Community Planning & Transportation Committee - Regular Meeting

It is 4 o'clock, so we'll go ahead and get started. Um, welcome to the city council community planning and transportation committee meeting for Thursday, March 26th, 2026. We have three items on the agenda today. The first one is a discussion regarding the Highway 9 safety report with the Oklahoma Department of Transportation. And as many of you know, we've been safety on Highway 9's been a discussion Norman forever. As long as I've been alive and can recall, there have been conversations about it. There's been a lot of fatal crashes on Highway 9 and accidents, you injury and um we had another one just the other night apparently, I guess. So, um so, uh there's been widenings and improvements to the highway, but it's been an ongoing discussion. So, looks like we have Frieza Nichols here to help us discuss that right now.

Hey, thank you for having us. Uh my name is Ron Brown. I'm the district 3 engineer for the Oklahoma Department of Transportation. Uh my headquarters is out of ADA and I'm responsible for all of the construction and maintenance in the 11 counties in central Oklahoma, including Cleveland County being one of them. I've worked out of this area for well over 25 years. So I know Highway 9 intimately from um the first conversations that my predecessors, two predecessors ago, Mr. Paul Rachel started with the conversation from our 77 quarter Norman to Tecumpsa when it was two lanes and we've had several interim projects in that time frame to try to try to work on problematic areas and and the the the u the capacity issues and crashes uh since that time from 98 even to putting a concrete bridge out of which is way out at the county line five lane bridge that's been built and ready for some capacity for over 20 years now. But, uh, we made great strides, uh, in the last 15 years and, um, getting some of those, uh, um, capacity issues addressed from 24th Street, uh, now out to, uh, 908.

108 all the way out to 108. And, uh, um, so u, having worked I was a construction engineer, same area 21 years. So, planning, designing, constructing, and even the maintenance issues that we've had. I've worked on just about every project that we've had on Highway 9 and other other uh projects in that area. Try to be a little bit briefer here. I meet with Mr. Sturks once a month for our Norman ODOT collaboration and we're just talking infrastructure. Uh things that are on his mind, things that are on my mind, common projects we're working on like Jenkins and the uh we just had a pre-work today on on your sidewalks project there. So I was able to set in on that one and things of that nature. So we we've been working hand in hand for forever. Uh David recently, his transportation engineer, approached me several several several months ago, a year ago about the concerns that he was hearing from council and and other folks about Highway 9. And I was a little prideful when I get that those comments, having worked on them for so many years, I'm like, man, these these roads are new. We shouldn't be having the issues. But at the end of the day, listening to Scott's concerns, uh, the city of Norman's concerns, David's concerns, I had to sit back and talk to my traffic operations group and say, "Hey, 10, 15 years of progress is good. Maybe a road safety audit isn't isn't a bad idea." So, we hired Freeze and Nichols to do that for us. They took uh several months to do that, and that's what Miss Bird is going to uh present to you today. Kayla Bird, I've worked with her on several projects now. have full confidence in her abilities and and uh she's going to give an overview of a draft final draft report that I've that that we've asked for and again it's just recommendations at this point. No programming and things like that. I am still trying to digest it. uh my traffic operations group is still trying to digest that and I truly depend on my

traffic experts in Oklahoma City to help lead guide me and the city of Norman uh uh engineering staff when it comes to making these type of important decisions. Last I'll leave you with this. We've even had discussions with the school superintendent there at um uh Littleax Little Axe uh

uh for months about the safety concerns and the last two really bad accidents that kind of happened that area involving the Norman PD officer and just uh someone else just passing through there. So each one of these things are very important to us on a daily basis. So uh again that corridor like most of our courts that we having our problems in we are actively watching trying to plan and prioritize based on the conversation that we had in the industry. So again thank you for having us. I'll turn it over to Kayla. Thank you.

