Mobility Committee (MOBC) Meeting Transcript – 2/20/2025 Title: ATXN-1 (24hr) Channel: 1 - ATXN-1 Recorded On: 2/20/2025 6:00:00AM Original Air Date: 2/20/2025 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. [1:05:50 PM] It is February 20th, 2025. And this is the mobility committee. I'm going to call this meeting to order at 1:05 P.M. And we are here at city hall. Vice chair qadri might be able to join us remotely today, but I am joined on the dais by Natasha harper-madison, chito vela and Christa Laine here to take action on our mobility committee. Do we have public communications? I think I see two people have signed up. >> Yes, we our first speaker is Philip Wylie. >> Welcome. I think you have three minutes. Yes. Go ahead. >> Thank you all for allowing the public this opportunity to speak. Greatly appreciated. I'm here to talk a little bit again about mobility oriented development. I have three charts and I promise it'll be quick. This is a view of the capitol. [1:06:51 PM] This is a view of the capitol. It's a view of the capitol from what we refer to in the downtown plan as the judges hill district. It's an unobstructed, complete view of the dome. Partial view of what's underneath. Originally, when I've been doing some research and originally in the early 80s, when the capitol view corridor initiative was going forward, which was at the same time as the ldc, they went forward together. When that work went forward, there were 60 different corridors proposed. 30 made it through the process. I don't know if this is one that did not make it, but I can tell you this is, in my opinion, as a longtime resident around there, one of the better ones, I'd say it's in the top half of the ones that actually made it through the clip level. In fact, if you go to the next chart, you will see that there are actually no CV on [1:07:53 PM] that there are actually no CV on public land. I'm sorry, on private land north of 15th street. Other than as far as I know. One that's behind the Cambridge tower and the Cambridge tower in the 1960s was up on mlk and was the tallest residential building in the city. And they they were fine with that. But there was another one that got a little bit too close to the people at the capitol. And that's when the cvc work kicked off. Next chart please. I almost had an epiphany. And that's part of the reason why I'm here. Maybe I did have an epiphany. The senate in 1983. These are the people who were leading the state of Texas. In the upper left hand corner is a gentleman by the name of William hobby. He he owned property in the judges hill area [1:08:53 PM] property in the judges hill area since 1975. I think he probably took an active role in this discussion, which you would understand knowing how the system works much better than I do. The theme in 1983, just as it is today, was education, education, education. And by that I mean not just middle school, not just lower, but up through the university of Texas. And I think he's been a huge advocate for UT. And basically, I look at the cvc chart as an enablement technology that allowed uno, that allowed Rainey and allowed whatever it is you decide to do in the judges hill area. Thank you very much for your time. >> Thank you for sharing your thoughts. We appreciate it. >> Can I ask Mr. Wiley a question? Sure. Just real quick in giving your historic information and context and during your almost epiphany. [1:09:55 PM] during your almost epiphany. Just curious to know if during the course of that discussion, there was any talk about how community members contribute information to the process? Briefly, I'm just curious to know historically how these conversations took shape. >> In all fairness, chair Ellis last suggested last time that I might want to write some of this down. I certainly will. It would be write it down. I'm in what I would call research stage right now. There have been some papers written on this in the past, but my impression is that the neighborhoods were very actively involved, the city was very actively involved, and the state was very actively involved. And there are some papers, including in the archives of the Austin history center, that I've started referencing. >> But thank you, I appreciate. >> It. >> And I appreciate your consistent presence. And during the course of our governance and municipal processes, it's super critical and just so refreshing [1:10:57 PM] critical and just so refreshing to see you always around. >> Our next speaker is Scott Johnson. >> Welcome, Mr. Johnson. You have three minutes. >> Good afternoon, committee members. My name is Scott Johnson. I'm an advocate to try to prevent distracted driving. As some of you know, I took a lead role on this in the 20 teens. What I want to bring to your attention is that distracted driving is a year round issue that we need to be addressing through awareness, education, and also trying to find creative ways to enforce it. As some of you who are I haven't spoken to about this topic before, I'm not here to criticize APD for not enforcing the ordinance to the level that we reached in the 20 tens. In 2017, there were 10,400 citations written in one year. In recent years, it has dropped to below 250 citations per year, [1:11:57 PM] to below 250 citations per year, something that the council members can do through their e-newsletters through messaging when they talk about this issue in the public with constituents, is that April is distracted driving awareness month, and we need to message that during April and at other times of year, because some people don't know if they've come from a Progressive state in New York or California, it was it's a statewide ban here. It's only city by city. So we need to do our best to prevent crashes and injuries and fatalities. Distracted driving now and has been the leading cause for crashes and injuries. It goes beyond and above drunk driving and other means. So this is a very serious issue. And I wanted to show you at least part of a video. Please, please start it now. That's called don't be a Scott. It's not about me, dude. >> It's going to be a fun party. Thank you. Are. You all right? Let's do it. You got everything, [1:13:00 PM] Let's do it. You got everything, man. I think so. Oh, wait. I don't know where I'm going. What are you doing? Hey, you know, it's illegal to use your cell phone while you're driving. Really? You're gonna Skype right now? Why not? Hello? Scott. Hey. What's up? >> Wait, are you driving? >> No, I'm not driving right now. Yes, he is driving. Hey, we're heading to the party, but I don't. I don't know the address. Give me that. Hey, give me that, man. Come on. Hey, wait! Come on, come on. >> Oh, hey. Gotta go. See you soon. >> Give me that. Oh, jeez. You know what? I think the address is on the Facebook event page. Oh, god. Where'd you even pull this from? Oh. Come on. Really? You gonna do a little bit of gaming while you're driving? Is that what you gonna do? Come on, give me that, man. You're right. It's no time for games. It's time for music. Oh. I'm typekit. Oh, god. Don't let me do that. Omg! I think I got it saved on my gps. Scott, you can't use [1:14:02 PM] my gps. Scott, you can't use that either while we're driving. You gotta pull over into the next parking lot here. What? Yeah, man, we're gonna be late. There. Now type it in. >> Turn left onto west Riverside drive. >> There. You happy? Can we go now? Much happier. See? How hard was that? >> You can stop it. So I realize my time is up. This is a tool that you can use the vision zero program. After this was done and after the ordinance was passed in 2014, they put out one. That's that's 30s. So you can use these to message and try to find a way to go. Go beyond just the people that you represent. Hopefully we can work together and do better than we've been doing now on the awareness campaign. >> Thank you. We certainly appreciate that. And if you haven't sent that information to our teams, I'd love to include it in a newsletter moving forward as we approach April and help make sure that people know how dangerous it is to do that. >> I will. Thank you. >> Thank you. Do we have any other speakers signed up? >> Rey we do not. [1:15:03 PM] >> Rey we do not. >> Okay. Thank you so much. We will now approve the minutes of the mobility committee meeting from January 2020. January 23rd, 2025. Do I have a motion from council member harper-madison seconded by council member vela. All in favor on the dais, say I. I. Four of us in attendance approve that item. Council member qadri will likely not be able to attend. He's dealing with a family situation at the moment. That moves us to item number two update from the urban transportation commission. Do we have chair Susan Summers joining us? Looks like she is available online. Hello? >> Can you hear me? >> We can. We can't see you quite yet. >> I don't. Oh, there we go. Okay, perfect. >> Go ahead. >> Excellent. Thank you. City council members, members of the mobility committee. It's a pleasure to be here with you today to discuss the happenings from the Tuesday, February 4th meeting of the urban [1:16:05 PM] meeting of the urban transportation commission. So if I go through our agenda, we did have a discussion item, Austin light rail update, which I think you're going to have probably a pretty similar item on your agenda today for review. So that will be interesting for you to see as well. I think utc will probably come back with a comment at our next meeting, which is March 4th, and that is within the comment period for the Austin light rail draft environmental impact statement. I think the deadline for that is March 11th, so we hope to have a recommendation for that comment period at our March meeting. And then we'll also, of course, share what we did with that with you when I see you next. The then we had a right of way vacation item. This was really I normally would barely discuss this with you, but I've never seen us actually object to a right of way. Vacation proposal. This proposal did come to us [1:17:06 PM] This proposal did come to us with general staff recommendation for approval, but when we heard testimony of the applicant, as well as testimony of some neighbors to the applicant, we thought there was enough uncertainty about what the public good was in this case. Right. Because when a right of way vacation is, we're giving up a public benefit of the right of way. You know, for private use. And so we were very uncertain that what the right pathway was. And so we actually moved to object here. I do think that pending a mediation or planning between the two, the applicant and their neighbor, we would be willing to certainly look at a right of way vacation again in the future. But, you know, this is in city code as a special duty of utc. A lot of our right of way vacations are very remote. Like I'm thinking of one where we like vacated an unused right of way to help create a plaza space at the Mexican American cultural [1:18:07 PM] Mexican American cultural center. Like, that's obviously very obvious case for the public good there. To build up our Mac. But this one was a little a little tougher for us. Have not seen actually have not seen anything like quite like it before in my utc time. So you'll see that probably winding its way through. Maybe the parties can resolve that before it gets to council, but just letting you know about that. And you can watch our discussion if you want to learn more. Then the our other action item beside the right of way vacation was discussion and recommendation. Responding to city council resolution 2024 1212133 on the reorganization of certain boards, commissions and associate entities. As I'm sure the members of the mobility committee are are probably very well aware. And it's been