Jul 17, 2025 Committee on Persons with Disabilities on 2025-07-17 3:00 PM
July 17, 2025 Committee on Persons with Disabilities
Full Transcript
Okay, in seeing that we have a quorum, I'll now call the regular meeting of the Community
on Persons with Disabilities to order at 3.02 p.m.
Do we have any e-comments?
No.
Okay.
And do we have any presentations from members of the public?
No.
Okay.
Sounds good.
Okay, we'll go to item A, number CPD25-035-003, consider approval of the minutes for March
20th, 2025.
Do we have any comments, questions, or corrections for the minutes?
Any further discussion?
Okay.
Is there a motion to approve the minutes?
Okay.
And do we have a second?
No.
Okay.
Okay.
Any further discussion?
Okay.
All in favor, say aye.
Aye.
Aye.
All those opposed say nay.
You guys have it.
Okay.
Item B, number CPD25-004, receive nominations and elect a vice chair for the Committee on
Persons with Disabilities.
I open the floor for nominations and election of a vice chair for the Committee on Persons
with Disabilities.
What are the responsibilities?
Essentially, run the meeting, I'm not here.
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I'll give you a handyman.
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Do you guys have a script when you're running a meeting?
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No.
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Do you guys have a script when you're running a meeting?
No.
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And the challenge is the differential speed in comparison to pedestrian and bicyclists,
and that poses some safety risks.
So we are looking into that, and hopefully this will become a part of the criteria.
But wheelchair users are in ADA, and they're a different category.
And I'm going to address those here.
Gotcha.
Okay.
So when it comes to ADA transition plan, we split this ADA transition plan effort into
three phases.
In the first phase, we looked at the challenges and assessments.
We started looking into the transition plan.
It presented 9,000 barriers, over 9,000 barriers.
If you read that document, and I read it word by word, and I was trying to figure out that,
okay, where do we start?
These are a lot of barriers that we have to remove.
So naturally, I had to split that document into three phases that first, I need to understand
what are the challenges that we are facing in terms of, not in terms of these barriers.
Barriers is one part of the equation.
Another part of the equation is what can we do, what is possible to implement.
And each assessment and prioritizing phase was also, we started it last year, and we
looked at that, and we prioritized some of the projects.
And I'll share some of the details in the next slides.
And then we have phase three, where we have an annual plan that we will develop.
For each year, we will implement, we will remove some of the barriers listed in the
transition plan so that we can start implementation work.
We are not just planning things, we are implementing things as well.
And then start to initiate the project delivery.
That was my aim, which we have already started doing in the last six months.
I will share some of the details of these projects that we have implemented recently.
Where did the input come from for you to analyze that, the needs assessment priority?
Where did that input come from?
So for the needs assessment we had different, we have identified different departments which
are directly related to ADA, directly linked to ADA implementation.
Four departments were identified that are primarily engaged in the ADA implementation effort.
Transportation services, and arts and recreation, and facilities, and capital projects and streets.
And in addition, we are also in close contact with marketing and communication.
Because communication side of things also needed some improvements there.
So with that, we were able to meet on, every 15 days we met in the beginning, and then
that converted to monthly meetings with their directors and every directors.
And then we also, transportation services also reached out to staff, field staff as
well, met with them, and we gathered that information and found that a major challenge
is on the implementation side.
And so we need to have a work plan where each department is clear that what needs to be
implemented in a fiscal year, and it is, the budget is tied to that, and they are clear
that okay, we can deliver it or not.
And if they can deliver budget wise, then we can start the discussion with the city
leadership that what arrangements are needed.
And so that is already happening now, we are in that process.
So when it comes to, as I explained that we had four departments that we identified as
tier one departments, capital projects, facilities, streets, and parks and rec, and transportation
services is coordinating the effort.
And in addition, we also looked at U.S. DOT ADA compliance assessment process.
And we also looked at U.S. DOT Title VI compliance assessment, which is ongoing right now.
When it comes to 36, when it comes to U.S. DOT ADA compliance assessment process, we
worked closely with TxDOT, and we were able to address many of TxDOT's concerns, and through
the survey instrument they submitted, and we were able to get the 36 months green status
and compliance status when it comes to ADA efforts that are being made.
I'm very clear, I'm trying to make sure that I'm not exaggerating, over-exaggerating.
I'm trying to be balanced.
So we were able to show TxDOT and U.S. DOT that we are trying to make a genuine effort
to implement, to remove these barriers.
And as another important step, which was a missing piece, which transportation services
when we started working on this ADA effort, we found that every department was trying
to tackle ADA sincerely, but we were not talking to each other.
So we established this liaison group, ADA liaison group, which is city's group.
And now this list that you are seeing, and I apologize if it is not visible or clear,
but each of the city departments has a liaison in this.
If you notice some department is missing, let me know, but each is represented here,
each department is represented here.
We meet every month, and the advantage of having this liaison group is that, let's say,
there is an ADA inquiry from the library.
So if the library received an ADA inquiry, they would not work alone on that.
They would just immediately contact transportation services that we have received an ADA inquiry
and we need some assistance.
So transportation services will look at the inquiry and they will see if the inquiry is
related to HR, if the inquiry is related to communication, if it is transportation, facilities,
access to the library, or parks and rec, what it is, what the inquiry is talking about.
We will bring in folks or liaison members from those departments, set up a meeting and
start the process of addressing issues.