Thanks Ron. Uh I'm Kayla Bird with Frieza Nickels. We just want to thank you all for the opportunity to be here with you today. Going to be talking about the state highway 9 safety study from 48th to 120th Avenue. Um as mentioned the purpose of this study was really to take a proactive look at how that corridor is acting today but then also in the future um at operations and then most importantly safety. So this study really focused on four key areas uh evaluating safety analyzing the traffic operations identifying those different trends throughout the corridor and then developing recommendations for those long-term improvements. So to support that effort um we used multiple different data sources. We analyzed the last five years of collision data uh to understand where and how those collisions are occurring and then what factors um are really contributing to those collisions. We also got updated traffic counts and so we updated new traffic turning movement counts at all the different intersection locations. Also utilize one of ODOT's permanent count locations so we can see just the day-to-day traffic that's going in and out there. uh looked at how the corridor is operating current day and then also in future projected conditions underneath all the different alternatives and options that we considered. In addition to that um we conducted quite a few different field reviews at different times of day. So we were out here morning during peak times and then also at night um throughout different days too. So we really wanted to observe how the drivers are interacting with this corridor in those different you know real real-time conditions. So, we really took all that bringing it together to really allow us to identify some of those different consistent patterns and focus on how those improvements really support the corridor as it'll continue to develop. So, here um looking at the overall corridor overview, uh this is a six mile study from 48th Avenue to 120th Avenue along State Highway 9. It's from 48th to 108. It's

currently two lanes in each direction with a two-way left turn lane in the center and then from 108 to the east it can narrows down to one lane in each direction. So two lanes total. It is a minor arterial roadway meaning that its main um main main identity is just getting traveling public through and from uh the the area. In addition to that though it does have quite a few different turnoffs and it has quite a bit of local access as well. So we look at existing conditions. Uh there's really two key characteristics really shaping how this corridor operates. Uh as I mentioned, this corridor actually includes nine different intersections and about 55 other access points throughout and that really reflects the both the level of development and then also the activity along State Highway 9. At the same time, these travel speeds um are in the 60 to 65 mph range. We also looked at speed data and so we looked at a speed study there um and it shows that drivers are generally driving around the speed limit maybe slightly over but that is still just a high speed to be traveling. So what that means operationally is that there are frequent turning and really crossing movements that are interacting with that higher speed traffic. So as those two come together the higher speeds the more turning activity it really just increases the complexity of driver decision making. So particularly when vehicles are either entering or crossing the roadway. And so as these traffic volumes in the area are anticipated to continue to grow, those interactions are just occur more and more often. And so that's where those target improvements can really help make these movements more predictable and consistent. So to understand how that quarter was performing, like I mentioned, we did review five years of collision data. And so along those last five years, um from 2017 to 2022, that is the most up-to-date collision data that ODOT has right now. Um there was just over a 100

collisions during that period. Uh these were really distributed throughout the corridor. A lot of the higher concentration was at the intersections uh specifically 48th, 60th, 72nd, and 84th Avenue. Most of the collisions were lower in severity. Um but there were a handful about six very severe collisions fatalities um as well as some a few other very severe collisions. So that really helps reinforce just the importance of really making a proactive approach as these volumes to continue to grow. When we break down that collision data even further um there are really two important takeaways. First, um there are a small number of higher seiv severity collisions including those six fatalities um during that study period and these are very important um and they're a key reason why we're really taking a proactive look at this corridor. And then second, when we look at the overall collision patterns, uh there's really a clear trend in the more frequent crash types. So, the most common collisions were really those right angle and angle turning crashes. And these are typically associated with vehicles turning onto or across a roadway. Um, which aligns with really what we see along a corridor with frequent access access points and that higher travel speeds. When we look more closely at some of those phase collisions specifically, uh, they did not all follow one single pattern. So they occurred across several different collision types um including the right angle some a sw a sideswipe opposite rollover and fixed object. So looking at that from a data standpoint it really tells us that the overall pattern is driven by those turning and crossing movements and the severity of crashes is really influenced by the broader corridor conditions. So really particularly at the interactions between those higher speeds. And so the most common um contributing factors overall were the failure to yield in attention and driver speed which really support that conclusion.

