Mar 25, 2026 Mobility Committee on 2026-03-25 10:00 AM

I'm stepping in to run the meeting. We have a quorum, and we will get started at 10 o'clock. First thing on the agenda is citizen comments. Do we have any citizen comments? We do not have any citizen comments. So with that, we will move on to item 2 for individual consideration. There will be 2A, MC26006, consider approval of the minutes from February 25th, 2026. The chair will entertain a motion. I looked over them in there, as I recall, so I make a motion that they be approved as submitted. I second it. All right. So we have a motion for approval from Councilor Holland and a second from Commissioner Ziegel. All in favor say aye. Aye. Chair is also an aye. Council passes 4-0. All right. With that, we will move on to item 2B, MC26007, receive a report, hold discussion regarding the Mobility Plan Boot Camp, Part 4, to introduce and share the information of different elements of the Mobility Plan. With that, I will turn it over to Dr. Butt. Good morning, Chair and committee members, Farhan Butt, Deputy Director, Transportation Services Division. I'm here to present the last part of the Mobility Plan Boot Camp series of presentations. This presentation would cover the most significant part of the Mobility Plan and even Comprehensive Plan process, which is stakeholder engagement and public engagement process. This is the Part 4 and then with this presentation, we will complete the Boot Camp presentation series. So we start with, again, we have to link this Mobility Plan stakeholder engagement process to Comprehensive Plan because these two planning documents are interlinked and they rely on each other, Comprehensive Plan informs the Mobility Plan and Mobility Plan then based on that information and then its own processes, it just moves on on focused areas. Comprehensive Plan has four goals when it comes to mobility component and these goals, when it comes to public engagement process, these goals emphasize safe and efficient mobility with goal M1 and where it encourages or it emphasizes that even for these key items like Vision Zero Plan, refining strategy and travel demand management should be looked at from the public engagement standpoint. Goal M2, which is Enhanced Economy, which is linked to Enhanced Economy and then it talks about community balance when it comes to public engagement process and safety outreach. So when it comes to community balance, for instance, it focuses on how the transportation and mobility decisions have to be interlinked to land use policy and then how they should be addressed in preferences and choices in alignment with public preferences and choices. And the same is safety outreach element in goal M2 where it says that safety, any safety enhancements and priorities should be in line with the preferences and of the public engagement process. Goal M3, which is Non-Motorized Mobility, which is essentially, which covers, which completes the mobility scape for any city. For instance, the common understanding would be that significant part of city's mobility would be auto trips. But contrary to that, the pedestrian and bicycle trips and all other modes that are there on the road should be treated as a mode. That's what Comprehensive Plan emphasizes through this goal and it says that public engagement should be priority when it comes to dissing and making process, education and outreach should be there to bring awareness on how these, how certain aspects of enforcement, for example, or compliance with the signages is important. And wayfinding strategy is another aspect which the goal covers and emphasizes on, which essentially means that the striping, marking, signages, and all other aspects that talk about informing public on possible routes and possible first mile and last mile connectivity should be there. Public sector collaboration is also a component of that and funding strategies is, of course, that it's, you know, most of these funds, most of these projects would require funding and they are usually external or internal, but they should be looked at. Goal M4 is linked to public transit emphasis, which looks at public input on development and where it emphasizes that whenever a new development is coming, go to public and go through this public engagement process and then get the public buy-in. And special events is also part of that and community design incentives is also part of that public engagement strategy according to comprehensive plan goals. And regional advocacy and transit studies are also a component of this. Before you advance, are these flat goals? I mean, there's no prioritization ranking for goals one through four. It's a flat hierarchy? They are listed as such and then they -- it is context sensitive always. So it depends on what kind of project we are looking at and what development it is. And with that, the priorities would change. For example, in some projects, we'll have pedestrian safety as a priority. In other projects, we would have public/private partnerships as a priority. So I think it depends what project it is. It's context-sensitive. Thank you. So the next step, when we -- after covering how comprehensive plan focuses on public engagement process and different avenues of it, then mobility plan is informed by that process. And as a matter of fact, the three key components in developing mobility plan rely on -- the first one is stakeholder engagement. And the second is technical analysis and third is implementation. So stakeholder engagement is where continuous engagement process is emphasized where in, for instance, in the mobility plan development process, it occurred throughout the mobility plan development process. Then stakeholders involved included residents, city staff, and technical stakeholders including TxDOT, DCTA, Denton ISD, and Denton County. And of course, public residents and business owners are part of that as well. And then public meetings, these numbers are snapshot in time. They are relative to that process that was followed previously for mobility plan development, but of course, they may change. But I think the key information here is that we have public meetings for this planning document, development of this important planning document for the city, and we have city council and planning, zoning, work sessions. We have bicycle focus group meetings, city staff meetings, internal meetings, and then multiple technical committee meetings. And not to talk about these stakeholders, getting buy-in from them is also a key aspect of mobility plan development. As an example, for comprehensive plan development, the duration was around August 13 to October 11, 2019. There were 380 responses on surveys, which is another strategy for public engagement process. And over 380 were collected, and this is just for comprehensive plan. And so for each of these strategic planning documents, when we are developing those or updating those, public feedback is a key input to drive any strategies that we are talking about in these planning documents. So as an example, Denton mobility plan goals, where they are focused on public engagement, we can share an example of providing comfortable -- for goal 8 and 9, we can give an example of providing comfortable and low-stress opportunities to walk and bike, for example. So in this case, when the mobility plan is highlighting that we have to provide comfortable and low-stress opportunities to walk and bike, our first -- as city staff, our first objective would be to go to the users or road users who are bikers or pedestrians and get the feedback from them. And so the next step, of course, is that we get public input on bicycle plan, for example, and we will look at current condition analysis. We are exploring existing conditions of the bicycle network. We also would look at public feedback on preferred bicycle routes and facilities. That is in line with mobility plan development process or update process. And then future improvements will also be looked at that will align with mobility plan goals guided by public input and then