And then on top of that, when we have made our consensus, general consensus on things,
we bring in legal department as well, as a risk-enabled legal department.
So that discussion goes on and then we start responding to the inquiry and start having
feedback.
Each feedback is discussed with a subset of these liaison members that are related to
the inquiry.
In some, we were recently addressing ADA inquiry related to parks, and parks department was
there, parks and rec, transportation services was leading that discussion, and legal department
was sitting in that meeting, and I think in some cases, CMO was sitting as well.
So this is how coordinated effort it is, and it is actually helping us a lot when it comes
to addressing these inquiries in a proper way.
And then we keep a record of these discussions, these inquiries, allocating a case number
to each inquiry, and when it is resolved, it is archived so that, you know, if we need
to go back.
Another aspect of this process is that we learn from the process.
For example, recently we found out that there were some additional questions that we need
to add into our inquiry form, in the parks and rec case, so we, I had a meeting with
them last week, and we have updated the form and we are working on that process, and that
form will be updated based on our feedback through the last process.
So this is how we are continuously evolving and learning the process, but this group was
missing before, now they're all talking to each other.
When the inquiry comes, it is given, a copy is given to CMO, they are aware, it is timed,
we have to respond, we have to respond, you know, within 48 hours, at least that we are
working on it, and then the group meets, development department sit together and decide.
And legal is sitting there to make sure that we are also covering all legal aspects.
So this 36 months green status did not come free of cost, tax dot has given us a list
of insufficiencies, they are saying that, okay city of denton, good job, you guys are
continuing, the effort is good, but these are the things you guys can improve.
So that is a list that we are working with this liaison group, we have provided these
insufficiencies to each of the liaison members, relevant members, for example, if something
related to marketing and communication, we have provided that those two, three insufficiencies
to them and requested, please complete within a year, actually in fact, I am aiming for
next year, mid next year, we will submit it to tax dot, we will not wait for three years,
we will submit it a year and a half, within a year and a half.
So that process is also improving.
With that, so we are working with departments to develop the annual work plan.
What annual work plan means, we have a clarity on what will be accomplished, what will be
implemented.
Before it was a case where, oh we are working on, I am just giving an example of capital
project, but it is not one, there are other departments as well, oh we are working on
capital projects, bond funded, we will do some AD implementation there.
And so what about AD transition plan, we were trying to understand what needs to happen
there when it comes to barrier.
Now we are emphasizing to departments that when you budget, look at the implementation
plan, sorry transition plan, look at the barriers, which ones you can remove.
In this first year, in fact, I have requested that okay, you can remove one barrier listed.
But it should come from AD transition plan, so then we can start addressing or removing
those barriers and then there are 9000 of them and in the end, we will assess next year,
I am planning to assess by August, how many of those we have addressed.
And we will report that to this committee as well.
Then we are also working with US DOT, NHI, to invite them, I think the agreement is ongoing
right now with NHI, to start department specific ADA trainings, where we will invite them and
have conduct these trainings for level parks and rec related training to their field folks
and how to address these issues.
So we are right now in the process of agreement and as soon as it is signed, then NHI would
come here and they will start making those trainings, providing those trainings.
So this is the track process phase three, which is which shows the entire process of
prioritization departmental, you know, it starts with ADA transition plan and will departmental
projects, then it goes to ADA project prioritization process, then tier two projects, which is
like larger 10 year horizon, tier one is five year, but then we have a handwork, ADA work
plan, which is annually updated and the ones that we have implemented, they will go and
new ones will come from five years horizon and then we have project delivery.
In between, we have fiscal, risk, legal and budget building, they are part of that.
Some public requests come, they straight go to the fiscal, risk and legal through these
liaison members.
We discuss with them and if we can address, we address them immediately, otherwise they
go to the project prioritization.
There is an ADA grievance procedure, which is available on the website, we have forms
available when it comes to conducting city by email by other means, we are constantly
looking for feedback from public as well when they reach out, if they are having any difficulty,
we'll just note it down and pass it to the relevant department that okay, this improvement
needs to happen and there's a appeal process, complaint review process and complaint response
process.
ADA dashboard is one of the effort that we are making.
This will include all the, so the ADA transition plan implementation stage where we are, through
work plan, we are implementing those projects, they'll be recorded here with the status.
If they are still non-compliant, we can see they will be non-compliant shown as red circle,
non-compliant will be shown as green for facilities and buildings, sidewalks will be shown in
red and green and the same way for parts, we have symbology as well.
What is the advantage of this offline tool that it will, right now it is offline and
we are still working to improve, but this provides us a way to figure out how much effort
has been made and how many of those barriers have been removed that are listed in the ADA
transition plan.
So basically, this is a database of ADA transition plan barriers that are shown in thematic map
and using this map, we can figure out quickly which ones are implemented and what.
Is this the red, the one that TechStat gave you that said that the city was not in compliance?
Is this?
No, this is not TechStat.
This is city's own non-compliant means that we still have to remove this barrier.
What are some of the barriers?
Why is there so much red?
Well, they are not necessarily the whole street, that means there is a segment in this segment
of sidewalk that needs to become completely compliant, right?
So it doesn't mean that it is whole, but it is there.
So it also shows staff some reality as well.
So I would argue that not all of it is red, but I think due to technology, we can work
with certain segments and such not so I think the red means that the barrier needs to be
removed.
The green means that it has been addressed and it will be continuously updating.
I don't anticipate that it will become green because more will be adding on and it will
be a process.