Animal I see is the third highest on that chart. Animals. Animals. Yes. And things like that running across the highway.

Yes. Yes. Um so you guys actually don't have a whole lot of objects really close to the to the road which is wonderful right from a safety perspective. Um, and you do have fencing throughout, but those are a lot of fields which do lend us to the animals being around the area, specifically deer. Um, and so that's just something to pay attention to when it is big wide open spaces like that. So, when we step back and really look at the corridor as a whole, um, what we're seeing is really a combination of those two factors, the high speeds and frequent frequent access points. Um, there are a few key factors contributing to those interactions and where they occur. So the first is that gap judgment. So drivers on side streets are trying to find acceptable gaps in higher speed traffic um which can be more difficult as those speeds increase. As people also wait longer that causes them to accept a lower um acceptable gap or what they would consider an acceptable gap and they make those movements even if they don't have that true separation. The second is the number of access points. So just meaning that those decisions are happening frequently um and at many different locations along the corridor. And then third is the lack of dedicated turn lanes or right turn lanes I should say in many areas. So that means that vehicles are slowing down within within the main travel lanes um to make those turns. So together um all these conditions uh increase the number and complexity of different vehicle interactions. So that's where these targeted improvements um can help create that more consistent and predictable movements for drivers. So when we look at all of that and the strategy moving forward really focuses on these three key principles. Uh the first is going to be reducing those conflict points. Um so really fewer locations where those vehicles would cross paths. Uh the second would be organizing access and the third would be really just improving that predictability right so that drivers know what to expect. So the goal is not to eliminate access. I do want to stress that but really just to make these movements occur in a more structured and consistent way so that people know what to expect. So at the center of this

approach is really access management and that's what we base most of our recommendations around being intentional about where and how the vehicles enter and exit the roadway so that those interactions are easier for drivers to navigate. So when we started looking at this uh we evaluated a range of potential strategies um to really understand what could best fit this corridor. Starting with lighting and signage uh these are very important and are part of our recommendations really just looking at improving that overall visibility and driver awareness. uh particularly at night to help better you know drivers better recognize those upcoming intersections uh different movements taking place throughout. Um the second thing we looked at was speed management. Uh that's another important com component and something that we're recommending at some targeted locations. I don't mean a drastic change in speed. Um just some minor adjustments there to that posted speed limit at the 60 to 65 range. lower speeds can really help um drivers reaction time, but by themselves they don't just address all the different issues we see between the the turning and the access management. Barrier strategies were also evaluated as well. Um barriers can be effective in preventing uh some of those head-on collisions, particularly where there is more separation from the travel lane. And I do want to stress that along State Highway 9, uh the available space is a little more limited. So placing barriers close to traffic uh could also introduce some additional roadside hazards. And so that's just something to consider with the implementation of barriers. They also don't address how those vehicles are really entering, exiting or crossing the roadway. So they don't provide that access management needed um for this corridor. A median on the other hand, so that's another form of a barrier, right? Um even if it's just not a not a raised mar median, but even a grass median um really can be identified as a better fit. So it still, you know, it it discourages some of that crossover. It's a very consistent pattern. People can better delineate their driving lane, right, from a change from an oncoming

