Nov 19, 2025 Mobility Committee on 2025-11-19 10:00 AM

>> Good morning everyone, we are here with the City of Denton. The Mobility Committee, Wednesday, November the 19th, 10 AM, in our council work session room. We do have a quorum that is present this morning, so we'll convene promptly at 10 AM. We have any citizens comments on the agenda items? All right, there's no citizens comments, so we'll move down to items for individual consideration. MC 25-054, consider approval of the minutes of September 24, 2025. >> So moved. >> Second. >> All right, so moved and second, is there any discussion? All right, there's no discussion, all in favor? >> Aye. >> Did you have a discussion? >> Aye. >> Okay, all right, all right, that's been approved. For filing, BMC 25-055, receive a report and hold a discussion, and approve the 2026 Mobility Committee meeting schedule. Well, we have the schedule in front of us. Is there gonna be anyone up there, or are we gonna, y'all take a look at those dates. It looks like we are in the blue circle, and it's just our regular routine, Wednesday at 10 AM. >> That appears to be the last Wednesday in each month. >> It's pretty much the last Wednesday, except for November and December, like we've always normally done it. >> In December. >> Mm-hm, any other questions? All right, so are we voting on this? Yes, for approval, all right, so can we get a motion for approval for these dates? All right, we got a motion to- >> Second. >> Second, okay, that's good. >> And these are always at 10 o'clock? >> Yes, they're always at 10 o'clock. >> Okay. >> Okay, good question, decision. >> Question, Chair. >> Yes. >> Do we know, and it's not the responsibility of this party, but it is relevant because there are other bodies that we've been attending that are back to back. Do we know if TURS 1 is moving around? >> I'm not sure, but we can find out. >> Yeah, well, we're going to that after we leave here, so- >> No, it's canceled today. >> I'm so glad you told me that, I'm moving in over there. >> So if staff wouldn't mind doing that, I mean, I know we can always adjust this as an agenda item in a future meeting, but we just want to make sure there's no conflict. >> Sure, good. Okay, well, it's been moved and seconded and discussed, and is there. Can we get a motion for, not a motion. >> A vote. >> A vote, in favor? >> Aye. >> Aye. >> All right, unanimous vote for filing, thank you. Let's see, 25-056, receive a report and hold a discussion regarding Mobility Plan Part 2.1 to introduce and share information on different elements of a mobility plan, thank you so much for bringing that to us. >> Good morning, Chair, committee members, Farhan Butt, Deputy Director, Transportation Services Division. We are here to present the Mobility Plan Boot Camp Part 2.1. The previous Part 2 that I presented in the last Mobility Committee meeting covered the goals of the Mobility Plan at large, and there's another component of the same theme that covers the thoroughfare plan. So that's why it's named Part 2.1. And so today, I'm going to present the thoroughfare plan component of the theme. These are just recap, first two slides will be recap where we'll cover the goals for the comprehensive plan, which highlight there are four goals and that cover safe and efficient mobility, and the second one covers enhanced mobility. And then the third one is non-motorized mobility side of things, and the last one takes care of public transport. And so the comprehensive plan is focused on these four goals when it comes to transportation, planning, and transportation infrastructure side of things. And this is another recap slide so that we can recall what the mobility plan was about. There were four themes in the mobility plan to begin with, prioritized safe travels. We have extensively covered that in the part one. And then part two, we covered the goals, and then thoroughfare plan will be covered today, deliver an effective network for travel, and then third is facilitate alternative travel options. And last one is, fourth is leverage innovation. So these are the four themes that mobility plan revolves around, and all the goals and objectives and policies that it derives, they are around these four themes. When it comes to thoroughfare plan, it is extremely important for cities, for any city. In particular in Denton, we could see it from this scape that I presented here of different options that are at play. So we look at mobility service provision side of things in the top of these two globes, and then there's mobility service choice side of things. So these are two options that we have to play with as a city. And then there's a land development component that is extremely important, that's part of city's day-to-day practice, and then there's a land utilization component. And within these four options, we have to look at accessibility standards, we have to look at travel behavior side of things, that what will happen if this development comes, what it means to city's infrastructure, and what it means in terms of concurrency, that do we have enough supply and demand is covered or not. And then there's activity potential as well. So when there's a development is announced and it is considered an attraction, for example, if it is a general large grocery store or an activity center, there are two sides of things. One is that, yes, it could be providing service to the residents, but another side of thing is that how many people will be attracted to this development, how many trips it will be inducing, how we will balance demand and trip generation when it comes to this development. So what it means in terms of transportation network, what it means in terms of neighboring land uses, is it nearby elementary school or high school, or is it nearby a college or university, what would be the parking management system. So all of these factors are pretty much, I have not covered all, but I would say that pretty, most key factors are included here, including if in the center you would say that trip making and attractiveness, they are there to play with. And the staff, as staff, professional staff, we have to look at these aspects when the development is asking for approvals for their application. Travel demand and occupancy is another factor. And then at large, we are looking at transportation system and land use system, how they are interacting with each other. So some of the key elements that we look at include attractiveness, activity potential, and trip patterns in terms of land development. So see, they are linked to the thoroughfare plan, because in any trips that are happening on the street network, they'll be delivered to major thoroughfares, or they'll be using major thoroughfare to come to these destinations or going back from these origin points. And the same goes for land utilization, where we are looking at occupancy, activity participation, travel demand, and trips. So if we consider in one sentence that what does it mean, all of this slide, information in this slide, all it means is that have we covered our transportation network, have we looked at our transportation network from traffic impact side of things, and are we able to predict how these trips or demand will be connected to thoroughfare and how it may impact? So what changes would be required? We will cover that later on, the staff will cover that later on in other slides. So in cities' comprehensive and mobility plan, when it comes to transportation and land use cycle, it covers arterial improvements in general sense. If we look at, if we ask ourselves, what exactly is going to happen in the nutshell when we have assessments, we have done other things, what will happen? Well, it entails two arterial improvements or accommodating for impacts. It will provide, it will look for increased accessibility, increased land value is considered as well. Land use changes, are we looking for commercial, are we looking for retail, are we looking for multifamily developments, are there any single family or