designed to reflect community priorities. So this is one planning document, but we can almost replicate that for any major study that we go. For instance, if we are doing prioritization of bike or pedestrian network, if we are prioritizing these project, once we have a prioritized list based on staff's technical analysis, we will take those prioritized projects or larger list of projects to public and have the public engagement process and we'll just say that these are the prioritized projects, what's the feedback, and then that feedback will be incorporated into our prioritization process and we'll be able to reshuffle the projects. Of course, constructability and cost is another factor, but public feedback is also one of the top priorities, not only for mobility plan or planning documents, but for all of our projects. So that's an important piece. Without that feedback, the projects would not move forward. Some example guidelines for public engagement in transportation planning, we tried to, staff tried to cover that from all three resolutions or jurisdictions standpoint. We have federal level resources available where we have public involvement and outreach in transportation planning guidelines published in 2025 by FDA, which is Federal Transit Administration, and then promising practices for meaningful public involvement. It is a US DOT document, which is published in 2022. These are hyperlinks on the slides, and these documents could be accessed by just clicking on them. The same is with TxDOT, staff has resources, or all jurisdictions within the TxDOT area, they have access to this document, which is Strategic Public Engagement Guidance by TxDOT, and they are very useful not only for TxDOT projects, but also for city's staff for technical guidance on some of the processes that we engage in. Local level, we have public participation plan by NCTCOG, which is another major body for DFW, Public Engagement Processes, and that was updated in 2025. In general, the process hinges on these key factors, demographics, which means we have to be aware of where the jobs are, where the housing and where the population is located, and where the significant projects are, or in terms of significant projects, where the transportation investments are. And then based on that, we reach out to public and then get their feedback. Some other aspects are durable community relationships, community needs. Through these public engagement processes, we are not so focused on the project only, but many times, in many cases, this feedback that we get from public highlights many other aspects. For example, road safety, their concerns on critical intersections in the areas, and more. In many public engagement that staff has been involved, we always get a lot of other feedback that public feels strongly about or they have concerns about, and then we note them down and bring them to analyze for other projects that we are working on. Technology is an important aspect where staff would look at different avenues, which staff will cover in the later slide. Staff do not rely on one avenue where we just go to reach out to public, but we have many methods, including web-based methods, crowdsourcing, and then using postal mail or mail cards and many other avenues that we utilize to inform public of any engagement opportunities or any major projects. These projects, we share the community's impact with not only internally, but with the stakeholders as well. This is just an example of public engagement process that city goes through and where we not only inform public of notice of public hearing, we have advertisements, we have postcards, and many other avenues, and as I mentioned, crowdsourcing is one of them as well. This is another example of technology where we have development notifications, we have the community's website, and we have anybody from the community or stakeholders could access this website and sign in, register with the website, and ask about any project, and then they'll be sent notifications on those projects whenever the new information is updated or any updates are available. This is another example of technology-based information to public where we, as an example, we have Denton Vision Zero action plan, link or page for Let's Discuss Denton website, and entire information about the project, updates, public engagement opportunities, contact persons, point of contacts, everything is listed in there. If the website does not answer these questions, the staff could be reached via email and phone numbers are provided, so they can be reached by the public or any stakeholder for any additional questions. So this process combines accessibility, transparency, and multiple engagement options, ensuring inclusive and responsive community involvement process. This essentially means that we are not just taking one avenue, we have multiple avenues for public to engage in these processes. Our key takeaways from this boot camp are that early and ongoing stakeholder engagement is extremely important so that we don't get this feedback from residents and the community in the middle of the project, but early on, so that if there are any critical changes needed, we could do those without spending a lot of resources on the previous plan, whatever it was decided, without public engagement. So I think our emphasis is that we need to get the public feedback right on when we are in the early stage of the project so that we take it as an input, critical input. Alignment with the community is another aspect, community priorities is another aspect where staff ensures that community's preferences, of course, given priority, but we have to tread it very carefully because in many cases there is a safety risk, and so we have to weigh in and we have to inform public that yes, even though there is a desire to go into a certain avenue, but from design standards and from safety requirements, we have to opt for this option. So I think that's a very tricky part where staff has to be very careful in making sure that we are not compromising on safety and critical pieces of the project. At the same time, we have to balance community needs by getting their feedback as well. So this is dealt with when we are designing projects, especially, and we are covering those aspects carefully. Strong integration of public input into bicycle pedestrian transit is an important element. It is where this public engagement process serves for us as our eyes because we get feedback directly by the users, and they inform us where the pain points are, where the updates have to be made, and so that's very critical, and for almost all of our projects, that is the case. Be it short-term implementation, we reach out to public, we have public engagement process. As a process, we have another step now where we try to get community feedback and community consensus on a certain implementation that we are doing before we go and invest dollars on that. Collaboration is with other agencies. In many cases, TaxDOT in particular, we have Andenton County and DCTA. These are the three key stakeholders where we have to continuously collaborate with them. Any project that we launch, we have to collaborate. In particular, if the intersection is -- we are working on intersection that is where TaxDOT-maintained facility is involved or Denton County-maintained facility is involved, we cannot just make the calls unilaterally. We, almost in all cases, will have to bring them on board and get their feedback, and in addition to public engagement process. And quality and equity is always the case. We have to look for zero-car households. We have to look for first and last mile connectivity. We have to cover -- as staff, we have to look for areas that federal guidelines and state guidelines ask us to be careful of. Even in NCTCOG has guidelines that we have to include in our decision-making process. And then there is a long-term project support is there as well, and for implementation success, if there is a project that is a long-term project, it's a continuous process. We go reach out to