track panels.
Track panels have to be extended four feet past the sidewalk.
So you add a lot of incurred cost to put in the 10-foot trail or the 8-foot sidewalk that go into the rail infrastructure that inflates that number.
And so again, for the small sections of sidewalk that we're looking to implement,
the cost per linear foot is higher just because it's at the rail.
>> Okay, thank you. That's all for me, Chair.
And that answer was very appropriate because I had that on my mind as well.
It sounded like we were moving into street repair.
>> Yeah, understood.
>> But keeping in mind that we are just talking about transportation and walking is part of transportation and biking on those, it's part of the transportation.
>> Yes, ma'am.
>> Yes, ma'am. Oh, did you have great?
Yes, ma'am.
>> All right, so going back, or up one more side, yes.
Thank you all for including planning and finding a way to do that because I know, you know, it's going through a neighborhood.
So it's really good to work with the neighbors on this project.
And kudos for whoever had the idea to do tactical urbanism for this project.
Thank you.
So what I like about tactical urbanism for this specific project is what's cool about it is we put something in, we see how it works.
We ask for feedback from the residents.
Is this working? What's working? What's not?
We adjust it a little bit and we can keep adjusting it until we're happy with, until the neighbors are happy with the design.
And then we can maybe circle back at some point and do the more expensive permanent stuff.
So I appreciate us using a tactical urbanism approach for this one because that's a great way to not just be like, okay, here it is, we're done.
Oops, something didn't work.
Right. So it's just like, let's try this.
Oh, that doesn't work. Let's adjust it.
Right. So I want to thank you all for doing that.
That's all I have on that one.
That is great. This is a long time coming for those folks in their neighborhood.
So I'm very excited for them on this project.
Yes, sir.
So on this one, it was it was a little unclear to me.
Can you put a little color or detail on the the the lane separation concept that we're thinking about since some of it is sidewalks and some of it is in street?
And I would just could you add a little color to that?
Yeah, I'll let Greg go into that.
Let's see if this answers your question.
It's on street trail is what was as advertised.
Now, we will go.
The purpose of the public involvement is to flesh that out right to add the color through the public involvement.
Oh, so so do we have a starting point where like typically in the past, we've used the four inch bollards like on on Congress, like on Old North.
Some of them we have the little two inch by one centimeter.
I'm mixing units there.
Whatever the the the little flat ones, the yellow ones, we've used some of those in various locations.
I just was curious what our default lane separation concept was to take to the tactical urbanism.
We're not going to start at zero.
Are we solicit ideas or we're going to bring them something and for that, right?
If you're if you're speaking to bollard style, yeah, we are starting at zero.
I mean, I what goes into the cost has been the what you see on Congress.
OK, but that does not preclude anything else.
And that's a that's something that is very flexible to public engagement.
So the little armadillo humps or the or the concrete separators, that's all on the table.
Yeah. OK, cool. I appreciate that. Thank you.
I really appreciate the fact that you're taking it to the to the community at zero and ask them to help you decide what to start with or what they think.
So I think that's that's what their their process is. Thank you.
Anybody else? I do. Oh, I'm sorry.
Hold on. You skipped you. Yeah.
Did you want to say something to this? OK, just some clarification.
Slide six. The street that connects is going back to something else.
We were trying to finish. I beg your pardon.
Did you want to say something else? OK, now we're doing.
Did you want to say anything on six? What is where we think we're done with it?
OK, you can go ahead. OK. Sorry, I don't want to be the street that connects Avenue A with Fry Street.
Ferry, I swear in the world, did that come from probably Google Maps?
Are you certain that that's correct? No, I am not certain that that's correct.
And I used to own a business at 119 Avenue A.
I've never heard of Ferry Street. OK, would you see if that's correct?
Sure. I can also just take it off.
My yellow page ad said that it was across the street from the unit or the unit language building, the UNT language building.
But the yellow page ad said unit language building. And it also had my address is 119 Avia, A-V-E-A.
I didn't have to pay for that ad. Thank you for your consideration.
Oh, was that all you had? That's all I got.
OK, back down there. So, KD Trail. I don't remember which slide that was.
KD Trail. That one. Yeah, I mean, I don't think I have a question.
Just wanted to say thank you all for addressing that, because I think previously I had asked if the crossing across the railroad was going to remain open for Bike Ped.
And the initial answer was yes. And I shared that out to people who had asked me.
And then I heard that that got changed. So I'm glad that we have a work around now so that people can use the trail to get to Colorado slash Mayhill and go both directions.
So I really appreciate that connectivity. And I guess that's all I had for that one. So thank you.
All right. Anybody else on that one? Yes.
Yeah, I guess. And I think Susie would know more about this project than I do.
But just seeing that kind of initial number of two point five million, I guess I have some concern about that because, you know, I can look at projects in the next batch.
And it's the most expensive one is two hundred and fifty thousand dollars for these, you know, cheap things.
And we've been talking about wanting to do more of these cheap quick interventions.
So I haven't looked deeply into this particular project. So if this is particularly essential, then I understand that.
But looking at the relative cost, like 10 of the next project versus one of this, I have some concern over that.
Yeah, absolutely. And again, part of the reason is that large drainage floodplain area.
So, again, we're putting in a pedestrian bridge that's going to require structural engineering, again, just more of the design costs.
We're also going to have to get one easement from the property owner here on this kind of triangle pizza shaped on the corner here.
So that is impacting. Ultimately, with the CTA, the goal was take away the the crossing completely.
So by doing this, we're able to put it on the north side for folks that want to continue along the Cady Trail and then on the south side,
also provide them the opportunity to get back to Mayhill or make a big loop and get around to the to that north side again to continue on the trail.