in the news as well that there has been a recommendation to greatly consolidate the boards and [1:19:08 PM] consolidate the boards and commissions. And specific to the utc. There was discussion of renaming the utc to the urban mobility commission, and there was also discussion of. Merging it with the bicycle advisory council and the pedestrian advisory council. And if you're not familiar, the bicycle advisory council and the pedestrian advisory council are quite different than a lot of other boards and commissions. They do receive staff support, but they are not appointed by council and they're not subject to Toma. So they sort of live in a more in-between space than a commission like the urban transportation commission or many others. And so there was a the recommendation had initially been to say, don't do this. And we had a really I mean, the commissioners were sort of all over the place. I think what I would really like to say is that the utc really honors the work of the back and the pack. We think that they do really, really good work. We think that [1:20:09 PM] really good work. We think that they're a really great resource for staff who work in the active transportation areas. However, ultimately, and as I read out, this recommendation, you're going to see, we did not really have consensus on the utc to say, no, don't do this. Instead, the recommendation that we're providing to council sort of highlights the why. Like, why were these created in the first place when we already had utc and give some of the context and honor some of the work and provide some ideas. So I'll just kind of I don't always read everything out, but I think I will quickly read this out to you all so you all can get some of this context. So the recommendation says whereas city council resolution 2024 1212 dash 133, appendix a proposes merging the bicycle advisory council pedestrian advisory council into the urban transportation commission, to be renamed the urban mobility commission. And whereas this same resolution purports to take action to reduce redundancies, increase efficiency among the [1:21:10 PM] increase efficiency among the city of Austin's boards and commissions, txdot task forces, council corporations and intergovernmental bodies. And whereas the back and pack are not or nor have they ever sought to be a city of Austin board, commission, task force, council, corporation or intergovernmental body. And whereas the back and pack status is citizen led, associated entities would make a merger with the sovereign commission like the utc and feasible, and would likely lead to conflicts with existing city code and state law. I'll pause here and say I think there was confusion, like some people were thinking, oh, this means we would add, you know, 20 people from back and 20 people from pack to the utc and have it be a 50 person body. So I think there was some confusion about what really is this really a merger, or is it really just a cessation of the back pack and maybe a little bit of a reorganization of the purpose and mission of utc? And so I'll continue now, whereas the back and pack have not suffered from frequent cancelations or lack of quorum. And all cancelations since 2020 [1:22:10 PM] And all cancelations since 2020 having been either to accommodate a joint back pack meeting or for an off site visit where no action was taken. And whereas back and pack do not place the burden of appointing members on city council and regularly have over 50 applications for fewer than a dozen positions, which are thoroughly and anonymously reviewed by a subcommittee that makes recommendations to the full membership. And whereas the back and pack are highly effective, engage organizations, the auditor special report finding that boards and commissions average 7.5 recommendations from 2021 to 2022. Meanwhile, during the same period, the back passed 18 recommendations and the pack passed nine. Whereas the back pack recs serve unique functions that have proved helpful for city council staff, for utc and for city council. There's a reference to rec there. And whereas the citizen led nature of back and pack allows the bodies to function as an important resource for feedback on city staff for bicycle and pedestrian infrastructure, [1:23:12 PM] pedestrian infrastructure, leaning on members lived experiences using bicycle and pedestrian infrastructure across the city. And whereas the UT status is a sovereign commission, makes it ill suited to provide feedback on individual projects and designs. With the utc taking on the role of the back pack and providing that feedback would overburden the utc's agendas. Members, staff, liaisons and monthly reports to mobility committee. Whereas and whereas city council and knowledge, the back citizen led structure and resolution 2013 zero nine 2680. Calling the back a citizen led organization with the city staff liaison. Since then, every city of Austin bicycle plan has included an action item to continue supporting the bicycle advisory council. And whereas city council resolution 20 1309 2680 asked city staff to support the newly formed pack and worked with the utc to develop bylaw changes and processes to work with the back and pack. And whereas, in response to city council resolution, the same one [1:24:12 PM] council resolution, the same one from 2013, the utc disbanded the bicycle and pedestrian committee. This used to be a subcommittee of the utc in favor of appointing liaisons to the both the back and pack, and the utc does not wish to reestablish the committee to handle the workload of the backpack. Now, therefore, be it resolved, these are. What we got to was that we recommend you not rename us to the urban mobility as the commission, as the name may lead residents to confuse the new urban mobility commission with the city council mobility committee and the central Texas regional mobility authority. And be it further resolved that the utc commits to working with the back and pack and or city staff to improve communication, reduce impacts on staff time, and better define the relationship between the organizations, including by submitting revised utc bylaws to the city council audit and finance committee. By the committee's July 16th, 2025 meeting. And be it further resolved, the utc requests the city manager submit this recommendation and any back and pack recommendations on the [1:25:13 PM] pack recommendations on the issue to the city council audit and finance committee at the committee's February 19th, 2025 meeting. So we really we did the initial rec was to say, don't do this merger. I think what we ended up doing, like I there was not we were not going to pass that. So we ended up just this is very informational and you can kind of tell where it was leading. And then we don't have that little punch of like the actual don't do this. We just sort of show some of the, the potential challenges. I do think that we had a lot of discussion about the name transportation versus mobility. You know, transportation actually matches the transportation and public works department, and maybe you're going to rename them to I don't know, I think mobility actually, sometimes this is my opinion can be a little confusing to the citizens. I get that like transportation often equals cars. But when you teach second graders about transportation and social studies, you do include walking and biking and all the forms. I think sometimes mobility confuses people, or it confuses [1:26:14 PM] confuses people, or it confuses people with other entities, which, you know, I'm open to whatever. I do think our name also as a sovereign commission, it might it might be, I don't know, it might be in it somewhere. Anyway, you're going to have to look at how to change it. But anyway, we just sort of showed you some of the work, the back and pack do I think where and the recommendation kind of highlights this. If the merger does go through, I think the utc right now is working really well. We're doing a lot of work. We're doing a lot of recommendations. Nearly every meeting, multiple recommendations. And I think we love to do active transportation. I think the question that we have is that back and pack often get really into the weeds on specific design implementation for bicycle and pedestrian projects in a way that utc hasn't. So if we do merge or just end the back pack. I think it's going to be a project for utc to figure out how do we incorporate that work? How does that work still happen? Do we have do we reinstitute a subcommittee on these topics? Do [1:27:15 PM] subcommittee on these topics? Do we make our meetings longer? How do we adjust our work flow so that we can provide that kind of feedback? And how can the people who are using the facilities, the bikers, the pedestrians know how to come to us? Because, you know, a lot of actually what we see is people join the back pack. They have a little bit lower barrier of entry. People hear that through word of mouth, through their friends. And then a lot of times those people end up joining utc. That's how they find out about utc is they join backpack. So this is not really to say I think there was a lot of support on the commission also for simplifying processes and commissions. So I think it was it was a very mixed and fruitful discussion. But I don't know, maybe some of this historical context and potential challenges helps the council members in their decision making. So thanks for listening to me at length on that. I hope I presented that adequately and I'd certainly be happy to take questions now. >> I certainly appreciate that. I know it was brought to my attention. There was a proposal [1:28:16 PM] attention. There was a proposal to combine those, and I had asked a couple of questions that were still waiting on answers to, which is what is council's oversight of the back and the pack? We don't appoint people necessarily. And so they kind of operate in an an ad hoc environment and certainly provide fantastic feedback. I personally think it's really advantageous for us to be able to hear feedback from folks that are looking at the pedestrian environment, as well as the cycling environment. There's a lot of overlap with cyclists and those with disabilities who are operating in our public spaces and looking at how fast are people moving, where are sidewalks more helpful? Where are bike lanes more helpful? And trying to navigate those conversations are something that I think are really helpful. As we look at our grid and how we create connectivity and fill in gaps in the network. So I certainly see the benefits of having the back and the pack and was kind of asking my team to research a little more about what authority do we have to tell people they can't volunteer [1:29:17 PM] tell people they can't volunteer and provide their own recommendations in their own capacity? And so I appreciate the utc taking in that feedback and trying to help us triage recommendations and look at those conversations in a way that is more formalized. I think there's a benefit to having all all three entities operating in similar capacities with different focuses. >> Yeah. And if you look at like the recent history, like last 5 to 6 years, you'll see that certain things come through each body, a big policy things. And often they're similar recs. In fact, there's been times where utc looked at a rec for from back and pack and either just endorsed it or took it with a few alterations and made it our rec. But back and pack definitely get far more into the weeds on project implementation. They're getting out sometimes and doing rides or walks in, like experiencing it on the ground to like provide that level of feedback. My understanding with back is that back actually somewhat existed before becoming an associated entity