what kind of development would that be? So that is considered. Increased traffic generation is another part of, another aspect that is extremely important to a city, and we look at level of service analysis and see that if this development comes up to its full potential, how the level of service in the neighborhood would change, and then at large, at the thoroughfare, the major thoroughfare would change. Increased traffic conflict, and in terms of safety, we have to look at how other modes would interact with these increased traffic and how it impacts the safety. And last but not least, deterioration of traffic flow quality, which is extremely important for quality of life of the residents. In cities processes, it will be just, it will start, this whole process doesn't directly go to thoroughfare plan. It starts from preliminary plat, and then there will be a TIA determination that if we need traffic impact analysis or a simplistic analysis, then it goes to ZCP, where we say that if the zoning compliance is there, and then look at, zoning compliance process typically adopts all the recommendations by the TIA. Then the next step would be CEP civil engineering plan, where we look at the engineering side of things and ask a question, difficult question, that what needs to happen on the road, on the geometric design side of things, and other elements, traffic elements, for instance. And last, replatting, or we could call it that plat improvements or replatting. So that is done so that all the recommendations made in this process are included, and then those improvements are required as part of the process. So I think this is, it is important to understand that thoroughfare plan is directly tied to the development review process and how the developments impact cities network, road network, and then at large, how it impacts the major arterials or primary arterials that it's connecting to. Denton's 2022 thoroughfare plan was adopted in March 2022 as part of the mobility plan update, and it establishes the long range framework for Denton's street network. But it is a snapshot in time when it comes, thoroughfare plan is not, it is a document, but what we do with the street network is snapshot in time as the developments come, we staff respond to those impacts, and then mobility plan amendments are requested based on the new developments or any changes that are required. It also implements the comprehensive plan's mobility vision for a safe, connected and multimodal city. These are the alignment, this is the alignment matrix where that goes with the comprehensive plan and mobility plan, and basically this identifies how comprehensive plan goals or elements are connected to mobility plan, and then at large with thoroughfare plan. One important one is, for example, multimodal coordination, which is goal three, element number five. And so that, so comprehensive plan's goal, M1, directs to look at safe, connected multimodal systems and sustainable, efficient infrastructure. In response to that, mobility plan goal three asks for multimodal coordination, combined thoroughfare, bicycle, pedestrian networks into one mobility system. It asks for integrated multimodal system that is working for all modes, but not just autos. So these are the two directions coming from our key planning documents that are sacred to cities' planning system, planning process. Then at last, thoroughfare plan guides that focus on implementation and monitoring of these guidelines. By default, since these are guiding documents, they have to be general, but then depending on how the development application is or how the land use process is going, professional staff would make a determination and then provide information to council and other decision-making bodies for recommendation. If there are any other questions, I would be able to address those at the end of the presentation about this matrix. Purpose and core functions of the thoroughfare plan generally is to align any development-related impacts with thoroughfare plan and ensure that these systems are connected. They are not worked in silos. For example, if there's a major development coming, we have to ensure that thoroughfare plan is accommodating that, and then we have to also ensure that any developmental impact would, if any changes are warranted, they are brought into the mobility plan so that it is accommodated. In general, it determines the street alignments, it determines the required or prescribed right-of-way. It ensures that that is available and coordinate design standards. That is one of the extremely important piece of this, where design standards are maintained and ensure that developments are complying and any infrastructure improvements are complying with development standards. What are the different data sources for this plan development? The updated 2015 network, using new growth and traffic data, most of the growth projections are derived from NCTCOG's demographic data, adopted demographic data. And recently, NCTCOG has adopted, updated their base year from 2015 to 2019, and then also the horizon year from 2045 to 2050, and naturally, when we are going to, when staff is going to update the comprehensive plan and mobility plan, we'll be shifting growth projections from 2045 to 2050, and naturally, we'll be aligning ourselves with the regional bodies to ensure that we are channelizing the predicted growth in a meaningful way. And we have, the data sources are the same, for example, population and employment forecasts are to 2040 and 2045, but now it will be changing to 2050 as we go towards updating the mobility plan, active transportation plan, thoroughfare plan, and comprehensive plan next year. Regional travel demand model is aggregate model, and so when we, when staff goes to update these four planning documents, we'll be looking at 2050 demographics, but at the same time, we'll be doing the focused, Denton-focused demographic synthesis. We'll, staff will take the aggregate large regional database and then dive, deep dive into data mining exercise where we will ask for, ask difficult questions at what this growth means to Denton, and then those will be addressed so that we can inform these planning documents. That exercise is already planned with the update process. We have street classification systems in the mobility plan and thoroughfare plan, and that these are primary arterials, secondary arterials, collectors and major collectors, local streets, and each classification defines design, speed, lane, and configuration and right of way. In short, the classification is clear from design perspective that based on the volume projected and speeds required, professional staff is typically able to figure out what classification system will be utilized. And later in slide, I shared their sections as well where we have residential, typical 25 to 30 miles per hour, and collectors are, and 55 feet of right of way is required, and then the same for collector, around 65 feet of right of way is required with 30 to 35 miles per hour. We, staff recently adopted a new major collector classification type, and that to the mobility plan amendment process, and that goes towards 110 feet of total right of way with slightly elevated speeds, 35 miles per hour, but less than secondary arterial, which is 35 to 40 miles per hour. And last but not least, primary arterials, which are the heart line, they are basically 40 to 45 miles per hour, and 135 feet of right of way is required. So, these guidelines, they provide staff a clear instruction on how, which classification system to take for a certain development, and we cannot deviate from these classifications. We cannot create our own. We have to stick to these, ensuring that we are complying. There can be certain accommodation requests by the developers, and they are reviewed on case by case basis, but still we have to align with these classification systems for compliance with our mobility plan. And so, when it comes to design and implementation principles, thoroughfare