Anybody else on this one on the next one, you know, either with this great or you're done.
I have one more. OK, one more. I have a question on Colorado Boulevard.
All right. We can pull that slide back up.
I forgot what slide that was. Yes, thank you.
So on the when we say bike lanes, are we talking on street or are we just saying there will be some sort of bike accommodation?
We don't know what yet. Both because we put in the costs on street with some protection.
But it is also subject to public involvement.
But the starting point, the starting thought prior to input is like maybe on street. Yes. All right.
That's all. I was just wanting clarification. Thank you.
I'm going to go. I'm just really happy that this project is coming along.
Do I understand that there's sidewalk? We're going to try to have sidewalks on both sides or just one side.
How does something like that work? It won't be complete on the north side, but it will be complete on the south side.
OK, complete and accessible. All right.
And I now understand that a portion of that is county property where the right road breaker where brinker is coming off Colorado and Brinker.
We have that Sally Beauty supply and a portion of that is county.
Now, are you all collaborating with the county to pay for that particular portion?
Because I know that over in that area before you get to the doctorate, that area doesn't have sidewalk there.
And so we definitely want to, you know, is that how that works?
Collaborating with the county so they can pay for that particular portion of the sidewalk.
Yes. Yes. OK, great. All right. That's what I was concerned about. But other than that, you know, this is a long time coming to. So we're glad to see that that's coming. Anybody else on this one? Yes, you did. Not on this one. I had earlier. OK. And Christine, you're good. You know, I want to see if you're.
Oh, yeah. OK. Would it be possible to potentially to potentially expand the scope on this one?
Just a little bit to incorporate a connection to the A train station there, just like a little jut out off of this, because I think, you know, if I were if I were heading north on the Cady Trail and I wanted to go on Colorado, I would I would have that easy swing.
But if I were headed south on the Cady Trail, I would probably cut through the A train station to access Colorado Boulevard and also just provide access for folks going to and from like Medical City, that sort of thing.
Yes, we can look into that. It also could be a project, a city project.
OK. So did you have anything else to come this way? Do you have anything?
All right, I'm good. And you can you go back to the budgeting slides that were at the beginning?
I love that we went backwards. I think it was super cool to stop on the I had a couple of questions on this in a real light sense.
How did we get to the savings? I mean, yay. I love savings. A big heart. But but how did how did we get there? What did we do to save half a million dollars?
Yeah, great question. So the original number was put together by our engineer.
We were able to utilize a internal city contract to build that with Floyd Smith.
That's our annual city contract. So, again, they were able to perform all the services that we needed for the hallway crossing using their contractual unit prices provided a massive savings.
Again, with small quantities, small scope projects, you typically get deemed on mobilization and other things that cause contractors to come and do the work.
Those costs were negated by the city contract using them because they're already working for us.
So that provide a pretty significant savings on that, which has allowed us to reallocate that funding.
Perfect. And for the overall budgeting, and I'm not sure it's probably you, but and I want to be mindful not to drift too off posting.
But are any of the trip funds endangered or encumbered in the discussions of regional mergers and reallocation of budgets?
I know the not the past of the twenty two, the twenty three that's encumbered.
They're not going to be able to adjust that. But the twenty five is more what I'm thinking of.
Yeah, nothing that I'm aware of. I don't know of anything right now.
OK, I'll hop on here from my attendance at the DCTA annual long midterm, long term planning retreat.
I forget which one it was this time, but the NCT Cog Rep kind of tossed that out.
There is like I have this crazy idea. I don't know that that's sort of an imminent plan.
I think that's more of a like long term visioning, long term aspirational.
All right. All right. Good. I mean, good in the sense that it doesn't affect this discussion.
Thank you. Yes. OK, just one last comment.
For the last two years, I've pitched the idea that we should use trip funding for purchasing bus routes.
It doesn't seem like there's appetite for that. So I'd like to scale back just for consideration for next year's trip funding.
Could we use it for future network planning?
Could we could we take a hundred, two hundred thousand dollars and consider using that for putting together a plan?
This is what the city wants to see for our bus service from DCTA so that we can use that to advocate and plan for the future.
Thank you. Who would be working on that particular subject with what area of transportation?
Is that yours? Can you respond to that?
Good morning. Farhan Butt, Deputy Director of Transportation Services Division.
This ties to DCTA's strategic plan and we are already coordinating with them on some of those efforts.
And so there is there is some limitation on what can go into their planning.
But we are working diligently with them to make sure that city's interests are looked into.
So when it comes to these kind of projects, we will take into account and make a prioritized list and provide them while they are planning for their new new networks or new routes.
Can we get a summary of some sort of where you all are in that particular process?
I mean, like, I don't know when you would like soon just give us an idea of when you say, well, we're working diligently with them.
What does that mean for us? So the process goes like when the planning starts, we will we'll circle back with more information on that.
But we went through the process is that we are participating in that meeting.
For example, this DCTA strategic planning meeting, we were part of that.
I recently requested for that those presentations, so we will look into those strategic planning efforts and then kind of, you know, try to merge our prioritization and then discuss with them.
OK, we'll look back for the hearing from you.
Yes, sir. I guess we've been working together too long because that was one of my exact questions.
As part of that, I'll just take off right from there as part of that.
Can I would love to see our recommendations from from you, Dr.
Butte, and as well as the sort of timeline and what what got kept and negotiated away.
And the reason I'll put some context into that is you're focused on the needs of Denton and DCTA is focused on the needs writ large for the whole transportation.
That they cover. And I would like to see that that engagement and interaction and how it changes overall and what the given takes are,
because we don't control them, but, you know, we influence policy that affects you.
So, you know, I'd be real curious about those sort of details.
