Mobility Committee (MOBC) meeting Transcript – 9/28/2023 Title: ATXN-1 (24hr) Channel: 1 - ATXN-1 Recorded On: 9/28/2023 6:00:00 AM Original Air Date: 9/28/2023 Transcript Generated by SnapStream ================================== Please note that the following transcript is for reference purposes and does not constitute the official record of actions taken during the meeting. For the official record of actions of the meeting, please refer to the Approved Minutes. [1:04:12 PM] started. >> Welcome, everybody. This is the mobility committee. I am the chair for. I am mayor pro tem Paige Ellis. I'm joined by vice chair qadri committee member Vanessa Fuentes. We have chito Vila joining us and council member Mckenzie Kelly will be joining in just a minute. I think she'll be logging in remotely, but I figured we could go ahead and get started. It is 1:04 P.M, September 28th. And we are here inside Austin city hall. We have a couple items to take up today. We have one public speaker that's just general communication that will take up first and then for the sake of time, I'm going to suggest we go through the approving the minutes, go through the Seaholm redevelopment tirz number, because I think there's a scheduling consideration that we need to be mindful of. So we'll go ahead and take up the speakers on Seaholm tirz right before that item. And then we're [1:05:12 PM] before that item. And then we're going to talk about the I-35 capital express central update. And so we'll take the speakers. I think there's about nine speakers that have signed up. We'll we'll take those folks right before that item. And that way we can stay on schedule. So let's go ahead and kick off public communication. I believe we have one speaker. For Diana prechter. >> Welcome. >> You'll have three minutes and that will be the case for all the speakers today. Three minutes. >> Good afternoon. Members of the mobility committee. My name is Diana prechter. I would like to give you an update on Barton springs pool and zilker park anticipating high season next summer 2024, the issues I'd like you to consider are people parking and transit people on July 2nd over 11,500 unique visitors entered the Gates of Barton springs pool. In that one day alone, most visitors are [1:06:13 PM] day alone, most visitors are tourists. I performed an informal survey and I learned that 71% of surveyed visitors on labor day weekend were tourists . Is parking the polo field has been destroyed by operating as an illegal parking area for another season. Council members will see recommendations from both the parks board and the environmental commission recommending that this area be closed for parking and revegetated. I hope that council will choose to strengthen those recommendations by permanently closing the polo field for all vehicular parking. The Barton springs pool bathhouse remodeling project will require the closure of 140 parking places at the pools north entrance beginning January 20, 24 and continuing for 14 months or more. It is a project that I believe is going to be managed by city of Austin's public works transit and putting these ideas together, I expect that there will be a need for both east and west external parking sources [1:07:13 PM] west external parking sources next summer that these sources already exist on capmetro bus route number 30 at Barton creek mall and one Texas center. The capacity of passengers will fluctuate dramatically during the day, with peak visitors possibly reaching 1000 per hour. Capmetro has the ability to deliver service at slow hours and peak hours with their deep pools of staff and equipment. Most visitors will be tourists. The system must be simple and obvious. For tourists, capmetro is already the face of Austin's transit solutions. Public works will already be involved with parking issues because of the bath house remodeling project. But therefore I ask this committee to consider whether they can make a recommendation for the transportation and public works department to design and implement a capmetro summer shuttle program for the peak use days in zilker park for the summer of 2024. Thank you very much. >> Thank you for your comments [1:08:15 PM] >> Thank you for your comments and council member Kelly is now joining us remotely. She is here in attendance. Let's go with do we have a motion to approve the committee minutes from August 24th, 2023, motioned by council member Fuentes, seconded by vice chair qadri. All those in favor of approving the minutes say I. That is unanimous with the four of us committee members present . Next, let's take up item number two, the Seaholm redevelopment tax increment reinvestment zone, most commonly referred to as tirz. Actually before you get started, I think we have speakers. I think we had about four speakers earlier. >> Ted ziff. Welcome thank you. >> Thank you, council members, for this opportunity to speak. [1:09:17 PM] for this opportunity to speak. >> My name is Ted ziff. I'm here representing myself a 50 plus year resident of downtown Austin. As as well as in the capacity of president of the old Austin neighborhood association , also known as Ona, the Seaholm district and its tiff are fully within the boundaries of Ona. We respectfully request that other than receiving staff's update, the mobility committee take no action on agenda item number two. Today Shea. We encourage the mobility committee to oppose staff's recommended closure of the Seaholm tiff until an alternative to the to the bowie street underpass project is developed and paid. For we want to see a safer connection to downtown from the Pflueger bridge to the Seaholm district as prioritized in the tiff project plan as well as in the [1:10:21 PM] project plan as well as in the cypress and Scholl public space strategies created by shoal creek conservancy. With the support of the downtown Austin alliance, the stakeholder process created by the 2021 council resolution also supports the cypress and shoal creek public space strategies proposals. The Seaholm district area offers a critical high volume, multi-modal connection to downtown Ann. We encourage the mobility committee to be to make sure that this area provides a safe and enjoyable experience once to support current and increased mobility. Multi-modal access to downtown. This is largely what the Seaholm tiff was created to do. Thank you very much. Thank you. >> Ivy Kaiser. [1:11:22 PM] >> Ivy Kaiser. Hi. Thank you for allowing me to speak today. >> I'm ivy Kaiser. I'm the executive director of the shoal creek concern agency and shoal creek conservancy was one of the stakeholder groups invited by the Austin transportation department to participate in brainstorming ideas to connect the Lance Armstrong bikeway to the Pflueger pedestrian bridge. When the bowie street underpass was deemed not feasible by the city staff, the stakeholder group that was convened over the past two years discuss it. A variety of opportunities that were not ultimately included in the presentation that you will see today. We have asked come here today to ask if you will not support the presentation that's being shown today in the route included in it and consider not closing the Seaholm tiff until a project is supported with that tiff funding [1:12:24 PM] supported with that tiff funding that accomplishes all of the original goals of the bush street underpass. These are projects that we have been supporting for many years, as Ted mentioned, through the cypress and shoal creek public space strategy. And we hope to see them be able to come to fruition with the existing tiff number 18 fund. Thank you for your consideration, Ann we appreciate it. >> Matt Gorski. Good afternoon, chair Ellison committee members, thank you for the opportunity to speak today. >> My name is Matt Gorski and I'm representing the downtown Austin alliance. We as well as the other speakers, do not support staff's recommendation motion to close the tiff until an alternative to the bowie street underpass is developed. We would love to see a safer connection to downtown from the Pflueger bridge and Seaholm district as prioritized in the [1:13:24 PM] district as prioritized in the cypress and shoal public space strategy, which we partnered with shoal creek conservancy to develop. This is a critical high volume multimodal connection to downtown, and we want to make sure it's a safe and enjoyable experience to support current and increased multi-modal access to downtown. If we are truly committed to changing travel behavior towards a 50 over 50 mode share, we why would we be moving this project? We would be moving this project forward that prioritizes safety and pedestrian access instead of what staff proposes today. Thank you for your time today and thank you for your leadership to the city of Austin. >> Tom Wald. Is Tom here. >> Let's continue. >> Hayden walker. Hello, committee members. [1:14:31 PM] Hello, committee members. >> My name is Hayden. Block walker. I'm a founding board member of safe streets Austin, and I'm speaking on behalf of that organization today. I served previously on the Austin board vision zero atx and was the very first chair of the city's pedestrian advisory council in my work as a mentor for the national walk in college, I often use Austin as an example to fellows in the program haam of how the city of Austin is working to reprioritize our public spaces and improve connectivity, safety and comfort for people who are walking, biking and using assistive devices. The Seaholm area needs better connectivity between downtown and the lake. We can achieve that and it can be a shining example for our people all across the country. So in summary, I would just ask you to please take no action on item number two today. Thank ahead and move into the [1:15:34 PM] ahead and move into the presentation. >> Good afternoon, chair. Committee members. Richard Mendoza, interim director, transportation and public works. We have a short presentation that miss Laura field is going to run us through on this agenda item. >> Thank you, Richard, and good afternoon. Mayor pro tem Ellis, committee members. It's a pleasure to be here today to give you an update on the resolution that passed in October of 21 following the ceasing of the coordination with union pacific on the underpass. And with that, we can go to the next slide before I get started , I did want to thank and recognize Kim Olivares, our deputy chief financial officer, who's here, and she'll be able [1:16:35 PM] who's here, and she'll be able to speak more to the tirz part of the mobility item here. But just to give you a little background here, for the so-called tiff 18 was established in 2008. Initially and back then in Austin, the Seaholm area was very, very, very different. It was a place that but for the city's investment in the area may have stayed in a blighted state for the foreseeable future. So this the tiff itself was established to bring resources here to help stimulate, redevelop it. It was a established through an ordinance in 2009. Shortly thereafter, which was where the initial project and financing plan was established. So any any tiff or tirz has both a project plan and a financing plan so that was the enabling mechanism. There from there, in 2012, with a lot of support from the [1:17:36 PM] a lot of support from the community. The project plan was amended to include the so-called bowie street underpass, which essentially would put a tunnel underneath the union pacific railroad to provide for connectivity onto bowie street, north and then further designed for connectivity to and from east west on the generally the third street alignment and so from there thank you go to the next slide there was some very earnest and hard efforts on the mainly on the part of economic development department to work with union pacific on developing that underpass under fortunately, those negotiations did cease around the summer of 2021. I believe. And at that point there was council direction in the form of the resolution in October to look for alternatives is in that resolution, that direction principally asked us to look at [1:18:36 PM] principally asked us to look at alternatives to the connectivity that was envisioned there and also to do so in consultation with stakeholders. Several of whom you've heard from today. And that feedback is very much appreciated. And it also looked asked us to look beyond just the tiff for ways that we could achieve this vision through other funding sources and do so in a way that embraces Dutch cycling design essentially, or Dutch mobility design, maybe more accurately, to bring best practice in bicycle and pedestrian connectivity. We the other thing that it did ask us to do is to look also at ways that this this tiff or tirz can address this, you know, then and now as more even more acutely housing and homelessness issues that we that we face as a community. So with that direction, we can go to the next slide. We with stakeholders brainstormed the needs around the area. So what you see