More ADA projects will come or barriers will come as the city evolves, as the city develops.
But at some point in time, we will have a very good balance, maybe more towards compliance
side and less towards non-compliance side, but this is a tool that will help us.
I do have a question, so there is a little spot over on the right hand side there, Mingo
Road.
Yes?
There is a little red piece right there.
Mingo doesn't have any sidewalks on it, so I am trying to figure out what that spot was.
That must have been some detectable ramp or something.
But what the red is telling us is that there is some non-compliant ADA implementation.
Is the existence or the non-existence of sidewalks that would fail the compliance?
Yeah, it would, but it also presents some limitations as well.
It can be good.
As Robin mentioned that sometimes there are utilities offsets, sometimes there is electricity
poles, electric poles that we are, it is doable, but is it feasible in current budget structure?
All of those questions are there.
So sometimes red doesn't mean that we can't remove the barrier.
In many cases, for example, I see some sidewalks where we have a street pole right in the middle
in the old area, historic area.
Yeah, yeah.
When I first moved here, I saw some of those and I was like, what can we do about it?
So I think all of those questions are still up in here.
We are trying to resolve.
I am not saying that we cannot resolve them, we can, but then of course we have limitations,
we have challenges, and the city is trying their best to address these concerns.
Sorry, I don't know if I was clear and maybe you did answer it correctly, but if there
is a segment of street without a sidewalk, that would be red.
So this, essentially that needs to happen, but right now this represents, what this is
presenting is area transition plan barriers.
So that could be another layer that we could work on, but that would need a lot of work
to do.
It will be perhaps based on public feedback maybe, but we can build it eventually, but
or using some other technology tool that we could figure out very quickly.
But this one essentially is for me to, my fundamental question was that if you are giving
me this book that is called area transition plan that I have to browse through and manually
figure out where the, I could not do it because which page is my priority.
So this is a database that will help me figure out, it just exactly tells me that oh it's
close to UND, it's close to elementary school.
So all of those things are possible now versus looking at a paper and say where this is located,
because paper is telling me that intersection of Carroll and McKinney has some issue.
And now if looking at it on paper versus looking at it on a GIS map, thematic map with layers
underneath, possibility of aerial imagery there, it is different.
I think it's a great tool.
Yeah, we will improve it, it still is offline right now, but I'm very optimistic that it
will be good.
So these are the milestones that are completed.
So far, we are making good progress on that, but I want to share more than that, I want
to share in the interest of time, I want to share the implementations.
So that you know we have talked about planning, but look, first we have Oak Street and Wells
Street ADA compliant safe pedestrian crossing, it's there already.
And we had pedestrian signal push buttons, it's fully functional, actually as a matter
of the community members came to the council meeting and they appreciated this improvement.
And then we have EGLE and Gandalf ADA compliant safe pedestrian crossing that has been implemented.
And so this is Oak and Wells by the way, the pictures that you're seeing is Oak and Wells.
So this is the, before we received the feedback from the community that there's a lot of students
crossing here and community members crossing here, but there's no crosswalk and it's not
safe, speeds are relatively higher.
So we audited this area, we prioritized it, and within three months, three to four months
we were able to implement, not only the crosswalk with signals, but also flashing lights, but
also ADA compliant, we had detectable services and it's true.
So that's there, then we have, so that's another example, we have detectable service going
all the way to the other side.
This is another one, this one is also, we are trying to make it a modern project, it's
Oak and Austin.
And if you have noticed that we have upgraded the ADA compatible access points.
And so this is another one that is ongoing and I think it will be completed by August
10th or 16th.
In addition, I'll go back to the previous slide, EGLE and Gandalf is another one where
near the university there was a crossing that students were making and it was also risky.
We audited that site and we implemented it.
And then the community came back and they appreciated that as well, we had a few cards
as well, which we appreciate as well that they are liking it.
And then Hickory Street segment between Frye and Welch.
If you have noticed that there are two crosswalks we provided there, Hickory Street between
Frye and Welch.
So I think it is the one.
So Hickory between Frye and Welch, we provided two crosswalks.
One is if you can see, this one which is close to the garage and then there is another one.
So when we audited this location, we found out that there is a very unique challenge.
Typically, in this segment, there is one location where people would just prefer to cross.
In this case, we had two spots where continuously students would just cross the road that was
on the farther end and this one.
And so in this case, again, it's area compliant crosswalk with detectable services and we
have flashlights and then on top of that, we have, yes, push button.
And then there's one more thing coming to this, when I audited, I found out that our
city traffic engineer, Chandra was with me as well, we found out that there is another
issue that students would not, in some cases at night time, they would not be very visible.
They would just be wearing a black jacket or whatever dress they are wearing and they
would not be visible to drivers.
So we parked our car there and we stood there for at least 15 minutes and we came to the
conclusion that these two locations would be floodlights.
So as soon as that would be activated, the floodlights would be activated at night time
and the students would be or the pedestrians would be visible to the drivers.
This is Sundown near Longhorn and Clubhouse Drive and this is another location where we
found out that there's a trail access right at this location.
This is the clubhouse and there's a trail access here.
So the observation was that people were crossing and from other side, there was a side distance
issue and from this side, on Sundown, they were coming full speed.
So full speed means 30, 35, maybe in some cases 40.
So the challenge was that anybody crossing this trail to go to clubhouse, they could
be in serious safety risks.
So we not only provided accessible walks but also provided stop signs, always stop signs
and then audited this location and it's just working just fine now and it's much safer.