But sure, we will provide that information. Also, we have to keep in mind that we do have a representative there that I literally haven't seen in two years.
Highly concerned about that. Don't know if they're making it to the meeting.
We haven't had an update. And now you're bringing this to us.
So I'd like to at least hear from our and you attend some, you attend the meeting.
And I'd like to hear from at least our representative sometime every quarter.
I don't know. But we got to hear from them. They Allison McGuire and in two years.
Well, I haven't heard her spoke speak. We've had DCTA in our presence, but I have not heard from Alice.
And I like to hear from Alice as the chair of this. That's what I'm going to be looking forward to.
Thank you. Anybody else? All right. Thank you. Thanks.
OK, so we're going to go ahead and move on to the next item CMC to five zero one to receive a report and hold a discussion regarding a speed management and traffic calming action plan.
30 minutes. Good morning, Scott.
Transportation services. And this is the second part of traffic calming.
And in the as to the connection to the city's goals and strategies,
it certainly hits the highest of the highest priority is human life over all road decisions.
And you'll see how this actually also falls into low stress bike ped facilities for all ages and abilities.
We'll go through a quick implementation plan, some opportunities midterm and discuss some economic benefits.
So the process of coming to this quick implementation plan was to glean from various sources,
including traffic police here, past and present traffic engineers, a speed study that was done in 2022 and other sources to identify some kind of larger potential projects.
They were prioritized based on our first assessment of community support construct ability.
And we wanted to coordinate with projects that were already on on a program for the area came down to.
In the map there, you can see eight projects that came out of that process, three of which you will see today with their with their concepts.
After this, we'll be looking at doing a speed study on these three to make sure there is an issue in the first place to establish a baseline so that we can see as we improve these areas,
how we move the needle and understand how the community feels about it now and afterwards.
Use, again, quick build or tactical urbanism and measure afterwards.
So the toolbox we have at our use basically falls into narrowing, into circles and medians and slowing turns.
You will see going as I go into this as we go into this ball bounce function are a major portion of this.
Here's a little video.
Good morning, everybody. I'm Alexis Pickering and today's word on the street is ball bounce ball bounce are an essential part of traffic calming.
And they're a really great land use design that essentially pinches traffic to make everybody safer.
And so what that actually does is it actually decreases the length that pedestrians and bicyclists have to cross into an intersection.
So it makes them safer because they don't have to cross as much traffic.
It also is an added bonus, it makes pedestrians and bicyclists more in the line of sight of drivers, so they're easier to spot.
It also gives the sense of moving and actually gets them to go slower.
So not only are they seeing them sooner, but they're slowing down to let them cross.
So it protects drivers just as much as it does pedestrians.
So everybody is using the same intersection safely.
Oh, no, no.
She apologizes.
There we go.
Yeah, no, I think we should let this play.
Okay, so these ball belts can also be with a different configurations, can do different things or to different degrees.
So we've called this situation where their two cars can pass side by side and narrow spot one because there's a narrow spot to which still allows two cars to pass.
But through striping, it visually narrows it even further.
But the actual the actual width is still the same.
Okay, you can stagger them.
So you could create a chain in a very neighborhood situation.
You may have a courtesy spot which says only one car can pass at a time.
And the the last that I'm highlighting is that a bulb out that goes to the center line of the street.
So it is designed to limit through traffic where cut throughs may exist.
So the car can only come through in one direction.
Mind you, this is only for the segment adjacent to the bulb out.
It does not make the entire street one way.
OK, so we're going through the corridor, the three corridors that are priorities.
One is Boulevard corridor.
The concept is to create a relaxing all ages, all abilities biking and ped facility on Boulevard by first slowing traffic and then limiting traffic specifically from downtown to university, limiting that cut through traffic.
And in this concept, which is also subject to public involvement, I've shown to bulb out side by side that with signage, maybe welcoming people to the community.
First, just and then after the businesses and such, when you get into the residential area, a half street closure.
At those locations and so the blue circles represent the neighborhood gateway and the red ones represent the half street closure.
Sycamore, it uses the gateway concept again that just slows traffic and signals to the drivers that this is a community.
And ped refuges, which are basically short medians that allows more comfortable crossing of the road and also slows traffic.
I've also shown a median here on Bell Street and industrial to limit traffic at that point so that you don't have people stopping and turning trying to turn left on Bell, cutting up through the neighborhood to get to to Sycamore.
And then Fry Street again, I think what I need to emphasize, we need to emphasize on this is this is a bigger area than the Fry Street that we showed in the trip presentation.
And the intent is to slow traffic before you get to Fry Street.
So it's a wider area, its treatments will be more diverse, we'll be looking at with the public, with the community, what can go there.
Next kind of midterm opportunities is we in the next few years will be redoing the mobility plan.
And we can we can target some objectives when we do that, increase the plan sensitivity, context sensitivity, whether a roads in a neighborhood or not.
As the use speeds as a metric when doing this, so if we have a really long wide road and we're not targeting, that's not a speed we want to encourage then that would be a way to look at system wide what speeds we might be encouraging.
And then widen the flexibility in the types of roads and one way that's done is shown in the lower right corner, it's called street typologies.
It is both functional class, which is used now, plus the area context or different characteristics that we think should also be reflected in the road design.
And that becomes the street typology, the closest community that does this is South Lake.
Another opportunity is the transportation criteria manual.
We're doing a bit of massaging to that right now and eventually in a few years we'll be taking a fresh look at it.
And some of the opportunities or objectives we could have there is to make
the bike pad and ADA portions of it as clear as much of the road sections are clear.
Again, widen the possibilities for treatments.
And also this is a possibility and
that is often communities have very strict standards and they have very aspirational goals.