here [1:19:38 PM] the area. So what you see here is sort of what we were terming a mobile city menu. So with the resolution in October of 21, the project at or the Seaholm efforts transferred from economic development to then Austin transportation department, now transportation public works department, and with a stakeholder consultation, we have come up with, I think over 20 different projects. As you see here. These are projects that would offer multimodal connectivity of all kinds. Many of which are effort to offer alternatives to the bowie underpass. And there's several ways around that. Ways to do that. And we have some inspiration from the cypress stroll public space strategy that was developed really almost concurrently as the efforts with union pacific were waning, which was great timing in terms of bringing a robust understand of sort of the opportunities in this area. With that, I'm going to talk a little bit about we'll [1:20:41 PM] to talk a little bit about we'll go to the next slide. Some of the projects that actually the department feels would be suitable alternatives to the underpass, recognizing that stakeholders have additional feedback and have shared that as well. There are other ways in which we can we can achieve these this connectivity, but this is one way to do so. And one of the benefits of these projects, it's which you can go to the next slide to maybe describe them is that they are relatively what I would consider like lower hanging fruit. So there's opportunities at west and Seaholm to improve visibility for the crossings there using various devices like such as the blank out sign that can help bring more attention to those conflicts. There's also zo ways in which perhaps we can make that Walter Seaholm drive a bit more comfortable. And notably the third street connection Ann that runs east west through the area. Certainly could be improved to be more comfortable and safer for everyone. And as you come off of [1:21:41 PM] everyone. And as you come off of the bridge over shoal creek, so these are our some of the projects we think would would offer that alternative. Again, not to say that there aren't others and definitely respect that there's been feedback today that that point that out. With that I think we can go go to the next slide and I did want to just really acknowledge thank and folks this a bit on the Cyprus and shoal creek public space strategy so as I said, this was work that was concurrent with the economic development department's efforts to realize the bowie street underpass. And as that effort again was waning, these projects emerged. And it really is worth worth looking at if you haven't studied it already. But there's a number of projects similar to the mobility menu that provide. For a new vision for how folks would get north, south, east and west in particular for through the shoal creek and third street area within the mobility menu. [1:22:43 PM] area within the mobility menu. If you go back a couple of slides, there are several projects that would mirror the cypress and shoal public space strategy. So not to say that there there's many different ways that we could achieve. I think the connectivity envisioned with this underpass. But and those are characterized here for example, you can see number number three and number 11 would be projects that would were inspired by the cypress and shoal public space strategy. We'll head back now. Two slides back to that one. There we go. With that, I think we can go to the next slide and I might at this point invite Kim up to just speak a little to the financial side of the tirz. >> Good afternoon. Committee members. Kim Olivares, deputy cfo. So as we looked at the various projects that could [1:23:45 PM] various projects that could serve as alternatives to bowie and how we might go about funding them, one of our challenges was what is the legal framework that we need to work within for the tirz? So so when it comes to taxing tax increment reinvestment Zones, you've heard me speak on them on a number of occasions over the last year or so. There are there's an aspect of it of the but for public investment, Wright development or redevelopment will not occur. So as we went to our consultant that handles our market analysis, but for analysis and their immediate response was that this area has been developed to its highest and best use. There is no but for argument. As a result. Therefore, for us to make the funds available for any of these alternative projects or any any use of by council, we would have to close the zone until we close the zone. They are still subject to the existing project and financing plan because there's no but for aspect we're not able to amend that. That project and financing plan based on the [1:24:46 PM] financing plan based on the remaining funds from the bowie underpass project as well as additional increment that has been transferred into the fund since the tiff fund. Since then, there's approximately 12.6 million in remaining funds. And so that council could then take action on reallocation of those 12.6 million as part of its mid-year budget amendment or as part of the fy 25 budget, whichever it sees fit to do. Next slide. So just the first bullet like what we would do as staff is we would bring forward the ordinance to council at a future council meeting for the tirz closure. And then I'll turn to Richard for the remainder. >> Thank you, Kim. Yes. You know, one of the challenges that we've had in implementing on the alternative projects that were depicted prior is that since it was tied to the tirz, we were required to do an economic development study and one of the benefits of closing it would be [1:25:47 PM] benefits of closing it would be that we would be able to forego that step and just move right into capital project delivery. So the for alternative projects that were highlighted previously provide the most direct alternate route to meet the original objective of the bowie underpass. But our department is committed to continue working with stakeholders on the remaining portfolio of projects that were identified in the vision plan and keep that in the portfolio future. Cip projects for the department. And so looking forward to continued work with the community, with the committee, so that we can realize the vision for these much needed active mobility improvements for the region and for the area. Sorry and the next slide, I believe that concludes our presenting portion today. Again, thank you, miss Olivares , and am here with my staff to answer any questions you might have. >> Thank you for the presentation Ann and I just want [1:26:49 PM] presentation Ann and I just want to add that since Tom Wald was not able to be here for his public comments, he has sent an email. So if folks want to review what he's letting us know, the email is the appropriate place to look. Vice chair qadri I know that you had specifically requested for this item. Did you want to kick us off with any questions? Don't have any questions at this point. >> I just wanted to listen and learn, so no questions right now . >> I appreciate that question. Burns comments. Councilmember Vila, the 12.9 million that is the tiff money, the tirz money that's set aside for Seaholm district. >> Yes, it's so there was 6.8 that was set aside for the Bui underpass project and the remaining funds from that plus there are some funds within the tiff that have not been appropriated. It's just a cash balance at that point. And combine. That's approximately [1:27:49 PM] combine. That's approximately 12.6 million. >> Okay. But regardless of what happens with the tiff in the future, that money has to be spent within the boundaries of the tiff. >> As long as the tiff is still operational, it's subject to the project financing plan, which has very specific projects and boundaries. But because the in order since that bowie underpass project is not possible to carry out, that's where we're suggesting to close it because that that frees up those dollars for you to apply towards other alternative projects or, or however you see fit. >> Okay. That was my question. So that just becomes general fund money. If the tiff is closed. Correct? Okay got it. Thank you. >> I've got one question on and maybe this is just a rephrasing of what you had already said in your presentation. There was a list of other workarounds since the underpass with union pacific rail line was not able to move forward. Are you saying that the money that's still in the tiff can be used for any of those [1:28:50 PM] can be used for any of those replacement projects? Or are you just saying those are potential replacements and the tiff may not be able to be used? >> It's the funding can be used for any of those projects. Okay. It could be used for any any projects at that point. Yes okay. >> Okay. I appreciate that because as someone who has cycled through the area, I have some opinions about exactly where the hiccups are. And I think there's some areas that actually could be quite minimal that hopefully shouldn't take too much money to get. And one of those pinch points is right in between where the independent and trader Joe's is. There's a weird little jog to get over to the bridge side of the crossing of shoal creek. But there's just some really weird traffic patterns that are hard for people to navigate, even when they're all using the same mode of transportation, let alone mixing walkers, bikers, you know, people driving cars in that area. And so it's just it's very confusing. Everybody, I [1:29:51 PM] very confusing. Everybody, I think, has a different way of getting through it, which is adding to some of the confusion . But coming off of the Pflueger bridge and trying to make your way over to cross shoal creek is something that kind of throws you into where the parking garage entrance and exit is. And it's just really clunky and doesn't feel very safe. And so I think there's some improvements we could do there. It just sounds like we need to figure out exactly what the correct pot of money is. Okay. >> Thank you, chair, and we'll definitely take that feedback as we continue to analyze these potential replacement projects. >> I'll take you down there. We can do a field trip looking for. >> I look forward to that. >> It's a lot easier to see these these intricacies when you actually just go down there and look at them in person and try to see how it functions and watch watch people in real time try to navigate these areas as far as action today, I would likely support not taking action on this necessarily. It sounds like staff still has the ability to move forward, but given the nature of the conversation, I think it might be helpful for the full dais to weigh in and [1:30:52 PM] the full dais to weigh in and maybe potentially have executive session on this just since it's such a an interesting topic that has different legal frameworks and a long history of what projects were listed and what our options are, are we comfortable with that? Sounds good. Looks like it. Okay thank you for the update. I appreciate it. Thank you. All all right. That will lead us into our conversation about I-30 five, capital express central update before we have a presentation. I think we have ten speakers and do I see there's a presentation being handed out? Is that information that either can be emailed to us? I'm happy to put it on the message board for folks to be able to look at these slides. But I know that the clerk's office I think doesn't upload until about 3 P.M. So if there's any way to email it to me or Julie, my chief of staff, and we can get it on the message board right. All right. And let's go ahead [1:31:53 PM] All right. And let's go ahead with our speakers. You'll each get three minutes. >> Hayden black, walker. Hi. >> Committee members. Hayden black walker again, I'm the director of planning at a local architecture firm and chair of the board for reconnect Austin for the last 11 years. Reconnect Austin has been advocating for a better I-35 five. We've seen some amazing progress over those years, and we're grateful to everyone who's worked hard on this project. I do see texdot staff here in the room and want to acknowledge their hard work on this project as well. As you all know, the impacts from this project will be significant. Text has been widening, will be widening the right of way, bulldozing local homes and businesses. We will be living with significant construction [1:32:54 PM] with significant construction impacts starting next March. For the next 8 to 10 years while they rip out every highway lane, frontage road and bridge to put 20 lanes through the heart of Austin on nearly double the vehicles mean nearly double the noise. Air pollution impacts the local streets, cut greenhouse gas emissions and a more significant barrier to cross. I think we can assume that ramps in and out of the highway may be higher than today, but that's not shared. Those profiles with the public that I've seen as we all know, this portion of I-35 opened