public for each phase, and during the each phase, and then as I stated earlier, we have technology avenues where public can reach out to staff, project managers by registering through the development websites, or discuss Denton page, or Denton 311. Many avenues are there where public could reach out, and we can provide the feedback. Excellent, thank you. Questions for Dr. Butt? Well it will come as no surprise that I have some questions. So I'm not sure which slide this was, but one of the things that you were deciding on in the mobility plan, let's see if I can find it, was this idea that the destination pathing, I think it was maybe slide four or five, but when you're trying -- when you're designing and addressing the network that we have now, how do we define -- I mean, how do we define the nodes that we're trying to design the network around? I mean, obviously some of them are obvious, like, okay, we have certain arterials, and we could take it down to an individual house or an individual business, but I know you don't have the time or the resources to design the network at -- probably at that level. How -- in the engagement process, how are you defining the priorities? And I'll give you some context for the nodes, rather, and the context for this question is, is it based on community -- and this is all about engagement, is it based on community feedback, or is it based on utilization tracking? Because those are -- they can be out of sync. Yeah, so I'm assuming that this is for bite-fed context. For -- yes, in particular, but for mobility in general. Yeah, so in this case, we have design, and that design would essentially be guided by the standards. So that is one -- on one side of the equation. Then another side of equation is that we -- the data that we have on the nodes, especially I'm talking about how we decide about the nodes. So the data will tell us that, okay, this project is transit-heavy or public transportation-heavy, or this project is for autos. If it is a signal optimization process or intersection that we are addressing, then intersection design would include features that would be addressing all of those components. How we decide that node? The data tells us that the utility -- for example, in case of intersection, the data will tell us that level of service is too bad and there are too many users here during the peak. So that is a defining metric for us. But then the public process, in addition, will tell us that what's the priority here? Public wants a fully-operated signal, or they are -- they don't want it, or they want pedestrian signal, or what the priority is, or they don't want to touch it. So that's one example. The other example is, let's say the project is bike-pad-oriented. Then how we decide the node is important? The data will tell us that how many Go Zone riders, how many bus riders or bus passengers are in this area, and then we'll make the call that where they're coming from, likely where the neighborhoods are, and do we have first and last mile covered, and then we go to public for feedback. So that design of that facility, be it a sidewalk or a multi-use path, including sidewalk and bike lane, the design will cover the standards and city's requirements, code requirements, but then we'll go to public to ask questions that, what's not working? Help us figure that out. And then that feedback would go and amend some of the design strategies. For instance, if we were initially thinking that there will be a multi-use path with sidewalk and bike lane. If public feedback process tells us that, no, we want on-street bike lane with buffer, so that will be given consideration, but of course, if the right of way is not there, if there are challenges, then staff will have to choose one of the two. So this is the process, data tells us a lot of things, but then based on the data, we will make a call on what kind of design would be there, and then we have public feedback as well. And then of course, it is taken to mobility committee and several other stakeholders. No, I appreciate that. I think I just encourage us to make sure that sometimes we always have to follow, I mean, the whole point of having this oversight board is trying to give community feedback, and that's why we have citizens on the board. But also sometimes, to your point about the data, sometimes we utilize networks in ways that we don't think we do, and we ask as citizens for you to engage in particular design standards that don't match our use patterns because we don't understand our own use patterns, and I'm not trying to be arrogant on that. That's where your comment about the data is really critical. But then making sure the public understands, okay, we can do that, but this is the way you are actually doing it. You're not doing it the way you think you're doing it, but we'll do it the way you want, but just be aware that it's not matching. That sort of comment. And then I guess my other question is, and often you have a fair bit of marketing communication issues that are outside of your transportation main priorities. And across all the departments in the city, there's this idea of how do we make the public aware of, get their feedback and make them aware. And so I guess the following on from that, again, what sort of passive feedback are you using, more tracking, but then also what new engagement modalities are you employing? Because it used to be like everything was just pushed out to the newspaper, but now nobody reads newspapers anymore below a certain age. And so what new ideas are you using to reach the public as the engagement types change with the generations is what I'm asking. Yes. So in this case, one aspect is that community consensus. So that is one of the, I think based on our experiences with public engagement processes, we realized that before we make any significant progress on a project, be it a smaller project, installing a sign, always top sign or a larger one, we need to have community consensus. So what staff has been doing most recently, we have developed surveys, these surveys are available online and as well via internet and manually on paper as well. But we do, we shared those surveys with the community representatives, HOA representatives or community representatives. And then we request them, in person we go meet with them and we request that, could you get a consensus on this intervention that we are trying to make here or improvement? In many cases, that request would come from public or residents that we want stop sign, but we want to have consensus from the community because our experience is that in many cases, that intervention or that improvement would be requested by three, four community members. But when we go to larger public engagement session with them, we find out that the community does not want it. So I think that is one step that we are doing. And as I stated in my previous slides, we have development notifications, we have City of Denton public engagement process, we are let's discuss Denton, this is internet based. And then apart from that, we have Denton 311. So these are the three avenues which are available. Denton 311 is the most effective because it ties to timeline. It is dependent on, as staff, we have to respond to that within a certain timeframe. And then also, it is followed by CMO and our department leadership as well, personally, that what happened to this request that came. So I think this is how tightly it is followed. And then for division leadership, that division leadership follows on that as well for Denton 311. For let's discuss Denton, we have provided complete information on major projects, which means that the point of contacts, not only the information that we are sharing during the projects, for example, Vision Zero, what surveys were done, what are the outcomes, what are the high injury network, all of those details are there for public. And then public process was there as well. But then on top of that, the project manager's contact information is there and division leads contact information is there as well. No, those