But a way to approach that that we could use is a checklist of considerations, right?
To marry that strictness, right, that not quite strict, but not quite aspirational, but to formalize it.
Lastly, vision zero and complete streets are also opportunities.
We have direction to use a complete streets
framework, but we also could,
if we choose as a city to adopt a formal policy for
that and complete streets will just aid in this effort.
Because we were asked for the economic benefits, we were able to identify as you're aware,
there are societal benefits across the board, but also there are in fact
potential city budget benefits,
because actual enforcement with people has high operating costs.
Whereas if you make the initial investments in traffic calming and we know that it will work,
then those investments are relatively low.
And that is it for my presentation, our presentation.
>> I will start by saying that I'm on the zero vision committee.
>> Mm-hm.
>> And that was going to be my inquiry as to how connected you all are,
which is all the same people, to that process as we're looking to
reduce our fatality rates here in the city.
So I'd like to hear from Dr. Budson, have him to kind of explain to us what the vision zero is all about.
>> Dr. Han Butt, Deputy Director of Transportation Services.
For the vision zero process, we are as part of the phase two,
we are in the implementation planning stage, where we will identify some of the corridors,
some of the elements that we will use to reduce fatalities and
see disencapacitating injuries on denton streets.
As part of that process, once these projects are identified or corridors or elements,
traffic calming would become part of that process as well.
So they will be integrated, they will be embedded wherever the processes are needed.
They can talk to each other.
>> All right, thank you very much, appreciate it.
We just had a recent meeting with vision zero.
So do you want to get started, Dr.?
>> How do you want to do this, Chair?
Do you want to- >> Well, let's go ahead, you already had your hand up.
>> I'll start with you.
>> So then, let me lead with, I love the advanced planning and all that.
I think it's fabulous.
I'm really super stoked that we're moving in this direction.
I love the engineering approaches because they enforce things in ways that
education outreach and training just don't.
But having said that, getting people aware of the changes, EOT will be critical.
And so I encourage you to be very proactive.
Because sometimes folks will say things, well, I don't want a thing.
They'll have a knee-jerk response to it until it's explained to them and
the benefits and the costs associated, and then they live with a pilot project.
And then they're like, yeah, I was afraid for nothing.
And then they love it and we spread it over the rest of the city.
So I'm going to encourage those kinds of pilot projects to really help people
understand what they're engaging with.
I did, on slide three, the process and short list, I'd be really interested in
seeing some of the data that led you to get to these seven and what specific metrics.
I'm not asking for it here, we don't have enough time.
But I'd be really interested if you could share with the committee at some point,
what led you to these seven and then what led you to prior to these three.
So that's just my general question, could we get a gander at the data?
I know there's at least three people that are here on the board that love to re-analyze
the data and then take it back out into the public.
So we will help with the EOT, I'm volunteering to my fellow board members.
>> He's not talking about me, but- >> [LAUGH]
>> I will make a comment.
I would be interested to know when we get there in years to come.
Not because we're focusing on one, two, and three.
In years to come when we get to seven, there will be special characteristics for
historic districts that I will just be really interested in how we
incorporate the historicity into the planning.
I can say words.
>> We're going to make them gravel roads.
>> All right, so do you want to- >> Okay, so, but this is interesting though,
because now we're on a slide.
Does anyone have any questions or anything in regards to this particular slide?
I do want to say something in this regard.
I think that they may have picked these areas
because of the high, it looks like that Bolivar,
I traveled down that road and it could be a very contagious road with all the cars.
Park there in some, you can't park on some side.
There's all kinds of stuff going on on that road.
But that's from what I'm gathering and just looking at the ones.
It could have been any road because I'm thinking about some other roads that I
would prefer you go, but if you all have deemed these the ones that we just kind of
need to work on first, then I'm okay with that.
You're not fighting that?
Anybody else fighting that?
Okay, so any other questions on this slide?
Yes.
>> Yeah, I just wanted to say, obviously, I have my favorites.
I have the roads that I rely on and travel on a lot by bike.
This is not the roads that I would have picked, but
that's why I'm glad you're going through the data and
really taking a hard analytical approach to this, so appreciate that.
>> Okay, all right, so did you have anything else?
>> Slide five.
>> All right, let's go to slide five.
>> So on the ball of our corridor, and it's good because we can segue from chairs
comments, I'm excited about the concept for
the northern changes and how they'll impact.
And I know that most of the impacts
are going to be in the segment in between the two changes.
Do we anticipate though any improvements along the major university arterial or not?
>> No, that was not included in the cost.
>> And not in building them there, I think I understood that.
But do you think by having less drive through, less flow, or safer flow,
that there will be some sort of knock on effects on university or not?
>> By definition, if there's less cut through traffic, yeah.
>> Okay, that's all I have on this one.
>> All right, anybody else?
Yes, Suzy?
>> So I do use this road a lot and I've talked to folks who live on Bolivar and
I know a lot of cut through traffic does fly down this street fairly often.
And out of any street in the entire city of Denton,
this seems like one of the most obvious to try out some of these Greenway
Bike Boulevard type of stuff.
What I like about this type of thing is that you don't have to put in a bike lane
and you're not taking away a bunch of parking.
You're just changing sort of the situation of the road so that car and
bike traffic can share more safely and with less conflict.
I guess I would definitely encourage on the one way idea of only letting traffic
go one way that if the neighborhood is okay with trying that out, right?
As a pilot project that we definitely use very temporary measures for that.
What I picture is people just going the wrong way anyway, right?
Cuz they do it on our one way streets.
But if the neighbors are open to just trying it out as a pilot and
just seeing how it goes, I would like to see us try it and
see if it works and see if I'm wrong for sure.