Actually, CM Holland visited with me at this location and we were able to audit that location
post implementation as well.
So some of their, I think, their list of projects, Alexander, Evers, and Nettyshuls, Elementary
Schools, and McMath Middle School, we are providing ADA implementation.
If you have visited that area, we have provided ADA compliant crosswalks.
I am assuring you that we have safe school zone program that we have transportation services
has initiated.
We have addressed four schools, three fully implemented safe zone, safe school zones right
now with full possibly bike lanes if needed or ADA implementations needed, road safety
implementation needed, crosswalks needed.
And we are progressing on this.
We are applying for 10 safe school zones for SS48 2025 program.
We have applied for $1 million grant.
We are taking it very seriously because our objective is that in the next two years, two
or three years, all of our schools in Denton will be safe school zones with full ADA implementations,
road safe road crossings, and bike lanes if we have space.
So that is the objective.
And I assure you that even not even SS48 2024, which was awarded by USDOT around $740,000,
we have a plan there as well.
In that one, we are looking at safe school zones and safe crossings.
We are developing high-injury network that tells us that where these accidents are happening
and so that we just bounce on those locations and say that, okay, what needs to happen,
fix that location as a priority.
Discovery Park is another example where we did not wait for the tech store because they
were saying that it will take us some time to complete the implementations.
We just went ahead because when we ordered that location, we found that there's a lot
of crossing happening.
So we just provided road safety implementations there.
Many others are parks and rec summer camp, ADA coordination is going on, we at least
handle three or four ADA cases and facilities department, we are working closely with them.
In addition, we have been actively applying for planning and implementation grants.
So far, Transportation Services has applied for about $125 million worth of grants and
we have received around, I won't be exaggerating around $40 million, we have been awarded federal
grants.
And all of these grants I'll show you later in the table that we have by PAD and ADA is
an integral component of all of our projects.
Actually, that is one of the reasons, one of our golf projects that we got for $4 million
for Safe School Zones, they actually mentioned that there are two projects were selected
from Lenten because Safe School Zones and pedestrian and ADA accessibility was part
of the project.
So when I mentioned around, you know, in this table, I covered $30 million worth of grants
that we have been awarded, we have applied and you could see that starting from the first
month that I joined here, I started in, I think two years ago, I started working on
this as Safe Streets and Roads for All grant, we applied $740,000.
This has a road safety and ADA component for the projects that we'll be doing.
Then we have Highway Safety Improvement Program, we are improving the roads, at least seven
or eight intersections and we have been awarded by Tech Start about $8.9 million.
Highway Safety Improvement Program, next 2025, around 3 million, 2.25 million dollars.
Then we have Transportation Improvement Program, TIP Modification through HTCOG, capital improvement
that will include bike, pet, ADA, safety will be an integral component of that.
How much?
Around $6 million.
We received, it has been awarded, all of these are awarded projects.
Then Transportation Alternatives, set aside, Tech Start and HTCOG, $7.6 million total,
bike, pet, safety and ADA projects.
Transportation Reinvestment Program, we have, around 2024, we received $4.7 million award.
All of these projects have bike, pet, ADA.
Why?
Because we are focused on ADA Baggage Removal.
So whenever we are getting these opportunities, we are removing them and some of those projects
are ongoing right now.
For example, Mohr Street Signal is there right now, it's being implemented.
And there are a couple, for example, this Transportation Alternatives set aside Tech
Start.
We recently applied about 40, well, this went to $15 million dollars, funding from Tech
Start and that will be bike, pet, safety, road safety and it is a trail strand that
will be hooking up and then it has some schools, safe schools on it.
I showed you, I did not show you all ADA implementations.
I showed you only the ones that I feel that we could share and be proud of and say that
look, it's not only planning on the paper, no, it's, for the first year, yes it was.
For me, I wanted to understand what needs to happen because everything was kind of scattered.
Several departments were working independently, so we, Transportation Services was able to
bring them on one table, we were able to start the dialogue and let's see, you know, we
were trying to hear everybody without any biases and trying to resolve their challenges
at the same time, aiming at removing these barriers.
It's difficult.
No city is able to remove these barriers overnight.
I've been in touch with many other cities and that's why USDOT is showing flexibility
because they're saying that if your budget is tied, if you have limited budget limitations,
at least show us the intent that you will be implementing and one good way for us is
to keep applying for these grants, implementation grants and work on implementation side and
on top of that, whenever we get public feedback or public inquiries through Renton 311, which
was engaged in 2004, they are prioritized as well.
So we just audit that location, for example, Hickory's between Welch and Frye, there was
a public inquiry that came, it was not listed as a barrier and then we prioritized it, audited
that, found that a lot of students and pedestrians are crossing this area and were able to make
a decision that no, it is prioritized, it is one of the top projects that we do and
it is delivered now, it's complete, it's functional, it's just we are waiting on the
floodlights as soon as they will be available, they will be installed and our project management
will be installed.
Any questions?
Is it the 311 that we would go to to ask for an audit on the location?
Everything that comes to transportation, I cannot talk about other departments, but my
rule is that transportation services, when 311 inquiry comes to us, directly or through
CMO or through somebody else, we would not open Google map, no, I'd say schedule an audit,
go, feel the location, get a feel of what is happening there, because sometimes Google
map will not be able to tell us exactly what is happening, it doesn't show us people.
