bridge. One time we bridge That's on the spaghetti one. I got to talk about I like the circle. Yeah, I don't think there's a way out. Yeah. Okay.
Now on the last one. This is so big. Well, this perform Okay. Go ahead. Okay. Okay. Do we have any more animation in my presentation?
Okay. All right. Keep going. All right. part of all like a testing one two testing. I can hear you, Michael. Can you hear
me? How does Jeff get on already? Wanted to be the uh test for y'all before things get underway. Who else is on the Zoom link now? I think it's just I think it's just me.
How do all the people come into the public meeting? They should be coming in through this Zoom link. Oh, hold on, Jeff. Apologize. So it automatically populates at six. Yeah. What's going
What are we sending? They're getting a zoom. Yeah, that's the only people. I love it. Same technology. Who's standing? That for the whole we get started
at the front. You don't more. Okay, because I can I need to I need to do that. Okay. Hello. Okay.
Go. Okay. Where are you? If you can I would get on the public from city hall from city hall and if we have questions maybe I think we'll be done by
Are you going to come here? I don't see any questions for how the public It's not like a regular We'll we'll try to answer the question. Okay. You might Are they pouring over
That's right. You Hey, good evening everyone. Um, good evening and welcome to everyone who's here this evening. Um, my name is Taylor Benjamin. I'm a communication specialist here at NCT Cog and thank you for spending a little time with us to talk
about the Oak Farms Transportation Corridor Study. Today we're conducting a virtual public meeting, meaning that we are live on the web and via the phones. For this meeting, we'll first hear from today's presenters, and then we'll open the floor to questions and comments.
We'll hear live phone comments first, followed by comments that have been submitted through the meeting web page. Now, I'm going to quickly review the instructions for providing comments by phone. Please note that the only way to provide an oral comment during the
meeting is to call in over the phone. For participation by phone, dial 855-9252801. You'll hear a prompt, enter a meeting code, and you'll enter in 11712. You'll then be able to listen to the meeting audio. You may leave a voicemail
with your comment by pressing star, then the number two. If you would like to request to ask a question or provide a comment live during the meeting, you're going to press star, then the number three. You'll be placed in a speaker queue, but
continue to hear the meeting audio until it is your turn to speak. Written comments may be submitted in the comment box at the bottom of the meeting web page at publicinput.com/okefarmms. Don't worry if we don't get all of your if you didn't get all of those instructions. I'm going to review them
again after our presentation. Today, we'll be hearing from Michael Morris, who's the director of transportation here at the North Central Texas Council of Governments, and we'll also be hearing from Matt Craig, who works at HAF.
Please note that all printed copies of the meetings can be requested. And again, we're going to hold all questions and comments until after our presentation. Now I'm going to hand over the meeting to Mr. Morris.
Thank you very much, Taylor. I appreciate it and I appreciate all of you who took time to be with us this evening. Um Matt and I and and Gus Carney were at your last public meeting and we laid out
a path forward. Um, we are going to cover the same general areas that the council governments were was focused on the regional elements. We split the project up and the city of Dallas was focused on the more local uh
elements. Um, Matt Craig is going to go and give uh Gus's presentation today and then we'll respond to all comments as long as uh Taylor permits us to be here. uh with regard to the the path forward.
So if you go to the next slide, um I thought we had a terrific turnout on October 29th. We laid out the process. We we sort of uh encouraged a certain direction with regard to Greenbryer uh because none of us want to overload
the traffic on the western side of the uh of the corridor. Um we got a lot of support from the public with regard to that particular option. Um we think we got somewhat of an anequated
use of the vioducts. So we are reaffirming that uh Houston Street uh should not have cars on it and Jefferson would be too directional. So that recommendation is coming forward as
previously uh proposed. Um citizens were concerned about the magnitude of development that could occur in the oak farms site. So we registered it then and we registered again. Uh the city of Dallas will be
managing uh the path forward with regard to that particular development. And then we encouraged any any particular option or route uh to be submitted to us. If you scan that uh code um that'll give
you uh the location of the materials at the previous uh public meeting. Uh if not uh if you wish not to do all that um this presentation will be made available to you um by Taylor and then you can get
that detailed information to follow all the way back to the previous public meeting. As I said before, the the the on the next slide, the study purpose worked out very well where we kept the regional elements
and um we gave to the city the street car and the local more the local street elements. Um that could be somewhat of a cumbersome process but in uh in this particular case it wasn't at all. Half
and Associates happened to win uh both of the procurement procedures. So we had an integrated team from the consultants. We have a great relationship with Gus. Uh so I think it's been a terrific uh process where the city focuses on the city
streets. Matt will talk about that. Um we want the city to take the lead in the street car. So you'll see a final recommendation there. We wanted a computer simulate all the new traffic patterns on the change in the vioducts.