in 1962 before we had the national environmental policy act, the clean air act, or the clean water act. Texas has never consistently monitored or mitigated the polluted air that austinites have been breathing near I-35. Caps will help mitigate some of the damage. But as you know, Texas dot is insisting the city pay for all capping and $600 million in funding is due by December 24th. Texas recent 9000 page final environmental impact statement has an analysis of carbon monoxide, but only carbon monoxide. Despite requests from [1:33:56 PM] monoxide. Despite requests from the city and Travis county, they failed to analyze carcinogens, volatile organic chemicals, precursors to ozone or particulate matter. With the fiis, they do not test the air that did not test the air that people are currently breathing and have been breathing for over 60 years as consultants made assumptions and plugged those assumptions into the model. Reconnect Austin engaged in air quality specialist to review the air pollution portion of the fees that expert found, and I quote, lacked an air quality analysis that compared concentrations of all transportation related air pollutants between the Nobel alternative and the preferred alternate of and a health risk analysis for increased gis and mobile source air toxics. It appears that texdot cannot state with any sort of confidence is that the project will not have a disproportionately high impact, an adverse effect on environmental justice populations reconnect. Austin believes this project can be [1:34:56 PM] believes this project can be further improved, with a greater understanding of the pollution impacts, including air pollution in general and greenhouse gas emissions specifically, we support the resolution before you today. Thank you very much. Mateo barnstone. >> Hi. Good afternoon, chair. Committee members my name is Mateo barnstone. I'm here on behalf of atx. Thank you so much again for your continued engagement on this critical issue. It's very important issue project for the city and it's critical that we take the time to get it right. And if that's the one thing that I hope to get across today is that we need [1:35:57 PM] across today is that we need more time to get it right. And I hope you will support the proposed resolution. We are all united in that which divides us, just like if I-35. The problem is Texas solution is doubling down on a bet that has never paid off and never will pay off that highway. Widenings will fix congestion. The truth is that after enduring 8 or 10 years of construction, Ann commuters will enjoy only a temporary relief for a few years before the freeways fill again to capacity, as they always do and always will. The premise for this project is based on flawed notion that congestion can relieve, can be relieved by capacity, and that is simply not true. The reason for this is simple. It's called induced demand. I don't really like that term because it hides where that demand is coming from. The real term we should use is induced sprawl or to be more accurate, it induced auto dependency with all the ills that come with that, including all the negative environmental impacts. Texas expansion of capacity will [1:36:59 PM] expansion of capacity will relieve congestion only long enough for builders to transform farm fields into subdivisions that will never be served well by transit and sell units to commuters. Until that capacity fills again with residents who have no choice but to use the freeway to access their daily needs, wants and desires as the capacity will get quickly absorbed and the cycle of highway expansion will begin anew. Cities are shaped by the transportation networks. We need to direct our investments into the city that we aspire to be, not how our city has been shaped by the mistakes of previous generations. We have stated goals to grow as a compact and connected city and a highway widening simply does not help us achieve that. The second point I would like to make here is that the project claims that the wonders that will do for downtown by depressing the freeway and building caps and parks and landscaping and know that doubt some of these improvement will help. But these facilities are mitigation for the highway expansion through [1:37:59 PM] the highway expansion through the heart of our city. And note who's paying for this mitigation . It's we are. Texas is asking citizens and taxpayers of Austin and voters who have never been asked for approval on that project. And we get to pay for the mitigation in the form of caps of a very limited sections of the freeway and the highway is literally designed to whisk away our tax base to other communities, sucking wealth out of our city. So we are in fact paying twice and we don't get a vote. The fundamental premise for the widening is badly flawed. The mitigations are being offered are both insufficient and illusory, and Texas has put the burden on mitigation and on the city. And we hope that you will say to Texas that that is simply not good enough if we need more time. Thank you so much. Tom Wald. [1:38:59 PM] Tom Wald. Hi, good afternoon. >> My name is Tom Wald and while I do wear a number of hats in I-35 discussion, I'm coming here today as executive director of red line parkway initiative. And one of the things I want to put on the table right away is that I believe that Texas has gone a tremendous just a really long way in accommodating the requests of red line parkway initiative. We have been offered to car free crossings for the red line parkway and that will be terrific for the tens of thousands and millions of million users that will use the parkway once it's completed every year. I think the reason why I you know, and I was wondering whether to speak here, given how much Texas has offered and based on what we requested. And I think the single thing that caused me the most concern is that there is not funding [1:40:01 PM] is that there is not funding secured for any of the caps and stitches aside from perhaps the cap. So the I- 35 cap central project does not include caps or stitches. And I think people in the public should should be clear on that. The city and other sources have to come up with that money and that money has not been established yet. So we're talking about hundreds of hundreds of millions of dollars that perhaps will be taken away from other needs that the city has, such as housing, the homeless or keeping our pools open, other transportation needs for walking and biking, when really that money from the from the start should have been coming out of the project. It's mitigation for the project itself. My concern is that that project won't come in time, but we're still going to be left with a project that creates a huge gap that will be very difficult to patch up in the future. And you know, it's we're talking about 15 months from now, we're going to the city is going to come up, have to come up with hundreds of millions of dollars. So I at this stage, I [1:41:02 PM] dollars. So I at this stage, I really think it's critical that any any one, especially campo, that has a choice to put a pause on a project can do that and does do that. Thank you. Alta Alexander. Good afternoon. >> I'm Alta Alexander. And on behalf of the future, 35 community steering committee, thank you for the opportunity to speak to you today. The future I-35 community steering committee is a group chartered to ensure that outreach and engagement efforts are appropriate, inclusive and transparent. That the city of Austin and its project team integrate public input into the cap and stitch program at every step, and that the community benefits investments in [1:42:02 PM] benefits investments in equitable outcomes are prioritized and balanced across the state. I'm sorry, across the study area, at every step we have utilized this moment and as a group to stress the importance of including a full cap between 11th and 12th street, if this project is going to live up to a minimum standard of equity, the 11th and 12th street corridors are profoundly important as they are a cultural and historic marker for the African American community in the face of the segregation codified in the 1928 plan and decades following policy that have excluded people of color from investing in agency. Their nexus, the nexus of 11th and 12th streets at I-35 , is both symbolic. A symbolic crossing over the former east avenue and confluence of these two streets themselves. As we approach the historic landmark of this 100th year anniversary [1:43:04 PM] of this 100th year anniversary of the harmful 1928 plan, our endeavor is to help ensure that by 2028, we no longer are making those same mistakes. A cap at this location can provide a one of a kind space for activity interpretation Ann community service, protest and celebration on the 11th and 12th street corridors are the only areas where African Americans make up at least 25% of the city's population. We are pleased to say that after convening with texdot executives, representative Cheryl Cole and mayor Watson, we are thrilled to report that their commitment to revisit engineering to make a full cap possible, as well as the receipt of endorsement from the from the elected officials to commit to a full cap at these historic corridors. Is thumbs up . This committee, this [1:44:05 PM] . This committee, this commitment gives the community steering committee the console needed to proceed in supporting the project. Thank you. >> Jim walker. >> Good afternoon. Council members. Thank you for the opportunity. Jim walker I'm with the cherrywood neighborhood association. We are a member of the insync neighborhood coalition that's been working on various iterations of this. This idea of I-35 for a long time. The first thing to lead off with is our residents are very excited to see the upper decks come down. That prospect is been a long shot initiative and people are excited about it. We share a lot of the concerns that have been expressed about the premise and the long term impacts of freeway expansion in the middle of urban centers. In this day and age, with climate [1:45:06 PM] this day and age, with climate change and with the impacts to congestion, Matteo mentioned, can can we share those? But we're also pretty pragmatic group. So the idea of tweaking and txdot has been very supportive. We were very excited to see the north central deck between 38th and a half street and airport in the fix came out a little while ago, very excited to see that, very excited to be part of any kind of discussion about how to make that actually come to fruition. So that it's not just a drawing, but it's actually something that happens . Very excited to hear that the 11th, 12th street cap got approved. Cherrywood is very supportive of that cap. Don't want that north central one to be done at the expense of or or taking away from the 11th 12th street cap. So we think that in the timeline, as other people have expressed, is pretty dramatic. So the idea of a pause or a slow down, to be sure that Austin can meet our side of this conversation with txdot and get all these benefits that that right now are are just drawings. [1:46:08 PM] right now are are just drawings. I think that's there's a strong argument for that that pause to make sure that we can actually get this for the next 75 years. Thank you for the time. Adam Greenfield. >> Hi. If it's okay, I would like to donate my time to Valerie Maynard. Okay >> Let me just check really quickly. Did you want to speak and hadn't signed up? Right. I'm going to allow both of you to speak. So you can both have your three minutes. We typically don't. It may not work this way with a full Dyess or other committees, but I think you're the only person that came and just didn't have a chance to sign up yet. So I'll let both of you have your three minutes. I'd be happy to say something. >> Thank you very much. Adam Greenfield. Rethink 35. Thank you so much for considering this resolution today. The context of [1:47:10 PM] resolution today. The context of this resolution is very, very significant, as maybe some of you know, elected officials are increasingly becoming vocal about the premise of this project. It recently, congressman Greg Cassar said he opposes expanding I-35. State representative Gina Hinojosa questioned, why are we why are we doing this? Why are we expanding this highway when we know it doesn't work? Several council members spoke up, including council member qadri here a few weeks ago at a press conference. Plus speaking out against expansion and Ed. Earlier this week, the Travis county commissioners court said to texdot don't proceed with this project until you've addressed our concerns. Aaron water quality and so much more so this resolution is very much in that context. I think we as a community are increasingly finding our voice on this project and we're understanding that we are preparing the way [1:48:10 PM] that we are preparing the way for future generations here. This is an emergency. We can't mess this up, especially