are all good in terms of receiving feedback. My last comment will simply be sort of playing off of that. And one of the things that we've seen, and it's not so much in your division, but it overlaps your division, is that as we've done utility and street construction, there's a thirst for more of a push awareness of when we're making transitory changes. Oh, this street is offline at this time. This storm drain is offline at this time. And people, as we do these mobility changes, so I'm going to encourage you to explore things. I don't want to say like the alert Denton where we get the phone notifications. But in that concept where there's a push, hey, there's a change in your neighborhood that's coming. So to get in front of, our brains are very busy and people need to be aware. And you will probably make yourself have less complaints if people are aware that something you're doing is active. And that may be more of a capital projects or a marketing communication than your division. But it's something to consider how to push things out. We are working on work zone data exchange. So that is, we applied transportation services applied for funding from NCTCOG and we received around $300,000 for this project. And we are developing a, I won't call it cutting edge tool, but it will be a very good tool which will provide opportunity for our project managers, city's project managers from different departments to provide project updates. Be it work zones, be it long-term projects, and those would be instant. And then these updates will be connected to Texas 511 data exchange, which essentially means is that all the dashboards, GPS or handheld phones or web-based DCN tools, they will be updated instantly and all of them will be reflecting any delays or any work zones on Denton streets. This is a three years long project. Transportation services is leading that project. This will be completely automated in alignment with Tech Start and NCTCOG. And we anticipate that this will be delivered within two and a half years. Well, that sounds very exciting. Charlie, did I see you? You wanted to make a comment? I was just going to say, I was going to mention the 311 and we can see if there's a way to tie it back to more of the project information and the CIP maps that we have. Because that way when a road user gets an alert that there's construction happening, maybe there's a way to push them back to what is that construction. So you'll be notified via Waze or Google Maps when you're driving. Your car will say, hey, there's a right lane closed up here, shift to the left. You know it's coming. It won't be a surprise. And then maybe a way to route people back to what's going on here. That would be a good way to do it. No, those all sound really good and I appreciate the sort of more active push nature of that. I think that'll leave you with a lot of concerns. Go ahead. Your stop sign example, how do you weigh, let me think, your professional opinion that an intersection needs a stop sign against the citizens, I'm struggling to phrase this. You think there needs to be a stop sign there. The citizen says we don't want a stop sign there versus we'd like to have a stop sign here. You don't think we need a stop sign here. We had that example at Sundown Ranch type thing. So stop sign is, first stop sign is not a speed regulatory mechanism. I understand. It is not. It is a decision choice mechanism where we provide road users through stop sign a decision choice that who comes first and who leaves later. So that's the first thing. Stop signs are heavily guided by safety and what's safer for the community and then another aspect is that our audit process tells us that if this will be happening. In this case of Sundown, which you highlighted, we observed that the observation was that the stop signs were already in place and the difficulty in that area was compliance. So if a road user is not complying to stop sign at 11 p.m., putting another stop sign, that road user will still not comply. So I think that's a behavior issue. That's what we found. So in many cases, we are looking at audit report, our audit report and trying to figure out what needs to happen, but it is not guided by speed. Speed is not the regulatory mechanism. I guess my real question is how much weight is given to the request, and I'm just using a stop sign as an example. How much weight is given to the neighborhood request for a stop sign versus your professional opinion for the need of a stop sign? So safety is first. So that one fatality that is bound to happen, as city staff, we are trying to prevent that. And so when staff observe that this is waiting to happen any moment, and that's where that will trigger and that will be a priority. In other cases, if it is a residential community with low impacts, then we may consider, we may look into the process and say if we can avoid it. But in other locations where the safety is a top priority, we would just, even though the community's feedback is different, we will have to act on the standards and guidelines based on the knowledge that we have. Okay. You mentioned 311. And this is just a general question about 311. Walk me through the process. The citizen calls 311. How quickly does your department, for example, respond? This came up at a forum earlier, I guess, this week. How quickly does something happen when somebody calls 311? Typically, when the 311 receives a phone call, they would just decide that which department is going to. Most likely, if it comes to transportation services, we have a dedicated staff that looks at Denton 311 inquiries, and then that staff would distribute the inquiry to appropriate staff. For example, if it is a traffic operations related inquiry, it will go towards to a staff that is SME for traffic operations. If it is ADA, then it goes to ADA. Immediately, staff would respond to that. That first person, staff dedicated to Denton 311, he will respond or she will respond that we have received your inquiry, and we will respond to it within this timeline, within 24 hours. Then the dedicated staff for ADA or traffic operations will look into the inquiry, and this will be forwarded to city management and departmental leadership that we are auditing this location, and we will be coming with our feedback within, typically, it is two weeks timeframe, within two weeks, because we have already got tasks in schedule. So we have to make sure that those tasks are not out of line. Then after two weeks, we not only provide the audit findings, but also any implementation timeline, and then that is published in the Friday report. If I missed anything, Charlie, you can film. Now, I think, generally, you will get a response within two business days, but like Farhan said, sometimes they go and sit in these audits to watch traffic for a couple hours, so they got to schedule all that. That is why, if we receive a request, we will say, yeah, we will start working on a schedule a day to go out, review those intersections, is a stop sign warranted or not, and then that will be another point, a decision point, and then if there is implementation, then whatever that implementation time is. Okay. Thank you. It is a very well structured process. Thank you. Commissioner Penn. Hey there. So, just really quick, I wanted to let you know a couple of technical issues with signing up for the notifications. I use the Denton 311 app regularly, however, it always has me logged out, and so every time I want to make something aware, if I want to receive any updates about that, I am not logged in, and so it is quite cumbersome, and I have tried reporting that, I don't really know exactly where, and then I also want to let you know on slide number 10, I think, where you can sign up for the project notifications that this survey with ArcGIS is not completing the sign up for me, the submission, it could just be that I am, maybe I am on this Wi-Fi, so might just need to look into that, and one of the things I was curious about as far as when we are getting feedback from neighborhoods if something potentially