But I'm very excited about this project specifically and
working with the neighbors to figure out.
I mean, I'm sure they'd love to have less traffic on their street.
And there's Carol right next to it, so that's all I have.
>> All right, yes?
>> Yeah, just a few remarks.
Number one, not much of anything, but if you're gonna do similar maps in the future
where it's not north that's up, if I could just, not this map, but
the two other maps kinda threw me for a minute.
If I could just get a north arrow on those in the future.
>> It's a direction left.
>> I would appreciate that.
>> Okay.
>> But yeah, I really like this, it's very efficient, it's very cost effective.
Like I said earlier, we could do ten plus of these for
the cost of that one DCTA A train trail project.
And we do have a lot of streets where they're neighborhood streets,
they are connective, but they're very underutilized just cuz there's a Carol or
there's a 380 kind of running right next to them.
And I think obviously folks don't want a lot of speeding car traffic on their
streets, but if we can get more foot or bike traffic on there and
get more use out of these very expensive assets that the city has, I think that's great.
And then my final comment here would be Austin passed a $400 million bond for this.
Obviously they're a much larger city, but they passed a $400 million bond for
these types of projects.
If we could get, we've talked about wanting to see more funding for this.
If maybe we could consider 20, 30, $40 million for this on a future bond,
see if the committee likes that, I think that would be great.
>> Well, I see them writing notes, look at that.
>> [LAUGH] >> The person that would be writing notes.
>> Let me touch on that.
>> Yes, sir.
>> On that slide, and this is really off the topic, but
I wonder if a left turn could be eliminated from Bolivar on to university.
>> That's a good idea.
>> East northbound turning westbound on university.
>> That's hard.
>> I've seen many, many times people get in that no man's land.
And blocking everything because they can't get a clear place.
I think that'd be a good place to put a, or at least at certain hours of the day.
But I think that'd be helpful.
Please consider that.
>> That would be very helpful, and I've gotten stuck in the middle of that thing.
>> Don't go left, don't go left.
>> [LAUGH]
>> So you're the guy.
>> Personal experience.
>> I take sunrise over to Carol's.
>> [LAUGH] I'm like, yeah, true.
Is that what you have, that's it?
>> That's not all I have, that's all I had on that.
>> Okay, on that, okay, anyone else?
I think that's it for this slide.
Anybody else have anything for any other slide?
Yes, sir.
>> Can I have slide seven?
There we go, and it also relates to the Sycamore, but we can stay on this one.
So it only goes because of the prior discussion that we just had on the trip
funding, some of the Sycamore and Fry overlap.
And so we're going to spend the money, and I guess what I'm asking about,
is there a way that we can get synergy to not have two projects a year apart
kind of thing and get the synergy to happen at the same time without delaying
the trip funding project because that money is encumbered and ready to go and
we should do stuff with it.
Is there a way we can get these synergized?
Because if you're talking about lane, I think this one was lane separators.
What is it?
I don't remember the augmentation.
>> There's, the concept is more fluid and for this project.
>> Okay, okay, so especially in a situation like that where we had the fluid
concepts, if there's an opportunity to get those engineering standards happen at
the same time so we can be tearing out those segments on Ferry Street, was it?
>> Less often, I don't want to go there and then come back in a year and a half.
We get endless complaints about when that happens.
>> Right.
>> Even if what eventually comes is great and we budgeted and
did financing efficiently and well, just the mere fact that we kept it torn up for
repeatedly is something I'm trying to avoid here.
>> We would love that as well.
>> That's all my questions on this one.
>> Okay, I don't have any questions on this one.
Does anybody else have any questions on this?
Okay, did you have anything additional that you wanted to speak about on this?
Any additional slides you all want to look at?
>> I do.
>> Okay, let's take a- >> Slide four, please.
I like narrow spot one, I like narrow spot two a lot.
I like the bump out, what is it?
>> Bulb out?
>> Bulb out, bulb out, and the stripe.
The chicane scares me, the courtesy spot and the half closure really scares me.
I can see people driving right over the curb.
In fact, we used to see that where Hickory crossed Carroll Boulevard,
right in front of the Carroll Building, where there was a, I got a fan over here.
Give me that card back.
People would jump right over the curb despite there being a curb there.
I don't care for those two at all, I just think they're very scary, thank you.
>> So I guess you don't like the chicanery?
>> I don't like the chicanery, that's right, very nice.
>> The chicanery.
>> I'll take this time to speak on this, I'm with Joe.
But I was also thinking about, at the end of those streets where you have the bicycle
parking lots, remember where you can park in line on the bicycles?
And I don't even know where to begin to have a plan as to where those would be located.
Would that be something that would start kind of like downtown, in the downtown area, kind of experimenting with that or with that?
>> No, we didn't, my apologies.
>> I'm sorry, I was just going to say, how do you get to a point where you're making decisions on that?
>> Again, it will be subject to the public involvement, but in the costs,
in the initial costs, we did put in bike racks in the Fry District.
>> Okay, in the Fry District.
Would it be, it's some kind of expense to go ahead and
try that particular concept, other than bike racks?
I mean, using the street portion as part of the, do you all know what I'm talking about?
Where at the edge of the street, you don't go all the way to the end of the street,
you come back to the street and you leave spaces to park bikes with the protection.
>> Into a parking area for bikes.
>> Yeah. >> Daylighting.
>> What is it called?
>> Daylighting, but you put a bike rack in there.
>> You put a bike rack in there?
>> I think that's what you- >> That's what I'm talking about.
>> Yeah, that's what I thought you were talking about.
>> Is that all part of all this, part of the toolbox?
>> Yes. >> It sounds like it's separate.