after the summer that we've just had and the Summers we're expecting in the future. Thank you so much , Valerie Menard. Thank you. >> Council good afternoon. Yes, my name is Valerie Menard and I'm a resident of district one. I'm here today to echo what the folks are saying about pumping the brakes on this massive project. And please rethink. The expansion of I-35. The current plan is not a viable option or a solution. It's too disruptive and will not improve traffic. We've already seen this. We've already built these roads. We they're called toll roads and they have never delivered on their promise to reduce traffic . Yet we're going to build more and increase the lanes. We're just going to increase the traffic. So let's like the folks [1:49:10 PM] traffic. So let's like the folks have said, please support this resolution before we embark on ten years of misery of this kind of intense construction. Maybe we should think rethink those toll roads. Maybe we could open them. They're already built and would be much less disruptive, disruptive, and probably cost about the same. So once again, please consider that the public has not approved this. We're not part of this, but we are here today to say that we don't support this. So you're already hearing that the public is not behind this this plan. So I also want to thank the council members who have already supported us and like Adam said, we need to have all of our elected officials on board before we can ever even stop something like this. But we do appreciate the support we're getting today. And so please, once again support this resolution. Thank you, Miriam Schoenfeld. Thank. Whichever one you're more comfortable with, [1:50:21 PM] you're more comfortable with, the one that is at the desk, you may need to push the button and make sure the light comes on to turn it on and off. >> Okay. Thank you so much. >> I want to just start by expressing Singh my heartfelt gratitude for the opportunity for us to be here today and for the resolution that is that we saw on the message board this morning. As somebody that works with a lot of young environmental advocates at UT, I can say that it really means the world to people in my generation and the next to know that our elected leaders are linking arms with us during this emerge urgency that we are facing in the face of climate change, freeway infrastructure. There is fossil fuel infrastructure and climate leaders fight freeway expansions. It's really that simple. It imagine if the state of Texas, the state of Texas, decided to build a power plant in the middle of downtown Austin [1:51:23 PM] in the middle of downtown Austin . Imagine that. They were going to displace homes and businesses in order to build this coal fired power plant. Now imagine further that by building this plant, it would become increasingly difficult to use any other form of energy. Imagine that in order to sustain this coal plant, we would need to be build more coal plants. And worst of all, imagine that if this coal plant gets built, it will be incredibly difficult to remove and we will be stuck with its consequences for about a century that that is this project. It is that bad. The rocky mountain institute calculator calculates that the greenhouse gas emissions from expanding I-35 are the same as that of a coal plant. I've recently been reading the color of law, which describes the history of urban freeways and Austin features prominently in that national story. And as I'm sure you all know, the picture is not a flattering one, but the [1:52:23 PM] is not a flattering one, but the history is not over. It's been said that when it comes to freeways, Austin is either going to be one of the last to get it wrong or one of the first to get it right. And I don't know what the outcome is going to be, but whatever project we end up with the history of urban freeways in Austin must include the fact that during our second go around we did everything we possibly could to get it right. Thank you so much for your time, Monica Sanchez. Good afternoon. >> My name is Monica Sanchez and I was born here in Austin at Brackenridge, and I'm a resident of district five in south Austin [1:53:24 PM] of district five in south Austin . I'm here to speak against the I-35 expansion as other people have stated, it was originally built. To divide the city between west and east and continuing that expansion would continue. That division. I'm here to ask you today to consider your constituents and how the expansion. Of this highway would affect all of us, especially the pedestrians and cyclists that ride or walk near 35. The mobility impact of this highway expansion is very huge. It obliterates the Austin vision . Zero plan more lanes equals more deaths and instead of there being less traffic, this will [1:54:28 PM] being less traffic, this will actually increase congestion in there's also an increase in the health impact, including higher numbers of people having asthma . And I'll also have over 100 homes and businesses in in and around I-35. Five the environmental impact includes the riparian habitat that's below the dam will be destroyed and town lake and the hike and bike trail, which is also known as lady bird lake, will be interrupted while this construction is going on. And what's troublesome about tex dot's final environmental impact statement is that instead of giving us a count on how many trees will be affected or other environmental things like that, they say they don't know the count yet, and that raises a huge red flag. And another thing that that's worrisome about tex [1:55:31 PM] that that's worrisome about tex dot plan is that they don't stay on time. And we all know that they're saying it's going to take six years, eight years, 12 years. But we all know they go into overtime. They also divided this into three different projects so that they could avoid meeting federal laws. And finally, we all know that wider doesn't work. So I ask you to please say no to the I-35 expansion and please support the resolution that was very well written and researched. Thank you. Johnny. >> Refer. >> Hi, y'all. Thanks so much for taking the time to speak to us today, no less. As I just found [1:56:32 PM] today, no less. As I just found out on two of y'all's birthday. So happy birthday. I just again came here to say I absolutely support this resolution. I think it's very much in line with a trend that we're seeing of elected officials, you know, standing in line with students, with environmental activists. It's with climate organizers who are inconsistent opposition to the expansion of the freeway downtown. Right now, one of the things that I wanted to bring up is that I feel a lot of students feel very strongly about the fact that the expansion. Of the freeway kind of trades in, you know, long term sustainability for a short term solution to a problem, you know, transit or traffic downtown will be alleviated for a couple of years. And then it's gone like that. We're going to expand some more tear down some more businesses. The process repeats itself. This is in the context of a climate crisis, of course, which means that in the very near future, expanding the freeway simply is not going to be a sustainable option. In fact [1:57:33 PM] be a sustainable option. In fact , arguably, as many people have said, it already, isn't this is coupled with the fact that, you know, in the long term, we're going to be seeing capital move out of the city. So younger residents aren't going to be able to reap the benefits of what we would in a world where Austin was built in a fashion that was sustainable. Well, beyond that, younger people are going to have to deal with the ramifications of increasing carcinogens, particulates in the atmosphere, you know, that are going to be in direct, you know , conjunction with some of our biggest urban centers. So, you know, as it stands right now, the I-35 project does not really work in favor of long term planning. In fact, it contradicts some of the really great strides that the city is making as it relates to project connect and other for, you know, more sustainable endeavors. So overall, I say we should support this resolution, move it forward and ensure that the city continues to use everything in [1:58:34 PM] continues to use everything in its tool chest to make sure that if a project does go through, it works in the best interests of all. Austinites for the long term, not the immediate demand to alleviate some traffic that's occurring through the downtown area. I-35 is particular significant because it stands as one of the greatest mistakes and injustices that have occurred in the city of Austin. It's a scar in the fabric of our urban core . Instead of deepening that scar and making it worse in the long run, I feel very strongly that elected leaders should work alongside the state to make sure that we're reduced it, alleviating it, and making sure that the city works best for everyone in the long run. Thank you all so much for your time and happy birthday. >> Bobby Lewinski. >> My name is Bobby Lewinski. I'm an attorney with the save our springs alliance. We are here to speak in favor of mayor pro tem Ellis's resolution, and we're very much appreciative for you bringing it forward. We [1:59:34 PM] you bringing it forward. We support this action and any other action that the city of Austin would like to suggest to oppose these highway expansions that are damaging our region. The resolution is very much consistent with the Biden administration's efforts to restore the force of the national environmental protection act and undo the damage that trump did to the regulation burns it's also very much in line with new guidance that was adopted by the Biden administration with respect to cumulative effects. Looking at the long term and cumulative impacts of air quality from all segments of the project. And we really appreciate the direction to look at the campo models, especially to actually make sure that this could happen and show people that there is a solution forward as a water based organization, I also want to take note to the impact lady bird lake and its park system that will be permanently and irreparably harmed by the expansion of I-35. Most of the park land is owned by the city of Austin, so not only do we [2:00:36 PM] of Austin, so not only do we hope that the Austin acts as the most impacted agency, but also as a landowner and fights back against the take of park land that we know was listed in the record of decision. The save rock springs alliance is ready to support the I-35 coalition to the full force and we hope that the city and the county and all elected leaders in our region aren't just silent, silent partners in this process. We think that this is going to be a huge impact to our region, and this is the time to act. And we really appreciate mayor pro tem Ellis's leadership on this. Thank you. Thank you to everyone who has spoken today. >> Let's go ahead into the presentation. >> Thank you, chair. At this time, I'd like to invite miss Heather Ashley Nguyen, director of transportation planning development with Texas department of transport, to provide the update. [2:01:38 PM] provide the update. We have posted this presentation to the message board. >> Since we can't get it onto the website until after the meeting. >> All right. Thank you for having me here today. I wanted to just thank all of the speakers that it gave us consideration of all the changes that we've made to the project and I just wanted to say thank you for the partnership with the city as I put the presentation together today, I put together a lot of the history of the partnerships. Most of the people in the room here, we I feel like as a partner and a friend. And so I'll I'll just start from there. All right, next slide. All right. So this is the project overview. I didn't want to go too much into it because I think we all know what it is. [2:02:40 PM] think we all know what it is. But what I did want to highlight is that this is a $4.5 billion project over eight miles and the middle chart shows right there that typically our projects that are over 500 million or design build projects and these are the last the design build projects that we've done across the state at 680 million oak hill parkway, 1.5 billion, and San Antonio and this four and one half billion dollars project is very, very large for the state of Texas and for texdot. Now, we have originally we were going to do the what if you see the image at the bottom, the university in the downtown is designed build. But we made the decision late last year to go ahead and do bid build, which that's actually helped us with a number of things. It's helped us do the final design on our own of the caps and not put that into a contract document so that others could could design it after after the contract execution. But we have a big, big project [2:03:41 PM] But we have a big, big project ahead of us. And and just wanted to show that next slide. So these are the three major