Um, we wanted to create a new street grid in Oak Farms that minimized impact to Greenbryer. You'll see us do a little more conceptual engineering on Jefferson interface with Jefferson Boulevard to make sure we rightsize that particular
project. Uh, you'll see the recommendation in a moment. And then we had all the regional connections of bicycle and pedestrian to the regional bell web because of the proximity to uh Trinity River.
So here is all the quarters that are being looked at. A general rule is we were in the red area on this particular map. City of Dallas was in the in the blue area. You see the overlap that occurs once you leave the vioaducts.
uh great teamwork, great work by half uh with regard to that process. So this is the quote the red and blue areas the oak farms study and our recommendations uh are forthcoming.
Um I think it's been a terrific process and I think a great path forward uh for this particular area of the region. I remind everyone we now go to the north side of the river in the Cedars area as our next step. Uh but we'll know we
needed to know how best the southern sector would feed and direct the northern Cedars area. Uh so with this particular set of recommendations uh the city can move out and we can move out and text can move out uh if these
recommendations are accepted. And then we move across the river to the Cedar side and talk about the new Interstate 30 uh freeway construction, the construction of the convention center and the reestablishment of the gritted
system to that part of the community. So, let's turn it over to Matt. He'll take a few minutes and walk through the city of Dallas side. I'll come back and reaffirm the regional elements that we talked about with a little more detail and then we'll open it up. Taylor will
open up to any questions people have. Thank you, Michael. For the city of Dallas study, three tasks were accomplished. The first included a multimodal multimodal corridor analysis where the most appropriate corridor was
identified for further analysis. The second task included a corridor prioritization analysis with a similar goal of identifying a corridor for contextsensitive design. And the third task included analyzing and finding the most appropriate route for a Dallas
street car extension from the current terminus at the Bishop Art Station to a new terminus at the new Southern Gateway Deck Park. Next slide. The purpose of the multimodal prioritization was to identify how the streets in the study
area should be planned and designed for safe and efficient travel for all modes using com complete streets or contextsensitive design principles. in a uh context sensitive design. It supports safe, convenient, and affordable
transportation networks for people of all ages and abilities that balance the competition between different travel modes, be it transit, walking, biking, automobiles, freight, all within the roadway. Following this study, the results of the multimotal prioritization
will be used for future planning efforts to create a complete and connected street network for each mode. For example, identifying specific corridors as priority corridors for bicycles means that those streets will be reviewed in a later study to identify appropriate
bicycle facilities to support safe and efficient travel for bicycles. This study informative selection and design improvements on Oakwalt Street, which include installation of sidewalks between North Beckley Avenue and Plowman Avenue, provides safe pedestrian
connections. On the next slide, the multimotal prioritization looked at five roadway users, be it transit, pedestrian, bicycle, vehicle drivers, and freight. The transit network includes streets that serve as
highfrequency transit. The walking network includes streets in high population areas adjacent to active uses. The bike network includes streets identified in the city of Dallas bike plan as being proposed for bicycle facilities. The auto network includes streets that are intended to carry high
traffic volumes. And the freight network includes streets that are intended to allow large freight vehicle travel to make regional trips. Things like cargo vans or Amazon or UPS uh delivery vans would not be considered part of the