traffic. It's not just concrete throughout. Um, it also can help with that separation um and and can also discourage people just crossing through at different midblock locations. Another thing that we looked at was traffic signals. So based on the warrant analysis, only a couple of the intersections actually met that criteria. Um it was at 120th and then 48th. Um and we'll go into that a little bit more detail. Um here in a minute. So signals may be appropriate at these locations, but just not really a quarter wide solution. Um so they tend to work best um where you know those volumes are a little bit higher and your turning volumes are higher. Another thing we considered was roundabouts. Um, roundabouts are great from a safety perspective, right? There are a lot of great ways to implement those. Where they don't perform well is when the mainline traffic is significantly higher than your crossing streets. Um, what that could actually cause is that your crossing your side streets could actually um see a much higher delay than they currently see. Now, those main line just keep having the through movements and they would never have a time to enter the enter the roundabout. And then that last thing that we considered were our cuts or restricted crossing U-turns. So, one of those key strategies um is an R cut. So, what is an R cut? Um it's also known as a restricted crossing, U-turn, J turns, super streets, they have quite a few different names. Um this approach really just changes how certain movements occur at the intersection. So, instead of allowing vehicles to cross directly or turn left across traffic, um I do want to clarify that's from the side street. So, our cuts do operate the exact same for the main line. Mainline cars can still make left turns. It's your side streets not being make not being allowed to make a left turn across those lanes.

There's a sort of version of this is what was done at Ambrandon and Highway 77 in front of McDonald's and all that stuff if I recall with it sort of not exactly but that was the solution O do implemented just a few years ago at Brandon because of so many. That's correct. Yeah. Council for a no fire. Uh yes. So is that is our median the turn lane going to be big enough for something like that? So there are still details of design that would have to be worked out. This was just a study for what we would what we would recommend implementing through the design process. Gotcha. And so those would be things that have to be worked through with design.

Okay. Because I've used those across the nation. I mean they're actually really good as far as traffic control, but our roads not that wide in the middle. So, I was just curious if that would be a fit. Yeah, absolutely. Require some widening to do that.

Slight widening. You do have a decent size median right now. And so, that's just something that would have to be worked out for those minimum clearances there. Um, but that's what this was more of a high level safety study at this point. Um, and so, as discussed, really key benefit, um, it removes those direct crossing movements, which is one of the most complex decisions a driver has to make on those higher speed roadways. So instead of judging gaps across all five lanes of traffic, they are just looking one direction, you know, merging into traffic there. Um, so from an operational standpoint, this reduces those number of conflict points. Uh, really simplifies how vehicles interact with each other. And I would note too that when I was W seven representative, I know that me and the multiple W five council members, one of the most frequent contacts we would get from residents was about Brandon Boulevard and crashes and when were we going to do something about it? And I can't really recall getting very many at all or really any since that was implemented by ODOT that solution. So worth noting. Absolutely. So that kind of leads us to these why our cuts fit state highway 9 in our opinion. Um when we compare the concepts the conditions on state highway 9 it really aligns well with what we're seeing. U most common collisions along them are you know related to those angle turnings and those crossovers. They directly you know address that by restricting some of those movements. They are also specifically designed for these higher speed corridors. So those 55 to 70 mph corridors. Um, and more importantly, they allow the corridor to continue functionally functioning just as just as it is present day for the mainline. So, your mainline movements are still allowed to make those left turns. And then operationally, what we see even in the future, especially as your volumes continue to grow, that actually in a lot of cases, even though your route is a little bit longer, your travel time is actually reduced because you're not waiting for that gap. So um rather than eliminating access, our main goal is just to organize how that access

occurs so the movements are more predictable. So that leads us to what our recommend recommended solution looks like. Um building on that concept, recommended approach which is was our alternative one applies that access management across the corridor. What I have here shown here is just the 84th Avenue example. We have figures throughout but this just kind of this one intersection highlights a lot of these things through the different alternatives. Um but basically we're including a continuous grass median from 48th um to 108th Avenue uh which will help define the movements where they can occur discourages those uncontrolled crossings at the side streets. Our cuts will replace that direct crossing movements and then the right turn and U-turn movements. Um and then designated U-turn locations will be spaced throughout the corridor so that access is still maintained for all users on both sides. Uh this will create that more consistent organized system for how vehicles enter, exit, and really move throughout. And then it would also be coupled with a new traffic signal at 120th Avenue um at the main eastern end point. That one does warrant a signal mainly because it is two lanes of traffic right now. Um and so that is just one to kind of help set that new corridor context, control those those um car vehicles coming in and out. So along with that recommended solution uh we also um developed some additional implementation options uh to really provide that flexibility based on funding timing and really the community priorities. So these next couple options are really intended to show that it doesn't have to be an all or nothing approach. Um instead improvements can be made and implemented in phases uh really depending on what makes sense over time. So that was just something else we considered with this study. The first of those would be alternative two. And so this takes a little bit more targeted approach. Uh this option would apply that continuous median and R cuts from 48th to 84th Avenue. Uh that location was really determined just based on the higher level of activity to the west. It also is more into your in