types of Nepa projects that that we do at texdot. We do categorical exclusions. We do environmental assessments which turn into a frenzy of finding of no significant impact. And we do environmental impact statements . And since the last three three, almost four years, we've done five we've we've awarded five record of decisions. So not only is this one of the biggest projects butts that we have in the state or that we've done, it's a rare type of environmental process that we go through now. Now, I wanted to show here the environmental requirements of Nepa are for federally funded projects and we have to these Nepa projects are due to our federal funding now locally funded projects, Nepa doesn't apply, but they still are required to consider other [2:04:41 PM] are required to consider other laws. Now let's see. Yes. So Eis is a really 0.1% of the environmental projects that we do at texdot. Next slide. So in the capital central environmental impact statement that we looked at impacts to the human and natural environments, including but not limited to noise, air quality, quality, protect lands, community impacts, natural and biological resources, water resource, his park lands, land use, cultural and historic resources. One of the one of the studies that we did, but it wasn't a requirement was the greenhouse gas and climate change study. When we published the notice of intent in 2020, that was not a requirement. And so we did that study. And I think that's part of kind of what I've been hearing today is some of that study, hazardous materials and induced growth. One of the things that I put those images there at the bottom and our [2:05:43 PM] there at the bottom and our record of decision, there's is plenty of commitments required by policy or regulation. And you can find that in our record decision. And there's a long list of requirements and as I mentioned, we've done five of these over the last almost four years. We have a very, very strong legal counsel that that reviews our documents and makes sure that we follow all the required Ann in this project. We actually went over and above. Now in the rod, there's also proposed mitigation and we'll go over that later. So next slide I wanted to show this. This is a 1994. This is actually in the environmental document. This is a three different alternatives that were looked at back in 1994 and elevated section. I think that's 11th through fourth, a lowered with additional elevation collector distributors. There in the middle and then more upper decks. And so all of those things were looked at long ago. Next slide. One of the I started [2:06:44 PM] Next slide. One of the I started working on this project in 2017, but I know a lot of folks that I was I worked at the department at the time and in 2014, the stakeholder working group was formed and they found that exactly what we've done by in, you know, fast forward ten years lower I-35, safe, wide bicycle crossings, reconnect Austin was there congress for new urbanism? Was there for all of our partners that we still work with today were at that at at that stakeholder group. And it was chaired by, at the time, senator Watson and the unresolved issues I find is interesting, the nature of the of the desire development on the caps hadn't been fully defined. And the plan to champion and fund and construct hadn't been established. So this was back in 2014. And that and that finding . Next slide. Now fast forward. To 2020 before before we even [2:07:44 PM] To 2020 before before we even put the notice of intent out for the project that we I had been attending some of the downtown Austin alliance task force meetings, and I got this real big sense of working together with our partners. And so we had a four day, 3 or 4 day, what we called a charrette that we had city of Austin capmetro fhwa downtown Austin alliance, UT. You can see some of the pictures there of our four day workshop and atd was attended there. Next slide. And then of course, the downtown Austin alliance is report. Again. It's very similar to what the downtown stakeholder , our working group found is that, you know, the next 6 to 12 months, this was back in 2020 was crucial in terms of making the caps a reality. Next so fast forward to November of 2020. This was in the depths of covid . We partnered with the city of [2:08:44 PM] . We partnered with the city of Austin transportation department, and we hosted what we called focus groups and we convened at the city offices off of Cameron. And our and really what we did is we had less than ten people in a room. We were all messed up for a good eight hours. And we really wanted to start off off working with the transportation department out of Austin, understanding that they know best how to get people in and out of downtown. So really that was the focus of the very first workshop was how do we get people in and out of downtown? And that whiteboard right there, you can see you can see Nathan Wilkes there standing by the by the whiteboard. And we did our best. We did two options of getting people in and out of downtown. And we also had parkland and workshops. We had bike and ped. We had drainage. I know we have drainage. I didn't have it listed there. Joe Joe's there in one of the pictures. But we, we definitely have been meeting quite often and doing as much collaboration as we can. And we really thank our city [2:09:44 PM] And we really thank our city partners and helping with the project. Next slide. So this is the project timeline. I put the one on the bottom because that is the timeline that we had in August of 2021. And the timeline that we have today, we, we met the schedule and the after August of 21 right there, we sharpened our pencils and we keep sharpening our pencils on the project. And so next slide. So in August of 2021, we went out for the first time with schematics and we heard from the public that that all the alternatives downtown looked the same. And they did. You can see it right there. They looked exactly the same. And so we sharpened our pencils. And from August of 2021 to next slide to January. Of 2022, which is a short time to make that that big adjustment as we proposed modified alternative three, which is the bullet boulevard style section right there. And [2:10:45 PM] style section right there. And we did we got support from from some of our our close partners. And there it said, you know, modified three reflects progress towards common goals gratified by the continued work of textile overjoyed to see textile adopt urban street design. Next slide . So really from at in January this is March of 22. We be at that meeting that we rolled out the boulevard. I sat and I spoke with the cherrywood neighborhood quite a bit, actually, Jim walker in the room and I stood over the pedestrian bridge there for quite a while. And from January to March, we sharpened our pencils more and you can see the top picture. There weren't near as many stitches in that area. Really, the problem in this area to not cap was the drainage Paige. We couldn't lower the highway any further here due to the drainage at that time. And then after we rolled [2:11:47 PM] time. And then after we rolled this out, we really went forward into our technical studies and the draft environmental impact statement. Next slide. And so I have Joe gesling here with me. He's the Austin district hydraulics engineer, and he's going to speak to the drainage designs, high. >> So, yeah, as you can see up here, the project is lowering the main lanes of I-35. So the map in the center is a drainage area map showing the drainage areas that the project will be intercepting. So the drainage areas that are flowing to and through the right of way that because we're lowering the highway, will be intercepted by our project. So in order to accommodate all that drainage, we are going we are proposing to drainage tunnels that are quite significant. So we're talking 22ft, internal diameter here. They'll be anywhere between 70 to 200ft deep in the Austin chalk, which is the same material that the waller creek [2:12:48 PM] material that the waller creek tunnel was built in. And so one is going along I-35 and one is going down. Cesar Chavez to a very large pump station that we'll be building. Also there will be about ten access shafts. So shafts for the water will come into the tunnel and at the pump station, there'll be a large mechanical trash drain. So if you've been to Waterloo park and you've looked at the waller creek tunnel intake structure, it will look something like that. Although it won't be visible. And it will have mechanically cleaned. So there'll be a mechanism to take trash that flows into this tunnel and bring it up to the surface. And two large hall off dumpsters that automatically work when there's water in the tunnel. Next slide, please. So the tunnel will be built with a tbm, so it'll be a different mechanism. The waller creek tunnel tbm is like what you see in the picture on the left, bottom left there. And these are [2:13:49 PM] bottom left there. And these are some other pictures of tunnel trips that Texas injectors has traveled to learn more about them. The purposes of the tunnel, like I just described, is to collect all this stormwater take it safely away from the highway. And one thing to note on that is it will be removing, especially in the boggy creek watershed, a significant amount of peak flows. So there will be a large flood reduction in those neighborhoods adjacent to I-35. There and this also allows us to provide water quality treatment because we have a centralized location where all the water from the project is going. So the original approach that txdot took was to provide treatment in the right of way there at the 123. Cesar Chavez fifth street interchange in this as water quality detention ponds. But we've kind of iterated in that process. We worked with [2:14:50 PM] process. We worked with watershed staff and we have now came up with a concept that will this that will basically allow the city to build a future regional pond for this. So this will occur through to a modification to our pump station that will allow the water to get pushed further. So basically a pressurized line, Ann and the city as as well as other things, larger pumps, different electrical improvements. This will allow the city to build this future pond that will treat an enormous amount of water. Next slide, please. Yeah. So this is kind of building off that what you see is in the picture is an aerial of the pump station. So this is directly connecting two of the low flow pumps to this pipeline. Ann the improvements that dot is incorporating into our project is around $5 million and then the city's responsibility is to [2:15:51 PM] the city's responsibility is to fund, construct this pipeline and into site, acquire and build and maintain this large water quality pond. The benefits of this is this is allowing the project at txdot and the city as a partnership to exceed the treatment requirements that the city would have and not only treatment for the highway, but treatment for large amounts of areas of downtown Austin. And that that drainage area map I showed that currently really don't have that much treatment because they were built out before the city's requirements went into effect. So and this is just a reminder, under the no build treatment, basically, like I said, much of that is draining through city of Austin. Storm drains that drain directly to lady bird lake with certainly no regional level treatment. I think that is next slide. I think this is all a water quality ones. You yeah, this is just going back to the tunnel and one thing I didn't mention [2:16:51 PM] and one thing I didn't mention here that should be is there will probably be an access shaft somewhere along Cesar Chavez. This is a very large asset, as you can imagine. If you've ever if you're familiar with the waller creek tunnel, this is bigger than that. And so we want to make sure that we are able to maintain it. One thing that also I wanted to mention is we have, as Heather mentioned earlier, there has been significant meetings with watershed department going back 2017. But really in earnest since 2020, talking about different iterations. We met with waller creek tunnel folks. We've met with maintenance departments. I'm really trying to come up with the best solution and we feel like this is it. Next slide . Okay >> All right. So Joe is here for any any technical questions after this. And I actually have Tim wood. He's from our environmental affairs division and he is the he's our expert that reviews all of our air quality studies statewide. Now, [2:17:53 PM] quality studies statewide. Now, what was what was studied in the phase was carbon monoxide and sat. And the phase disclosed the area's currently in attainment for all criteria pollutants and sat are projected to decline in the future. Overviewed methods of controlling construction emissions and proposed visual monitoring of particulate levels. Next slide wanted to show here the