plan and mobility plan at large promotes complete streets concept, which is, which looks into, as previously I highlighted, multimodal system. It talks about enhancing our network based on multimodal system, well integrated multimodal system. What it essentially means is that we cover for all modes, including pedestrians, micromobility options, including bicyclists, and the system has to be accommodating them. And when it comes to complete streets, for all of these modes, including auto, safety is prime factor to be considered. And then also use cases where it has to be context sensitive. We cannot have, you know, 55 miles per hour arterial adjacent to elementary school and asking kids crossing that road. So I think that will be a very tough call. If that happened anywhere, it's something that is, that should be avoided. So I think these kind of considerations, for example, if there is a walking area near downtown, we cannot have a high speed arterial running through that. We have to be considering the other modes, pedestrian in particular. So I think that is the key objective here, that design and implementation principles are context sensitive. They are not done based on just volumes, traffic volumes. It needs a lot of other considerations, safety, what kind of modes, pedestrian, other activity, what kind of land uses are there. So that is part of that. So as I said earlier, the use, it is used by transportation engineering and planning staff to review that and development proposals at length. I have explained that right from the preliminary plan to all the way to last step, we have to go through the process and see that and look for the traffic impacts and make adjustments and request for those updates. It also coordinates with TEXT.DCT, provide opportunity to coordinate with TEXT.DCT and NCTCOG as we are using their demographic data projections and also using, connecting to their systems. And it is updated periodically. Next update is due 26 and we are planning to kick off late in 2026 update of mobility plan and comprehensive, well comprehensive plan first and then mobility plan. That was a lot of good information. I always look forward to hearing from you and just gaining more knowledge in regards to our mobility plan. I have a lot of questions but I am going to go ahead and let my peers start first. Did you have any questions you want to go first and we will just go this way. Sure. Thank you so much for the presentation. This is exciting. So you said that the new class roadway classification for major collector, that was just approved. I guess I missed that part. Was that in a-- Yes, major collector. This is great. I see this as something that could be helpful for, I am guessing kind of like outside maybe residential areas. Would this require, I am seeing in the diagram there I see bike lanes with bollards and then also walking, walk paths. Would this turn some of those, would it turn a collector, is this typically going to turn a collector classification into a major collector or a secondary arterial into a major collector? And how will we start to reclassify those roads? It could go both ways, context sensitive of course. One example is Windsor connector that we worked on and that's where we found that it initially could have been secondary arterial but then due to multimodal activity, staff recommended that we need a different classification system that is slightly higher in speed from collectors but at the same time accommodating other modes. But as I said, it could go in both directions depending on where the location is. That's great. I am hopeful that a lot of our collectors or secondary arterials could be classified as the major collector. I think that this seems to better integrate our goals for having the multimodal since we have so many more cyclists, people on e-bikes, having those protected lanes I think is going to be extremely vital for the next few years in Denton as we grow. I'm just seeing that this ties into the previous presentations that you've given where we're looking at the trends, correct, like we're looking at where mobility is headed and this is a great way I think to respond to that. So I'm really excited. Do you have any other examples besides Windsor or what would be like the timeline as far as getting those reclassifications? What is the process for identifying a collector or secondary arterial and then getting that reclassified and then what happens after that? Do we then go and get potential funding to reconstruct it so that it actually now matches the standard that we've got here? So I think maybe I did not do a good job of explaining. Secondary and primary arterial are key streets or highways or part of the road network because imagine a residential development starts with residential street. Then it provides that flow to a collector or a major collector that take it to the next joint where it can deliver the traffic. And then from there secondary or primary arterial will pick up the traffic and take them to freeway and to take them to Dallas or Denton, wherever if it's coming from Argyle, for example. So each classification is serving a key role. So imagine if we take people from residential and put them in collector all the way to I-35. Their experience of travel during the morning peak would be level of service F because of the amount of traffic volume, high traffic volumes. So staff is not trying to convert every secondary arterial or primary arterial to major collector. That's not the intent. Because each one has a role, we would context-based if there's an opportunity, we would look at that case by case basis. Okay. That's great. Thank you. All right. Thank you, Madam Chair. So just for context, the Windsor thing is actually the new piece that would be the connective to 288 for folks online that want to look at that. It doesn't exist yet, he's planning it. And that may be why it's unfamiliar to some. First I want to start off with, I cannot be more thankful that someone with an academic and analytical approach to this is analyzing the streets for Denton. And I think we're really lucky to have you, Dr. Butt, because -- and I'm not just blowing smoke at you. I think it's really critically important to take these higher order analyses and I'm going to get slightly wonkish -- oh, when do I not? Because a lot of the decisions that we're making that I'm so grateful you know how to do are these sort of network topology analyses, you know, is it hierarchical, is it mesh, is it bus, is it flat? And because they have an impact on all these different decisions that we have to make. And so forgive me if a lot of my questions today revolve around network topologies. And I'll leap off her question that -- sorry, I should say Commissioner Penn's question about the different sort of visions -- how do we mesh, you know, this decision tree? You were just talking about, well, we don't want -- we have a hierarchical network and we don't want it to be, you know, the different roles except sometimes you do. And there's arguments in design when we're trying to design flow, walkability, we're trying to mesh transit with others. So can you provide a little education and color from your training to let us understand better how, you know, having like a mesh network in a neighborhood would have like, you know, four or five different smaller roads, but the fact that there was four or five of them would provide the flow, the transport, the connectivity, the path design, as opposed to having just a few little residentials and then immediately branch out into a tree, which crams everybody down into those few networks, and those are sort of a philosophical difference between those. And how does that impact how we design this town, where we put buildings, where we put schools? Because it does go to putting a school next to a major road by accident, and it does go to how do we get rid of the stuff in the past that was done, you know, because we had the money to do it versus a smart way that you would design. And I