Planning Commission - Regular Meeting

And then we'll link it to a project page specific to. They'll would so thank you all for being here. My name's Amy Bert. I'm a traffic engineer consultant that works with and we help facilitate the traffic calling program. And so we're here to talk about they'll would drive and the traffic calming project on the street. So, we have. A fairly good sized group, so I'll just ask some housekeeping things if we can stay muted unless you're asking a question that way we don't have feedback noise for everyone listening. I am having trouble with my chat window, so I think I'll just ask you to raise your hand or unmute yourself to ask questions and we can handle questions that way. So, if you're putting anything in the chat, I may not. be able to see it, unfortunately. But we'll carry on. And we'll start with what we're going to cover in this meeting. We're going to briefly go over our Um, program, we're going to talk about your specific street. We'll talk about our tools and our toolbox for traffic calming. We also have a preliminary design concept that we put together for, uh. Bill would, uh. And then we'll talk about the next steps in the program, this. Web address and QR code on the right side of your screen is links you to the engaged national page, which is where the city posts a lot about a lot of different projects and engagement opportunities and specifically to the traffic calming. projects that are on there. So if you're watching this later, that's a good way to give feedback about the project as well. Uh, so traffic calming, uh, this project, we call it the neighborhood street traffic calming program. And so we're focused on residential streets and, um, uh, that that's specifically physical solutions. And our goal is to reduce speeding on those residential streets. And NDOT approaches this with a safe systems approach. We're trying to achieve safer speeds, which gives us safer roads, safer people. And also another part of the safe systems approach is post-crash care. So this is all, many things work together in order to achieve a safer street. Um, that's driver behavior, that's the design of our vehicles and, uh, the, the, uh, facility and roadway infrastructure and people and their. So forth, so, um, and 1 of the, uh. A good metric that we always like to show during these meetings is the correlation between vehicle speed and a pedestrian's chance of survival if struck by a vehicle at these speeds. So on the left side, at 25 miles per hour, a pedestrian has an 89 chance of survival. As speed goes up, the chance of survival goes down. So, at 35 miles per hour, the pedestrian's chance of survival is 68%. And at 45 miles per hour, a pedestrian's chance of survival goes down to 35%. So, it's very easy to see and understand the strong correlation between speeding and crash severity and survivability. So that is a main reason why we're trying to slow speeds on residential streets where pedestrians may be walking in the road and so forth. Another thing to point out, though, about vehicle speed is that slower speeds, the driver has a wider cone of vision. They also have more time to see something or someone in the street react, slow down, stop, and avoid the crash altogether. This is a neighborhood street application program, um, meaning that, uh, residents get together and apply for the program and there are, um. 2 selection times per year, so, um, 1 in the spring and 1 in the fall and at each 1, um. based on past funding that it has traditionally been 25 neighborhood streets selected in each one of those selections. As of spring of this year, we had approximately 650 neighborhood streets that had applied for the Traffic Calming Program. This map on the screen is just giving you an overview of all the streets that have applied for traffic calming, where they are in the program. This is a traffic calming tracker that's accessed online, and you can zoom in to each street and find out where it is in the program, if it's been applied for, been selected, and so forth. So, Outside of the neighborhood street traffic calming program, we always want to plug the hub, which is an excellent tool that Metro has to. Receive your questions or or requests related to different departments within within Metro government and get that request or need or question to the right department to get to get you a response. So this could be things like storm grates are clogged or street lights are out or signs been knocked down or you think there's a need for new signs or lighting or something like that. So you can access that by dialing 311. or online at hub.nashville.gov or via an app that you can download onto your smartphone. And it's a great way to get those needs or questions answered. It goes to the right person and you also get like a number that you can follow up with on that. So that's, you know, things like if you're looking for... Other issues that are not just in dot, but other other departments that access there too. Right, so, but back to traffic calming and our prioritization, I told you, we had 650 streets that have essentially applied for traffic calming. Um. So, how did we select 25 streets fail would being 1 of those? We have a data driven prioritization process where we collect. Data for every street that applies, and then those streets that rank the highest in that. Prioritization are the ones that are selected. So we are looking at 5 criteria points for each street and that's the measured speed on the on the street. We. Compared the 85th percentile speed to our desired speed of 25 miles per hour. That's worth 45% of the score. Then we look at volume and that's where 25% of the score, the daily volume on the street. Then we look at trip destinations as well. So. which is worth 5% of the score. So that is, are there schools, libraries, parks nearby, places where we would expect people who live on or near the street to be using the street to get to and from. We also look at non-driver accommodations. So are there sidewalks on the street or not sidewalks on the street? Are there bus routes and stops nearby or on the street, bikeways, greenways, those types of areas mobility options. And that's worth 15% of the score. And then we also look at a safety function, which is what's called the vulnerable user and injury and fatalities. So we look back at 10 years worth of data to find out if there's been a pedestrian or bicyclist injury or fatality on the street. And that's worth 10% of the score. So We add everything up, and the ones that scored at the top are the ones that are selected for that round. So here's some data points for Valewood Drive that we have collected. We collected the 85th percentile speed to be 34 miles per hour, where the posted is 25 miles per hour. So, I do want to explain the 85th percentile speed. That is the speed at which 85% of the traffic is going that speed or below. At the point in place in which we measured it and so that means that 15% of the traffic is going above 34 miles per hour when we measured. Then the volume of traffic per day, we measured at about 3,700 vehicles per day, and that's the 2 way direction for a whole 24 hour period on a weekday. The street width is pretty narrow. It's about 20 feet wide with white edge lines. your street does have a complete sidewalk on the west side, which is awesome. And some small bits of sidewalk on the east side at the south end of the street. And it is a local street. So this is a map just showing our study area zone for Valewood Drive. So we're talking about Valewood between Abbott Martin Road and Hobbs Road. And this is a snapshot that's taken from our online tracker map that I spoke about a little earlier. So you can see where the street is in the program process. So this one is highlighted in green and we're in this meeting and design phase. There are other streets nearby that have gone and been completed. whether those are with vertical measures or not is shown in this legend. So the solid lines do not have vertical measures and the dashed lines, blue lines do. And then those sort of pinkish purpley lines are streets that have applied for traffic calming, but have not been selected. So now I'm going to talk about our toolkit. Briefly, these are the things that we're using through the traffic calming program to encourage the slower speeds. 