of the city and receiving [1:30:17 PM] entity of the city and receiving staff support, so they sort of operate it. I don't know exactly how they operate it, but they they actually at some point were sort of authorized with a staff support person. And then the pack was created in 2013 on the model of the back. So they are definitely in this weird middle ground as associated entities and receiving staff support. I don't I don't I don't honestly have the solution. I know that obviously when you talk about reducing commissions down to a minimum, there's going to be some pain and someone's going to have to stop. Some work that was being done is going to have to stop. I think we can really acknowledge that back and pack have been doing really fruitful work, have been functioning well, have been generally meeting the requirements. Utc stands ready to do whatever to continue as is. If you reorganize this, we'll try to figure out ways to make some that the work happen. I do think there's a potentiality that some of the most technical work might not be appropriate for the large utc, because we're having very I mean, I was just talking to our [1:31:18 PM] mean, I was just talking to our staff liaison, and we're having three hour meetings right now, like trying not to become the planning commission here. Right? So, you know, I think I think it's there's a lot of work that needs to get done and figuring out how to take the feedback on those very technical implementation things. I think that would be the challenge without the back pack. How to facilitate that happening? There's nothing to say. Back pack couldn't exist without being an associate entity, but like, no one really knows what that means. Like. They just dissolve. What would a merger really mean if you were being intentional about a merger? >> Gotcha. >> Versus just dissolving them and saying, utc, do the work now. >> Yeah, appreciate that feedback. We'll certainly be taking this into consideration as we look at some of some of the recommendations that are coming through with our look at boards and commissions and the time they serve and the issues that they tackle. So we [1:32:19 PM] that they tackle. So we certainly appreciate your service and the rest of the utc and the back and the pack in covering these issues. They're definitely helpful to council as we weigh these options. >> Thank you. >> Fantastic. Thank you so much. Our first item that we're going to get a briefing on is the federal mobility grants outlook and impacts on projects. I believe we have our new intergovernmental relations officer, Carrie Rogers, as well as our director of transportation public works, Richard Mendoza, joining us today. Welcome. >> Good afternoon. Thank you. Chair. Thank you. Committee members Richard Mendoza, director of transportation and public works department. And I'm joined today by miss Carrie Rogers and our governmental relations officer. And to give you a federal mobility grant update, a lot has been happening in the last 30 days regarding our federal grants. And so appreciate this opportunity to sit down and touch base with you on the status of our grants, [1:33:19 PM] on the status of our grants, specifically as they apply to transportation, public works and mobility infrastructure. So we'll go to the first slide, and I'm going to ask miss Rogers to cover the first legislative type items. >> Thank you. Richard, is this picking me up here. Good afternoon Carrie. >> Sensitive. So yes, you may not be able to hear yourself, but we are able to hear you. >> Thank you so much. Well, I'm allowed talker Carrie Rogers. I'm the intergovernmental relations officer at the city of Austin. This is my inaugural presentation in a city council setting, and I apologize. I am not here with better news. What you have on the slide in front of you is a timeline of recent actions. We've communicated a number of these items directly with city council and our external stakeholders, beginning with the incoming president's executive order relating to spend across board, and then a rescission of that particular [1:34:22 PM] rescission of that particular memo that was pausing grants. It ultimately landed in the courts. And we've seen a lot of opining from scholars about whether or not what's going on is in or outside the rule of law. From a grants perspective, city staff is continuing to review pending grant agreements that we have in place or those that we're currently working on. There is some, you know, legal precedent to giving congress authority on spending, and that's where you have the scholars coming in and saying, you know, who's on first here? Awarded an executed grants may be on stronger footing because their legal binding documents that have already been signed off on really where we see the questions coming in, coming forward, are related to those pending grants. And Richard will talk a little bit about that in a moment on a couple of specific projects. In some of these cases, federal agencies will attempt to comply [1:35:23 PM] agencies will attempt to comply with the administration's goals. And if you'll go to the next slide, you'll see specifically here, we want to talk about usdot and the recently appointed new transportation secretary, Sean Duffy, following the executive order from president trump, secretary Duffy had issued an order to usdot to begin looking at ensuring that all spend across the department is compliant with the president's new executive orders. We communicated something, I believe, to council on Friday with these guidelines that secretary Duffy has set in place on how the department should be making decisions regarding its funding, and you'll see some some of the, you know, I call unfortunate language that has been advanced earlier in January from the president's office about what they deem to be appropriate spend. And so we're continuing [1:36:23 PM] spend. And so we're continuing to look at those. We have been asked. We have a number of folks in our office who, whether it's transportation focused or other, related to other grants that are working on federal funding, pass through funding at the state level. That comes from D.C. And what we have asked staff to do is to continue proceeding as they were before. Unless someone calls you or you get a notice that says stop, order, that you are to continue operating in that fashion. We have a couple of those potentially impacted grants here that would be subject to this review. That's going on with grants at usdot right now. We continue to feel very strongly about the merits of these projects. We have made our case early and often, and continue to do with our congressional leadership about the value of these projects and other grants that could be impacted throughout the city. So that is where we are today. Continue as you have been doing, [1:37:23 PM] Continue as you have been doing, and we will continue to have legal folks weigh in and we're watching closely. So with that, I can answer any questions or turn it back over to Richard and thank you for your time. >> Do we have questions from the committee at this point? Council member vela. >> So the three that you're listing here are awarded and executed but not received. >> Do you want to speak to those? >> Richard I can yes, councilmember. We're watching these especially closely because while they have been awarded the agreements have not been executed versus we've got another menu of projects that have gone through the agreement executed phase. >> Okay. And for example, one that that I'm glad to not see on here would be the wishbone bridge funded. >> It was. >> That executed. And I'm assuming the money has been received as well. >> Well, let me say this too, that most federal grants or [1:38:24 PM] that most federal grants or grants in general are reimbursement based. And so when you get a $102 million grant, they don't send you a check the next day. It is because just like we would you hire someone to come do work at your house. You want to see the work performed and then you pay them. And so that's why most grants are reimbursement based. >> Council member. Actually, the wishbone bridge was a congressional earmark. And those are not affected by the executive order. That work is continuing for that particular project. And I'm going to cover that on a separate slide later in the presentation. >> Okay. Got it. And good to know though about the again, I just from a legal point of view, if you've actually poured concrete based on an awarded and executed federal grant, then I think your legal case is much stronger to actually pull down that money. But okay. Thank you. >> I appreciate that, and I don't know if this is a question at this phase. I know there's a [1:39:24 PM] at this phase. I know there's a couple more slides to get through, but understanding that reimbursement process, it seems like some of these projects may take quite a bit longer to actually finish the projects. And so the conversation over one year, three years, five years may change along the way. And so is there anything you want to add at that point or just what you said stands and we can move on to the other slides? I think council member harper-madison has a question as well, but my understanding is that reimbursement means when is it finished and what are the concerns there? >> Yeah, typically there is a regular cadence of the drawdown. So when you submit your grant and it's awarded, you know you're going to have a schedule with it. You know, if we're building a bridge, you know, design, construction, etcetera. And so that's part of the grant agreement. And the funding reimbursements are based on whatever that timeline is. And so if it's expected to be a three year project, then your drawdowns may occur on a monthly or quarterly basis. You know, [1:40:25 PM] or quarterly basis. You know, something along those lines. It just depends on the grant agreement itself on that particular project. >> Okay. Thank you. Council member harper-madison, did you have a question brief? >> I was just going to ask, as a continuation of council member Bella's question. Director Mendoza, your response was it was a congressional earmark. Do we have a list of those? Is that what's on that slide you were making reference to? >> Yes we do. I've got a list of those of those later in the presentation. >> Awesome. >> Thank you. >> Yes thank you chair. >> Continue. Thank you. >> Okay I do want to make one slight correction on that prior slide. That 102 is a typo. That should be 105. That's the captain stitch grant award okay. So I'll continue with just an overview of the specific projects that are being managed by the transportation public works department. At a high level. You know, we've been fairly successful in the last couple of years and in leveraging federal grant opportunities and being having successful awards to the tune of [1:41:25 PM] successful awards to the tune of a little over $230 million. We've done this not alone. We've had strong support in our community and with our collaborative partners such as txdot, capmetro and campo to secure these grant awards and examples of these large projects that we are successful in applying this funding include our cap and stitch Cesar Chavez to forth project bridge reconstruction projects, urban trails, safe routes to school vision, zero safety enhancements, as well as mobility hubs which are related to the recent carbon pollution reduction and equity grant. Drilling down a little bit further. The discretionary grants awarded since 2022. On the next slide. From the most recent 2024 include the climate pollution reduction grant, you [1:42:28 PM] pollution reduction grant, you can see the remaining grants all the way back to 2022. The ones I've highlighted here in yellow are those