phase rod was then published in January of 2023 and we had the public hearing in February of this year and we released the phase and rod in August. Next slide. This this shows I think there was a request of the mitigation that was in the document that we committed to ongoing community engagement. We committed. To 9.4 million to for cap metro service [2:18:55 PM] million to for cap metro service that might be impacted during construction of the red line accelera construction of the cap metro red lines like Tom was mentioning, that's going to really allow we're going to construction on that next year so that we're going to build Eid bridges on the ground so that when the roadway contractor comes and excavates underneath that, that service in and out of downtown will will maintain advanced acquisition and relocation assistance to the community or facility renters. We are purchasing a new property next to the Esperanza community . We have committed to 100 million towards esthetics. We're providing noise barriers. We are proposing Singh grant writing assistant and permanent noise barrier for the festival, beach community garden and the festival beach food forest. We are partnering with the with the city and Jim and his team on the construction partnership program [2:19:59 PM] construction partnership program . And we actually added and mitigation to provide a phone based app during construction like, like like Joe mentioned stormwater controls and partnership with the city and the cap metro ramp at the tech ridge park and ride and boardwalk construction in front of the Hyatt, up to 25 million. Next slide really the project enhancements, the picture that you see there on the left is a big partnership that we had with the transportation department originally. The bridge there was was in line with the roadway. We've lowered it. We've widened it. That it's going to be wider than the boardwalk is today. And these are all some of those changes that we've just been adding because is because we have regular meetings with the transportation department. And these are things that shade structures. Those are just things that we've been adding. Even this overlook area on the on the bridge and that will go to construction April of this year. The widened cross street [2:21:00 PM] year. The widened cross street bridges are are definitely something we hadn't envisioned in the beginning. It's an enhancement that we're going to fund and design on and then we're partnering with the city for maintenance. Next slide. So community outreach, we had 18,000 virtual and in-person meetings. I know I've met with all of you council members quite often on the project, but we've met with community leaders. Anytime we roll out something new, we make the rounds and meet with all of the partners. We actually had 18,000 and comments from the from the public comment period meetings. We focused our efforts from communities. We held our open house in August of 21 at huston- tillotson. And our and our hearing Lang at the millennium youth complex. This next slide. So next steps as as as miss Alexander mentioned, we continue to sharpen our pencils [2:22:00 PM] continue to sharpen our pencils , the downtown and university projects are contingent upon that drainage tunnel and we're hoping that drainage tunnel will be completed in approximately three years. One of the things we are doing is looking at the 11th and cap designs there and try and try to provide a cap. We are entering the final design and construction and we are doing everything that we can. We maintained the environmental schedule and we're doing everything that we can to shorten the construction duration. And that's a commitment that we that we have the Austin district, Texas is going to environmentally clear the city of Austin and the caps with a categorical exclusion. One of those environmental processes, processes that I discussed earlier and next steps also is like was mentioned city of Austin to identify 700, 730 million to cap by. I didn't put December of 24 but that means December of next year so the picture right there I like to use this picture to show what [2:23:00 PM] use this picture to show what that 730 million is. So the black is what texdot would build if there was no highway cap. The hatched area and those jet fans is what we would need to build. We would need to build wider columns. So we'd need to lower the roadway for clearance of the jet fans. And so that hatched area is what that 730 million is. It's the fire life safety, it's the additional retaining walls, it's the lower lowered highway. And then and that's what we would put in the contract and then on top would would be a different city contract to then build the amenities on top. Next slide. And that ends today's presentation, Ann. All right. >> Thank you. >> Let's bring it up to the dais. Do we have some comments or questions. >> No. Who wants to start bueller? >> Let's go with councilmember Fuentes. [2:24:01 PM] Fuentes. >> Mayor pro tem, my questions are kind of in relation to your ifc, so I don't know if you want to lay that out first and then because I wanted to ask thought about it. >> Yeah, we could absolutely do that. I posted to the message board earlier today a resolution to bring to the committee, and this has come from conversations that we've been having on the various boards that I and other folks serve on as well as just some of the community conversations that we've had over the years. But, you know, there's a lot of entities that are just now undertaking projects that are sometimes federally funded that are essentially for carbon reduction , better air quality. There's a lot of issues that have been brought up where we need to be thinking regionally, whether that's through. Campo cog or some other entity about where do we want to be heading in mobility as an entire community. So obviously the federal government is pushing out things like reconnecting communities and we the city council just [2:25:02 PM] and we the city council just passed the authority for our transportation and public works departments to start trying to look at where we're getting funding for caps. But there is generally kind of this big question of the timeline Ann of we've got these big regional air quality plans thing going on that is basically just getting underway. The EPA is looking at its national ambient air quality standards and potentially lowering them. So as a city that is the last big city in Texas that is in attainment of EPA standards and looking at that process of where they're going to be setting those air quality standards, moving forward, I want to make sure that we are echoing what one of the speakers said, which is, you know, this can be a chance to have one of the last highways built. The way that highway design has typically been. Or we could look to some of our peer cities and other folks across the country that have done everything they can to mitigate for air quality impacts. We know that the conversation around I-35 in particular, also creates air quality impacts, particularly [2:26:02 PM] quality impacts, particularly for folks of color in our community. And it's no surprise here. I know everybody in this room knows what I-35 originally was. And it was a red line of segregation. And we're trying to make sure that every step along the way, we're doing what we can to make it right and make it better. I will say that txdot has come a long way in these conversations and they've done things like moving the access roads closer together so that they are more walkable UT tx is stepping up into doing caps near where UT owns land on both sides of the highway and so I think we're moving in the right direction. But I've just had these big questions of how does our regional air quality planning get accommodated through highway design as txdot moves forward with sharpening all the pencils and wanting to make sure that we don't miss the boat on on getting this right. So the motion will be to adopt the resolution and send it to the full council. But it mostly speaks to issues of greenhouse gas emissions, carbon reduction [2:27:03 PM] gas emissions, carbon reduction , emission planning and a couple other things that that happened between the regional collaborations is that a brief enough synopsis? So where where it's headed? >> Thank you. Thank you, mayor pro tem, and I appreciate your leadership and bringing that forward. Both you and I serve on campo, the capital area metropolitan planning organization. And I remember when we had the contract for consideration on on funding a carbon reduction on regional plan Ann and it was quite a big amount of funding amount for it. I had some concerns because I knew the city of Austin had similar work underway and so my question to texdot is knowing that we have kind of two carbon reduction, an emission carbon emissions reductions plan efforts, it's happening in the area both at the local level and with our mpo. How are you all taking that into consideration when it comes to texdot? Or to what extent will you all be [2:28:04 PM] what extent will you all be collaborating with both of our efforts as well? >> In terms of the mpo, the carbon reduction funding, the mpo decides what projects to put that on. And so, you know, we'll implement whatever is decided on and, and you all have input in that as well. So that's, that's that category ten carbon reduction funding is identified by the, by the locals I guess more so the way I'm I'm wanting to talk about it is from if we are waiting for that the data and information to come back from the study that the mpo is funding here locally. >> We all have our plan that's underway and we're going to wait for that information to come back. You know, does it make sense for us to move forward with this expansion project, knowing that we don't know yet what all the mitigation strategies and solutions that we should be considering, that we should be integrating with such a plan for renovation and expansion? You know, any thoughts on on that. [2:29:08 PM] thoughts on on that. >> That's a hard one. The project I don't anticipate the project changing much from the from the findings of those studies and we can implement it. We can still implement anything during construction, during final design and I feel like move moving the project forward could still allow us to implement things as implement ideas as they come forward. >> The other question I have is switching gears, that was one point of consideration for me. The impacts of the of the I-35 expansion will be significant, particularly for a child care center that is in the area that would be displaced as a result of this expansion. And the impact would be 200 families that are currently served at that child care center. We know we have a child care crisis in this city. And how hard and difficult it is to find high [2:30:09 PM] difficult it is to find high quality, reliable, able child care to. To what extent is tech stock coordinating with entities that are within the area that will have to be relocated? >> And so we've we've been working with them for quite a long time. We've been working with the community. I've met with the daycare. I feel like it was a year and a half ago understanding that they are a renter and the in understanding and when meeting with them, it takes them a long time to find a different place and to relocate . The property owner gets relocation. We don't typically give relocation assistance to renters, but we have for this project. And so we've been working on relocation assistance with them for probably over a year, I would say. And we've made a we've made offer to the property owner. I'm not I didn't check with the team on where we are with those negotiations right now. But understanding that there are special needs, this is what we do at texdot. There's we have teams that do this on all of our projects. There's certain standards that [2:31:10 PM] There's certain standards that that we that we take, and that's something that we do on an, you know, it's I just met with them yesterday and I know that it is a struggle. >> It is a challenge for them to find another era because not just about finding an area for them that is affordable is that they are meeting a need for the particular area that they're in. And so that is an important part of family planning is having a daycare that you can go to within your neighborhood or on your way to work. And so you know, I just ask that you all continue conversations with them. I know that would have a significant impact to our community. We the other question I have around caps and I appreciate that the committee isn't on on the 11th and 12th street cap. You know, asking the city to identify 730 million by the end of next year. We're [2:32:11 PM] the end of next year. We're talking about asking us to identify 730 million within 13 months for ten months, 15 months. It's it is going to be really challenging for us. So any any comments you'd like to share about that, that deadline, that