know that was a lot, but it's a big question of philosophy behind how we design this town. Can you add a little color to that? Yes. So, you know, it ties to excess management, and I'll be very brief and maybe we'll circle back with more information, but a significant part of planning transportation infrastructure network is tied to excess management. When transportation planner and land use planners see that there's an elementary school part of or schools are part of the development, then the next question that should be on the table is that where are the access points for these? If somebody's providing direct access point to the school, that's a no-no. I think it has to be looked at and appropriate, suitable access points should be provided so that it's safe and it's not also hindering the traffic. Another aspect which is often overlooked is that we staff, planning staff, and transportation planning staff is not looking at existing. When we are making planning decisions, we have the information that tells us that, oh, the population is doubling by 2050, and we must do something about it. And the demographics in terms of employment categories, retail, commercial, or industrial, or office space, will be more than doubled within 25 years. So now our decisions would be hinged on that, that, okay, this is a major thoroughfare. What needs to happen? At least we need to have right-of-way dedication so that when the time comes, we are not paying fortune to buy the right-of-way and then making those decisions. So that is the third element. And last is that the hierarchical structure is important because residential streets typically deliver the different developments, would deliver to collector or major collector, and then they will be, they will, in rare cases, they could go to the freeway access points, but they are linked to primary arterial or secondary arterial, which are collecting at large from the region and which are then connected to the freeway system. If we don't follow that approach, then the whole system, the whole infrastructure system that we are developing will collapse because what happens is that major collector cannot take a lot of traffic volume from multiple sources, multiple regions. And it has to be taking from a few, and then secondary collector or secondary arterial or primary should come into picture. So I think that's the minimum, that's a brief answer. If there are more concerns, staff can get back in the next meeting and provide some summary or some blurb. No, I appreciate that, and I don't want to, I don't want to drown us in wonkishness. So I'll get with you, but I will follow up and maybe answer just briefly because I think it's germane to a lot of what we do in here, and that is these different topologies really impact safety, and so we have this demand of development volume going into the future, and that has, like it should be super hierarchical, because we're trying to flow people in and out of these different neighborhoods, but safety says make it flatter, smaller, and have more options. And so those two are fighting each other. So both in our future discussion and maybe very, very briefly here, and then I'll shut up, Chair, is can you talk about how Vision Zero impacts these design issues because councils prioritize that as one of our key city goals above some of our other goals, and that's going to change how we do our thoroughfare plan design. So keep three corridors, 407, Dobson, and Vintage. How the demographics have changed there and how we have to now make changes, improvements to accommodate the growth and talk about departmental grocery stores and the growth that has happened there. That's one example where city staff has to relook and say, "No, it's not going to be collected anymore. We have to look at other systems." And I'm not providing any details for that. We can discuss it at large. When it comes to Vision Zero, for instance, we have identified 11 high-injury network corridors through our Vision Zero phase two process, and those are the key corridors. And I have talked to transportation staff already where I have asked that, "Look, we have these 11 corridors. We don't have to wait until 2035. Our staff is going at each prioritized corridor, 11 of them, and staff will recommend improvements as we follow the work plan for Vision Zero." And so the idea is that we address those, we mitigate those prioritized items, 11 high-injury network corridors, and fix them one by one on priority. Once we fix them, that means that some more additional corridors may appear over time in five years, but we will address all those 11 of them in timely fashion. And if we address those and make sure that all other new interventions or developments have safety component of it, a major safety component, we should be able to address our safety issues within the timeline of 2035. I have no doubt about that. But if we delay this process of addressing the 11 corridors from not as part of our priority, then as part of the Vision Zero process, we have matched our timelines to achieve Vision Zero with TxDOT and NCDCOG. So we are in alignment with our regional partners, and it is extremely important for transportation staff that we deliver these before the timeline, 2035 that is. No, I appreciate that, we'll wonk off, be wonkish, yeah, we'll do that later. But I appreciate the thing, and I'll just give one last moment of praise, and that is I don't see a lot of necessarily your fellow engineers, this is going to sound so mean to the regional people, but always taking that approach, they are often very reactive, so I'm very, very excited that you're proactive on some of these issues. So thank you. Yeah, that means a lot coming from you, it means quite a bit. I had a couple of questions, and as we were going through and you were answering some things, okay, so I'm thinking about a, I mean, we can use the heel wood properties over as an example, we know we're getting ready for a Craver Ranch people, keeping that in mind, one of the things that they were talking about was we have three schools, we're going to be putting in three schools, for them to make an announcement like that, would the road system will have already been kind of set up for, let's say a developer that's coming in and they know that they're going to have three schools, will you all have already met with them in regards to the type of roadway that would be necessary around those areas, we know that school is a big deal for us in traveling to schools, we have our consumer here, when does the conversation like that come into play? So there's a very effective development review process, very rigorous, that each development application goes through, and as part of that process it is looked at, yes, and not only the schools, but there are other uses, environmental, many other aspects are considered, and typically city staff, ranging from different departments, they do a good job and they looked at all these options. Okay, and then you said something about attractiveness and land use, my real basic kindergarten level question is that when we have those medians, I've often wondered how is it determined what a median looks like, sometimes they have a lot of trees, sometimes there's no trees, sometimes they're very narrow, you know, how, and I'm thinking about the attractiveness part, because sometimes you have a corridor, you got trees, you know, and you have Texas plants, how does something like that come about? You know, the development application, the developer typically decides on what kind of landscape they have to provide on these external options, typically city leaves it onto their application, there's a minimum standard that we have to maintain, but when it comes to landscaping and elevated landscaping, it's developer's choice. And does that come with a certain type of roadway? Is it always like an arterial type roadway where you see these things? Depends on who owns it, textile, maintained by textile, maintained by city and county, all of those factors