town urban area. That overall corridor context staying the same right now. That's where your growth's a little bit higher. um it would still um somewhere to alternative one the crossing movements would be redirected you know the turning movements really be organized and then east of 84th the corridor transitions um back to that more traditional access and then we would still be recommending some targeted restrictions and improvements just not the full arch cut treatment. So there was one location to to the to the east that was still recommended um at one of those side streets just where we had seen a high collision um data. So that was throughout the in our recommendations provided in the full report. But from a performance standpoint, that really means that alternative 2 provides that meaningful improvement to the western portion. Um the intersection between the interaction between vehicles is more frequent there. This one would also include a new inter a new traffic signal at key intersections um including 48th and 120th um avenue as they are either warranted now or expected to be warranted in the future. So that was 48th Street is one of those that is on the line. It does not meet current signal warrants when we were putting together these implementation approaches. Though we did consider future volumes and when we think that those could possibly be warranted. So um the advantage of this approach is really that it still slightly reduces the overall cost um but still limits the amount of change across the full corridor while still addressing some of those areas with the greatest growth anticipated. Alternative three really focused on some slightly lower cost u more targeted improvements maintaining more access throughout the corridor. So this would include upgrades such as signage, flashing beacons, speed management treatments along um along with traffic signals at 48th and 120th as discussed in alternative 2. So these improvements are really intended to increase those driver awareness, improve visibility, help drivers better recognize when and where train movements are happening. But this option would really only provide

medians at intersection locations. So that would still provide some of that visual definition, some of those traffic calming benefits um throughout, but it would not fix the full access control throughout the corridor um where we're seeing a lot of those accidents. So this means that drivers are still making some of those decisions uh but this is at least reducing a portion of them at those more intersection locations. So, while alternative three um is the lowest cost, um I did want to give just a from a perspective too, we were talking more around the $10 million range versus like a $13 million range. And so, we're not seeing I'm not saying that's like cut in half um just for a kind of scale ratio there. Um but still helps with some of that more structured access management. And then in addition to alternatives, we also had some improvements that were recommended regardless of alternative chosen. So some of these include those targeted speed um adjustments as discussed prior. Um improved lighting right just throughout draw that driver attention especially at the intersections. Additional right turn lanes. Uh shifting the lane drop near 108th Avenue. Right now that lane drop happens right where the gas station is at. People are driving in and out making all sorts of turns. Um Okay. Yes, it's it's a it's a dense intersection and so looking at shifting that lane drop just slightly to the east of 108th Avenue and then adding curb and gutter just at intersections. So that would also allow you to add those right turn lanes without significant rightaway impacts um and just help with that overall traffic calming effect. So draw attention to the fact that we're not just in a big open space. Uh these improvements would all really work together to just support that overall goal of creating that consistent and predictable driving condition. So that leads to our recommendation. Um our recommendation in the report was to take a phased approach to these to improving this corridor. In the near term, we

recommend um implementing some of those lowerc cost improvements such as looking at lighting upgrades, the signage, some of those pavement marking improvements um and some of those targeted speed adjustments. These can be developed ra um relatively quickly, help improve the visibility, just awareness, overall consistency across the corridor. And then at the same time, uh, we recommend beginning to plan for some of those more structured access management across the corridor. So that could include implementing elements of alternative 2 or alternative one as funding becomes available or as more development continues along the corridor. A long-term goal would be to move towards a consistent corridor approach. So alternative one was our main recommendation, which provides the greatest overall improvement in how vehicles interact and how the corridor functions as a whole. Um so really rather than a single immediate solution uh this approach provides kind of that flexible roadmap you know we are just in the study phase now so to work through the implementation um really allows us to look at the current needs and planning ahead for the future growth and really to make that those improvements in a way that's that's practical and scalable over time. All right, council.