freight network. Uh next slide. The corridor study typically and do serve many travel modes. These modes were evaluated in layered network. So each street has identified modes that should be served and a tiering system identifies the primary, secondary and
tertiary modes that should be prioritized within the roadway. Each column in the table represents one layer of the multimodal transportation network for the study area. These results are not an indication of how the streets operate and serve these modes today, but
how they should be planned and designed through future efforts. For example, Zang Boulevard has been identified to serve transit, walk, auto, and freight modes. And the priority mode for Z to serve is transit. Future improvements along Zang Boulevard will be planned to
provide safe transit stops for boarding and aligning traffic signal timings that support efficient movement for the street car and improvements to crossing locations for pedestrians to access transit. This tiering system was identified based on the street types and
land use context. The study areas are residential and mixed use and close to downtown and these streets are arterials and collectors that should serve a high throughput of roadway users. For these reasons, transit is primary mode as it has the capacity to serve the greatest
number of trips. Additionally, in these dense areas, streets should protect and prioritize vulnerable road users. The result of these priorities is that we have a network of north, south, and east, west running streets that serve each mode for safe and convenient
travel. On the next slide here, we'll discuss the corridor prioritization analysis. The purpose of this analysis was to guide future planning efforts and proposed transportation improvements and identify a priority corridor of the local street
network within the city of Dallas study area. Its methodology included during the initial analysis conducted in December 2024, over 35 miles of roadway within the study area were evaluated. 15 corridors were identified within the
study areas as potential corridors with the greatest need. Then three corridors were removed from further analysis because the corridors were either already included in the city of Dallas 2017 bond program or were not included in the city of Dallas needs inventory. A
desktop analysis was then conducted for the remaining 12 corridors using the metrics and scored on a scale of one to five using various metrics where one indicates a low improvement need and five indicates a high improvement need. These metrics include proximity to
community features, sidewalk inventory, bicycle inventory, high injury network, pavement condition, and minority population greater than 50%. Based on the analysis of the 12 corridors and discussions with the city of Dallas, the top six corridors identified for needed
improvements included East Oakenwald Street, Denver Street, Story Street, Lake Cliff Drive, Moore Street, and Lancaster Avenue. Next slide. Following the corridor prioritization analysis and coordination with the city of Dallas, it was determined that the
East Oakenwald Street is the highest priority corridor in the study area with a score of 29. Shown in a table are scores of the top six corridors with the higher score indicating higher improvement needs. The map on the right focuses on the data used to evaluate the
condition of East Oakland Wall Street. The next slide then is the existing proposed typical section for East Oakland Wall Street as shown above or on the slide. Improvements to Oakwald include widening the roadway from two 10-ft lanes to two 18ft lanes, adding
six-foot sidewalks with one foot buffers, and introducing a four-way stop sign controlled intersections with pedestrian crosswalks. Next slide goes into the uh Dallas street car extension. And here here's we discussed
the Dallas street car extension analysis. The purpose of this analysis is to extend the existing street car line to the new gateway park spanning over Interstate 35, enhancing access to the Dallas Sue and improve connectivity to downtown Oakliff mixeduse district.
This extension will support the area's retail, employment, and residential sectors, fostering a more integrated and accessible community. Improved access to the Dallas Zoo and Gateway Park will make these attractions more reachable for both local residents and tourists.