So it would be through transportation services that somebody could call and say, hey, I'd
like to have this location audit?
Yeah, for Tenton 311.
Yeah, you could put in a request through 311, so the way that 311 works for us internally
is that everything goes to 311 and then they spread it out to whoever needs it, so whenever
a road safety or sidewalk or something gets put in, it will make its way to Gahan and
his team will.
Traffic operations, transportation services, ADA, road safety, bike lanes, anything.
But for us, we have to go audit and I'm not sure about other departments, perhaps they
do that as well depending on the location and what type of job it is.
But for us, it is important because that is the nature of beast for us and we have to
be out there and figure out what exactly is happening.
I'm not sure what these vary or what the cones are, but if you go down 380 down Old North
Road to Windsor, there's one area that's got those big white cones or something on it.
It looks like it's a back line.
Is that what they're for?
What is the purpose of the white cones?
They are bollards.
What are they for?
They are separators for bike lanes because if there's a differential speed and they have
larger offset if you are on a through road, but if it is close to a curve or close to
an intersection, the offset offset means the distance between these bollards will be smaller
shorter and they separate the bike or pedestrian flow and in some cases public transit as well
from a regular traffic.
The purpose is that because there's so much space between them, a car could easily, you
know, go in there and drive down that section.
I'm not sure about the previous installations, but onwards now after I'm here, we have been
making sure that we have larger offsets are allowable in case of two road where the road
is straight and it's not turning or close to intersection, but as we get close to intersection,
the offsets or distance between these bollards should be smaller because that's where action
is happening.
Are they solid or do they bend, you can crash your car, you damage your car, are those damageable
to your car?
Yes, so imagine if the car is being damaged and if the bollard is not there then the biker
will be hit.
But are they solid?
Plastic or plastic?
The material is plastic, but in some cases they are bolted, in some cases they could
be a sticker based in.
So it's more to observe that you should know that something else is going on on the other
side of the road.
Is it an actual physical barrier?
I couldn't even figure out what the purpose is.
But if a car hits the bollard, we save the biker.
In the end they wanted to have the walls, right, and so this is the alternative for
actually building that wall to separate the biker from the bicycle person from the road.
So we are looking into concrete blocks, but they are not walls, but they are I think probably
six inch tall, but they are blocks and then they would be a foot in width and they could
go on like eight feet max and then they can have offsets in between.
We are looking into that, we may start using that at some test locations.
So a lot of this seems to be like we've made mistakes in building a patch, we're going
back and forth with these kinds of things, right?
Water is being changed in the city code, building whatever it is for streets and sidewalks and
that when we create a project today, these same mistakes are not made again.
Yeah, so that's a very good question and I think in this case we are upgrading our transportation
criteria manual and so we have made some short-term upgrades which were critical and doing it offline
right now, within a few weeks we'll be able to take it to some stakeholders and show that
this is the change we are making.
So that is short-term fix.
The long-term fix is I think perhaps a two-year plan that we are trying to look at the transportation
criteria manual and code in depth review, we are going to do that and one challenge for
us is that we would not make immediate improvements in short segments like every three months
because that deters the development developers, they would have to deal with development review
process and these changes in short time frame, we need to provide them a stable document
and then every two years or three years we will update the criteria but that is in our
consideration but any critical update that is needed, we are looking into that and that
I should not wait, we will make that improvement as needed.
And I have two questions about two specific incidences, one is that the university itself
is just a nightmare to cross, there's been several deaths on the university and I know
that it's owned by TextDOT so I'm curious what the city can do to improve those and another
one that's just a little off is that there was a bike accident on the bike path crossing
into Carroll I think on, I don't know, this one going towards the oak or debris or something
like that this way, that was years ago and nothing has been changed to update that to
make it safer, you have a collision where you have the cars are turning left onto Carroll
and the biker could be going straight across and that's a conflict of interest and there's
been no improvements, even a simple bike light that would prioritize block all traffic and
allow the biker to go fix that issue, this happened years ago, no, there's no pedestrian
phase there?
There's no, no pedestrian phase, no I'm talking about pedestrian phase because that will also
be utilized.
Bikers can't go during pedestrian phase, no, so bikers would be able to use it, right?
If they walk it, no I'm talking about separate phase for bikers, as a biker you're not going
to get off your bike and walk across unless you're like a truck full of people, you're
going to bike across.
You know it's a good suggestion, what we could do, if you could share with me the intersection
details or if you could share with me the incident details, when that happened and I
will look into this, I will audit this as well, we will audit this and we'll share the
details, please send this to the dentistry department, we're happy to look into that.
Because you have two lanes, right, Carroll and Oak, you have two lanes, then you have
the bike lanes right here, so if this person is turning on Carroll and this person is trying
to go straight, you end up running, open the mic, yes.
So please share the details, on dentistry 11 would be fine and we can audit that location.
But it's not specific to the location, that should be standardized anywhere there's interaction
with a biker and someone's turning right, does that make sense?
I don't really want you to look at that location, but it also needs to go into.
It does make sense, but at the same time you have to look at volume, how much bike volume
is there and what the flow is, all those considerations are there, but that's why I'm saying that
we look into the location, but if it warrants, we in many cases, for example, save school
zones, that was one location we audited and we found out that this needs to have a city
wide, we can't just improve one school zone and just call it good, so I think that's why
I think that if we find a location that is repetitive at other sites as well, then there's
a comparing case that we need to look into it and see if there is any technical justification
for any intervention, maybe on the signal side or maybe on the banking side.