timeline? >> So I can share I can share where we are with that. So those projects we're getting the contracts for the design of those of those projects right now. So by I say November, we're going to have contracts in place to start designing and we need to know how big the columns are , how low the roadway goes. If there's jet fans. So by next summer, they're going to be nearing 30% design and they're going to need to know what to design and, you know, when you look back, that number was identified back in August of 2021. And I believe I knew, you know, that that there was champions were needed. And we haven't been you know, we've been communicating that for [2:33:13 PM] been communicating that for quite a long time. And that's that's the stance we have is, you know, our project it has been a long time coming, like I mentioned in the history decade and decades of I mean, we're we're implementing what the stakeholder working group wanted us to do in 2014. And that's part of the project is we need local and local funding for enhancements like we have all over Texas. We've done the same model all in Dallas and El Paso is looking at caps. I know Dallas is looking at more caps and that's that's we can lower the highway, but we can't pay for the additional enhancements . >> I guess would the agency consider, you know, potential regulatory regulatory changes to allow it to that cities have more tools available to be able to come up with the funding or so that mpos have more tools available to fund such cap initiatives, especially knowing [2:34:13 PM] initiatives, especially knowing that El Paso, Dallas and Austin are all considering it. >> So the mpos could fund the caps. That's been done in in Dallas. They use their transportation development credits to use their category of funding. To make it 100% federal, because we don't put state money towards it. We can take congressional grants. I know the klyde Warren park took some funding. We can take congressional grants. We can take private donations. We can we can take bond money. We can take we can take a lot of money. But that 4.5 billion, that is what we've allocated to the construction. And there's you know, our administration has been very clear that a lot of places around Texas are going to be wanting these local enhancements, but they really are local enhancements that the drainage tunnel that we're building, $750 million, that is because we are lowering the highway Shea you know, we are already providing a considerable amount of our construction [2:35:17 PM] amount of our construction funding for this eight miles. It's just we're not able to spend another 730 million of the of the money that we use on highway construction. >> Ann, I appreciate your feedback and I know you know, it might be considered an enhancement, but to me, they speak volumes about the project itself. It's about the reconnection of our communities and you know, we have a general national project before us that we're asking our citizens, they're asking our residents to, you know, to bear with years, if not decades of construction. And, you know, it is incumbent on us to make sure that we get it right. And so with that, I yield the floor. Thank you. >> I've also approached the question of, you know, we've got great grant application writers at the city. I want to say, you know, our transportation and public works is done a really good job of trying to leverage our local dollars as much as they can with federal matching dollars. What would happen if we end up not getting the grant for the Cesar Chavez to fourth [2:36:18 PM] the Cesar Chavez to fourth street application? Ann would txdot just continue through with the project? Right. And we could never cap it after that. What would that look like in real time now that we're getting close to finalizing those plans? >> So the grant like I mentioned, is one option for funding. There's private funding. There's plenty of options that I believe the city could could look into. But in terms of us delivering the project, I mean, this has been the top 100 congested roadway over the last ten years. It always gets number one, 2 or 3, and that $4.5 billion is to alleviate one of our top 100 congested roadways. And I, I don't see that that momentum changing because we have a you know, we have a problem that we're trying to solve in terms of the congestion. I I feel like I have firsthand experience with that. >> As someone who was born in San Antonio, lived in Austin, 15 [2:37:19 PM] San Antonio, lived in Austin, 15 years and did a couple of years in Denton up at unt. I feel like I-35 is always under construction. There's always some construction zone somewhere along the way to do that. I think high level with with our city. I think a lot of us are struggling with is, you know, we have a plan for light rail now. We've got mobility bonds trying to make sure we've got good bike and pedestrian infrastructure. And so there's, number one, the question of can both of these projects be built at the same time, knowing there's only so many folks in town that are experts at constructing these major infrastructure projects? And at the same time, we've got one project that's really trying to get people out of their cars and to be able to ride more transit. And another one that people have said today, they're fearing that it's just going to create more car traffic and invite more cars onto the roads and the other environmental and air quality and water quality issues that come with that. I have a question on that topic, [2:38:20 PM] have a question on that topic, so I'll just jump into it. Can you tell us more about the you called them like health life, fire safety, ventilation. Can you tell me how exactly that ventilation works and what what does it filter out? Is it particulate matter? Is it car exhaust it all of the above. You know, what what exactly do those systems do? >> So those systems are if a fire happens in the tunnel, all those are for the emergency situations. So if there was a fire, so we're working with Austin fire department, we're working with our Dallas partners that have built these in the past. There's been a the most recent that I like to look at. You can Google the central 70 in Denver. They just recently built built a very similar type system. And, you know, we've we've met with them. I know Joe's met with them on what they what they designed for their drainage. But that that is one of the projects that's most recent at klyde Warren parkway [2:39:20 PM] recent at klyde Warren parkway was is was before the fire code changed to what it is today. And even southern gateway during the design build contract. It's even increased since then. And that's what it is. There are tunnel support buildings is there are there's a deluge system to where if there's a fire, there's hazards. You know, there's it comes from the ceiling and it suppresses the fire. And then you have to contain that. There's regular inspections that happen. But all of that is for fire and egress and there's actually where we can fit it. Most of the project we're having a pressurized chamber in the middle to where there's two where you could egress into that that sidewalk in the middle of the main lanes. And that's just for emergencies. All of those things are what is included in that. And the money that we would need because we wouldn't be building that if we didn't have the caps. Gotcha >> So none of it's about ambient air breathable Katy the caps [2:40:20 PM] air breathable Katy the caps probably aren't big enough to hold on to the car exhaust, so if someone, a car broke down, they had to get out and walk a bit. There's the caps aren't actually long enough to hold the air in because we know we don't want to breathe. Car exhaust. It's very dangerous. >> We can I can ask them that, but that's that's definitely a technical question on on air flow and tunnels. >> Okay. Gotcha yeah. >> More questions. You're good. I know you had some looking at slide 23. >> The you know, you're showing the $107 million for the airport boulevard cabin that's from airport two. Again, a little past. I don't remember the exact ending of it. And of course, the downtown cap would be the Cesar Chavez through fourth street is what I'm imagining. So the university of Texas and the martin Luther king junior boulevard caps, which ones are those? What areas are we talking [2:41:21 PM] those? What areas are we talking about on those? >> So the university of Texas caps are are the ones that are there from, north and south of mlk. So there's, there's a cap between Dean Keaton and mlk. It's a real small sliver right there by the, by the practice fields. And then from Maynor I'm sorry, from Maynor to Dean Keaton and then from Maynard, mlk, there's another cap, and then there's a cap from mlk to 15th. >> Okay? And so, so the, the caps from from and I guess the question is which portion of this, if any, is the university of Texas paying? >> I believe the ones that I put in the presentation were specifically see the city caps. Okay. >> Because I was just asking because the land my understand sounding kind of the land there around martin Luther king junior from there to 15. I thought that was part. And then also from [2:42:22 PM] was part. And then also from martin Luther king junior north over to Dean Keaton, my understanding was that those were the university of Texas that was is, you know, asking for and paying for those caps. But I'm just looking at the sheet. That's where I'm kind of like, do we need those $730 million or is that include other portions of caps that because if, for example, if we're paying for all these, which ones is UT paying for. >> So I need to look back at that. I actually took that that from a joint letter we're working on with the city right now. I didn't look at it too closely, but that we can look back at it. We have it's based on the square footage of the cap and then the lane miles of the lane miles that would need fire, life, safety underneath it. Now, it's as I recall, the university of Texas needing about eight close to 500 million of their own. And the number for the city might be 6 to 700 million. Okay [2:43:25 PM] might be 6 to 700 million. Okay >> And in terms of and I know these are issues that are going to have to be ironed out, there may be open questions, but for example, in terms of the capacity of the buildings, that a cap could hold, do you know where we are on that? Again, I know the city has consultants that are looking at that right now and we should be getting information. But do you have anything kind of to add or that any thoughts on that? >> So the designers that were were were getting under contract right now, they can they can look at what how heavy of a load can take. You know there's different areas like I mentioned in that picture, the foundations would need to get bigger to really we're trying to remove the visual barrier. So we're trying to as much as we can not build up that visual barrier that I-35 has always been. Now, if you look at southern gate, I mean, if you look at klyde [2:44:25 PM] mean, if you look at klyde Warren park, it's got one story. Buildings two story buildings. And we've we've been saying that we could probably we accept that that loading. But our designers are going to start everything that we've been doing now is preliminary engineering. But we're going to start our detailed design for construction drawings and once we get to there, we're going to in the spring start pretty heavily doing detailed design on that. And that's when we can tell in the areas what if we have more horizontal space width to put wider foundations? >> Okay. And again, this is just from various conversations that I've been having with with numerous folks around this. I agree that we don't want, for example, northwest kind of to recreate kind of this barrier between the running northwest so that there's kind of, again, an east west both visual and mobility barrier that said for example along like sixth street [2:45:27 PM] example along like sixth street or you know, 11th and 12th streets, is there the opportunity to create a contiguous street through that with buildings on the caps so that, for example, the crossing from east to west six from across 35, would there be just kind of a pedestrian avenue there with buildings on either side of it? Again, we're just kind of going through some of these thought exercises, also looking at it down the road. But general tax revenues, if there were improvements made onto those buildings and those again, I know that this is beyond the scope of necessarily what you all are talking about right now and building it and planning for it, but again, can we generate local property tax revenue not just for the city, but for the school district, for the state in terms of potential development? Again I don't think we're going to do this right out the gate, but looking forward, I think there are a number of possibilities. All kind of [2:46:27 PM] possibilities. All kind of contingent on the strength of the