This project is anticipated to boost local businesses in the Oakliff area, including retail, restaurants, and other services due to increased foot traffic without the need to provide additional parking spaces. Enhanced connectivity will better integrate residential
employment and retail areas, making it more convenient for residents to commute and access amenities. And next slide. Through the early analysis, two major corridors emerged as possibilities to connect Bishop Arts to the New Death Park as shown here in the
dark gray lines. The objective was to connect the circle with the star. The Davis Street corridor and the Jefferson Boulevard corridors both satisfied satisfied the need to make the connection. The Davis Street corridor primarily follows Davis Street west east
from the uh Bishop Park Station and then turns southward on either Lancaster or Euing Avenue. This corridor is primarily in residential and institutional areas and does not access any major retail areas. The Jefferson Boulevard corridor though follows Zang Boulevard southward
from the Bishop Park station to Jefferson Boulevard and then uses Marcelis Euing or Lancaster Avenue to reach the park. This corridor provides access to the quoteunquote downtown Oakliff retail area along Jefferson
Boulevard. Next slide. In order to select an alternative, both the Davis and Jefferson corridors were further divided into several alternatives. These alternatives were measured against project objectives and criteria such as key destinations and
economic development, direct impacts and engineering feasibility to determine the highest performing routes using a threepoint scale system. These alternatives were then presented to the public and stakeholders for feedback, discussion, and refinement to determine a final recommended route. The
recommended alignment, also known as J4, will extend the existing street car from Bishop Parks to the future of Southern Gateway Park, primarily using East Jefferson Boulevard corridor. Key elements of the recommended Jeff Jefferson Boulevard alignment displayed on the map include access to East
Jefferson Boulevard commercial district, the schools and jobs, minor rightaway impacts were needed, and cost effectiveness. With that, that concludes the city of Dallas presentation and I will turn it back over to Michael to uh talk on the
uh the K regional study. Matt, thank you very much. I appreciate that and um thank you for highlighting the work you did with the city of Dallas on their particular section. uh I would like to get into reminding
everybody what is it that we did and how did we go about uh doing that and that information is represented on this slide. So we wanted to rethink the best use of the Houston and Jefferson Boulevards
as I said before reconnect active transportation both from the local portion and the regional portion as part of the regional system. Um we wanted to um be very sensitive to the green brier
traffic impacts on the western edge of the uh study area. So we're went through close to a dozen east west connection um evaluations. Uh the idea originally was uh to extend
Eids Avenue to the eastern bottom side of the corridor. That recommendation is not moving forward. That connection to the east will only be by bicycle, pedestrian, not by roadway. So I'm not burying the lead there for you. And then
we had to do some level of conceptual engineering that we used half to do on Jefferson Boulevard to transition from the structure uh to the boulevard uh end of the quarter because remember we're
proposing to put two directional traffic on Jefferson and wanted to make sure we had a a facility that created contextsensitive design to the neighborhood level uh bicycle pedestrian activities on the
Jefferson Boulevard side. How did we go about doing our work? Uh we took the 44 public comments from the first public meeting. Uh we went through detailed traffic forecast through several computer simulations and then we had
half independently look at the traffic operations elements of the recommendation. So we had the prop appropriate sensitivity at the intersections with regard to the pedestrian and bicycle interface.
So your Houston and Jefferson vioducts are significant um value uh to uh the region and to the Oakliff and and downtown section.
I'm not sure they're best being used since they're a concept going back decades and decades. Um, you got some obsolete what I would call spaghetti. Um, remember you now have a major
horseshoe in interchange with 30 and 35. You know, the previous generation higher speed thoroughfare street no longer is necessary and should be modernized is the recommendation. Tex had won a $30 million bridge program
to give some love to the Houston Street Vioduct. So Half an Associates prepared lots of data on the bridge conditions to help Tex dot. So we don't uh make improvements or do something that then
we turn around and do something different as a result of the study. So, a lot of handholding was done between Tex Dots's program and HAF's uh bridge evaluation work. And there's a there's a very clean baton pass that's occurring
as a result of our uh study. Uh and remember, once we're completed here, we're going to the north side to interface these same recommendations as it approaches the uh Cedars and Convention Center areas.
So, let's look at what exists. So, you're probably all familiar with your Houston Street vioaduct, 14T pedestrian street car, two 12T lanes coming at you heading south towards uh Oak Cliff and a
4ft sidewalk. I must admit, uh, if you don't know where you are and you pass the Eddie Bernice Johnson Union Station and you're drifting a little too far out of downtown, you end up going to Oak Cliff
when you had no intention to do so. So, I've always thought this to be an awkward movement. And then on the Jefferson Boulevard side, 4 foot sidewalk, 12-oot bike, three 12-oot lanes, 4 foot sidewalk.