I guess what I'm specifically interested in is when an incident occurs or when you're
auditing a place, you're looking at the specific location and you're looking at improvements
or that specific location, which great, but do you ever look out and zoom out on the city
and go where else are these, where is the same thing going to be, you're being reactive
or we need preventative, does that make sense?
Yeah, so near miss, but I will, so that's why I mentioned high injury network, so high
injury network that we are developing that never existed before. So high injury network
is a sub layer of text dots, crash data system, plus overloaded with police department's reports,
plus loaded with citation data or some kind of data that provides us information and plus
past incidents that has already occurred, fatal or serious incompatible injuries. So
when we merge all of this data and that filters, you know, these 10 or 12 spots that I've identified
based on that data that I have preliminary review and I was like, to our city traffic
engineer Chandra, I was saying, these are the 12 spots which are problem location. So
we have a clue now where to attack. And then the sub layer would be another sub layer would
be the, so these are fatalities, 12 spots, which we need to, some of them are text out
by the way. So then we have another layer where we will be working on soon and that
will be high injury network. So serious incapacity injury extents. Those are, I've not looked
at the numbers, but whatever number that comes up to the surface and with the locations at
the intersection, those are our problem spots. Now, when it comes to reactive versus preemption,
so preemption has to be data based where we say, do we have near missed data sets? Right?
That only then I could say that there's a hotspot brewing to happen here based on some
data, right? I could not just stand on the intersection and say that, oh, these many
near misses, there has to be some criteria that we would follow and that requires a lot
of effort. AI based applications are there. We could use them, but then they rely on radars
and cameras and whatnot. So here's my assurance that we are looking at high injury network
data. We are looking at which are the locations where these extents happen. We are looking
at these fatal crash locations. We are not only going to audit, but we are going to look
at the design side of things. Is there a problem with the design? Is there a wrong curve? Is
it a wrong intersection location? Do we need a full always stop here? What needs to happen?
So once we have addressed those to our vision, zero effort, we left significant drop in numbers
and then we evolved to other near miss concepts. Artificial intelligence based near miss software
are there. I know they are there. Ventures are there. They are promising things. But
imagine if I start focusing on these near miss data sets versus I have a real problem
to deal with where 12 fatal hotspots with fatalities are there and something is not
right there and then we are seeing that the relative extents are happening. So we will
address those as a priority. But I am on board with your idea that in the grand scheme of
things, we need to go to that level where we are PMT. So to me, anything that's driving
these high, you are going and looking at these and you are making these changes to these
high impact priority spots, that should drive the design of the street and that will go
into the codification. I assure you that as well. We are making it an academic exercise
as well. That's perhaps where my PMT will play and we will just say how, what did we
learn from this, what needs to happen, how we need to take it to go.
So maybe to dig a little deeper on your question. So you are talking about Oak and Carroll.
So go from Oak and Carroll, go to Hickory and then go down to Congress, go down to Crescent,
down Carroll and do an audit on those while you are already looking at it. That's what
you are asking about. Right. Be proactive about it. Well not only that, but when you
build something on another street somewhere else, build that into it. Right. Another challenge
is the behavior. I am having another meeting tonight, it's a public meeting where we are
going to discuss the driver behavior sign because we can't just keep putting signages
and say put another stop sign here, we need to stop. If they are not stopping on one stop
sign, what is the guarantee for me? They will observe that stop sign, another stop sign.
And then another challenge is that if we provide multiple stop signs on multiple signs on a
road, we create a chaos for the driver, which one he has to look for. And then we also make
the entire situation a desperate maneuver situation where the driver says, nobody is
here, I am just going to, why didn't you stop sign? I am sorry. No, you are just fine. Also,
to your point as yet as well, anything built after 1990 is covered by the ADA, so those
kind of codifications happen almost inherently, but also with that set, a lot of things haven't
been upgraded since 1990 and that's part of the problem. But I think that you have got
a really good point about that, about making sure that we have those city documentations
as well. I am, I do have a lot of questions, but first I do want to say that since I have
been on this committee, I have been here since the beginning and I have seen tremendous change
in impact and I am happy to see it. I have seen a whole lot of progress. Thank you. Thank
you so much. Kudos to you on that. That's it. Your girls got some questions. Okay, so
the first question that I have about this, for the department wide NDE training, will
the committee be consulted? Will this committee be consulted for the ADA training? If that
is required, we will consult. We will provide the agenda, we will provide what is being
covered, all of those things we can provide to the committee. Okay, thank you. But that
will have to be, that means that we will have to program it such, the trainings in such
a way that this meeting, a month before the training, we share that in the meeting. Okay.
Second question that, this is a two part question. The liaison team that you have, are they appointed
or volunteers and what percentage of them are disabled? They are appointed by the directors.
Okay. And they are the, so they are the, so I, when I started the liaison program, I sent
emails, I discussed with CMO, got the permission from CMO first, what is the process and I
suggested that, okay, I'm hoping that I will be able to contact the director, department
directors and they will be able to see who coordinates on their end with ADA requests.