1 of them, which you're probably very familiar with as streets nearby have these devices called speed cushions. They are rubberized devices that are modular and we can. Form them and fit them in different configurations, depending on the characteristics of the street, whether they're striping on the street or not how wide the street is. But 1 of the main characteristics about the speed cushions that they have the gaps between. So the emergency vehicles. Are not as impacted as they drive over them because they have a wider wheelbase and so they can straddle the cushions. unlike passenger vehicles and pickup trucks, which have a narrower wheelbase, and so they still have to drive over the cushions. At their height, they're 3 inches high, and we form them in different lengths, depending on the type of street it is. But you'll see in these pictures, like the one in the top left, we use some warning signage with the speed cushions to give drivers that advanced warning and guidance on speed. And then they also have the pavement markings on them with arrows or centerline markings, as you can see in these pictures. And then sometimes when we're using these devices with bike lanes where we don't want drivers to try to circumvent the cushion and drive into the bike lane, we'll incorporate some of the white delineator posts. So when we place these, we typically do them in a series so that we achieve a more consistent speed along the length of the street. So we don't usually place one set of cushions on a street and then nothing else because we would expect drivers to try to speed up after they've gone over them and make up time between. So what we try to do is space them anywhere from 300 to 600 feet apart. And then when we're placing them, we're also paying attention to driveway locations and street intersections. We're not placing them too close to driveways or street intersections. Speed tables are made of the same material, rubberized modular devices, but the difference is that they stretch the whole width of the street, but otherwise have a similar function, but they don't have the gaps for the emergency vehicles. So we've done some before and after studies to see how effective these are, these types of devices and essentially have determined that the speeds generally decrease by about 9 miles per hour after the installation of vertical measures. We also use radar feedback signs. Sometimes we will use these in places where speed cushions are not applicable based on the volume of the street or maybe too high or if there's steep grade on a street where we aren't able to place the speed cushions, this might be a tool that we would use. And they are also been proven to be effective in reducing speeds, the average speed reduction six miles per hour and the average 85th percentile speed reduction was seven miles per hour so these just show a driver their speed as you're approaching so it's a good reminder sometimes drivers don't realize that we're speeding so it's uh it's a visual cue to slow down pavement narrowing um with uh paint we've done. Sometimes we have wider streets that have excess pavement and we can visually narrow the street with adding some white edge lines to the street. Your street already has these. But one of the benefits here can be a little bit more comfort for pedestrians and just visually narrow, making drivers feel a little bit more constrained to slow down. Kind of a next step on that is a slower, safer shoulder where we'll use usually flexible delineator posts like you see in the picture on the left where we will designate part of the roadway to be used for pedestrian or cyclist. So we need a wide enough street to be able to do that. So it needs to be more than 24 feet wide. One of the drawbacks may be that it affects parking on street parking. So that's one thing to consider when incorporating a slower, safer shoulder. We also do bulb outs. where we can take a wide intersection like you see here and tighten the radii, shortens the crossing distance for pedestrians and makes turning movements slower for vehicles. So they are driving slower through the intersection and therefore can see pedestrians and other vehicles better. It can also identify where parking is restricted. This is usually used more in urban settings. And then chicanes are a tool, again, where we have maybe excess pavement or on street parking, and we can add some curvature to the street by alternating the parking from one side of the street to the other using striping and signage. This is a treatment like on Fairfax or Kenner that you may be familiar with. That's where we have those here. Pinch points are another one where we've kind of create a single lane direction through this pinch point where it narrows a two-way street to one way. So you have kind of yield flow condition on the street. And then traffic circles, this is a recently installed traffic circle with asphalt pavement and pavement markings. Usually we need kind of a bigger intersection to place one of these in, and a four-legged intersection. I don't think we have any location on Nailwood where this is applicable, but it is another tool that we're using in this program. And so that's all of our toolbox items to go through. And then my next slide, I have a proposed layout for Vale Wood, but I'll pause and see if anybody has any questions before we move on. Okay, I don't see any, so I'll, I'll carry on to what we've put together for. Bill would, and the pink line is bill would so I'm going to orient you. 1st, that North is to the right of the screen. And then, you know, identified bill would as the pink line, we have stop signs at either end of the street. This is about a half mile length of red light. Julia Green is over here. And so what we're showing are four sets of speed cushions on the street. And I've kind of noted, just to give you a little bit of perspective, these addresses approximately where they would be near. But we, like I said, we placed them away from driveways. So they're not a problem for you turning in and out of your driveway. Um, so these would look, uh, similar to this picture here, except you have a sidewalk on 1 side of your street. Um, that's. They're laid out and then, um. For anyone that's listening, I'll just read out these addresses, but there is approximately 550. 8 of spacing between them, so we've got a 1 near 4,100 1, near, um, 40, 16. 1 year, uh, 40. Oh, 4. And 1 year 3916. I think I'll pause there and see what discussion or questions we have. Related to this, let's see. Andrew has a question. Go ahead.