That's your current conditions. We're reaffirming the recommendation from last meeting. We turn one uh Houston Street vioaduct into a nonautomobile structure. Uh we have room for a second street car line depending on what the
city of Dallas wishes to do. Um, we think we have plenty of capacity in the meantime uh with the two directional facility and then uh go ahead and turn Jefferson Boulevard into a two-lane sorry two
directional four-lane thoroughfare street with the pedestrian facility on each side. Um, similar to the recommendations that you saw last time. So, we think we need to remove some of
that spaghetti or in this case legs going over to Zang and Marcelis. I'll have a better representation of that for you in a moment. Um, I think there's lots of benefits of reducing traffic from the Houston Street Vioaduct
similar to the Kirk bridge. uh having a non vehicular bridge focused on uh moving a whole host of uh pedestrian bicycle ped street car extension maybe a
a new city of Dallas street car system I think is a a very positive step for the community and then we still advancing our transit and active transportation in this case is bicycle pedestrian um maintaining and expanding the
regional reach of the bicycle pedestrian facilities we already have. We had six alternatives at in October. As I said, we probably looked at close to a dozen. After we received the comments, we maintain significant sensitivity to
Greenbryer and the ETH connection will be by pedestrian and not by roadway vehicle. So the hatched in purple area is the reach of the roadway section on the
Jefferson uh vioaduct that would come down. You wouldn't need that anymore. That's the remnants of the junior freeway I described uh previously
on the section that will be pedestrian. Uh you can see us making the connections of the bicycle pedestrian to that particular facility. Uh what side of the road it'll be on and so on and so forth. So some sensitivity has been done. Um,
your Marc Marcelis goes into the Greenbryer connection on the west side of Zang. And notice how recessed the East West First Street is to Greenbryer, minimizing the impact across that particular section. On this map, it's in
the it's in the red color as part of that particular process. You see a red structure on Jefferson. That's the sections of the Jenner Jefferson Bridge we have to uh redo to get Jefferson to
grade and to transition the appropriate width of the roadway to handle the recommendations um that we have for uh Jefferson. uh and Jefferson Boulevard then becomes the um economic center um of the
community heading to and from uh downtown. So, let's go through that in a little slower highlighted area so you can pick up the sensitivity that I just highlighted. Um, you're getting rid of a lot of
previous junior freeway spaghetti that is no longer needed in our opinion, similar to what we recommended previously. You have a a new connection
uh that minimizes First Street's connection to Greenbryer with an offset intersection. uh making that connection um via Marcelis. We think that is a a great way and the
computer simulation support that a way to that's a way to minimize the impact of traffic on Greenbryer. If we go to the next place, you see the the regional connections
interfacing with the city of Dallas Thorfare Street connections with regard to that gritted system. And you see the Jefferson Boulevard as the thoroughfare street u workhorse
u no longer on both of the vioducts as part of that particular recommendation. Um if you go to this particular slide you see that Eids is not going through on the roadway side but proposed shared use path. You see other proposed share
use paths as part of the regional connection and the proposed cycling track uh going onto the Houston Street vioaduct and its connection and uh to the green uh network
um of uh and yellow connections that you see of the integration of that neighborhood bicycle pedestrian and pedestrian connections to get to that particular facility. Here is your
clo more closeup look of the proposed bike lanes. Um you can see the proposed uh bike lanes in yellow and and pedestrian elements in green. Uh and the elimination of that spaghetti connecting
to Marcelis um as part of that uh initiative. Um, if you go to the next slide, one of the items that came up on the developer side, hey, what are you doing that has
impact on potential land that is owned? I think we didn't have this be the major driver of the gritted system, but it it appears to us that the parcel sizes and the parcel ownerships are m are matching
very well uh to the actual thoroughare street uh recommendations. That'll be up to the developers to weigh in on that particular um set of comments. Um we then did uh a significant amount
of conceptual engineering on Jefferson Boulevard. So you have Jefferson Boulevard um North Ewing to 7th Street the typical section and then the proposed section.