>> It is. >> But it's part of the toolbox, okay.
I think that's all that I have, but one, two, that's it, one or two, I'll go with that.
Anybody else want to weigh in on that?
>> I just have one final question on this item.
So all of these proposals, we saw feasibility study,
I think, in fall 25 and possible implementation in spring 26.
Would the public input sort of be all one session together, all of the projects together?
Would they be split up amongst multiple input opportunities?
Do we not know that yet?
Is that too far ahead?
>> Well, it could be both.
>> Okay.
Undecided TBD, TBD.
>> Well, there's some questions that are really very neighborhood centric.
>> Yeah, yeah, thank you.
>> Good, okay, well, it sounds like we are done with this item here.
We're gonna, thank you very much.
We're gonna move on to item D, MC 25, there's 013, looking at our staff memorandums.
Who's gonna pull those up?
We have any questions?
Any comments or concerns on each one of these things quickly?
We can go through that.
And then I'll have to remember to look on the back.
Yes, so there's our randoms.
Anybody have anything on rerouting plan for South Bonnebury and Bush Creek?
Yes?
>> On the first one there, do you, can we pull up,
what is the exhibit, I forget, two, thank you.
Perfect, thank you.
This isn't, I just don't remember the old alignment for
when we approved the neighborhood.
This roadway is the current planned roadway for leading up into there, right?
We're not pulling, we're not moving this and
pulling into the riparian areas or the drainages or anything.
This is the current plan, correct?
>> Good morning, this is Chandra, transportation services.
This is just the concepts we are submitting for UPRR for crossing at 377.
So these are just concepts with us and the land has been dedicated by this sage
brush development back in 2020, 2021.
Within the right of way we are sketched it, so this is nothing final.
>> All right, so I guess when I'm asking, let me state it a different way.
I thought in the original sage brush plan that there was a road here.
There's not, this is an add-on?
>> This is the roadway.
So they had built up to this point where the Oakleaf Trail ends.
So we are picking up from the right of way they already dedicated to the city.
>> For the roadway.
>> The question I'm asking is are we sacrificing,
are we sacrificing green space retention in order to get roadway for this?
>> No.
>> Okay, that's that question.
And as part of the larger on this bonnie bray with the loop around and
where we're closing down the one intersection, I know we will do a TIA.
That's perfect, thank you.
I know we will do TIAs as we have development.
But do we have a predicted model impacts already?
Cuz we already know these intersections.
And we already know the traffic flows.
And we can anticipate this segment moving to that segment in terms of flows.
Do we already have predictions and models on these revised hypothetical TIAs?
>> We didn't have the revised ones, but we have the numbers from 2020,
2021 based on the data from 2018 and 2019.
And we believe it's only 17 and 34 during the peak hours.
And daily trips are around 100.
So- >> Look at this right here.
>> Yes.
>> Okay, all right, thank you.
That's all I have on this one, ma'am.
>> Thank you.
Anybody else have, yes, we have one more person.
>> Chandra, come back.
>> [INAUDIBLE]
>> Just for the purposes of the audience and the future recording of this meeting.
>> Sure.
>> Why are we closing, so I already know the answer.
But why are we closing two crossings while we're creating a new one?
Just for review.
>> So as such, as you can see from the crossing, it's at a skewed angle.
And it's already unsafe.
And to have a new crossing to be in place,
UPRR has a rule of you have to close two crossings to get a new crossing.
And this crossing is on our mobility plan with the Hickory Creek Brush Creek.
That's a primary arterial to meet UPRR's criteria for two to one.
So we have to close those unsafe ones, which really carries very low volume.
And this will be our primary corridor in the future.
>> All right, thank you.
>> Sure.
>> Yes, we have one more question.
>> Before you leave.
The green line that runs more or less parallel to Brush Creek,
is that the delineation between Argyle and City of Denton?
>> No, I don't think so.
Even the southern side is still City of Denton.
>> Okay, what does that green line represent?
>> It's the right of your lines, the property boundaries.
>> I see, okay, thank you.
>> And how does Brush Creek cross 377 at that intersection?
>> It will be an at grade crossing with the quad gates, with the UPRR gates,
that does a complete closure at right at 377.
And this will be signalized.
>> Similar to Vintage?
>> Yes.
>> Okay.
>> With preemption and quiet zones.
>> Okay, okay, thank you.
>> Oh, they get their quiet zone.
>> Okay, thank you, traffic control for pedestrians and cyclists in construction areas.
Anybody have any questions or concerns about that?
Okay, we have one.
>> I'm still running into, there will be contractors doing some work
and they put the signs completely blocking the sidewalk
when there's perfectly good spaces for them to put them.
Otherwise, I'll report it when I see it, but just wanted to note that.
>> No, I appreciate it.
And we've been working with our public works inspectors to get on those contractors
to make sure we're keeping the sidewalks clear.
So, thank you.
>> Thank you.
Total lane miles completed in FY 2024.
Anybody have any questions on that?
Yes, Suzy?
>> Seth, I'm sorry to put you on the spot.
Do you remember ballpark, how many lane miles of roadway the city has?
Is it 1534?
Am I making that up?
1534, thereabouts?
Okay, so 1534, how long do streets last?
An asphalt street, give me a range.
>> So, it depends on the design criteria, but generally
between 25 and 40 years is the design life.
>> 25 and 40 years, okay.
And so, we just did, okay, so based on having about 1534 lane miles of roadway.
And last year, we reconstructed 22 and a half miles of roadway.
And streets last 25 to 40, asphalt streets last 25 to 40 years more or less.
So, at that rate, we are reconstructing our streets every 68 years.
>> Well, I will say that we could do that quicker if we can tax the taxpayers
to put some more funding towards it.