Yeah. Hi, Andy Davis, 4,005. I'm also principal at Julia Green. One of the questions I had was on the speed cushions I'm familiar with around Bailwood, most of the streets don't have sidewalks. And you mentioned that the streets narrow at 20 feet. So if you do the speed cushions with the spacing, how is that going to fit? Because our street is narrow because that sidewalk's big. It has a high curve.

Yeah, that is a good question. So they're six feet wide. So that would be 12 feet of total cushion width in our 20 foot or so feet of roadway. So we'd have enough room for two and a half foot gaps on either side of the cushion in between.

follow-up question would be how many most of the streets i'm familiar with don't have speed cushions i wonder how many of the streets with speed cushions have sidewalks already um i can't tell you that off the top of my head but we do have quite a few that already have sidewalks we have um

Like, I went over in the prioritization slide, several different criteria points. So, you know. Just whether or not you have sidewalks does not necessarily, you know, give you all the points or not. The, the speeding was a little high on the street, which gave it more points. Um, even though it had a sidewalk on 1 side.

Any other questions yes.

Hey, this is David Baker.

Can you hear me? Yes. I was concerned about the real narrow speed bumps. The longer speed bumps are, you know, they don't feel like they're tearing your car up and you do slow down for them. So, I know some roads in Nashville have these high, narrow, Speed bumps are killer and you have to slow down. You're in a 25 mile an hour zone, but you have to slow down to 15 miles an hour to get over it. So I don't know why you'd have a speed bump that lowers you lower than the speed limit. So, these are not going to be the narrow ones. Is that right?