You can see the interface of the bicycle pedestrian elements uh as part of that particular cross-section. Um you see a not a significant impact on rightway as part of that particular
approach, but those four or five sections of bridge on the on Jefferson Boulevard as it crosses over the uh levey on the south side. That is the transition to be able to meet the number
of lanes necessary to support a four-lane uh thoroughfare street. as part of the recommendations. We have all this in a very detailed report thanks to HF and Associates. That information is available to you. Lots of
versions of this have been out for some time. Lots of data, traffic forecast, um operational improvements as part of that particular process. Uh that information is all available
along with the presentation that'll be sent to everyone following this public meeting. Um if you go to the next page, the detailed bridge assessments literally section by section they are being uh transmitted over to text.
Um those bridges have $30 million in funds to move forward to make improvements. uh text dot will take the the um very advanced um bridge evaluation that half has already done on the two vioducts.
We'll start slotting what those improvements are or text will um and then we will work uh on the north side uh to interface uh how best to move forward on the uh recommendations that
we have in the south side assuming the southside recommendations continue to have support uh from the public as we move forward. So, uh, with that, I think, uh,
uh, I will stop my part of the presentation. Um, Matt, thanks again for your your hard work as the engineering firm for both the regional and the local part, and I appreciate your assistance today. And, Madam Chair, I turn it back
over to you, Taylor, uh, to see um, what the interest of the public is in in moving forward. Thank you. As promised, we'll move to the public comment section of our meeting. So, we want to thank you to everyone for holding your questions until the end of
our presentation. Before we begin, let me review the ways to provide your input or ask questions. Written comments may be submitted directly through the meeting web page at publicinput.com/okefarmms. You can just type in your comment in the box at the bottom of the page or you can
email written comments to oakfarmspublicinput.com and we are happy to provide anybody hard copies of today's presentation if you would like. We'll now have an opportunity for live comments from our call-in number. Again, to provide a
comment or ask a question by phone, dial 855-9252801. You'll hear a prompt to enter a meeting code. Enter 11712 to request to speak. Press star three and you'll be placed in a speaker queue,
but continue to hear the meeting audio until it's your turn to speak. Note that if you've been listening to the meeting on your computer, you'll need to mute your computer speakers to avoid audio issues. Then at the start of your speaking time, please state your name as well as your city, organization, or
affiliation. And if you don't want to speak live, you're more than welcome to leave a voicemail for us. And you can do that by pressing star, then the number two, and we will get back to you. So, the phone line is now open for
public comments or questions. That's someone coming. I think Hello. Can you hear us? I hear her talking. Oh, okay. So those of you who are trying to call
in, we're checking some particular item here. So patience would appreciate it. Thank you. Not sure why. It's an audio issue. So, we know there's some folks in the
queue. We're we're trying to uh fix something. So, we're going to move towards I guess written comments. Taylor, yes, let's go ahead and move towards the written comments. So, we've got quite a few comments here.
So, Candace Rubin said, "Are there better maps with streets that aren't cartoonike? I own about 30 tracks within the highlighted area, but I can't really tell." Um, so I take it she wants some new maps.
We'll be happy to provide more detailed maps. Uh, we'll provide the maps on aerial photographs. Michael Mendoza, he says, "For the city, has the city of Dallas established a sustainable funding model for the
operation and maintenance of the street car system?" Can you say that again? I'm sorry. Michael Mendoza said, "For the city of Dallas, has the city established a sustainable funding model for the operation and maintenance of the street
car system?" I'm pretty sure the city of Dallas is still working on what the extent of that system will be. What is the funding source both for capital and operations? So I think the answer is no, not at this particular point, but there
are conversations going on with regard to that particular effort. So that work is not complete at this time. Beverly Mendoza said, "The parts of East Colorado Boulevard in between Lancaster and Zang is highly pedestrian,
especially in between Founders and Lake Cliff Parks. Dangerous sidewalks exist there." Val Haskell said, "Why would we focus on Oakenwald which has so many vacant lots?" And I think that would be for the city of Dallas portion.