And, you know, just another, Madam Cassie,
we would probably need another one whole penny so we can hire some people
and get some contracts going.
>> So, there's lots of different ways to get there to get that funding and figure
out how to make that work, but I just want to emphasize that, you know, we're--
>> Okay, we tell the people.
>> And I know it's largely a funding problem.
Like if we had all the money, it would be a lot easier to keep up.
But I just kind of wanted to emphasize that point that we are underfunding the street.
>> Okay, we're underfunding.
>> Well, Dana Kramer, Deputy Director of Operations.
I just want to add, while pulling the data,
that was just the last year, '23, '24.
>> Yeah.
>> '22, '23, capital by itself did 39.7 lane miles at that time.
So, it's all on how the roads are-- when the projects are closed and when they're completed.
So, we do-- you are right, there are a lot of roads.
We're not on the exact timeframe, but we are looking at different funding options
on how we can do that.
>> I appreciate the clarification too.
>> Thank you.
Thank you for coming and saving me, saving my words.
[ Laughter ]
>> They are working people.
>> Can I just follow up here and ask, was that lane miles reconstructed
or lane miles reconstructed and lane miles and overlaid combined?
>> That was just reconstructed.
>> Okay, thank you.
>> So, we kept it consistent across that.
>> Okay, thank you.
We'll move on to quarterly transportation services report.
Does anybody have any questions on quality transportation services report?
>> I do, but it's 180 pages.
I'm going to honestly have to come back.
>> Okay, come back.
You can meet with-- you can meet separately.
Yeah, you can meet separately, yes.
Quiet Zone--
>> Can't just praise them for having 180 pages of data.
I'm excited.
>> Oh, ooh, data, data.
Quiet Zone realignment for Mingo and Rudele.
Oh, I'm very excited about this.
I do understand that there's been some work on some of the--
some of the design work is starting to happen, some planning.
I saw some people out there--
>> Yes.
>> Mealing around.
So, I'm very excited about that.
I do know that there's another little neighborhood situation getting ready to come
up through their way, maybe some apartments that's being planned for.
I'm not sure what the neighborhood is going to say.
But any case, that's pretty interesting to me.
My favorite one right now.
Yes, it's my favorite one.
>> Can staff take a stab for the next meeting at addressing some
of the concerns we heard from the public speaking about this alignment
and these kinds of things just so that we have some response?
>> Yes, sir.
We can do that.
>> Thank you.
Anybody else on this?
All right, great.
So, we can look forward to that.
Very important.
Unallocating-- unallocated bike fund usage.
Did we touch on that a little bit already?
>> I don't know if we did or not.
But I think Farhan can if you have--
>> We were talking about the bike line and extra money that was left over to--
was that different?
>> Yes.
>> Okay.
>> So, the unallocated bike lane funds were the funds that were dedicated for bike lanes.
But while we started implementing some of the projects,
we've realized that when it comes to bike lanes, they are not simply bike lanes.
They interfere with many traffic operations related or traffic or roadway related items.
And so, in order to address that issue, we are requesting that we include all those items as a concept bike lane implementation.
Otherwise, it's simply, in a simple statement,
yes, it is addressing bike lanes, but then in details, it would be looking into safety,
many, many other uses that would be interfering with those.
>> Thank you for clearing that up.
That was a nice clarification of what that was.
Yes, ma'am.
>> And on the note of unallocated bike fund usage, I mean,
we've had a lot of staff turnover during the time I've been paying attention.
And the allocation annually is 200,000 on the-- in the budget?
>> I'll have to confirm, but I think it's 200,000.
>> Yes, that is correct.
>> Okay.
>> 200,000.
>> Thank you.
So, my understanding is part of the reason we haven't spent it is one,
sometimes new people are onboarded and they don't even know about it.
I think that's kind of happened.
But also, there's not-- I haven't seen much of a plan of spending it,
you know, where those dollars are going to go each year.
So, my question is, are we still kind of working on a--
some sort of a plan, an implementation plan to help guide future spending and targeting of bike
and pedestrian infrastructure so that we kind of have a plan
for how to spend the funds moving forward?
>> That is correct.
We are working on a plan and in the Q4 report, we added around a list of 20 prioritized projects and 15 or 20.
And then, I think we will pick the top four or five projects and
start allocating, you know, funding to those projects.
This last year, we tried to develop the process, prioritization process,
looking into how we will address the various factors associated with the bike lane prioritization.
And now, we are at a stage where we have draft list of projects and we just have to look into--
we are looking into the cost side of things now.
>> Okay.
At some point, will we be releasing to the public sort of the criteria that's being used?
So, there's just sort of transparency and, well, how did they select these projects?
Because you know those questions are going to come up at some point.
>> Yes.
>> Okay.
>> Thank you.
>> Let's talk about-- speaking of the next thing, upcoming public meetings.
Let us know what's going on with the next public meetings.
We see those dates there.
>> Yes, ma'am.
So, it looks like March 25th, 26th, we've got some reclassification meetings.
And then, April 3rd is going to be the neighborhood 1B.
So, that was a recent CMAR that was just approved.
Roughly $30 million up around the Stewart-Sherman-Windsor kind of area.
That's associated with the 2019 bond program.
So, that will be the pre-construction kickoff meeting, neighborhood meeting there.
>> What does reclassification mean when something is reclassified?
What is that?
>> I'll give you back to Paul.
>> Does it go from a boulevard to an avenue or a street to a highway or--
what does reclassification mean?
Look at him doing the shuffle around back over there.
>> I don't want to answer your question.
>> Yeah.
>> Chandra, Transportation Services.