go into this. And then you say something about the community's character, how much does a community, how much weight does a community opinions come in into a roadway, is there an opinion factor from the community or is it always just a standard? I know you say you can't mediate from a lot of things, I heard that. We have to play carefully as staff, we have weightage of data-driven decisions, but at the same time, community's needs and their choices are important, but in many cases, for example, there's a safety issue and we have to make an intervention to address that safety, to mitigate that safety issue. In that case, data would prevail and data-driven decision would be made, even though if we are getting some comments from community that we don't want it, but if it is from safety standpoint it is needed, we have to do it. And in other cases, community, we have a community engagement piece in every major study, major development, and that is part of every study that we do. And so it's by default there, their choices are there. For residents, I know recently, very close to me, mile per hour signs were put in a resident area, and the mile per hour signs were at 30, and of course the residents who are sitting on their ports sees a car driving 30 miles per hour in a residential space, it looks very, very fast, but I noticed that can a community help dictate the flow of the traffic, the mile per hour, can a community come back and say, "We don't want 30 miles per hour, we want 25, we want 20 miles per hour." How difficult would something like that be to change? That idea is open generally, but with big condition, it's a state mandate, and so state mandates that 30 miles per hour is the residential speed in Texas, posted speed. But in certain cases, for example, school zone, we could do 20 miles per hour. And if there is a fatality, serious injury, and there is a hotspot for that where frequent accidents are happening, we can build a case and make an application to state, but state would look at it rigorously, and they'll ask for a reason. So I think we'll have to make the case, but generally, it is not a good idea that we go for every residential street and asking for 25 or 20, imagine they'll be a compliance issue. What that will happen is that we'll start getting compliance complaints from citizens that we are getting too many citations from police. Oh, okay. So that's another side of the equation. But I'm also... But a prevalent issue is that staff is seeing more and more, and we are trying to strategize it somehow, is driving behavior issue among the community members, and they are not following the signages, they are not following the stop signs, and they are speeding at night times, usually when there is no traffic. And all of those issues we cannot solve by putting more signages or more stop signs. We are looking into some kind of program where we start driver behavior engagement session with the community members, which are mostly impacted by these issues, and may collaborate with the council members on that. So I'm recognizing that the streets in residential neighborhoods, they appear to be getting more narrow and narrow as we go along. That's good. I know that's a good thing, because there's cars on either side. So that's very important, but still having that 30 mile per hour sign in that area, there's going to be somebody out there that's... In any case, everybody doesn't follow the rules, I understand that. Thank you for that. Let me see, what else? Go to screen nine, page nine right there, I had nine there. The core functions of a therapy, I need to remember my question, because I was thinking as I was reading this the right away, when you all are designing the road and you are moving it from a... Go to the other one that has all the different... When you're moving it from a secondary arterial to a major collector, will the community have some say in that strategy there? Yes. During the Windsor process, for example, we had three community meetings, at least three, I remember, yes, and then so the community process was integral part of it, and it always is, regardless of what studies we do, we make community engagement as a component of that large study. We can't talk about small ones, even small ones we are required to inform community about those. Okay, thank you very much, those are all the questions I had, appreciate it. Thank you. I'm kind of picking up stuff here, the end of the caboose, so to speak, almost. You did not just call our fellow commissioner the caboose. No, almost, I think I did. Page 12, I'm thinking Carroll Boulevard, and is...okay, I noticed that none of the trees are in the median on any of these examples, and you say that that's the developer's, the designer's prerogative. Is a tree a safety factor one way or another in the median? It could be. If it is hindering line of sight, and especially in terms of turning, it could be, and that is taken into consideration during the design, and so for instance, when I said developer's prerogative, that is related to developments, but of course, when it comes to city or other infrastructure, that is the city's consideration as well, but line of sight, safety, all those factors are considered. Well, and the line of sight would be toward a turning in a straightaway, that should not be a factor. It's just there for beautification, I guess. Well, so if you're turning from a minor street to a major, and a tree is standing right in front of your line of sight, hindering who is coming from the other side, that could be a line of sight issue, and we have seen a couple of cases here in Denton. We have requested Tech Start, for example, on University Drive to remove some plantation for that case, on University. You and I have done some neighborhood meetings, and I find it ironic that we're talking about moving traffic efficiently, but what our experience has been is slowing down traffic. So you mentioned traffic calming devices. Can you give some examples of those, please? Traffic calming devices are typically the arrangements of access management and components that could be installed on the street or on the side of the street as a signage, or other measures, for example, narrowing down the lanes to calm traffic, to slow down traffic. Stop sign is not one of them. That's crucial. Stop sign is a directional access measure, which one goes first, and that way we kind of, you know, control the flow, but it's not a speed measure. But there are many, we have provided that information, staff has provided that information in past, in presentation, that what components could be done when it comes to traffic calming. But it's not only the speed bumps, or that's one element, there are many, many other things we could do, for example, increasing, lowering the width and adding more median pieces or access points, and there are many, many ways we could do that. The trend seems to be away from speed bumps. Because of the technology, it is irrelevant. It's the equipment, OEMs that are providing us our fire equipment, they are, our fire equipment is loaded with water, and then that cannot resist that kind of jump that it, when it goes through these bumps. And many other cities in US, they have equipment that could sustain that, but we don't. As long as we do that, we have to follow what direction we get from fire department. That's interesting. That hadn't occurred to me. We can't do speed questions, though. We can do, but then speed questions would have access points, but then ambulances, other fire, first response equipments, they have to, their axle has to be in line, in alignment with that. So we cannot provide multiple speed, multiple speed questions with access points. But it's workable, but I think generally we are getting from our first response service that avoid that, please, it's two minutes slow down could cause us, is extremely important in those cases. It can make a big difference in saving somebody's life. Okay. Okay. Yes, ma'am. All right. I don't have anything. You