Matt, any insight on that particular question or do we reserve that for Gus? Can you Yes, sir. Uh for that the for Colorado itself on the actual sidewalk
condition that would be uh uh future work for the city of Dallas. And so the recommend Yeah. So the question is um the commenter isn't necessarily sold on the recommendation coming from the city. So we will definitely make
that uh recommendation or question known to the city for the city to respond to the recommendation on the street that they did select. So I think it's a very fair question. Michael Mendoza said, "For NCT Cog, if the Houston vioaduct is converted for
pedestrian access and the Jefferson Vioaduct is adapted for two-way traffic, will this create an opportunity for the city of Dallas to repurpose the triangular parcel of land for park use or commercial development? If so, how many acres are estimated for these new
uses?" I think it's a very good question. Uh the the questioner is right. It would be up to the city of Dallas. we will go uh estimate the acreage with regard to it. I believe that's part of the value
in the spaghetti removal that you then get back. You're in the city of Dallas, so the city of Dallas um would be determining what the appropriate use would be. Uh so we will ask that question of the city with
regard to its opportunity uh to work with the neighborhoods to determine the reuse of those particular elements. Couple questions for the city of Dallas. Um Michael Mendoza said, "For the city of Dallas, will Beckley Avenue from Zang
to 8th Davis remain included in the city's thoroughfare plan?" We will ask that of the city what their position will be on that. Beverly Mendoza asks, "If we try to push traffic onto Jefferson and off to North Morsales, would a street car impact this
effort negatively? Perhaps Davis/Lancaster is the better route." We'll take we'll we'll send that comment to the city as they they look at the tradeoffs of economic development opportunities
related to a street car. Remember, street car is an economic development tool um and the trade-offs that you have when building a street car with regard to the impact of current traffic and the ability of that street car to produce economic development. So, we will pass
that comment on to the city. Val Haskell said, "What is the estimated cost for the Houston Bridge reconfiguration for North Central Texas Council of Government?" We we don't have a cost estimate yet. We will get one from Texot.
We are requesting Tex to determine where they wish to best use their $30 million worth of funding. We hope it is placed on the rehabilitation of the current structure and they don't use any of the
money on the section that needs to be replaced. With consensus from the community that they like this concept of turning Jefferson into a two-way facility, we would then move on to the engineering of that particular bridge and cost that out
and work with the regional transportation council and the city of Dallas on funding to get that implemented. So, we haven't gone through the detailed engineering cost estimates until we're assured the public is interested in uh
turning Jefferson into a two-directional facility. We have a person in but I remind the the person remember the only rebuilding of the structure is those last four
five 700 ft 700 ft of the Jefferson vioaduct as it clears um the southern levy. So it's a 700 ft section. But if there is consensus
coming out of this particular study, we would move into the engineering of that structure. We're going to go ahead and give the call-in option a try again. So we have a caller waiting in the queue. Unfortunately, we're having some
difficulties with our phone bridge connection. Um, we're not having audio from our callers, but we've received a couple of voicemails and we will review them as a team. want to go ahead and thank everyone for
the meeting. And Taylor, before everyone leaves, do you know how many people are in the queue by any chance? We have four phone. We have received four calls so far. So there are four people. So, the four
of you and any anyone else, I I would ask you to um use the voicemail or to type in the comments. Um Taylor, I'm going to ask you to give them your email address. So, you could have them uh email you uh
as well any concerns or thoughts that they have. uh or if there's some place they can type in their answer after this type in their question or concern after this public meeting where this site stays live. I just want to make sure people
have taken the time to be with us that they're able to somehow communicate to us their concern or question that they have. Sure. You guys can anyone who's here on the meeting can email
publicinput oakfarmmsput.com and we'll be able to receive all of the questions and we'll also be able to take your questions that you have for the city of Dallas that we are unable to answer right now for them today. We will take them back and get you all answers.
Yeah, we have a catalog of those questions. Those will be easy to get answers for. Um I want to make sure that if there's questions or concerns um you register that question or concern or compliment and uh we will uh respond
accordingly when we get those uh that particular uh set of questions or comments. We like to thank everyone who's here and for coming to attend this meeting. We're going to go ahead and conclude the meeting and any questions that we've
received, we will answer them. Thank you. That's what