I think our, our objective here is that folks who are addressing to the ADA inquiries, they
are sitting on the table with us. Okay. So in this case, department directors appointed
those. Okay. Okay. And you don't have a number of how many have disabilities or percentage
or? I don't, and that's, we can work on that. I will add that to my list of things. I mean,
some people don't admit, but it's good to have people that are a part of the community be
advocates for the community. Since they are staff. Yeah. So that requires a certain percentage
of the group is disabled. Consider it as staff. We will just make that happen tomorrow morning,
first thing. Make a call. That sounds good. No, it's a very good suggestion and we will
make that happen. Yeah. Thank you for that. The ADA dashboard that you said isn't currently
live. Does that go live to the public? Not right now offline. Right now it is offline.
We are testing it. They're making it live. And it's a lot of responsibility on our part.
We want to make sure that it's working, it's functional and it is presenting correct information.
I think we are testing it. And I also want to make sure that at least one work plan is
added where we have some implementations that are added there. And so that it is showing improvement
and hopefully as soon as it is ready, we will share with the committee first and CMO and then
get from the interaction. The only thing that I just wanted, the reason that I wanted to ask
about that is when it does go live, will there be accommodations for no vision, no vision and
low color vision? I saw a lot of red and green that were the same. Absolutely. So what happens
is that we will refer it to our marketing and communication department and they will
review it from that standpoint. Okay. To make sure that it's accessible for the community. Okay.
And then this is just as an aside, this was brought up and we were speaking about the
original group here. Robin was still here? Yeah. So actually the first iteration of this committee,
there was an initiative set forward to remove the name Idiotil from the, I guess nickname Idiotil,
but it kind of died on the line, but that did exist. So I wanted to make sure that you guys knew.
Okay. And I think that that's all I have. Does anybody else? I'm sorry.
I do. When they do, like there's so much new building going on apartment wise, housing complexes
and stuff, are they required at any point to have a survey done before building for crosswalk or are
they required to put them in? Like there's so many apartments going in now, but then it seemed like
there's a sidewalk going down. Loop 288 is one. You know, along Loop 288, the apartments are built
and then the sidewalks come. Is that part of their program at all or is that an afterthought?
No. So that's during the development review process in city. Oh, it is. Okay. Our development
reviewers and I have a principal transportation planner in my team, Dr. Raqib. He reviews the
transportation development reviews and he ensures that ADA compliant sidewalks and other facilities
are being provided by these apartments. But that's after the fact, correct? After the
build, it seems like it. No, when they built something, it has to be ADA compliant. All the
new ones, all the new ones, the existing ones. Okay. As you mentioned, it's a challenge and
until they touch for any alterations or any changes, then they have to make it ADA compliant.
If they don't touch it, then they don't have to by the code. So then the city has to make sure
that the ADA compliant. It has to be better. There's no responsibility when on the city,
though, when they create, go and redo streets. There's no responsibility for them to prioritize
sidewalks. Oh, yeah. That's ADA. That's part of it. It's new. It's new structures. Yeah.
So they just re-did my street, but there's no sidewalks on that site. So that must be,
you please share with me the location. I mean, I just repaid. It's not like they were altering
the street. Yeah, they repaid. I think resurfacing is different and rebuilding the facility is
different. Okay. And then in many cases, there is one street that I won't mention, but I think
there's a street where we transportation services wanted to head for implementation,
ADA implementation and sidewalks. But then we found out that there is a major, major
utility and offset work has to be done. So we have to wait for that. So because imagine if we
do that, we spend dollars there. And then later on, six months later, water department comes
and say, "Hey, we have to excavate and offset, provide offset." It will not be very helpful.
That was part of my comment to Robin earlier, which was because it's a holistic approach
that needs to be done when you're redoing streets and things like that, because they put in new
lines, new sewer lines, all of this new lights, new curbs and everything. That's when it goes,
"Okay, while we're doing that, why don't we go ahead and do this as well?" And we do that.
In the new developments, it's given. Oh, yeah. But I'm saying, when we're going,
like I'm not rubbing my street, the curbs have been put in, all of the new sewer lines have
been put in, new water lines, the gas lines, all of that's been updated. But then there was no,
"Hey, maybe we need to do this next piece too." That was not.
Shouldn't that be part of the discovery or whatever where you're estimating the cost?
It is part of the process. And as I understand, even capital projects or streets department
or other departments who are working, facilities, for example, if they're developing something,
they will ensure that it is accessible by code. But as I said, it all depends on locations.
In some locations, it's hard. Not here only. There are many cases I could quote from other
sites in US where some of the work was, let's say sidewalk is only a couple of thousand dollars,
a hundred thousand dollars, but you need to ensure that the sidewalk stays. You need to
make sure that you spend 30 million dollars on utilities. If you don't do that, then you build
the sidewalk six months later, a year later, utilities come and they just kill the whole thing.
So I think many challenges are there. These are limitations of project programming and project
controls. And we deal with that and staff tries to expedite things as much as possible. But then
these are the limitations, real life limitations of projects where you're dealing with utilities,
offset, DME, and then all of those things are there. And then some of your upper structure,
pavement or sidewalk, maybe pavement resurfacing comes last of all. And so imagine if I go to them
and say, Oh, I'm building sidewalk regardless. And I'm spending my, I have one million dollars
and I'm going to spend on sidewalk. And then it doesn't work that way. We have to work with
the project programs and make sure that we are spending these dollars wisely.
So I just think about it. So I remember years ago before even mine, it was the next street over.
And there was a woman who was essentially stuck in her house for two years while they were redoing
her road because she used to take walks. There was no sidewalk in front of her house. She could not
take a walk for two years because she was afraid to get out there and fall out in the street
because of the construction. So that limits people's mobility when we're doing these things.