don't have anything? I'm good. Okay. All right. All right, we'll go back in. Sure. Boom. So when we've talked, we've talked about this several times about traffic calming. Is there a way outside of our big, big plan here that we're kind of the boot camp, our sort of philosophical way to kind of see the big picture, we've talked through several times and our neighborhoods have come up several times. Traffic calming ideas have come up several times. I understand the importance of going through the typology, classifying things. I imagine once we classify things, then we can, the city can say, okay, we want to make the rest of Windsor like that portion of Windsor. Now we're going to have to go out and get funding for that. That might take several years or some, maybe we want in my neighborhood like Malone, like maybe Malone could be classified as that. But I imagine again, that would take several years to get that project underway. Has staff considered any kind of like smaller, maybe like safer neighborhoods program where it could, neighborhoods could say, we really do want it to be traffic to be slowed. We understand we can't make it slower than 30 miles per hour. Some neighborhoods are not narrow. Some neighborhoods are very wide. We'd like to request some paint and bollard bump outs that might cost a few thousand dollars or we'd like to request some pinch points. Is there, is there any plan in place to create like a sort of quick build program that neighborhoods or businesses could say, until this road is ever reclassified and now we get the funding and now we get all of the facilities that maybe the staff determines might be required or might be good for the future. We've got an issue right now. We've got people speeding, even with all the signs. We've got people going through the stoplights. What is, what are your thoughts on that? Like kind of making it a little bit more accessible for neighborhoods to go, we'd like to implement some of these traffic calming menu. Like you've got a menu and they might say, we were interested in these several ideas. Could you come in and assess and then implement those things? Staff has been to at least six community meetings where we were invited to talk about certain improvements. And we, staff was of impression that community is behind it, but in most meetings only to find out that one or two people were supporting that idea. And then when we presented the ideas in that community meeting, we were informed that why are you here? Why are you making these presentations and why, who invited you? And so I think I'm humbly trying to request our leadership here to develop a process and we can assist in this process, develop a process where if that kind of suggestion comes where staff will spend a lot of resources before it comes to fruition, we ensure that community is behind this idea and community is, there should be multiple rounds of community meetings between the council members or mobility committee members and planning and zoning commissioners. They all should be there, they rigorously go through that idea. That staff recommendation, I'm not saying that needs to happen. I think of course that can be discussed, but that needs to happen before cities start spending dollars, public dollars on these efforts only to find out that the community is not behind it. So that is extremely important and that has happened multiple times with us in many cases. I won't quote the cases here, but CMO knows about that. And that's unfortunate. So one suggestion I might have, so as someone in a community where I have brought some of those ideas and it has been disappointing to have my neighbors totally misunderstand the idea, the vision, the heart behind it, and then shoot it down and hate it. It would be real, if one possible suggestion would be, let's say a neighborhood person comes and says, a few of my neighbors and I have noticed some of these issues. We would like to start a process of getting buy-in from our neighborhood. Number one, what is even possible on this particular street? And maybe staff could offer a couple of suggestions without hopefully spending too much time. And then maybe that neighbor could then go in and find a way to even make it digitally, do a mock-up so that neighbors actually can see what it looks like. I'm not saying staff would do that, but maybe even if it was something that now this neighbor has the tools to go, okay, this is even what is possible, now it's my responsibility to get the neighborhood buy-in. And then from that point, maybe once we get the buy-in, then we kind of come back. So maybe it's like a two-touch point thing where if a neighborhood even finds out before somebody goes, we want to do all these things, and then we find out, oh, we can't even do those things. Those aren't even possible. There's kind of a dance here to try to get the neighborhood to understand. Those of us that have seen it done well, there's a translation problem in even getting people to understand the vision where sometimes even just seeing a picture or a digital mock-up of like, oh, this is what it would look like with medians. This is what ... We're not talking about something that's really ugly. It actually could enhance our neighborhood or could make things better. I don't know. Just a thought. I hate that that has happened to you all. I really, really do, and it's a common issue, I think, where it's difficult to get people to those meetings, it's difficult to get the people who support those ideas to show up and be vocal. Typically, the most vocal people are the people who don't want something. So ... Staff is trying to accomplish the prioritization that has been delivered, given to us, assigned to us from CMO and council, and some of those are those high-injury network that's top priority, and I can't even express it how many times in a day I reach out to Chandra and my team that go after it. I need some results on that, and so that is a priority, and there are a couple of other things. For example, mobility plan amendment is ... Mobility plan is coming. There are developments going on. There's so many things going on where staff is prioritizing things according to CMO's direction. It is prioritized by council and CMO, we'll be happy to assist. I was just going to pop in, I appreciate that living in society is a complex ... It is hard to get everyone on board, but that's the sort of magic of democracy. It does help if we can put in procedures and tools that are well understood, so that you can assemble the Legos in different ways, depending on the needs of the community, but I think to Mr. Penn's point, and that is ... Or member Penn's point, I'm going to get all these titles wrong. Many members of our community and even members of the mobility committee don't always understand what Legos are available, so we don't know what we can construct out of those Legos, so to the extent that you could make the community's life easier, and they could turn around and make your life easier because they know the catalog of things without asking you to do wasted efforts. Does that make sense? We could prioritize the process if CMO directs, and they do certainly, but how much a priority it is for council and CMO, that has to be decided, and once it is clear, we could move in that direction. Appreciate that. Okay. Well, those were some good questions, thank you very much. I have just one last question, and I'm going back to the sight line that you talked about. If a sight line is being blocked from a citizen's private residence, and I'm thinking a lot about McKinney, coming out and going on McKinney, and those homes being so close to the roadway, and they have trees and bushes and things like that, instead of me getting out of my car with my little stall and sawing down their bush because I can't see around it. I want to do that so bad, but I really, I know I can't do it. They're going to send you to JP. I know, I know, I know, I want to do it so bad. How do we, as a community, relay that information