ones that I we had on the previous slide as being especially particularly vulnerable since we've not executed the funding agreement. That funding agreement in many cases is ready to ink now is just pending the completion of that executive order 90 day review. The other projects, while there's not been any stop orders issued, we are being very deliberate as we progress. The climate pollution reduction grant work is continuing on that we have not applied for. It's actually a drawdown grant. It's not a reimbursement grant. But right now, the first year of that project is primarily planning with our interagency partners. If I move down to the reconnecting communities pilot related to the cap and stitch, [1:43:28 PM] related to the cap and stitch, we have submitted one invoice for reimbursement on that, and we're continuing work. We've not been issued a stop on that project, but we are proceeding cautiously, understanding that there is risk that we may not get that reimbursement going forward. Discretionary spending, discretionary grants. So we've not stopped applying for grants during this executive order. There have been notice of funding opportunities issued. An example of that, of course, is the build grant that we recently applied for the Burcham spur urban trail project. That entity in review is the usdot. There's also working with campo. We're proceeding with applications or they're being reviewed for award by campo, as well as usdot, fhwa on low carbon transportation [1:44:28 PM] on low carbon transportation materials grant. This is specifically the sustainability low carbon contact content concrete for sustainable building materials. So we're continuing to pursue grant opportunities even though we're in this current state of review. And then finally, the list of congressional earmarks that we have enjoyed, vast support from our local congressional delegation, namely representatives and Doggett. You can see those grant awards and the related corresponding projects here. We're continuing work on on many of these projects, including advancing the funding agreements through txdot. These have not been affected by the executive order, and our work continues to fulfill these projects. As you mentioned before, wishbone bridge near longhorn dam, that construction is underway. And, you know, we're going to get to [1:45:29 PM] you know, we're going to get to celebrate that one here not too long from now. So next steps again is, you know, almost on a daily basis, myself and our team working with our zo are monitoring communications out of DC on status of those reviews. So we'll be ongoing monitoring those executive orders if we need to pivot on the fly, on executing on some projects will be adaptive in terms of our planning for completing these projects. Many of these projects, you know, involve collaborative interagency partners like the carbon pollution reduction grant. We're in constant communication with capmetro and with our txdot and crma, and continuing that planning work for that's a five year program, and then we'll be sharing those updates on a continuing basis with the committee and the rest of council, as we know. You will know. That completes our update on the federal grants and the [1:46:32 PM] on the federal grants and the impacts of the recent executive orders, and we're here to answer any questions. Also, have members of my project team, if you have more detailed deep dive questions on projects. >> Fantastic. Thank you. I have a question from council member harper-madison. >> Yes. Thank you chair. I couldn't help but notice that during or with the two sides that made reference to cap and stitch, the 11th and 12th street cap and stitch aren't mentioned, not in the vulnerable projects, not in the earmarked projects, not in the grant projects. They're not mentioned at all. >> No, ma'am. We don't have a grant application either pending or awarded for that section of cap and stitch. It's not to say that we are not planning to apply, as those grant opportunities come more published. Right now, the only application that we have is the Cesar Chavez to fourth. We do have 11th and 12th in our cap and stitch program. As you know, we txdot and answer on a funding [1:47:35 PM] we txdot and answer on a funding commitment. And from our work session last fall, 11th and 12th is included on that and funding for that section to include the other potential locations include everything on the table to include new grant opportunities. >> You know, I'm certainly not an alarmist, but I'm a realist. And so I'm just thinking through how to. Consider potential implications and have some plans B through G. So if we're already looking at, you know, a relatively substantial list of vulnerable projects, you know, one of the things I like to tell my constituents is I'm not a politician, I just work in politics because politicians will lie to you. And so one of the things that I feel very proud about in terms of my engagement with the community that I represent, is that I tell them the truth, and I offer them [1:48:35 PM] them the truth, and I offer them the opportunity to make preparation accordingly. So I'd like to be able to, without catastrophizing the potential. I'd like to be able to give them some realistic expectations about what our submission of a grant application might be received like. And I'm certainly not asking you to forecast the future, but I would very much appreciate the opportunity to give the most accurate data that I have in front of me today, based on the experts and their interpretation of the risk. And so I'm sort of asking for some guidance as to how to talk to district one residents about potential cap and stitch. And one of the reasons I ask, if for no other reason, I feel very strongly about the potential for economic redevelopment with 11th and 12th street. I mean, I live in the neighborhood. I serve the neighborhood. I've worked in the neighborhood for the better partpof a decade, and just recognizing how much in the way of pedestrian friendly access would open up and how commerce [1:49:35 PM] would open up and how commerce would shift exponentially, and most especially on 12th street, where there's tumbleweeds blowing down the block right now, there's nothing that opens until 6:00. And even then it's one restaurant and one bar. So you have a whole city block, you know, the former epicenter of the African American cultural heritage district that sits in there, completely dead all day and most of the night. This will change everything, really. Opening up access, east west access. But I don't want to be hyping people up about the potential and get them excited about the potential and get them moving in the direction of support of cap and stitch. Given that there are some folks who are not sold on it and they're, you know, given their version of what happens to would potentially look like in the cost benefit of the expense. And I'm giving mine, which is important. Everybody should have access to all the information and data available, but I want to make certain that mine is accurate, factual, and is given [1:50:37 PM] accurate, factual, and is given people the opportunity to recognize what the risks are. >> Yes, ma'am. And you can share with the community that we are actively monitoring any potential new grant opportunities. They can come from a multitude of different programs with different objectives and different criteria. We definitely would be looking for a grant opportunity where that particular captain stitch location would be most competitive. And a couple of years ago, our department hired a full time grant administrator to help us be on the watch, working together with grow so we don't miss any grant opportunities that arise. Sometimes they come on notice with a very short turnaround time to scrape together the application and submit. But we're on continual watch for those opportunities and we'll remain. Yeah. >> Thank you Richard, and thank you, council member. And I, I appreciate your words. And no, [1:51:39 PM] appreciate your words. And no, Richard can speak to the merits of the project itself. I, too, am not an alarmist, but I would not be doing my job if I did not make it very clear that this is a very different time in terms of funding availability for projects. And whereas we saw a number of years with the infrastructure investment and jobs act, the inflation reduction act, you know, a number of positive programs for communities across the country that helped fill those large gaps because cities alone, counties alone, local government alone, cannot meet all the mobility needs of a community. Right. And so that's why we try and get our tax dollars returned in the form of a grant, large grants to help get these big signature projects over the goal line. But I do think it's fair to say, and we want to make sure that leadership understands it's going to be a very different time and all the support and the pieces and folks may be lined up for any one particular project, [1:52:40 PM] for any one particular project, but those types of large grants may be out of reach for us for some time. Not specifically just our community, but by way of what we are seeing come out of Washington right now, not just on transportation, but housing, public health, all of those things. So I appreciate what you're saying and wanted to be very direct and clear back for your constituents. >> I appreciate that very much. >> Thank you. I had a quick question. You had mentioned some of these grants being reimbursement based. We all know what that means. We spend the money and then we get reimbursed later for the work that's been done. And then there was a mention of a drawdown grant, which I'm assuming means they draw down from their federal dollars and put those in our bank account before we build the project. Can you clarify that or tell me if there's a third or more different types of funding for these projects? >> Go ahead. >> I was just going to say if it was directed at me, chairwoman, [1:53:42 PM] was directed at me, chairwoman, the drawdown is the reimbursement. So when you have your grant agreement, there's and I'm oversimplifying, but you know, there's a portal etc. And so you're going whatever the grant agreement says in this case we'll say monthly. So your monthly going and logging in and you're uploading your invoices and your, you know, compliance reporting that you've done this, this and this. And you're able to then draw down the funds or, you know, reimburse back yourself for those, those particular expenses. Okay. But I know Richard mentioned something where you had an advanced funding agreement related and wasn't reimbursement based. >> Yeah, that's a little bit different. The climate pollution reduction grant is actually administered by the EPA, not the usdot. So the rules are a little bit different, and we're able to draw down funds in a more expedient manner than, say, a quarterly or monthly or annually rfa with the usdot. >> Okay. So does that mean we get the money up front, or does that just mean there's a [1:54:42 PM] that just mean there's a different pay schedule? >> I don't know the details of those, but I can definitely get that to you. >> Okay, I know we're getting into nitty gritty here. And then there was mention of the reimbursement style versus earmarks. And so earmarks are ones that are already assigned per congress budgetary adoption. And there are others that the federal government does have discretion over whether or not they reimburse. Is that correct? >> So the community project funding request, which is known as earmarks, historically have been referred to as earmarks. So those are that those are discretionary spend dollars. And it is a process that went away a number of years ago, I want to