Right, right. We would do these at probably 10 and a half feet long. Um. And I'm trying to see in this picture that is maybe 14 feet long. Um, but we could look into that. Um, I'm going to I'm going to just scroll back to that slide. Yeah, so these ones in the top right are 7 feet long. So that's probably the ones you're talking about. Um. So they are, yeah, a little bit more abrupt because they're shorter. Um, and then these here are 10 and a half feet long, so they have a flat section in the middle makes them more smooth. And, uh, I believe these are 14 feet long, so they have 2 sections of flat in between. So we could, we could, um. We wouldn't do the 7, but we typically would do 10 and a half.

On this street, I think that would be nice. It should get the job done. Amy, some questions or comments, if I may?

Yes, please.

Hi, I'm Kirk Kerinsky, 3924 Valewood. Number 1, have you looked at sort of quality of life sound effects as people zoom over the bumps in terms of impact on the residents?

Not like a study of that nature, no. We do know that that is something that is said about it, about the cushions, but I don't think that it has changed the approach to using them as a tool.

Gotcha. Secondly, I know that you said that the radar feedback signs have some value in terms of reducing speed. What about combining those with signs that say speed electronically monitored, or I know there's some signs that say there's a $75 fine for speeding. I just wondered about the effectiveness of those in lieu of speed cushions.

We have not incorporated a $75 fine sign as part of the traffic calming program. I'm not sure what the legality of that is in Nashville specific. We have done radar feedback signs and incorporated those in a plan with and without speed cushions. Sometimes, like I said earlier, it's usually in places where like the hill is too steep. And we still, we understand that the hill is probably maybe causing some of the speeding. And so we want to make sure to try to address that. So that's where we've incorporated the radar feedback signs. But yes, they are effective. Did I answer both of your questions?

It does. One of the other options that... one of the officers who was patrolling the street mentioned is expanding the school zone. As you know, Julia Green's school zone begins towards the end of Valewood. I don't know about the effect of that or who has the authorities to do that kind of thing or even the effectiveness.

Yeah, that's something we could look at, you know, I think school zones are typically obeyed during school zone hours, and the difference of precautions is that they're there all the time. But if that's something that needs to be expanded, we can coordinate with NDOT and the school and see if that needs to be incorporated into the plan.

Lastly, in lieu of the speed cushions, if the neighborhood voted against them, I know that in your preliminary message to us, stop signs are not allowed to be used as speed control devices. But there is an intersection of Beauvue and Valewood. There was a stop sign on Beauvue. I wondered about a stop sign on Valewood as you approach Beauvue each way as a way of slowing people down.

Yeah, that's a good question. And we get it often. We don't use stop signs for traffic bombing because they're strictly used for controlling the traffic and the right of way of the traffic. And that's based on federal guidelines. So it's not something that we would incorporate into this plan as a speed control device. And one of the reasons is that as, drivers, particularly drivers that are on the street all the time and know that there's very low volume on Bowview. You know, we wouldn't want drivers on Valewood to become accustomed to ignoring that stop sign and having something, a crash happen in that fashion. So it's guidelines that we have to follow that we can't incorporate stop signs where they're not needed for the volume of traffic.

Any other questions, I think? Yes. We'll go with David, and then we'll move to Scott. How's that? Does that work? David, are you speaking?

I guess she can't hear you. I can hear you.

Oh, sorry, I'm stuck.

No, I can't hear you take out your phone.

No, no, it's weird. I can hear. Yes. Yes.

Okay.

So was pinch points ever thought about. I know our sister in law has pinch points and it works very well. And Bill made.

Yeah, we can look at those if that's some feedback that we get at this meeting. I'll say that finding a place to put them and navigating the driveways and so forth is something that we'll have to study further. But that is something that we could look at instead of the speed cushions, the pinch points. So that results in yield flow. And, you know, there is a little bit higher volume on Vale Wood than I typically see on streets that have pinch points. So we'd need to look at that as well to see if it's not too much traffic.

Okay. Does that answer your question? Amy, could I ask a quick question?

Yes, please. So, since someone has mentioned alternative traffic calming measures, would you guys look at that and then hold a follow up meeting so that they could see what the results of your assessment were? Yes, yes. Okay. And also, can you maybe add in any other potential traffic calming measures that you think would be good for them to consider as alternatives, potential alternatives? Just in case, it's always good to look at your options.

Yes, absolutely. Thanks. Mm-hmm. Yes, Mr. boy.