caps and our ability to, you know, to do things on them, you know, other than a parks again, I think there's great opportunities for parks, for kind of public areas like that. But there may be also select opportunities for, you know, additional buildings providing again, a number of different know services, housing, commercial activities, public activities, those kinds of things like that. >> Now, I can tell you, southern sorry, klyde Warren, I keep confusing them so klyde Warren recently I mean, when they designed it, they had planned on a water feature. There's a, there's a water fountain that's like the bellagio and, and it reacts to music. And they they anticipated that load when they built it. So can you phase it. Yes do we need that to know that loading next summer. Yes yes. So we can help our designers can help what's possible knell and then get those the you know, I [2:47:28 PM] then get those the you know, I always say it's an estimate until we get the construction bid, we're going to refine the estimates as we get further into detailed design. That date of December of 24 is when we need the funding. The source identified, but we wouldn't need it in hand until we go to construction, which would be 2026. Okay. >> So by next year then we're talking about essentially a plan. You know, I mean, maybe more than a plan, a plan that's already kind of moving in. You know, again, a federal grant application, part of that. You know, again, we've talked about potentially a tiff or a tirz or something like that as part of it. Obviously, we could do, you know, a general obligation bonds or, you know, there's a lot of different options in the mix. But again, just to be clear, we don't have to have that $600 million come December of 24, but we need to have it identified. >> We need to have it identified, and we would enter into a funding agreement like we have very often with the city in terms of identifying that, [2:48:29 PM] terms of identifying that, because that would give us the assurance to continue with the final designs of that additional money in our construction contract. >> Got it. And then with regard to the and I know you were saying that you're going to you're looking at the 11th and 12th street cap designs. And what we can do in there to, again, put a more kind of a solid contiguous cap that would be effective in kind of reconnecting 11th and 12th across I-35. In that discussion . Ann I know that that there's the managed lanes are going to be coming up in and around that area. Or let me rephrase that. Are the managed lanes going to be coming up to the surface around that area? That's right. >> There's a we kind of call it the relief route valve for anyone downtown wanting to go northbound on I-35. There is a ramp that comes off around eighth street and then ties directly into the main lanes and we're looking at reconfiguring that we're looking at, I think, how it's really the vertical [2:49:31 PM] how it's really the vertical clearance of going ten foot deeper for the jet fans. And so we're looking at an at options of making those vertical clearances work. So I'm hopeful we can you know, we're closing in on some some really good ideas. And so we'll we'll get that presented, hopefully. I mean, we committed to our future 35, I think, last week to at least provide those by January. But I think we're going to be able to beat that. >> Well, I appreciate that. And how does that affect the because the caps were proposed also go through eighth street, right? It was like from Cesar Chavez to fourth. And then there was an additional cap from more or less fifth to eighth, I believe. And do you do we know like, you know, again, we want to get those 11th to 12th street caps done, but how will that move around some of the other caps and do we have any sense of that? It just all depends. >> The vertical clearance of the additional 7 to 10ft that we [2:50:32 PM] additional 7 to 10ft that we that we need for the for the for the fans is, you know, is it the is it the ramp that is the controlling vertical? Is it the jet fans under eighth street, is it the jet fans under seventh street? So those are the kind of things that we're looking at right now. If we were to add jet fans under 11th and 12th, how does the vertical profile and the vertical, because we don't typically go over like a 4% grade on on a on a mainlanes where where we have where we have the mainland traffic and then switching gears and I'm sorry, this is my last question. >> Chair the situation there between oltorf and Riverside would combine the two streets. Is it woodland right there? I know that is the first portion that is going to be going to construction on the on the current schedule. There has been talk of, you know, a stitch. I know I've seen the what is the [2:51:32 PM] know I've seen the what is the status of that stitch in particular or or the plan to kind of maintain a pedestrian and bike connectivity at the very least along woodland. >> Those designs are advancing and we are working very closely with the designers that are on your team and as you mentioned, that's going in construction in April. And so I believe that funding for utilities and funding for the woodland stitch are coming to you to council in October. >> And is the woodland stitch something that the city would pay for, or is that something that texdot would pay for? >> So our our base design, if you will, has a 70 about 70 foot pedestrian bridge because that's about what we're doing on the roadways that have have a have the car traffic. And so we just kind of said okay well, we'll do a typically we do like a 14 foot pedestrian bridge, but we've extended that to about 70ft. And [2:52:32 PM] extended that to about 70ft. And then the additional and we can only go to 300ft on on, on woodland, similar to the because it would not require the jet fans. And so it's actually a pretty it's progressing well and I would hope that when they come to council for the money next month they'd be able to show you some of the renderings that they're they're looking at. But it's the additional width that would take it up to 300ft. >> Okay. So then again, just to restate, y'all are going to put in that 70 foot wide pedestrian bicycle connection regardless if we wanted to do more there along woodland and we could pay for a stitch that would potentially be as wide as 300ft, correct? >> Okay. And I mean, we are we are designing the 300ft. You know, we don't we're going to construction in April. So by January, our construction documents will be complete. And we're anticipating the woodland stitch and partnering. [2:53:33 PM] stitch and partnering. >> Yeah. Do you know of and the city staff may know what is the cost of the woodland stitch. >> So the additional width that would be needed by the city is about. About 12 to 14 million. So I think there's a kind of a budget of about 15. And that's what I said, that it's an estimate until we get the construction bids and then we would we would really know at that point. But that's our estimate right now. Got it. >> Thank you very much. I just have a quick comment on that chair for councilmember Bella campo is considering a updating our tip, our transportation improvement plan, with an amendment to cover the woodland stitch at a $9.5 million funding. I appreciate that, council member. You know, that's an area where and there was a road, there's a perfectly functioning road right there and it's going away. And that's one area in particular. Again, to be frank, I think that the state [2:54:33 PM] frank, I think that the state should be at the very least, kind of partnering with us on some of these costs for the stitches. I do think that there are you know, I mean, the caps, you know, I wish we could share more of the expenses with the state. Be that as a may I know that's above your pay grade and above mine is as well along woodland in particular. I do feel that the state has more of an obligation to maintain that east west connectivity, given that, you know, there was a path there and it's not so I think that's a very appropriate step for campo and good to hear that. I appreciate that because I was going to jump in as well and wanted to better understand what our our plans are. >> And we can we can have that conversation with our team internally. But would not be supportive of us having to reallocate voter approved mobility bonds that are already out there and already in their planning phases. And so if campo if we on campo can can get in there and help make sure that the state is addressing that need, I think that's really important because it is a crossing right now. It needs to continue being a crossing. But I [2:55:34 PM] continue being a crossing. But I just want to make sure we found the right pot of money for these things to be coming out of. On that note, if there's no further questions, I'm going to make a motion to adopt the resolution seconded by council member Fuentes. Is there any discussion ? All right. All in favor of approving the resolution? Say aye. That's the three of us on the dais. Council member Kelly has had to step off and council member Vella is joining us in an ex officio capacity today. And without further ado, I think that does our presentation. Thank you so much for being here today and talking us through this. >> Sure. Thank you. >> All right. It is now. 256. We have our last item is identifying future items right now, our discussion for the October meeting, which I will say I think we're trying to find a new date for that. So we'll [2:56:34 PM] a new date for that. So we'll keep you posted as as we're able to work through scheduling that we would like to bring up a conversation around autonomous vehicles. I know this is something that I have posted online about councilmember qadri as the person who represents the downtown and UT area. I know you've had some interactions with your constituents about this conversation, so I think that's going to be a really informative and robust discussion. Then we've got Austin energy e-bike incentive program update, seeing how those increase, those increases in e-bike rebates are performing and potentially mobility bond updates for 2016 and 2020. And then in November, we're looking at the Barton springs road bridge. Update, safe routes to school program. And adopting our calendar for 2024. Yes, it's already that time of year. And then later on down the road we would like to take up the fleet electrification update and incorporate not just our city fleet in the conversation, but aisd and capmetro as other folks that have fleet electric vacation plans as well. So if there's any other ideas people [2:57:35 PM] there's any other ideas people want to share, you can raise them. Now you can send me an email, let me know in the hallway, whatever your your preference is. But on that note, it is. >> Yes. I was just going to make a quick comment about the October meeting. I'm really excited that we're going to talk about the robot cars. I'll call them robot cars. All right. They've been they've been a nuisance and it's been a mess. Unfortunately in a lot of parts of downtown in west campus. So I appreciate our constituents for reaching out to us. I hope to continue to reach out to us. And I do appreciate crews for having a meeting with me in my office. And I understand we're getting waymo and Volkswagen are also going to be putting their messes in our city soon. And it's unfortunate we can't regulate these messes. But I think having these conversations is working with these companies and also kind of raising the alarm bells with our state delegations. Really important. So I'm really excited about the October meeting and I would be remiss not to just say once again, a very happy birthday to council members. Fuentes villa and harper-madison. I don't know how [2:58:36 PM] harper-madison. I don't know how three three amazing people were all born on the same day, but it happened. >> Apparently there's something there's something going on that they're all born on the same day. I really appreciate your candor on those topics. Yes, I agree. Also that if there's issues where the city council is being asked to regulate something that we don't have much power to regulate, we hope that the state and our state officials and state transportation planners and other regulatory agencies can work with us and understand that our our traffic engineers know, you know, every section of every curb and every ramp and every street in our city. And I hope that we've got state assistance in trying to navigate this conversation. I've said this multiple times in my years doing this work, but it's the blessing and the curse of being a place of innovation is that sometimes you end up with technology out there in the public and there's a lot of conversations around regulation and public safety and just trying to make sure that we are all working toward the same goal. So on that note, it is. [2:59:37 PM] goal. So on that note, it is. 2:59 P.M. And I will adjourn the mobility committee meeting.