say, during the Obama administration at the start of that, and then was put back in place in fiscal year 22. And so each congressional member and the rules change slightly every year, but each congressional member can submit a number of projects, you know, however much a number of projects to the [1:55:42 PM] a number of projects to the appropriations committee for their consideration. And so we'll say, congressman Smith, he can submit up to 15 projects. Usually those discretionary projects are no more than, you know, a million. It might be, you know, $500,000 for some helicopter, you know, software technology, something like that for APD. But so they get a cap. But understand, congressman Smith is also getting requests from the county, from the cities within their district. And so that's why the congressional member, you know, has some decision making. And what they then forward to appropriations. And so once the appropriations bill has passed, those are then, you know, awarded in this case, city of Austin. What I will tell you in those for those earmarks is what is then what then happens is a grant program is established for that project. So if you do a grant funding agreement, you're having to submit compliance reporting and [1:56:43 PM] submit compliance reporting and invoices. Et cetera. To draw down from it. So once it's awarded, it becomes like a grant for that specific project. Okay. >> That makes sense. I appreciate that clarity. And I know we'll probably cover this style of conversation over the next couple of weeks and months, but definitely want to express my appreciation to our congressmen for going to bat for us at the federal level and making sure that we can do this. And for the grant writers, I know dpw has had great success with applying for grants. And now, Kerri Rogers, appreciate you joining us today for this. But you've talked about the need for us to be able to monitor our grants throughout the city and to have, you know, kind of a centralized location where we know what's happening with our grant dollars and any money that we can get from state or federal assistance obviously helps our tax dollars go further for the city of Austin. So we greatly appreciate the information you've presented today. Are there any further questions before we move on to another topic? It does not appear so. Thank you so much. [1:57:43 PM] Thank you so much. >> Thank. >> The next item on our agenda is going to be project connect Austin light rail status update. We've got some great folks from atp joining us today to give us an update. The draft environmental impact statement is open and available for comment. So they have brought a handful of great folks to come and educate us on where we're at and where we're going. >> Thank. >> You. Might need to push the button. >> Okay. >> There we go. >> Good afternoon, chair Ellis and committee members, thank you so much for having us. All three of us are from Austin transit partnership. My name is Jennifer pine. I'm executive vice president for planning and federal programs. And we also have Lindsey wood, who is executive vice president and design and construction, and Lisa storer, who is vice president for architecture and urban design. So I will start if we can go to the next slide. Oh, I'm so sorry. I have a clicker. [1:58:45 PM] I'm so sorry. I have a clicker. So since the new year started we have been out and about providing an update on the Austin light rail project as a new transportation option that would keep Austin moving as it continues to grow and make sure that people are well connected with jobs and other important destinations. Certainly, improved mobility is going to be a key benefit of the new light rail system, whether that's congestion relief and just getting more people throughput in the streets that we already have. As I think you already know, the light rail system would be electric vehicles, mostly in street in our existing rights of way, and would provide frequent service every 5 to 10 minutes for most of the day. So the input, sorry, the update that we've been providing is additional design work that has we've completed since the last time we were hosting a set of public meetings and the draft environmental impact statement. So I'll just start with a little bit of the project update by saying, you may recall, about a [1:59:46 PM] saying, you may recall, about a year ago we were hosting meetings and letting people know the studies we were about to embark on and getting their input on a variety of things, including a set of design options. So now we've been studying it over the past year and are coming back with recommendations on those options. So some I'll just briefly mention some of those key recommendations. Several of them include stations, including. We are recommending the addition of a new station downtown near Wooldridge square. We're affirming a station location near the convention center. We took a look at some of the stations along east Riverside and have recommended a few, including at grove and montopolis, and we are recommending to omit the Travis heights station, which had been contemplated previously. In addition, we are looking at an elevated station at waterfront, and we are also proposing a concept along east Riverside that we're calling a greenway concept. I'm going to pass it [2:00:47 PM] concept. I'm going to pass it over to Lisa to speak a little bit more about these project elements. Just checking. >> That you all can still hear me. Okay. Yeah. So as Jen mentioned, one of the recommended options would introduce pedestrian and bicycle pathways in board along the guideway in the median of east Riverside drive. This would stretch for sort of all five stations that are east of 35 here from lakeshore boulevard all the way to yellow jacket. And would essentially provide folks an additional hike and bike or or pedestrian and bicycle pathway in the center of the traffic lanes to connect more quickly and easily with the light rail itself, and also provide additional safe mobility options along that stretch. In addition, as you can see, we think that there's an opportunity for far more shade trees in this area because of the lack of overhead or underground utility conflicts [2:01:47 PM] underground utility conflicts and driveways that intersect this whole section. And let me go. There's another view of it. This is taken sort of from a, I don't know, balloon shot at pleasant valley and east Riverside drive, looking toward downtown there. We did a lot of research into the user experience and what would drive people to take light rail as a new choice in Austin, instead of other options for mobility within the system. And one of those options was, or one of those findings was really to try and make the connections as easy as possible, and to have that choice be as evident as possible. Another location where we have a more pedestrian oriented station area is at UT. So this is along the drag where we are limiting those those mobility choices here to light rail, bus, or pedestrian access. So there won't be any [2:02:50 PM] access. So there won't be any vehicular traffic along this stretch of the alignment. And then the last conceptual visualization that we'll show you is at the southern end of line for this phase one alignment. This is at oltorf and south congress. The introduces this, you know, plaza condition, end of line amenities that you could find as you go shopping as well. And I'm going to pass it over to Lindsey to talk about the timeline. Thank you. >> So I want to talk a little bit about where we are at in time on the project, including the federal process that we are advancing within. We have been accepted into in our currently within a project phase called project development, which includes the preliminary design and this environmental review that we're we're out talking to our community about today and getting feedback on both of those elements, the design and the environmental analysis. And as we look toward completing [2:03:52 PM] as we look toward completing that phase of work, we're already preparing for the next phase, which is to enter into engineering or final design, followed by construction in order to be prepared for being able to quickly move from one phase into the next. We are starting a process this year to begin the procurement and solicitation of our final designers and contractors, and we'll be taking this this next year to be able to bring them on board so that as we complete this environmental process, we can seamlessly and quickly move immediately into that next phase of work. In early 2026. >> So we have released a draft environmental impact statement. It is on atp's website. It is available for a 60 day public review and comment period that kicked off on January 10th and will conclude on March 11th. So this the Eis looks at a variety [2:04:52 PM] this the Eis looks at a variety of different topics, considering how light rail would fit into the community and environmental surroundings, both during construction and long term during operations. So we're encouraging everybody to go take a look. There's a lot of material on our website and provide feedback during this period. All the comments that we received during the 60 day period, we will review and respond to in the final environmental impact statement that we are anticipating later this year. So we are a little more than halfway through the 60 day period. So we've gotten quite a bit of feedback so far. We've hosted four public meetings. We've also, you know, done presentations like this at a number of the boards and commissions, different neighborhood groups and organizations. And as those requests come in, we will always go out and speak to folks to comment on the Eis and the design it's associated with. People can go on to the website. All of the information that was at the public meetings is viewable on the website as well. [2:05:54 PM] viewable on the website as well. They can also call or email or send via regular mail. So far at the public meetings, we had over 600 attendees and we've had in-person engagement with over 2500 people, and that could include they attended a public meeting, they attended another presentation. We go out to bus stops and do person to person outreach there to let folks know what's going on and how they can learn more. As the comments are coming in, we have over 600 comments submittals so far, and we certainly expect to continue to receive them for the next month or so. So with that, that concludes the presentation we put together. But we'd be happy to answer any questions. >> Do we have questions from committee members? You got to have some questions right. >> Thank you so much for this. Again, it's great to the detail. You know, looking at the detail [2:06:54 PM] You know, looking at the detail and looking at the possibilities is really very exciting. Just a couple of questions. And the first one would be on the park and ride facilities that proposed park and ride facilities at the end of the line. I, I know there's some discussion right now about those. And again, I mean my, my I definitely do not want those to be the end of the line. And so there's a kind of a question of what role are those going to play? How much do we want to invest in a park and ride facility that may or may not be needed in, you know, a decade plus hopefully will not be needed. Hopefully that won't be the end of the line. Any thoughts on that? And then the other thing that and again, I don't know if we're in this level of detail, but is there any sense of what the park and ride stations, the costs associated with those park and ride stations as well? >> So maybe I can start with that. So yes, we our preliminary design does include parking [2:07:56 PM] design