to the city to help us with that problem? Do we just need to do 311, or how does that come about? Because there's several areas that I would like to do that. Yeah, that is Denton 311 request, and once you make a request, it is forwarded to appropriate department. Okay. All right, thank you. I knew that, but I just needed a community to know that, and I did mention something last night at the end of our meeting that we should take advantage of the materials that we already have. Yeah, if they provide a picture, a few pictures, that makes our life a little bit easier, because then immediately we don't have to go to audit. We can assess and say how critical would that be and schedule it accordingly. Okay, so we'll ask our community to not only dial 311 to get your issue in, but if you can take a picture of it on that 311, you can attach that picture to the thing. So we just want everybody to know that while we're educating people on that. Are there any other questions or any other comments or concerns before we complete this part? All right. Thank you very much. Thank you so much. We always appreciate you. Always. Okay, we're going to D, MC25-059, staff memorandum, Growing the Bike Bus Program follow up. Oh, and by the way, we do have someone new in our presence. When are we going to introduce this person? We can do it during concluding items. Oh, we can do it during concluding items. Okay. We'll sit still for a little while longer. All right. All right. Thank you, Dr. Seth Garcia, Director of Capital Projects. So just want to run through the staff memo real quick. So Growing that Bike Bus Program, excuse me. So staff reached out to a couple elementary schools. They did hear back from Rivera Elementary. Looks like they'll be discussing with them this week. And then we'll be bringing back an update in the December committee meeting. The quarterly construction report. So I'm not going to read through all of these, but do want to give you a couple big highlights. So, Bonnie Bray 3, we've had the railroad, Kansas City Southern out there, or Canadian Pacific, Kansas City Southern, out there working at the rail crossing. We are pouring some of the last paving for the northbound lanes. So within the next probably six weeks or so, you're going to see traffic shift onto the new northbound lanes, and we'll start demoing out and working on the southbound side. So making a lot of progress there, still anticipating to be complete Q4 of 26. Next one I wanted to highlight is Bonnie Bray 6. So we have made a ton of progress on the drainage stuff there. You'll see more paving happening first of the year timeframe. Again, our schedule has slipped a tiny bit. It says Q1 2027 here. We're like into that first week of April right now with the actual schedule. So it technically is falling into Q2, but we're still hopeful to be done Q1. We're going to do some things to try and accelerate that schedule with the contractor, open up a few more areas to get them completed. Riney Road East, we have bid that project. It should be coming to city council for award here in December. So that is one that we will look to begin construction Q1 of 26. And then the other one I wanted to highlight is McKinney sidewalks. So we took forward to council last night an eminent domain from one parcel. This project is currently advertising. So we open bids for this project in mid December. We're not anticipating hopefully anything to come from that TCE and right away that went last night. So we'll be ready to start that project Q1 of 26. Talk a little bit about Riney Road. Riney Road. So we're actively working on the right away acquisition. We took the ED item last night as well that was approved. So working through the design process, again, this is going to be a three lane section, but we are acquiring the full right of way. We're designing all the drainage and a lot of the sidewalk infrastructure to be put into the permanent ultimate configurations place. So once we come back, if it is widened to a four lane divided, we're not going to have to redo a bunch of that work. But right now it will be a three lane section until it warrants for more of the traffic capacity. We have seen the cost estimate grow over time. So we're working with the budget department to include that in the future year CIP. I think right now our current estimated cost of construction is around $23 million. Okay. You had a question? Yes. Thank you, Madam Chair. The 5B neighborhood and things like Riney Road where there's limited access, how are we, and I'm going to evocatively call this the sunset effect, the sunset road effect. For these constricted access points, Riney's one, some of the neighborhoods where we blocked all the access points simultaneously to bundle a project together. That's created real pain points across our community, both commercial like Sunset and other places like where it's their schools. What are we doing to address some of these places that have real pinched down traffic flows and don't have a lot of options as we go forward on Riney and maybe 5B to keep us on topic and then maybe to the extent that legal lets you get away with it generally. Yeah. So to be honest, during the planning and design phase, it's a lot of community outreach. If that means our project management staff going door to door to get the input from the people, we don't see high attendance in a lot of our community meetings. We send out multiple rounds of flyers. We don't get a lot of response. One thing that we're looking at is, again, doing boots on the ground, going out and talking to people, allowing that local traffic. Everything comes with a trade off. So if we look to allow more access and build roads in half, you extend the timeline for twice the duration. So again, those are the kinds of things that we're trying to balance. If you want to get more impact in commercial areas, that may make sense to be able to allow more local traffic to get to the businesses. Again, the adverse impact is we extend construction duration for that time to be able to do that. So that's one plan during planning and design. During construction, it's going to be continued neighborhood and business outreach. We're going to do a better job about staying in contact with the business owners, listening and hearing kind of those pain points that they're experiencing and work to mitigate those things proactively and hopefully not reactively during the construction process. I think that's probably my biggest takeaway from Sunset is just making ourselves available to hear those concerns and be able to react quickly to help alleviate some of them while also giving a lot of information upfront. No, I appreciate that. And I appreciate you keeping that, Ryan, any other pinch points top of mind. I think it goes a long way to bringing our citizenry along with us as we go through a difficult time. Yeah, absolutely. And one of the things that I like to add to this, I just feel very compelled and it kind of goes along with something that I noted last night at the end of our meeting in regards to people feeling like that they're not getting the information and noting to our community that the information is there, sometimes you have to go and look for it first. But the other thing is, is we have to give ourselves some grace because we have so many new people here. They're moving in daily and they're trying to get acclimated. They're not really trying to feel, you know, what's happening in the trenches of didn't. So I don't want our employees nor city council members or anybody else that's out there and talking to us is making these decisions to feel like we're doing just such a terrible job because we do know that new people are coming in, new businesses are coming in. People want things quickly. That's for the best for them. But I just want our community to know that we are trying very hard to be communicative. I heard the gentleman speak about Sunset and there was much access, you know, it wasn't like total non-access. People do what they want