Yes. 1st of all, thank you for the plan is very definitive and understanding all the options and particularly how you collected the data. And that's what sort of anticipated things would be high volume and the speeds probably what 1 might guess and an observation and. reaction speed cushions seems like a very good alternative having traveled a lot of the roads around here and sort of seeing the impact and also the um the frequency which those things are placed down would seem to minimize the chance of these going over the bumps and speeding up again to make up Uh, for the, um, speed lost over them. Um, and. A question will you if you do this, whatever the, the decision is, we then monitor and see the changes. And I'd be particularly interested in the volume of traffic because without having any hard data. would anticipate that the highest speed or proportion of cars is cut through people. And if you place these speed cushions, I would suspect that may impact after a little bit of time, the cut through group, because they're losing the time to cut through on veil wood. So, sort of your response to that analysis and such.

We have done some before and after studies for other streets, and I think as time goes on, we will continue to monitor the before and after as we add more streets with traffic calming projects on them. So we don't, as a rule, count every street. you know, after the install and measure that. But we do, as a program, kind of do a system-wide evaluation and carry that forward. So it's likely we would study this street, and we always can, you know, But I just want to be clear that we don't systematically recount every street or measure the speeds after every install. But when we have, and I showed a slide with that, we've done a recent big push of a lot of streets with traffic calming and found a reduction in speed and volume.

Because that would be nice. I mean, wouldn't that be the ultimate outcome of the success of the program? And it would, if that speed went down, like you were saying, to the range of 25 miles an hour and it cut down the traffic a lot, the value of that for the residents and the school too, one would say, yep, this was effective. There was value in this as opposed to wondering if there was much of an impact.

Mm-hmm. Great. Yeah, we can look into that. So we can come back. Yes.

Sorry, my camera's here.

I can hear you. If you want to solve everyone's problem, just dead end the road.

That's not in our toolbox, but good idea.

You know, I think we just had that with the repave at the end of the street and tearing up, and I didn't see any happy faces with that.

Good try on the dead ends.

Exactly. So we can come back to the plan and look at it or discuss it more, but I want to, you know, be mindful of your time and give you some of the next steps and so forth. So this is our program flow chart. And, um, you know, it starts with an application that neighbors apply. Um, we go through our prioritization process. We have our, uh, neighborhood meeting, which we're having here, give you a draft concept. Um, we'll talk about the next steps of course. And, um. And then from there, we would go into our more detailed design. Um. Sometimes we just hear yep, that's exactly what we wanted. Um, and. We would like to move forward with that and we don't need to have another meeting. And so we would go finish our design and then do the ballot. Which I have more slides to talk about the details of that, but there's a voting process with the project. And then if it's the voting is. Favorable, it moves into the construction phase, but. We, we always have an opportunity to have a 2nd meeting to refine the plan, give you more details about the plan and and. Just have another touch point with you all and, uh. Take this feedback from the meeting today and incorporate that into the design and be able to show that to you. So, you know, I've heard some different ideas about alternatives. And so I think we probably should have another meeting. I think that's what council member Ewing was saying as well, so that we can look at potentially the pinch point idea. And if that is not feasible based on the driveway density or the volume, you know, we may still have the speed cushion plan, but we would have a little bit more detailed plan there, or we would have some other options with the radar feedback signs like we discussed. So I think that would be the right way to go with having a second meeting in a Month or so with a more detailed plan for you all. Um, so I'm going to talk about the online ballot and then we'll, um. Be able to answer any more questions or discussion, but, um, so there's a voting, uh, that happens with. The traffic calling program, and it's. Specifically voting is, uh, usually around a, um. Plan that includes vertical measures or anything in the roadway, like the pinch points as well. Um, but it's a online ballot and we send mailers with unique IDs on the mailers. They look like this card here on the on the. Slide. The voting is open for six weeks. The date that the voting closes is on the mailer. So, you know, when you get it in the mailbox, when that's going to end. But vote right away because six weeks goes by faster than we think. And you don't want to lose your mailer or something or forget. So respondents to the vote can vote yes or no. And if 66% of the respondents vote yes, then the project moves forward. Now, when the ballot is open and happening, we will have the plan posted online. So when you use that QR code to go to the online ballot or type in the web address below the QR code, you can link to the plan to see exactly what you're voting on. On the postcard, there's also a phone number to reach NDOT's project manager if you need assistance with voting online for any reason. So that's available. And then again, if 66% of the people who vote, vote in favor of the project, then it moves ahead. The zone is all the properties that essentially abut the right-of-way. Residential properties, churches, and schools. Businesses are not eligible and vacant properties are not eligible. And then if there are owners with multiple properties, those owners get one vote. So it works out to be 50 eligible properties, I believe, on this street. And of course, if you believe you should have gotten a postcard mailer to access the vote, but didn't, we want everyone to have that opportunity. So please reach out to NDOT. That's kind of why we have the window so long, so you all neighbors can talk to each other and say, hey, did you get your postcard? Did you vote? And if not kind of access in that and me to get help to to vote. So. And then here's our contact information. And this QR code is the same 1 from the earlier slide at the beginning, but it takes you to a. Traffic calming engaged national page with all the traffic calming projects listed and then you can scroll and find. Bill would drive and that's where we'll give updates on. We'll link to the plan page from there. We will. link to these meeting recordings on that page and also after the vote is closed and we tally the votes the next week we'll also post the results there not individual votes but you know just the percentage of vote yes or no but i'll pause there see if we have more questions to discuss