So, I think with the aim plan, we're not really going we're not really expecting a lot of like neighborhood development to go past 48. So, I think that we need to keep that in mind as we look forward to this. Um, what would the timeline be if we were to do something like option one before we have a median that goes that distance with the expansion and everything else?

Great, great question. What would the timeline be? Oh, man. You talking to the wizard now? Uh, you know, uh, full full disclosure, uh, we have a lot of needs in district three. We are currently studying the rest of the problem area in Norman and on our highway system, ODS highway system, and that's 77 from uh, from I35 to 77. So, uh, Olsson uh, Osen Engineering Firm is doing that study for me now. We're well involved in that. So, and if you look at any of my openf face data online, you'll see that that corridor has a much higher collision rate than what we're talking about today. So, putting that in perspective, even the planning that I'm doing on there uh is is just uh uh I have none of that in our current 8-year program. So, all of the fixes in that area or 10, 12, 14 years out. So,

okay. Okay. So, so we're still talking about a a project initiation approach or planning approach that could be well in that 10 to 15 to 20 year range. So, if we're 100 accidents every 5 years, so we're looking at 300 potential accidents within that. Yeah. We talk about option one. Right. Right. So, well, and the reason that I ask that is because I think that there are some things that we can implement in the meantime while we plan for a larger project. Sure. So, so that being said, sir, uh, uh, David and Scott have been having conversations. I think David went for, um, a research grant to do some lighting, and I don't think he was successful on that.

But I have a safety program that I've been talking to my safety uh, traffic engineer about partnering with the city of Norman along that court and looking at spot safety improvements that we could do on that uh, speed management, things like that. Again, I'm digesting this report. So, some of the things that I would I think I would like to see just from I drive that area all the time. Okay. Um

48th is borderline needs a signal. I would like to know if 60th would be more appropriate. Um 48th will be the border of where a lot of development happens. So, I think it'll make sense there in the long run. But I just compare 60th and 48th now to see what that looks like. Um the ride in ride out turn lanes. Um those are a big problem not being in existence right now. So if that's something that they already have the rumble strips there. So if that's something that if we can just paint those if there's already enough right away to at least give

a portion of one that shows that you know somebody's going to be they have someplace to signal to go to to turn off and slow down safely. I think that that would be something that we could implement quickly. Maybe um the flashing beacons for the major intersections at 48, 60th, 72nd, 84th. Maybe bring the speed limit down to 45 in the flashing beacon zone. And also putting those rumble strips that lead up to the intersections to let people know that that's coming on. I think that that would be uh beneficial. The 45 you mentioned that Dana don't support that right now, but I I hear you, sir. Okay. loud clip.

Uh, I I think barriers just create sighteline problems. I mean, crossing at Highway 9 and 72nd to go all the way across Highway 9 is a nightmare, and I know every intersection is like that, so barriers scare me. I do like the grass median. Not any other median I'm I would be afraid would cause cars flipping over. Um, but that's and that's an awesome project, but that's, you know, we just had we had a bond project that we just approved the other night that was approved for 150 years and we just got it done. So, um, I'm c I just I want to try to put try to implement some things for safety. Now,

we just finished a big project on Highway 9, so I know that the residents out there are not looking forward to it being all torn up again because that creates its own safety issues. But I think that there are some things that we can implement a little bit more quickly while we lead up to a larger project. Absolutely. Take that into consideration. Absolutely. Not just in the study. So