is going in, I am curious how staff might, is there a goal to have a representation of the demographics of a certain area, and if there is a goal for that, how is the staff ensuring that we are able to hear from a wide variety, for example, I know that in our neighborhood staff was able to present a stop sign type issue, our neighborhood actually only recently has even a neighborhood monthly meeting, so up until a year ago or two years ago that didn't even exist, the folks that attend the meetings are of an older demographic, I am the youngest by probably a couple decades, so I know for a fact our neighborhood has a, that meeting is not at all representative of the variety, just ages alone, let alone different mobility options, pretty much everyone who attends that meeting is only a car user and does not bike or walk or use public transportation, so I am curious, I don't want to take up too much time, but if we have goals for getting a wider variety that actually represents the demographics of a specific area, and if the means to which we are getting the surveys or the feedback is that meeting that goal? Staff tries to address this issue as much as possible within our limits, for instance as we have been proactively informing bike coalition as well for many bike path projects, we have been, so when it comes to neighborhood, we encourage that, I think it's diverse set of representation, and in many cases it is important because in our observation when we try to implement a project, the entire neighborhood is not on board, it has to be done otherwise it becomes a challenge because later on once we install, we don't want to get complaints that we did not want it, so that is the aspect that we are trying to address. It's a challenge, yes, to have full representation, we'll be happy to assist if there is any, staff is happy to assist if there is any opportunity where we are missing, we inform the neighborhood typically if there is no HOA, our suggestion to the resident is to get feedback from the immediate neighborhood members in that area, that location where the stop sign or where the improvement would be, at least a couple of houses in that area and get a sign letter or some way or maybe we could attend, as staff we could attend that meeting, and that's it, no HOA is needed, if the HOA is not there, then a few members of that community that will be impacted directly would be enough. Would you send a letter or how do you actually contact? So the citizen who would contact us typically or if it is coming from council member or mobility committee member, we request them, but if it is just a citizen, we go meet with them in person, and then after looking at, after auditing, we'll share the finding that that's a possibility, but we would like to get a larger feedback from the community, so we request their help to help us get this feedback, and we offer some support as well that if needed from our end, but simply if they can share with us the contact information, we can provide that. Yeah, and I see that's a challenge. I feel like there are definitely, you know, whether it's an age thing or lifestyle, some people either don't know that they can even make those requests or don't feel the sense of ownership or even that they can offer that feedback, and one of the things I've mentioned before is I'm just really curious if it's hard to capture the feedback, whether it's people aren't attending meetings, people aren't opening their mail, people aren't signing up for these notifications, they're not checking email, they're not reading the newspaper, they might see something on Facebook, maybe, but now people under 30, they're not on Facebook. Have we ever considered putting a sign, just putting out signs with QR code, and the QR code could be a generic landing page that then they could navigate, so we know people are in the neighborhoods, we know they are getting around either by car or by foot or whatever, and we know that there are renters and there are some people who own the homes. I'm curious if that could be an option where if it's just a generic, the city wants your feedback, give it, we'd love your feedback, scan this QR code, and that could just go to some kind of generic landing page, those signs could be reused everywhere in the city, right? Charlie, you want to say something, or I could respond to that if you want. I just want to mention, Jasmine just let me know, the next mobility committee meeting we're going to be talking about, CIP's got a new process for outreach for people, so that would be a good way to have that discussion. That would be great, okay. And one other question I had just really quick about the data, when we are trying to find out as far as how people are using, I guess, a certain area, and I don't know the technical methods in which you get that data, if you, I don't know if you set up, you know, cameras or taking pictures, or if there's, I know sometimes on the street there's like a thing that you can drive over, I don't know if that's measuring something, but I'm curious how do we capture data of our people who are not in a vehicle, how do we know how many people are using a particular intersection or street, is there any way that we are able to capture that data? Yes, we have access to that data as well for BikePad, that's limited because it has QNAS, it has biases, but we have access to that data as well for BikePad users. But in many cases we rely on multiple audits, that's true in case of, as you mentioned auto trips are in many cases pretty straightforward, you look at Chris database, look at the crashes, and then look at the traffic volume, and you can make the, in some audits you can make the call. But in case of BikePad we have to, the areas are special to us, and we make multiple audits in different time peaks, and AM, midday, evening, and then we make the call, and on top of that we have some additional data on BikePad users as well. Alright, cool. Thank you. Alright, thank you. Any other questions real quick, we were a little over, so we should probably move on to the next item. Anything else from you Dr. Butt on this item? Okay. So with that we will move on to item 2C, MC26008, the Receiver Report Hold Discussion Regarding the Proposed FY26 DCTA Transportation Reinvestment Program Trip Funding Application. Alright, good morning committee members, Seth Garcia, Director of Capital Projects, Honorary Member of the Transportation Services Division today, I'll be walking you through this brief presentation on our application for our trip funds for DCTA. So just a brief overview, so the trip program is done by DCTA, they basically take 15% of their net available funds from the previous fiscal year, they'll use 95% of that to its different member cities, and then they keep 5% to administer the program. So for this operating year DCTA's board approved a budget of just over 3.7 million dollars, and the city's portion of that is roughly 1.84, it's that specific number highlighted by the asterisk. So again for project eligibility it has to be located primarily within the DCTA service areas, located within the boundaries of a DCTA member city, located within a quarter mile of any A train station or DCTA fixed bus route, and it demonstrates the project is financially sound. So staff is recommending one project, this is our Woodrow Lane sidewalk and trail improvement project. I'm going to get into the budget a little bit more on the next slide. So in 2024 we had a project that was proposed and approved through DCTA for roughly $850,000 to put in a side path and on street path or bike lanes on Woodrow roughly from McKinney down to the DCTA sidewalk that runs along the A train. With that $20,000 was going to be used as a feasibility, roughly $410,000 for the design contract and that would leave us about $420,000 to construct. We went through that feasibility study and found that our cost estimate to be able to put in potentially a 10 foot side path is roughly $2.2 to $2.4 million. And so using this $1.8 million we are requesting to add that as construction funds