to do and go where they want to go and how they want to do it. So I just wanted to put that on you. I know you have a very tough job and I can appreciate everything that you're doing. And everybody, CMO, everybody in here. So just taking that and that's all I have to say about that. Anybody else? >> Please. >> Okay. >> First of all, I want to say a big, big thank you for the accommodation that your department has made with Bonnie Bray and Willow Wood with Dat Coo Stadium. That's a very sensitive thing with me and there's a whole lot, 25,000 other people are concerned about that. And with the construction on I-35, on the west side, you've got to have another way to get there. And good news, bad news, Black Friday, I think that's the 28th, there's another game. And with any luck, there'll be a conference championship game that nobody anticipated. So good on that. And again, thank you for that. >> Go over again, Ryan Road, do I understand it's going to be a three lane, two lanes and a turn lane? >> Yeah, that is correct. So it's going to be one lane each direction and a turn lane to allow folks to enter into a lot of the neighborhoods, areas there. We are looking to design a lot of the sidewalk and the drainage portions. There's several creek crossings that have large culverts. We're going to go ahead and build those to what would accommodate the future full four lane section coming through there. >> That's what confused me. >> Yeah. >> Okay. >> Yeah, so we're not going to build those in the small three lane section, we're going to extend them out so when we come back and do the full four lane section divided, it'll fit and we won't have to readjust all those box culverts. We'll save a lot of money with that. >> But there's no time anticipation for four lanes. >> Correct. Yeah, it'll be some time from now. >> I got it. I got it. Thank you. Thank you, Jeremy. >> Thank you. Anything else? >> The quarterly construction and trip report? >> Yes. So again, this is the Gantt chart that kind of goes with the quarterly update there. So we'll update this every quarter. I can answer any questions if you have any on the schedule. >> Okay. >> For some of these, and it's probably just my ignorance because I don't know the standard, but I notice a lot of, especially on our sidewalk projects, which thank you for getting a lot of these off the ground. We really appreciate that, especially along some of our major pathways. One of the comments I've gotten from the community that maybe you could provide some color to is the lighting component, because often we think about five foot or 10 foot wide sidewalks. We're thinking about the concrete and bike pad. But some of that is the lighting, enough lighting for the people using the facility, but also not so much lighting that if it's in a neighborhood that they yell about that too. >> Right. So is that a little color for how that's incorporated into our ongoing design? >> Yeah, absolutely. So I know specifically with a lot of the major arterial work that we're doing and neighborhood reconstructions, we work with DME to do photometric studies on a lot of these areas. On the major arterials, a lot of that scope will actually include with the project. So it's coming through and they'll look at lighting the roadway and then kind of the sidewalks adjacent get the lighting benefit from the roadway. On the neighborhood program, specifically 2019 bond program, we provided those photometric studies and design analysis to DME. And then DME will go in after the projects and install street lighting either on existing poles or have to tag in a few poles. With the bond project, we're putting in pull boxes, conduits, anything that's needed for them to come in after we're done and basically hang the luminaires. And so that's kind of the second part. We pass it to DME and then they put it in their CIP. >> That's really comforting to hear that we're providing the potential for future infrastructure much more easily. I think that will satisfy a lot of the questions that I've gotten from the community is like, we're just seeing sidewalks and it's going to be dark and scary, and so I appreciate that clarity. >> Yeah, absolutely. >> Are there different types of lighting that the city offers for pedestrian lighting that if it's just like we don't need to light the entire road, but we want to light a spot for people who are walking? >> I'm not aware of any standards that we have specific for pedestrian lighting. Generally, it's the roadway lighting that is designed to accommodate the side paths near it. >> I have a question about the exhibit three that shows the status report that shows all the totals. Do you have that one? >> This one? >> Yes. >> Okay. This is for the DCTA trip report. >> Oh, sorry, I've moved on to the wrong thing. >> No, you're good. >> Sorry. >> If there's no questions, we can move on to quarterly construction and trip report so we can move on. Any other quarterly construction questions? All right. Let's move on to the trip report real quick. >> Okay. >> Do you have anything to share on this one first? >> I do not. >> Okay. >> So this is our quarterly trip report that goes through the last, since 2021, our trip projects. >> Cool. >> So we're working on these in partnership with the transportation group. So the only thing I noticed, and I don't know, I don't know if I've seen one of these before and I can't remember if I have what the status is, but when I looked through these, I noted that D4 from 2021, the Jennings project, and then D15, the downtown, those projects say that they're complete and there are, there is a remaining trip balance of about, my quick calculation is about $700,000. I don't know if any of those are, looks like on D4 maybe there's a remaining payment. I'm curious what happens to that trip money and if that's something that we roll into other projects or if it's available, if there's a new thing that comes up, we're like, hey, we've got $700,000 allocated that is remaining. >> Yes. So it stays with the trip program. So essentially it goes back into the pot of money with our next year's trip allocation and then we would submit new applications for new projects to reallocate that money elsewhere. So I think on the all-way crossing, we just had a trip proposal in 2025 that went to move that towards the Sycamore side path project, I believe. So that $400,000 or almost $500,000, I believe, is moving over to that, but that's the standard process. >> Okay. Cool. That's great. I like seeing this. >> Thank you. >> Okay. He has a question. >> Yeah. >> And he said he's been trying. >> I've been trying to narrow it down. I've been trying. >> Really trying to narrow it down. >> It's so hard. The question I had is I noticed that we have crossing and hawk-related projects in some of our trip funds and we had a hawk crossing that we reallocated, did we use that one that was there -- I guess it was at North Lakes for anything? How did we recycle that, if you will? >> Good morning, Chandra. So the location we had the crossing at North Lakes, since the intersection we converted into an all-way stop, all vehicles from all movements has to come to a stop. So we don't need that at that location. So we moved further east side at fireside at Windsor. So we relocated that device that used to be there when there was no control before. >> And I don't want to hijack, because it's kind of a separate item, I want to keep the trip. Was that -- there was no trip funds involved? >> No. It's all in-house. >> We just -- we did that internally. >> Yes. >> And moved on. Okay. Thank you for the clarity. >> Sure. 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>> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Any other questions about the trip? >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? 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>> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? >> Yes, ma'am. >> Any other questions about the trip? 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