This is Andy Davis, so the voting hadn't actually opened yet.

No, no.

So we'll get another card. Like, we got the 1st postcard.

You got the 1st postcard and we're going to have a 2nd meeting. So you're going to get a postcard to advertise the 2nd meeting and then the vote wouldn't happen until after that 2nd meeting happens. And we've shared a more refined plan.

And I do want to tell our neighbors, like I said, I'm down at Julie Green also. So school starts back August 11th. We actually have been asked to direct cars onto Valewood to try to keep them off of Hobbs, backing up over Tremble, up over the hill. So, you know, starting in a week, we'll start to see more volume backing up. And that's another concern about choke points because the cars are on the street now. We're down to one lane. when they park on the street, so. All right, thanks.

Thank you for your feedback.

Amy, just one last quick question in follow-up of what Councilperson Ewing was discussing. If the neighborhood decides not to do the cushions, do you then come up with a proposal for alternatives?

We do. We do, and that's a great question. So we, if, when the ballot is voted on, and if we don't reach, at least 66% in favor of that project as proposed, then we would incorporate a plan that does not include vertical measures or the pinch points if that were the case. So it would be a more trimmed down plan, probably radar feedback signs. I don't envision any other like pavement markings that we would put on the street because we wouldn't put a center line on the street. So it would probably be radar feedback signs would be most likely.

Raise my hand.

We can hear you.

Yes, I know that there's a lot of traffic in the mornings with schools, and we know when Julia Green's in and what the traffic flow is like. We have not, it's not just the school. We have a problem in the afternoon with construction trailers. Cutting through veil wood, and they are flying sometimes because they're trying to. Go wherever they're going, but they're coming most of that traffic is coming from Hobbs to Abbott Martin. Um. So, I guess my question will speed cushions. I mean, these are some, some of them are pretty big trucks will speed cushions slow those types of commercial vehicles down as well. Yes, yes, they, um.

They don't have the really wide wheelbases and yeah, especially if they're pull. Pulling a trailer.

Yeah.

Yeah, they're not going to want their trailer bouncing all over the cushion, you know. So I think they're effective in slowing this down as well.

Okay, great.

That would be wonderful.

Thank you.

Okay, so what I heard is, you know, there's maybe some appetite for speed cushions. There's also some other ideas. Maybe we would look at the pinch points and radar feedback signs. So we're going to we're going to do some thinking on the pinch points specifically and also. We'll talk with the school team about potentially whether there's a need to expand the school zone at the same time if that's beneficial. And then we will put together a more detailed plan. It will be a sheet plan that essentially a contractor could install and be ready for installation or bidding to the contractor. And then if there's any tweaks after that second meeting, we'll make those and then move forward with the ballot vote after that second meeting. So we'll be back in touch with you all through a postcard and we'll let your council member know when that second meeting is scheduled. I'll reach out to coordinate that time with our applicant and then we'll go from there.

I appreciate the feedback.

That sounds great. Thank you.

Thank you very much.

All right. And again, this meeting will be posted, so if your neighbor missed it, you can direct them to NDOT's website, and they can find it on the YouTube channel after about a week. So I appreciate everyone's time this evening. There's nothing else in the meeting. Thank you. Thank you.

Thank you.