to be able to build that 2024 project. So again, we're currently in the design process working through that. This funding that we're requesting would go to fund the remainder of the construction. So as you can see there on the bottom we're anticipating this year to work through the design and then start construction spring of '27. Seth, I'm sorry. You're good. I beg your pardon. Tell me again, McKinney, Woodrow Lane from McKinney to where? From McKinney down to where the DCTA tracks are and there's the 10 foot DCTA trail. So it's just south of Spencer. That goes towards the DME. Okay. I got it. I got it now. Where the double line is. I just could not think of where that was. I got it now. Thank you. Perfect. By the memory care place. Yeah. I forget where that was. By DME. Yeah. I forget where that was. Remember? We want to receive your direction from this. We'll present it to City Council and request a resolution to approve, to apply for this grant funds. We'll submit that to DCTA and then again you'll see once it's approved it come onto the DCTA trip report that you'll get quarterly at this committee. And that is it. I can take any questions. Seth, I'm going to lead off real quick and then pass it to the board. We're requesting this one project for all of our allocation and Mobility is seeing numerous guiding concepts, particularly Safe Routes to School related and some of our Sycamore related. There's many Mobility projects throughout town because we still have a few bus routes in Denton. So our zone of coverage is large and there's many projects you have in the pipeline. And I don't have a problem with this project. Why this project for all the money is my question. No great. So the good news is this amount that we needed lined up closely once we did the feasibility study to match what we needed for construction. And so by allowing us to put this in as a funding source we don't have to include it in a future year CIP for just being able to design what we're looking at on Woodrow and then shelf it. So that's one opportunity there is it provides the construction funding that we needed very close based of our estimate for the feasibility. The second is administratively it's better to do one and apply it here. Again this allows us to utilize these funds. And if we put it on multiple projects we've seen in previous years with like the more street on street trail if we don't use it it ties up those funds for a while and then to reallocate them it has to go back into the bucket. So one of the instances that we found is with multiple projects where it came in under budget we lose access to those funds because they're tied to that. So by allowing it all to go to one project we're kind of mitigating that risk and providing the construction funding that we're anticipating to need. Okay I appreciate that answer and before I pass it back to the rest of the board because I don't have any more questions. We have buses but how are trip funds allocated to the non-bus cities? That is a fantastic question I do not know. Because one of the requirements was near a route but Highland Village and everywhere else is just go zone. Well I guess everybody has the train but how are they, what's the restrictions on the other cities for trip funds? So I know that for Hanbat from transportation services I know staff knows that these funds are allocated but we can circle back on after confirming from DCTA that how those funds are allocated likely for go zones but we have to confirm. Okay I appreciate that board oh go ahead. Does this project touch a bus stop or a bus route or is it I mean the quick glance I looked over it was like it had to be within a certain yeah so I know it's I know it's connecting to a path along the train but it's not connecting to the train correct? Correct so it is a connection point to the the rails and trails trail and then bus route three runs down McKinney and has a stop that was located right on the corner of the I think it's the Carroll County building it's since been removed but they do have active stops all along McKinney Street there and so we're meeting the requirement that it's within the project's located within a quarter mile of an active bus route which is route three. May I ask the connection to the trail is the trail typically used for like getting to work or is there any way we know like is the trail for leisure or is it mostly used for like needing to get places and does this project help people get places for work or for shopping or is this more of like like a leash an exercise route? I can answer that question yes it will be a bit of everything you know because it completes the access to the not only to the station but also to the communities as well. May I ask as well do we feel like I know one of the major goals we've had as we discussed with the last presentation is especially with the infrastructure that we're trying to build we are trying to encourage and make a big dent economically and I know this area there are portions of it that there's not really there are no storefronts there's a few like shops and like car body shops and stuff like that and then there's a jail and like a bond place so does this project pose a better economic impact than possibly any other types of projects or I'm just I understand it's like we kind of wanted to go all with one because that might make it easier for not losing money but I'm just curious like economically how is this helping Denton? So assess it from the aspect of first and last mile connection so that that connectivity would be completed here because imagine so if the it is incomplete network no access to the station then essentially we are not using this corridor for any trips so maybe we can project that once this route is complete then we'll see a lot of first and last mile connections. So people would get off of the bus somewhere along McKinney and then walk or bike or bike is it a mile two miles to the next train stop or maybe staff can confirm that okay I'm just kind of curious if that if that will be if we'll get a lot of people doing that but that would be great I understand that we are trying to get some connection there and then if there are any other projects please share with us and then there are other opportunities next year we'll be applying for more projects and we'll bring them in but this is one of those projects that will help us complete the network it's not everything but it's a good step towards that. Seth do you need direction on this from the committee are we are we posted for direction? Yeah so I think we're just looking for approval to take it forward to council to submit the application. So that that is direction so you have the floor Commissioner Penn do you have direction on this? I just because I'm not seeing any other possible projects I don't know I can't really compare it but if staff feels confident with this one then I I think we could move it forward I just don't want to miss out on opportunities for funding if we have to start all over with another possible project or two I'd like to hear what the rest of the committee thinks too I don't want to be the sole person for that. I will move down because Councilor Holland's next but I will give direction yes and and so we'll pass the Councilor is there is there any sidewalk currently there now yes currently there now there are sections of sidewalk I would say just from my google driving through a lot of it does not meet our current ADA criteria so ramps don't look ADA compliant in portions it does get pretty narrow like three and four feet so again this this proposed project would be to look at significantly widening and providing and and and we're talking 10 feet wide that would be the goal and and is this on both sides of the street I believe we would prioritize one side of the roads and so is that east or west side the the feasibility was the east side east side okay yes sir and and and I support it I don't know if that's if that's in line or not but I I support the project go ahead all right sorry just wanted to jump in we're not posted