I'm just say current pace that I can tell about 20 people will be killed in car crashes on that segment of Highway 9 between now and 15 years from now. So just based on current traffic data that I can pull up for the last uh six years. So something for our elected officials at the legislature to think about. They're the ones responsible for finding money to get these things done. So well Normanites have trouble with roundabouts at 20 miles an hour. So I can't imagine council no fire or and then yeah no fire and then

I do hear a lot of complaints about roundabouts. Uh, so I agree with most of what he said there. Uh, specifically that something that we could do quickly and fairly cheaply would be the right-hand turn lanes because I I go out that way every day. I live off just take 9 to 108 and go north and you'll hit my house. You can't miss it. And so that right-hand turn lane would alleviate a lot of problems out there because people don't when they're going to stop, people have a tendency to come to a crawl and then turn. They don't take it with any sort of speed, which is safe driving, sure, but it also really impedes the traffic behind them doing usually about 10 over. And so you're talking 70 miles an hour versus someone just about stopped. And if they're not paying attention at all, it gets really bad really quickly. And then the lighting at the intersections just in general is that I think that would alleviate a lot of things at night because when someone's especially on uh like 72nd, you're coming up on a hill and you can't see those lights if you're coming down Highway 9. And so if you have a light there shining down just a street lamp so to where you could see a vehicle on the side that would probably really alleviate that as well. Just those two big things are

with Down's Christmas tree farm being Christmas light experience being right there. They get there's probably two or three months a year where that's the most dangerous intersection in Oklahoma. I do not doubt that. Uh the only other thing I would say or two little ones, one in 48, I get asked about that all the time because of the school just north of 9 on 48. people, they ask me for this light specifically. I think I've in the last month I've had a couple of emails alone just random people asking me for a light there and uh because they try and cut straight across and traffic doesn't stop.

And what I always tell them to do is go down 36th and then come out and do it that way. But uh I do get asked about that one specifically a lot. And then one other thing is if it's so much as anything more than a mist out there, you can't see the traffic lines at all. I don't know. I don't think I've ever seen a road in Oklahoma with them. But if you guys would ever consider just the little popup reflectors that they just nail in for the uh yellow and white lines and the dotted line in the middle, if it rains out there, you can't see anything and people are guessing at those me or the actual lanes in the road and they're terrible at guessing. So, so, so we we've been involved with those. We don't use any nail in. Yeah. Okay.

But we have we we have some that are recessed or group cutting grooves in them that are glued down and and again just put some out in front of our headquarters, I think, and occurs. So, we might see that in some planning fairly quickly. That would be amazing.

The the right turn lanes and things like that. I I hear you loud and clear. uh it wouldn't be as quick as I hear because I know it's a 10- foot shoulder and no curb there. So, we would do some widening on that to get the proper proper widths on it and make sure we have safety slopes etc etc. So, still design design and uh the uh signal signal approaches uh again most signals right wrong or different are championed by the city. I've always heard from the city about 48th and and and all of those these intersections even before they were widened to to six lane. So, we've been having some of those conversations and could could work together on on seeking federal federal funds or city and state funds to do do projects like that.

Um, on that 48 street, we did just receive new traffic data for it, you know, with the study. So, those are those are very current counts. And that's where I wanted to caveat our recommendations for alternative two and three because it is right on the line. The thing with signals though, we can only make those recommendations based off of current volumes. And so I do think you are getting very close though to it. It's just based on the current word. So there's also a hill right there. You're on 48th and you're trying to cross Highway 9.