does include parking facilities at each end of the line. So at 38th street over at yellowjacket and down at south congress near oltorf, various sizes of parking facilities and how we've estimated the capacity of those facilities is through a modeling exercise that we have conducted using kind of fta sanctions and really actually fta developed modeling software. So to your question about these are temporary ends of line because we agree this is our first phase of light rail, and we are looking, as we design this phase, to always be thinking about how is it expandable and how are we making the right decisions now to be able to continue to expand it. So in the case of sizing the park and rides, that is part of the consideration. When we are we're estimating the capacity that we are designing for. We have heard quite a bit of feedback on some of those locations that we're taking in right now, and we'll continue to look at those locations, you know, based on that feedback. As [2:08:57 PM] know, based on that feedback. As we go over the next couple of months, I'll turn it over to the cost. >> I want to highlight that each of the three end of line park and ride scenarios are, are different from each other. So at 38th street, looking at potentially a structured garage at the south end, that being the north end of line for phase one, the south end of line for this first phase near oltorf, looking at some lease opportunities and some existing infrastructure. So that has a very different sort of cost than building something new, but really having the opportunity to capitalize on existing capacity in that area. And then at the east end of line near the yellowjacket station, looking at a surface lot. So those, you know, kind of step up in cost category, I don't have the exact numbers for any of those offhand, but we'd be happy [2:09:57 PM] those offhand, but we'd be happy to follow up with that detail. >> Yeah. And I discussed this with, with the capital metro as well, because my understanding is that they have a park and ride facility at the triangle that, that they have a certain number of spots reserved in there for park and ride. And again, my understanding of it is that it's a very lightly used park and ride. I mean, my sense would be just because it's just too close, you know, if you're going to drive that far, you might as well, you know, drive the whole way. Again, with the exception of south by southwest or, you know, a major kind of events where it becomes very difficult to, to, to drive and to, to park. But anyway, I just wanted to kind of throw that out there in my sense, honestly, if that 51st street kind of triangle of park and ride would be perfect, I know we're getting a little short of there, but another question on the republic [2:10:58 PM] another question on the republic square that that that third in Colorado, you know, right now republic square I think is the number one stop in the system for a capital metro. And the there were, I guess, initial sense was that there would be a stop kind of at republic square. I know y'all have moved it just a few blocks away there just east of republic square. Can you kind of just talk me through that a little bit? What is the thinking in not having it actually on at republic square and moving it just a ways east of republic square? >> Yes. It's due to the technical space constraints, both in the width of the right of way there, and also the vertical grade or the slope of the roadway at that location. So where we're coming in and the geometry of the rail alignment. So we're coming in on a curve and the station needs to be flat and straight. And so that [2:12:00 PM] and straight. And so that already starts to push that station a little further north of that turn from third and Guadalupe, and where it starts to push it to, to be on the straight portion of the alignment is to steep for a station. And so we would have to think about walls and how to regrade the entire area that actually starts to spread all the way out into the surrounding properties. And they're sort of doorway thresholds to maintain accessibility and Ada standards all throughout that area, as well as having the station, it's wider where we have the station platforms there and would result in very, very constrained sidewalks on either side that would be substandard and far below what's even there today. In order to fit all of the various elements in that location. >> So the combination of the [2:13:00 PM] >> So the combination of the turn from third street right in front of republic square with the elevation changes and different things really complicate a station physically at republic square. >> Correct? >> I really appreciate that. Honestly, that's the best explanation I've heard. And that that's and I think that's all the questions that I've got. But again, thank you so much for the point. >> It's fantastic. I know there's a couple extra slides that are at the back. Some of them are go into great detail about specific stop locations that might be analyzed, but I'm more interested if you could run through quickly what the topics are in the days like noise, environment, endangered species, some of those issues I know we commonly get asked about, you know, what's the difference between an environmental assessment and an environmental impact statement. So could you, since you're going through that process, could you talk to us about what all is included in that? >> Yes, I'd be happy to. So the [2:14:02 PM] >> Yes, I'd be happy to. So the is it does it addresses natural environment, human environment, kind of sociocultural environment. So among the resources that are studied in that document include, on the natural resource side, looking at water resources, looking at air quality, looking at soil resources and assessing kind of the nature of the change. If light rail is introduced, like one example would be on the air quality side, modeling changes in emissions generally related to the change in vehicle miles traveled. As people choose different modes of travel. But the Eis also looks at neighborhoods, it looks at communities. It looks at what the current state of land use plans are. And would this project be consistent with those? It looks at historic resources by inventorying existing historic resources along the corridor and assessing whether there would be impacts to those. It does look at noise [2:15:03 PM] to those. It does look at noise and vibration, and it models noise. We've gone out and taken measurement of the existing conditions with regard to noise and modeled. What changes would there be and who would experience them. So those are some of the key resource topics that are covered in the Eis. >> I appreciate that, and I know when a lot of folks get started on their environmental reports, they go through that environmental assessment process. Was that something that y'all had gone through initially and said there will be impacts because of the scale of the project, or did you just can you talk me through how whether you did the ea and got to Eis or whether you just said, we know there's impacts, we know what they are, let's just do Eis. >> So you're right that under Nepa there are different classes of action. And we completed an environmental impact statement, which is the most rigorous of them in assessing what the nature of the impacts might be. A different class of action is [2:16:04 PM] A different class of action is an environmental assessment, which in our case, the fta would have been the decider on whether we do an Eis or an ea, but an ea. It's a very similar kind of analysis. One thing I would say it's maybe a finer process point, but the conclusion of that is that you have found there's no significant impact. And with an Eis, what you would do for a more complicated project than this, there's it's a realization that there's a lot of different impacts going on and different mitigation commitments that it would be appropriate to talk about in this process as well. >> I appreciate that. I know I always ask people, I say, if they're going to do an Eis, they have to know what they're mitigating for. And that's the big question that I think environmental assessments do give people. I've just always been curious that some seem to launch straight into environmental impact statement, and some stay at the environmental assessment level, probably because they're aiming to get a finding of no significant impact. And if they [2:17:04 PM] significant impact. And if they can prove that and build that into the report, they know what kind of project they need to build. But some just seem to be on such a grand scale that there's no way it couldn't have impacts. And so I'm curious about how how those conversations have played out. So thank you for that information. I also wanted to daylight about you know, right now we're looking at this as just the light rail portion. But I always want to remind folks that there are other metro rapid lines planned into project connect. So the property tax dollars that are being allocated to the project include not only Mccalla place station, which is where our soccer soccer stadium is, but also that there's two new metro rapids on the east and north side of town that have just begun operation recently. And so they're they've already gone through their processes to make sure that those metro rapid lines are done. So even though we have a fantastic team working on light rail, it doesn't mean there's not other fantastic [2:18:04 PM] there's not other fantastic teams that are already operating those metro rapids and trying to get those into greater frequency and looking at the park and ride. So I know in my comments on the south mopac project, which is being handled by ctma, we specifically asked for them to look at how they might be able to incorporate a park and ride as part of project connect into those plans. And so just because we see exciting, shiny trains on the horizon, doesn't mean there's not a lot of other good work happening with our community and with the folks that plan these transportation improvements across town. So those metro rapids are live, which is very exciting. I have fellow board member chito vela here with me on capmetro, and so we've been following those conversations closely over the years. Are there any other questions from the committee on the die back to council member vela. >> One more on the and I cannot remember where I saw this, but there was the at least the possibility or I guess the [2:19:06 PM] possibility or I guess the proposal for a station where the hobby building is basically incorporating a station into the hobby building, which is the hobby building, is essentially across the street from republic square or like, you know. What would that look like? In other words, would that be a good spot for the republic square that, you know, station there in that area? And with that, again, I know that the state building, that's a state property, obviously, we're going to have to have their agreement and consent. But assuming that the property gets redeveloped, which again, they're actively working on right now, would there be any reason for a property owner or a private property owner, you know, profit maximizing private property owner to not want a rail station, you know, right at the bottom of because that would also I'm sorry, I know I'm [2:20:08 PM] also I'm sorry, I know I'm throwing a lot out there, but that would be one of the top stations in terms of the boardings. >> So both from a technical design standpoint and an operational one, there's a lot of exciting opportunities that could exist not only where you're speaking about it at the corner from third to Guadalupe, but also the sort of mirrored condition of that on the other side, where