to actually give direction okay that's what I was trying to figure out posted for a discussion just for discussion all right then you don't have to worry about direction anymore then yeah we'll erase those yeah yes I'm in favor of this because I go at least two times a day I see lots of bicycles and there's walkers there constantly awesome and you see you see people walking to the mall and back from the mall I see people on bicycles I see people going across on the bicycle path and I can tell some of them are just doing it for pleasure and some of them are going to work I think that's a path that's used quite a bit I see it all that's my area of town thank you okay Mr. Penn you hit you wanted to have another call well I I am glad to hear about this project truly and I would be curious next year one of the things I know with route for possibly coming back online across University Drive that's not that's not currently there but that's another area that desperately needs sidewalks and so I'm curious if trip funding could be applied for I guess that might have to be something for next year because there's not currently anything connecting there but there are sections of University Drive that don't even have a sidewalk so I'm just kind of yeah I think that was part of the discussion or if that's kind of like a next year thing yeah I think it would be next year I think transportation services would take that evaluated against the existing criteria with the program that we talked about earlier and then make a recommendation any other comments for Seth all right thank you go ahead sir yeah I just looked up DCTA's trip program and it has to be within a quarter mile of an a train station or a DCTA fixed bus route so I guess if there's any a train situation with Highland Village you mean the other cities yeah yeah so then well now now since you opened up the can of worms so I could if staff wouldn't mind getting back because I would be really curious if they're applying all their trip funds to just a quarter mile from the a train because it does not seem to be the case that that's how they're doing it but maybe maybe I am not tracking our sister cities as well as I am our own city yeah we can follow up on that and then just one more thing so I think we're doing McKinney Street sidewalks up on the north side of this too right yeah that's correct so I'll actually touch on that here in just a second our construction report all right great all right any other nope okay good so moving on we will move on to item 2d mc 26009 the staff memorandum all right Seth Garcia director of capital projects again so just going to walk you through a couple quick updates here at the top so we've got an update on the growing bike bus program looks like transportation services worked with it reached out to a couple schools it looks like they were not interested and had no follow-up so again we could revisit this if initiated by the school but before we go on to the next item yeah this this was one that I was pushing I'm going to encourage just this the schools are the wrong audience on this one the PTAs and the parent-led organizations are the correct audience for this and and it's it's mostly because this the schools will use teachers and the teachers are overloaded and they won't be able to put any more on their their platform or their plate then then I mean even asking them to be crossing guards as is done is not a good use of the teachers time so I mean I'm going to encourage us not to take this off our matrix when we get to that section but but to revisit this with with a with the correct receptive audience because the ones that led it at Newton Razor were all parent-led activities sure we reached out a couple of times to reach on their contact information but unfortunately the initial there was interest before Christmas but the follow-up request from the school principal or the assistant principal they did not provide us the information for us to start working the base work to see if there is PTA or parents and what we can help them so we got stalled on the initial step so no that's fair and and and any one of us or or others can help you make contacts with with the various PTA organizations or you can I'm sure the principal can can help hook you up with with his or her I forget the principal in this one I think it's a anyway I'm not going to worry about pronouns the principals PTA I'm sure they know who that person is and can connect you up with that with that board share real follow-up all right and so yeah I guess next next item that that's Seth or Rebecca but wanted to follow up on or you yeah it's mine mockingbird lane right turn at the order we did the initial audit and we have ordered traffic counts and we will follow up whether it warranted to build one at a month of May meeting all right that sounds good any other concerns back to Seth and the trip reports all right so let's talk construction so Bonnie Bray three again I'm not going to touch on all of these if you have any questions feel free to stop me Bonnie Bray three we are in active construction again I don't know if anybody noticed what the signal is now live at FM 1515 and Bonnie Bray so that is significantly helped with the reconfiguration that text out did of those ramps so we've gotten a lot of compliments from the Peterbilt folks and everybody out there that was getting stuck in traffic again live you mean is yellow green it is operating okay on Sunday it was it was flashing yeah yeah so it went live this week so Bonnie Bray 4b again currently in 90% design we still have to finish up the design and look at future right away acquisitions again that will be re-kicked off once we finish up with phases three and six Bonnie Bray five was a part of that mill overlay package it is actually coming forward to city council for a contract consideration in April so that'll be a part of the mill overlay package with a few other roadways so Bonnie Bray five will get a facelift there Bonnie Bray six utilities are needing nearing completion we have started mixing operations out there working from US 77 south towards Windsor and hopefully we'll even get as far as the Academy with our dirt work the good news is hopefully about six weeks you're going to see our bond breaker asphalt and then concrete paving going down on those new southbound lanes so again our goal for that project is build those southbound lanes move traffic over and then come back and reconfigure and rebuild those current lanes that are there and did I hear concrete concrete concrete it's nice when Tex dot gives us millions to build concrete yeah I want to be I will put you we'll have it in a later discussion of asphalt versus concrete I'll put you in touch with this man who will tell you all about that I will say that this is going to be be careful what you ask for on Bonnie Bray six because we desperately need to do it but then your poor office or Dr. Butts will be fielding so many complaints about the construction on Bonnie Bray six I feel very sympathetic yeah going forward yeah no it's it's the complaints are coming so we're we're handling them best we can have you got a projection on this completion date q2 of 27 will be final completion for Bonnie Bray six yeah it's early q2 it's April right now what about around around the stadium stadium will be done I think October November timeframe is what we're tracking right now okay thank you yes sir okay Riley Road East this is another one that is under construction so contractors actually out there it was awarded through council in March so we've issued the NTP they're supposed to be done by December of 2026 just as a reminder this is from Reeves Elementary where Bonnie Bray six stopped going east to US 77 so connecting those sidewalks widening the roadway and then also including the trails through North Lakes Park so they are actively working on the trails through North Lakes Park is where they are starting and when will that start finish it is under construction now it will be complete December of 26 okay the one of the documents that