And we don't have the sidewalk. That's the issue. I agree. And I believe that that should not have
happened. But in now, if whoever is aware of such situations, if you at least provide us the
information that this is critical and a person is not able to have access to steady chores or life,
regular life, I think we can find out a way. I think we can talk to the project managers there
and figure out what needs to happen. In some cases, they can divert. They can create a temporary
sidewalk. All of those possibilities are there. It doesn't mean that if it is not there,
10 to 311 should not be contacted. Send us a message or contact me directly,
contact Capital Projects directly, find out who the project manager is, talk to them.
And I'm very positive that we'll be able to resolve these kind of situations. We have done it
in recent past. Do you have anything else? I have one more. I've noticed this in quite a few places.
Whenever any kind of improvement comes in, they'll just pile shit on the sidewalk and block it.
There'll be traffic cones, whatever, and they'll use the sidewalk as a construction storage and
completely block access. And another one is I've seen where they need to maybe rip up some of the
sidewalk to put down drainage or what have you. But that then cuts off that access. The sidewalks
are a network. And if that network's broken, just like a road, you have to take an alternate route.
A lot of times an alternate route is not provided for sidewalks, forcing people into the roads,
which is dangerous. I saw this on University myself. There was putting in drainage for TWAU.
There's no sidewalk. It's completely blocked off. And now it's forcing people into university.
At West Oak. At West Oak. At West Oak. At West Oak. At West Oak. At West Oak. At West Oak. At West Oak.
At West Oak. At West Oak. At West Oak. At West Oak. At West Oak. At West Oak. At West Oak. At West Oak.
And yes, they have to excavate that area of sidewalk. We are aware of that. And the
inspection is our inspection department is working with them. That is one case where they had to
excavate the sidewalk. But I agree. So I agree that in cases where they cannot, they can avoid
blocking sidewalk. That should be followed. And I will provide that information to our inspection
team. And I'll make sure that they understand that these contractors, they cannot just easily just put
the excavated material on sidewalks just to block them. It should be filed up on the sites or
somewhere else. So I'll provide that information to our inspection team. But I also think that if
there is a sidewalk that's going to be broken, the connection to be broken, an alternate route
needs to be provided. That should happen. And that said, like if it is something where it can't be
avoided, right, that the sidewalk be there because sidewalks are accessible for all people,
drivers, not everybody can drive. I think that it's important that perhaps we cut off an area
for traffic, like take some area out of the traffic to make the sidewalk available. So perhaps comb
that area off and build some sort of temporary ramp so that people can get up and down it.
And that's a very good suggestion. And we'll make, I think, what two points I've noted about the
material on the site and then also this traffic control plan. If you make a traffic control plan
such a way, DCPs, and provide them to contract in such a way that if the sidewalk has to be blocked,
then the road is blocked, at least part of road is blocked. And so that, you know, there is some way
of for people to cross. So I'll communicate that to our inspection department and ensure that this
is considered. That's a good idea. That was down on, I love the street. Going toward University,
there's sections, sidewalks are just taken out. On University at Ector, right there.
There's, it's all tore up and there's a lot of wheelchair users on University. So if they're
going down this way, they can't cross. It's not like they can just hop their little wheelchair
over into the lane and then hop back up. They've got to go all the way back down to Malone just to
be able to cross to go this way. And then hopefully they can get through that way.
And that, yeah, that's, and to that point, that's why I think that it's important that we include a
temporary ramp or something, some sort of safe structure for that. Thank you.
Well, thank you so much for being here and thanks for fielding all of our millions.
They're not easy, so thank you. Okay, a couple of quick things that I just want to point out to
the committee. It's July, which is disability pride month, but this is also the 35th anniversary
of the ADA on July 26th. Okay, and congratulations to Madam Vice Chair and congratulations on
your new job. Does anybody else have any other business to discuss? Okay, it's going good. I
mean, it feels like it's very, a lot of input and I think the cities get a lot of positive feedback
and stuff, so it's great to have a speaker like him come and explain that. You know,
otherwise I would not have known what those ballots were for or turning in and, you know,
seeing that maybe hitting a bicycle is, you know, if you're not aware that this is a bicycle area
as well. You know, so it's very, when he explains it, it's like that makes a lot of sense, you know,
so it's a learning process for me, or it has been, and it's been very rewarding. We know what's
interesting about those, they sort of put in those in and it came up, especially Oberon Hickory,
they started collecting trash in those areas next to another church and stuff like that, so I think
they actually bought something that actually, it's a small street. And with our daily grid changing,
they're going to have a lot more traffic in general areas because they're not allowed to stay after
seven o'clock, so that's going to be a big, you'll see probably a large influx of just sleeping on
the sidewalk or wherever, which you see now, but it's going to be even bigger when that transition
takes place on August. Yeah, from 192 to 119, I think that's the number of people I got right now.
Oh yeah, just, yeah, for full time, yeah. I'm going to cut it back, there's no overnight stakes.
That said, they should probably, we should probably mention next year and the coming years to extend
accessibility accommodations south, further down 380 in the Fishtrap area.
Okay, we'll look there. Oh, and usually, and I told Christy about this, the mayor usually shows
up in July and that's the disability proclamation, and I guess he didn't make it this month, so maybe
we can ask him to do a makeup session. Absolutely. We can make sure that happens. And does anybody
have any other business to discuss? Okay, I joined, I joined, I joined at 4.39 p.m. Thank you guys so
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