we turn from third street to Trinity and could consider a really similar kind of on the diagonal, basically integrated station into redevelopment opportunities at both of those locations. And there really are a lot of benefits that could come with those, both from a public benefit and a private benefit as well. From a process standpoint, however, we are in a federal process and we cannot move [2:21:10 PM] process and we cannot move forward with proposing those as the recommended station locations until there there appears to be the ability to reach some sort of agreement with with those developments. And similarly, we have to think about the timing of those agreements with our environmental review process, which you you might if you want to clarify anything there. So we kind of have to get through environmental to then reach agreements because property acquisition can't stop or start until we complete the environmental review and then can go through some of that. >> And just to, to try to make sure I understand it. Then, in other words, even if we're going through the draft Eis process and we actually have an environmental impact statement that is approved and filed and whatnot, why would there still [2:22:11 PM] whatnot, why would there still be the opportunity to amend that? And again, those details like, you know what? You know what? We're actually going to move the station just a bit from where we told you. >> So. The Eis and the Nepa process is during a fairly early stage of project development. And it's just the nature of it. So as Lindsay was saying, you know, I think we'd be open to any of those kinds of opportunities to improve the situation. For example, if there is an opportunity to work with the developer and something that's going to be mutually beneficial, we would certainly pursue that. >> Thank you very much. Appreciate it. Thank you. >> Any further questions today? >> No. >> Not a question. I did want to thank you guys for the presentation to council member vela's point. It's always very helpful when the presentation is thoughtful and informative and frankly candid. Having candid information is very helpful for us. So thank you guys for the presentation. >> Thank you. We appreciate it. [2:23:12 PM] >> Thank you. We appreciate it. And one last time, the closing date for comment on the days is March 11th. >> Yes. >> Okay. And then you can visit the atp website to find information about how to comment. >> Thank you. >> Thank you. Thanks for being here today. All right. Our next item is number five mobility project planning process from initial concept through construction. I'm excited about this one. I know there's been questions that we've had, as some of us council members have been through many different bond initiation processes and trying to understand better, how do we how do we plan for the future? How do we make sure we can deliver projects and what all goes into it? We have colkett and joining us. >> Good afternoon, chair, committee members. My name is Cole kitten, division manager over our systems development division in transportation and public works. This is a brief presentation. So hopefully it can plant a seed and we'll come back and we'll watch it grow. [2:24:13 PM] back and we'll watch it grow. But this presentation is about identifying and prioritizing major corridor improvements. So also known as our corridor mobility planning, but also more formally called capital planning and programing because it is a complex process. So what I'll cover is some background and history on our major corridor improvement process, how we got to where we are today and then where we are going in the future. And so this isn't an exhaustive history of our corridor planning process, but it's it starts really where we're all kind of familiar with. And what we're seeing get constructed today, which was about 2009, with an early iteration of the Austin strategic mobility plan that was being developed kind of concurrent with imagine Austin. And so this, this process in 2009 was called a project [2:25:16 PM] 2009 was called a project prioritization process. And it identified strategic corridors for investment. And then in 2010 and 2012, there were transportation mobility bonds that actually funded the development of those corridor mobility reports that were called the corridor development program. And following that, in 2012, council adopted Maggio Austin comprehensive plan, which also identified activity corridors, and then in 2014, council adopted the complete streets policy. So we started to see a lot of momentum towards attention to multi-modal corridor improvements. In 2016 is when we started to realize some of those plans with actual construction dollars being funded with the 2016 mobility bond, and that funded [2:26:17 PM] bond, and that funded construction, as well as funding for additional plans for major corridors as well as the regional mobility bonds and local mobility bonds. And during this time, the corridor program office was created and the corridor construction program was created to deliver those corridor mobility plans. In 2019, council adopted the smp, which also had recommendations for future corridor mobility improvements. In 2020, we had another transportation mobility bond that that funded additional substandard streets for construction, as well as for engineering as well as major capital improvements. And then in 2023, the delivery of the corridor construction program was moved to the capital delivery services department and the corridor mobility planning [2:27:17 PM] the corridor mobility planning aspect moved under transportation and public works. Under this, this term called capital planning and capital programing. So then since then, capital delivery services has has continued to deliver those original strategic corridors and more. And so what this looks like laid out over time is that we started in 2010 with the development of those strategic corridors. The 2016 bond funded construction of those corridors. But with the development of the corridor construction program, we identified more than $1 billion worth of investment, and we only had 400 million to allocate towards construction. So moving forward, we've since been in the design phase. And in that, in that construction phase, and that's where we continue today. So where we're [2:28:19 PM] continue today. So where we're going now is taking all that's been done since then or in the past. Starting with 2010, we've we've developed a large queue of projects in our project pipeline. And so where we're at is managing that project pipeline. We want to see all these projects through to completion, but we also want to identify new projects and prioritize those in advance them through the project development process as well. So what that means is we have to have a more formal process of capital planning and programing within tpw to develop an annual implementation plan that will use to monitor the project status, monitor the priority of projects, identify funding to advance those projects, and then initiate new projects into the pipeline. So the projects that we have and that we continue to [2:29:22 PM] we have and that we continue to identify come from our Austin strategic mobility plan, but they also come from our individual modal plans, such as the bicycle plan and sidewalks crossing, shared streets plans. And then we're also developing small area mobility plans, which we currently have public the Austin core transportation plan for downtown. And all of these needs and projects are identified. Some of them go off to be smaller capital projects or programmatic, and then many of them have to be put into this citywide capital improvement plan for prioritization. So this is another way to view the project development process over time. As I showed previously, a project starts many times more than ten years in advance of it [2:30:23 PM] than ten years in advance of it going to construction. So what we have are our major capital improvements identified in the asmp, and they're in various stages of development at any given point in time. And so our goal is to develop as many plans as is feasible to implement over time and advance them to the next stage of the process. Every time there is a new funding opportunity. So this looks like a conceptual project that's been identified if we want to be able to deliver it ten years from now, we have to be able to know and fund the early engineering phase of it. And then from there it moves on to the next phase with, with design and ready for construction. So this, this we'll see more of as we advance into our, our bond development [2:31:25 PM] into our, our bond development conversations. But what we're looking at is how we prioritize these major corridor improvement projects. And right now we're looking at what values, what technical criteria represent our citywide strategic plan, anchors of equity, affordability, innovation, sustainability and resiliency, proactive prevention, and community trust and relationships. But we also want to make sure that we're kind of crosswalking that to our asmp guiding principles as well. Unfortunately, a lot of them overlap and align. So in summary, this this capital planning and programing process is intended to be dynamic in nature. But what it requires is, is for us to establish a consistent approach to developing those projects over [2:32:25 PM] developing those projects over time. So developing a implementation plan that looks out ten years and beyond, much like txdot does with their ten year unified transportation program and update that monitor it every year. And so what this looks like is monitoring the projects in their process, in the project development or their progress in the project development process, making sure that they're advancing, making sure that the funding is available for them to advance into the next phase, as well as monitoring to ensure that these projects are still priorities to move, move forward compared to other citywide needs and our own funding availability forecasts. And then along the way, identifying new projects, new priorities to enter into the pipeline. And that's it. [2:33:26 PM] pipeline. And that's it. >> All right. Do we have questions from the committee members? Let's start with council member Laine. >> So. Mike, I'm getting there. Okay. So I'm trying to get my arms around this fairly complex landscape with transportation. And one of the things I'm really appreciating all of these presentations to help with that. One of the things that I noticed in this presentation, if we started off looking at the 2012 major corridor plan, and then we went from 2000 to 2016, and we have long term planning that emanates out of all of that. But what I noticed happened between 2012 and 2016 is we eliminated district six from the image from the map at all, and that is really quite concerning to me. One of the big needs that I see in our district six is in north [2:34:27 PM] in our district six is in north and northwestern suburbs. One of the big concerns that I see around transportation in general is how are we connecting these outlying parts of our city to these this more central infrastructure? And that becomes only as we shrink our rail and spread it out. Over time, it only becomes more important that we have plans to connect these other parts of the city. So I am really interested in the corridor planning and not. And even back in 2012, you know, we're basically looking at highways out there, largely txdot roadways. I'm really interested in how we're doing the planning, but I also just want to elevate the how are we planning for district six? And I don't I don't yes, whatever you want to offer me. >> Yeah I can give some feedback on that. And