he we can have him cover in a second is is those ETA charts yeah West Gate Road phase one so this is the east west connector to Bronco Way we are just about done so we have opened that up to traffic they are literally completing some punch list items so April 2026 will be final completion that's a beautiful road I drive it to take my daughter to dance class over in that shopping center one of the things I noticed the lighting is spectacular in this area there is there are double lights through the medians however those stop when you get anywhere close to the high school and there is not a there's not a street light to be found I'm curious is there any way we can add more lighting to in front base I guess it would be Bronco Way why why is there no lighting over there by the school yeah so I don't know why it was not included when Kingsridge and didn't ISD was built so we can work with DME to see if it's a future CIP project or DME wants to look at incorporating that lighting coming all the way through again we build it kind of a standard with our projects then DME maintains it again with it not being done by a capital project being private developments I don't have a great answer for you why it was not included yeah and bring this back up at the future items item all right neighborhood 5B in Oakland so we're currently under design still we're expecting 90 percent design here in April good news we were able to acquire the property behind the movie tavern that's going to be the site for the detention pond next to the fairgrounds so we were able to reach a volunteer or a voluntary offer settlement with that property owner so it is currently headed towards closing that's great news McKinney sidewalks this has also been awarded and is under construction and so the the interim's McKinney sidewalk improvements are going I saw the surveyors out there yesterday laying out some of the staking so again they are projected to be complete September of 26 both sides one side one side the the south side south side then but you cross over and go on the north or something as I remember it no it's all south we are consistent on the south from loop 288 all the way to Audra all right Nottingham whatever the Colorado Woodrow Woodrow it the the road that changes four different times yeah yes okay Ryan Road currently at 90 percent design we are in active right away acquisition so we needed 30 plus parcels I think we've acquired roughly half of them the other half are in negotiations we will have a few in eminent domain so again kind of holding at 90 percent design there till we get completed and then lastly Hickory Creek three everybody's favorite bridge we have cleared all of the gas line conflicts so if you haven't been out there or seen it recently they've actually hung the beams over the creek which is fantastic looking they're working on the bridge deck we're still on track to be done q1 of 27 and hopefully by the fall we're going to have traffic going across that bridge which will be much needed connection for for everybody out there awesome sounds all right so here's the the Gantt chart for those different projects so again happy to answer any questions I tried to include those end dates very good yes sir thank you thank you all right last item is the DCTA trip report again this is showing all of our projects from 2021 through 25 and then again what we covered today will be the 2026 submission so happy to answer any questions I know it's a lot of information is probably very small I've got to see most of them in progress and many of them completed so thank you for accelerating those I think I know that they languished for a while and it's similar to your comments that you said earlier in the session where we're getting them going and so yeah I'm pleased also questions comments on this before we move on no all right all right so lastly we have the future items matrix so I heard we'll keep number one on there that we had marked for removal with the the bike bus program we are proposing to remove the mobility plan introduction Farhan was able to complete that and then our trip funding application the presentation I went through will be removed all right any any questions about removal I mean I know we don't vote on them anymore that's the new change any questions on removal before we go into things that you would like to see added no all right I will lead on on one and and I'm not sure if this is an item so I will leave this to staff whether it's an it's an item to add or whether it's just something that you think about and that is there's been some citizens in Denia that have contacted me they're concerned about sort of the combination of road widths parking and and general traffic patterns in the Denia Roselon area where we're old Denia interfaces with new rose lawn neighborhood and they just want to know if the road widths and the parking combo are contributing to an unusual accident engagement safety issues they're particularly concerned about lots of on-street parking contributing to visibility and vision zero issues so I don't know if that's so specific that it doesn't need to be on the matrix but that is that is the request from that neighborhood to explore that yeah I think transportation services said they can take a look at that okay we can get back and then others that you want to think about adding Commissioner Pam as we discussed earlier I'd like to either do some kind of evaluation or see how we can add lighting to complete from Westgate over I guess to where reiney road I'm assuming reiney road will have a lighting plan but there seems to be a gap there on bronco way in front of the high school so I think that that would be one another another thing I'd like to offer for consideration is I don't know if this might be a more of a code thing I'm not quite sure but maybe we could start with some kind of a audit bike pedestrian audit the shopping center the main shopping center along University Drive that it's you know El Matador and Kroger has a dead center good old Denton Center this place where I frequent a lot there that that property is a long University Drive where there is a lack of a sidewalk which I understand is a text dot thing I I would like to know how we can ensure that if people are required to use basically a parking lot because there is not a sidewalk facility is there any way we can maybe do an audit of that area to find out where are people walking and if if there's a way we could collaborate with that property owner to either have a painted designated area for people to walk or bike so just kind of putting that out there this is an area that I fear will likely not have any place to walk or bike for a long time on that side of the road and it's just it's very busy and there's there's just it's not clear where to go and it feels very sketchy and dangerous we've got kit my kids bike over there to go shopping so I it's in that weird gray area because it's on a private property so I don't know how we can how I'm not sure quite how to tie it into a bow maybe you guys can find a way to make it make sense sidewalk on the south side is there not sure but there's no intersection between Carroll and then all the way to Fulton and there's this there that almost that entire way there's no sidewalk on the north side on the north side sure but that's where all the shopping is so where people walking yeah if you're trying to get across the parking lot to the church or to my neighborhood there is no way to walk that way unless you're walking through a parking lot. Seth did you have a comment yeah I was gonna say I think transportation services can look at and evaluate it is a text audit in a private property facility so I think we can probably come back with something okay cool that'd be great. Other other items on the matrix before we move on anything else from you that is it all right so then we will move on to concluding items any concluding items all right well hearing none then I will end the meeting at 1119 and thank you staff and everyone for your time. And when do we meet again.