>> So, we have Eagle Road currently with the 2022 mobility plan.
It was upgraded as a secondary arterial.
>> Oh, okay.
>> So, we are retaining it to be a collector to keep the existing characteristics
of the streets like speeds and safety.
If you do a secondary arterial, what it does is like it increases the speeds
with four lanes and some turn lanes.
So, we are trying to retain it so that's the reclassification that already was.
So, we can effectively manage because the characteristics around UNT are at lower speeds
with most of the streets are 20 miles per hour and some are 30.
>> Yeah.
>> But if you go to secondary arterial, the speeds will be at 35 to 40 miles per hour.
>> Thank you.
Thank you for the education.
>> Sure. Thank you.
>> All right.
We do have some attachments here but we're looking at time
because I know we've got to wrap this up.
>> Yes, and I believe we went through most of them.
>> Yeah, I think that the one that I do want to see--
no, go back to the attachments, the Exhibit 5.
Was it something-- did you all see an Exhibit 5?
Let me look at that.
>> That's Roodell.
>> Yep. So, this is the Roodell extension.
>> Yeah.
>> That comes across through the service center site
and then this piece is going plan north and then this is the continuation
at the bottom all the way up to US 380.
>> OK. That's what I wanted to see.
All right.
And just put that up there.
Thank you, sir.
That's all I needed.
Anybody else on that, anything?
OK. Let's move on to EMC 25-1014.
Receive report, hold a discussion
and give staff direction regarding future meeting topics.
Agenda information sheet, you got to guide us through this?
>> I sure can.
So, today you guys saw the 2025 trip proposal,
so we're proposing to remove that.
>> OK.
>> Item number 10 was the rerouting plan for South Ponti Bray.
So, we talked through that a little bit.
So, we're proposing to remove that.
The Quiet Zone realignment for Mingo Roodell is
that exhibit we just had up.
So, we're proposing to remove that as well.
Temporary traffic control for pedestrians and bicyclists
in construction zones, that was one of the exhibits
that we provided information on.
>> I have a hand that came up.
>> Yes, sir.
>> You-- I can ask it after he's done.
>> OK.
>> Oh, OK.
>> Total lane miles, we provided that information,
the traffic calming measures as well
as the unallocated bike fun usage.
So, about seven items that we're proposing
to remove off the list.
>> OK. Do we have any questions or comments
or concerns about any of those seven items
that we are proposing to remove from the list?
Is this--
>> Yes.
>> -- question related to that?
Yes.
>> I'd like to keep the Roodell one on there just
because there's some outstanding questions that I asked
to bring back that I'm fine with the rest of them.
I don't know that it's going to be prohibitive but like,
just because there are some outstanding questions.
Can we leave that one on there?
>> OK. We have a comment.
>> We can leave that one on there.
I would like to say the lane miles
that will come back annually.
So, we're going to-- I'm going
to propose changing the matrix slightly to add some annual
and quarterly reporting that's ongoing that we won't--
we're going to put it in a separate category
to make it easier to read.
>> Keep up with-- OK.
>> So, you might see it change next month but we will--
we'll bring that back every year going forward.
>> OK. Anyone else?
All right.
There's not any-- anything else.
We are going to-- I'll make a motion to approve removal--
we didn't remove anything.
We just-- well, we're removing but we also have amendments
to check-- to add additional-- OK.
I'm going to start over because I needed this.
I move that we-- I move to approve removal
of the stated items as noted with the exception of?
>> The Riddell and the--
>> Lane miles.
>> And the lane miles.
Can we get approval for that?
Can we hear the motion?
You second?
OK. You second.
Any other additional questions, comments?
All right.
Can we get a vote?
All in favor?
>> Aye.
>> All right.
Aye. Ayes have it.
Thank you.
With that being said, concluding items.
Any concluding items?
All right.
Well, I am going to take the up-- yes, we have one concluding item.
>> Next meeting is scheduled for April 30th.
>> Next meeting, scheduled for April 30th.
We will go-- we didn't go over our meeting dates.
Are we OK with our meeting date?
Yes. Including item.
>> I like 10 o'clock.
I like it here.
>> OK.
>> OK. Ready?
>> Yes.
>> All right.
Thank you.
So this morning, we had Sam Balto from Portland ride
with the Newton Razor Elementary Bike Bus.
He's sort of known to be the person
who brought bike buses to the United States.
If you don't know what it is,
a bike bus is basically children once a week riding
to school together on the same route every single week.
It's a great way for kids to have an active way to get to school.
Actually, Lauren in our audience was there as well.
She rode with her kids.
So that was really cool to have him visit Denton.
He's going to Austin next.
And we're one of only like two cities he's going to visit in Texas.
So that was really cool.
He's the reason that we have a bike bus at all in Denton.
So it was really exciting to have him visit us.
So I just wanted to say it was very exciting.
>> Let me ask you a question.
What is a bike bus?
I mean, I'm thinking a bus with some bikes you put on top.
>> So it's kids on bikes and scooters
and sometimes rollerblades all riding
to school together along the same route.
>> It's like a little group ride.
>> It's a group ride.
>> Like they should kind of be doing it already anyway.
>> Yeah. And so it increases safety
and it's a lot more fun for the kids.
Some people will do a walking bike bus as well.
So it's just kids walking together
on the same route every single week.
>> Oh, we need to make that a city-wide project.
>> Yeah, it's super cool.
>> I see the yellow and they have red lights in the back.
>> You have bubbles.
>> OK. Well, sir, gentlemen, let's stay focused, please.
Because I know how you all are when we get on City Council.
All right.
With that being said, we will conclude this meeting at 1131.
Thank you.
>> Very good.
>> All right.
Now, you all can talk about bubbles.