it's important to point out the 2016 mobility bond differentiated between regional [2:35:31 PM] differentiated between regional mobility corridor mobility and local mobility. And so the corridor mobility program really did focus on those those corridors shown in that map. And then on the next slide is where you see where we are moving forward, which is kind of a more comprehensive, even though it may be a zoomed in and cut out some district six, it is a more comprehensive inventory of our major corridor improvements. And so there there should be less differentiation between the idea of what's considered regional mobility versus corridor mobility. And these are all these are all in that map considered corridor mobility projects and just and one note from 2016, there were other projects. Anderson mill was one of them that was funded through the regional mobility program. So it's kind of dealt with differently. But the other idea is that with this implementation [2:36:32 PM] is that with this implementation plan, it's kind of agnostic of what the funding sources are, and it's a comprehensive inventory of what our projects are, what their priority is and where they are in that project development process. >> Thank you. I'll go find the electronics and zoom out. I was just noticing that every successive map after that didn't show district six. >> So I hear you. >> Yeah, I. Hear you, district. >> There's a couple of maps we're missing on as well. Yeah, I certainly appreciate that. And I know there's a lot of work trying to, you know, manage like what's the cost benefit analysis. How many people are served, what is the density of population. And obviously, you know, 1000ft of sidewalk gets you more in downtown than 1000ft of sidewalk in one of my neighborhoods. One of the things that we've had to address and look at very comprehensively is the fact that a lot of the neighborhoods in my district were kind of built on their own plan, and then they annexed into [2:37:33 PM] plan, and then they annexed into the city, and then the city is on the hook for all of the operations and maintenance of fixing the roads, building the stormwater drainage, figuring out how to map sidewalks. And that is costly and timely task that that we have gone through. And I'm sure you're going through it as well. So we're we're happy to share any tips and tricks we possibly can and how things are going with us. And staff is always helpful to kind of help make sure that those those mappings are available. But that's that's why you're here. That's, that's that's the voice that you lend to this conversation and helping make sure that that district six is not out of the conversation and trying to fill these gaps because the network doesn't work exactly where the gap starts. It gets you only so far. And then it doesn't matter what's beyond it, even as good as it may be in some of the neighborhoods, to make sure people can tap into the bus system and, and, and other sorts of infrastructure that is desperately needed in the outskirts of town. Council member vela. >> Just one question, because one of the issues that have come up with the north Lamar corridor in particular, has been the non [2:38:34 PM] in particular, has been the non transportation issues that have added substantial cost to the quarter. How are y'all trying to incorporate that into I mean, we can plan for the corridor, but fo example we can't redo the surface until we've invested substantial amount of money into the drainage underneath. How does that work into the planning? >> Right. So I think what we need to make sure we're accounting for are all of the project costs. I think we've got a lot of lessons learned over the last ten years about expectations from project development process costing projects before they've been engineered and then funding them. And to find out that you've you've significantly underfunded your project. So moving forward, that's kind of a key goal is to ensure we're we're accounting for those costs early on. So we don't we don't we know our risks well in [2:39:37 PM] we know our risks well in advance. >> I also see barua coming behind you. Welcome. >> Thank you chair. And thank you committee members. So I think what Cole is trying to say is now the approach that we are taking is that we need to take the plan to a an engineering level before we get into the final cost estimate. So we need to do a lot of details, engineering to do a more accurate cost estimate before we take that to construction. I think that is one of the lessons learned from the previous 15, 20 years of mobility, planning and construction. >> Got it. And again, I guess that's not what we did in that kind of 2016, 2018 time frame. We had more of a guesstimate on the on the amount. And then we're trying to kind of fit that into the, the a much larger project. >> We had done a planning level cost estimate based on the plans and available information at [2:40:38 PM] and available information at that point. But from now on, learning from that experience, we are doing a lot of detailed engineering design for the cost estimates. So that is the lessons learned for us moving forward. Good. >> Thank you Colin. >> Yeah, I know since some of those 2012 and 2016 plans were adopted, we had looked at atlas 14, which was kind of the federal initiative to update our floodplain maps. And so understanding that those have changed very drastically since Natasha harper-madison and I have been on this dais and trying to work through that, we've obviously seen higher levels of flood concerns and things like that. And so I don't know that there's any way a 2012 or 2016 plan could have addressed what atlas 14 held for us. But I will say, I know some folks that work in the usgs and they said, we want to know what Austin is doing to adopt those maps, because there were other cities following our lead and trying to understand how our planners were working those into our mapping. So I know that that effort has been very diligent and very, very mindful about how [2:41:38 PM] and very, very mindful about how how to incorporate higher levels of floodplain issues, but trying to make our voter approved bond dollars for transportation accommodate everything. Now that needs to be planned in there as we get into schematic level has been very difficult, but I think that floodplain issues are something that, as we look at this climate bond that is being proposed with the new task force, this certainly need to be addressed. And I would certainly support more issues with localized flooding and different sorts of creek issues and mobility issues that are dealing with the changing floodplains in Austin. Any more questions for Mr. Kitten? I don't think so. Thank you so much for the presentation. >> Thank you. >> All right. The next item is going to take us to number six report by Austin transportation public works department related to ongoing mobility programs and projects in the central Texas region, including construction and service updates. That is a mouthful to say. What used to be [2:42:40 PM] mouthful to say. What used to be our acm report on all the good things happening in the department or departments. >> Thank you. Council member really is just our mobility report. And maybe we can rephrase that agenda item going forward. Richard Mendoza again, director, transportation public works. So you have a copy of this month's report. I'm just going to hit on a couple highlights. It begins with a report that we are currently rolling out the Austin core transportation plan, seeking stakeholder input. You know, this is our one of our small area mobility plans for the downtown area. And it's the long term vision for enhancing our transportation mobility options, especially in light of the major changes that are coming our way downtown. You know, notwithstanding the I-35, possible cap and stitch, but also project connect and convention center expansion, all of those major projects have bearing and input into the [2:43:41 PM] bearing and input into the makeup of the plan going forward. And so we expect we'll be bringing that to council for consideration and adopting into the SNP later this spring. I have a happy report here. You know, the tpw is a member of the Texas chapter of the American public works association, and they recently concluded their annual workshop conference in College Station and for the first time, and they hold an annual equipment rodeo contest and award equipment operators from around the state with recognition, a nice fancy belt buckle. And then we send them up to the national conference, which this year will be in Chicago to compete in the national equipment rodeo. And our own sonny Riojas from street bridge operations took home third place out of 135 competitors. So we were very proud of our sonny's fine young gentleman, obviously a skilled [2:44:43 PM] gentleman, obviously a skilled equipment operator. So we sent the best of our best up there to College Station and brought home some hardware. We have some quick project updates. I'll run through a couple of these. Vision zero, intersection, south first and stassney. Also, Mckinney falls parkway Laine reduction. Slaughter Laine corridor is still progressing, so a lot of past mobility bond money is at work. And then finally, a lot of exciting stuff happening at our Austin airport. They recorded in 2024 their second busiest year ever. That's quite a rebound from post pandemic. But I think even more impressive is that the airport's concessions and entertainments have also been flourishing to the tune of serving over 1.1 million tacos. And so take that, San Antonio. And that is our my report for the month. [2:45:43 PM] report for the month. >> As someone who grew up in San Antonio, I have very mixed feelings about tacos. Thank you so much to our our public service workers that have been doing great work. A number of us were also happy to join on the groundbreaking for the Bergstrom spur, where we got to be with city staff and with congressman Lloyd Doggett, and certainly appreciate his assistance and support at the federal level for some of our urban trails. He's a big fan and a great advocate for us at at the local level. So thank you for those updates, director. And on that note, are there any other items we want to request as future topics? We have a very long laundry list of fantastic things to talk about. Sixth street pilot, Austin for transportation, climate pollution reduction grant is coming down the pipeline for March. We understand we have a lot of work going on. There will be a full council work session regarding I-35 cap and stitch [2:46:44 PM] regarding I-35 cap and stitch coming up shortly, no later than the end of March, hopefully. So we look forward to that happening sooner rather than later would be great. So we have the information that we need to make a really good decision on those issues. April 17th is an asm P that is our strategic mobility plan six year status report. And then in may it is bike month. So we will be aiming to do an update on city leap, micro mobility and the campo regional transportation plan update. And then in July we will cover the topics around mailing parking citations, something that council member vela and I worked closely on over the past couple of council meetings to look at some of those potential concerns and understand how to mitigate for those. But we have another long laundry list of I-35 air quality issues, trail gaps, things of that nature. But anything else you all want to address at this time? We can add to the list. Looks looks like there are none coming from the dais right now. So on that note, [2:47:44 PM] dais right now. So on that note, we will end this meeting early. It is 2:47 P.M. And thank you all for joining us today.