To the west is a crest and you cannot see the traffic coming from the west. It's eastbound. You cannot see it till it's hitting that crest and it's very close to the intersection. So, I think that's why the traffic count may not be there, but that's why people are asking because it's it's a very stressful uh intersection to try to cross, I would tell you. And it's harder to cross now that it's wider. So, it's and that traffic is driving faster. I mean and again again my bias no roads are perfect

and those crest and those volumes should have been designed in the last 10 years so they should meet our design guidelines. So that's the thing that I was harping about to myself. I didn't want to I didn't want you know Kayla to come and say oh your designers did a horrible job you know and I haven't heard that. So yeah, but I understand what you said. There's still crests and and hills that we that's perception is reality. Okay. Part of Oklahoma that is not flat. Absolutely. Council. Yes. Council. Uh yeah, I was going to say I also support the the first option up there, but I was more gonna ask more support what my colleagues have said already in that,

you know, I'm more in favor of just a series of smaller incremental steps that get us to the maybe to a bigger solution instead of waiting 10, 15, 20 years to get that perfect, you know, idealistic solution. So, love the right turn idea. Love the lighting. Um grass median. I was gonna ask about like rumble strips, you know, is that an option, you know, where we've got the lane drops out there by the gas station where we've got Are you talking about transverse rumble strips or Yeah, basically something that notifies the driver they're coming up on a problematic condition. That's what I'm saying. Like have them at every intersection like you're coming up on

I worry every intersection you almost desensitize the driver to say like now everything's an issue. But it, you know, you've got 108 had that big red on the heat map. It had a very orange dot on there. And so, yeah, just when you're coming up on some of these really trouble areas, just again, again, stepping into it. I'd probably put a warning sign up first, then a flashing warning sign, then the rumble strip warning sign. Yeah. And then always stop to signal or what have you. So, I just think the more that we more guard rails. Absolutely. Not intended. I guess that we can put in there, the better.

One of the um So, like I would be interested to see what the traffic counts are from I35 to East 24th, that section, and then 24th east to the county line or whatever. And then because I I could see why there'd be more crashes on the section between highway or I35 and highway 77 because

um it's a more dense it's developed on both sides. Urbanized university traffic um and there's a stoplight at every intersection except for one which is one of the biggest complaints though that we get about that section of Highway 9 is that it doesn't function very well as a highway because there's a traffic signal every mile. And I hear it about on KREF every morning, Teddy, where they the radio hosts complain about driving on Highway 9 to get to the station on the east side of town. Um, and then we've known about potential plans in the future for a more s potential six lanes and a median and maybe grade separation stuff in the future for that section. But I might be interested to see if the crashes on that section are resulting in as many fatalities as the eastern section because the speed's slower on that section. The traffic is more dense and there's more traffic lights. So I would assume that the fatalities are probably fewer, but I could be wrong on that.

I think you're right that they absolutely are. But more more total crashes would make sense though, too, because of all the probably a lot of fender benders and things like that. So, uh, just wanted to note, were there any other questions about council Bruce? Yes, sir. The, uh, Can you talk a little bit about right on? Right on. We're going to take a right, you accelerate, and you merge on to the highway. I didn't see any of that in the slides. Maybe there were, but I acceleration right acceleration lights that was turning right off. Turning right off. You had those but not a right on, you know, where you have a cone off, you turn right, you have time to accelerate before you get into the highway. Does that make sense? Yes. Yeah. Yes. Absolutely.

Oh, right.

And that's what definitely the things that are evaluated throughout design, too. Um, what we find too is just accepting that gap going to the right, you can accelerate faster that way than merging over, but that's not to mean that that's not something that would be looked at during design. Um, because that is a valid concern too, right, of just providing that additional distance. and and and in my experiences, most of the ride ons that we see are usually come from high traffic generated gas stations where you got more truck traffic coming on. So when those developers come in, that's when we see and have them to add um you know, right lane accelerations as opposed to just turning off into But I get it. 65 miles an hour speed limit that you turn into is a little different story, too. at an intersection or coming out of a neighborhood or house. So, I understand what you're saying. Uh just one more thing essentially I was just curious if you do full till stage one or does that uh have any effect on things like what am I trying to say school buses and things of that nature big vehicles and then also uh emergency vehicles

like great great question don't you I'm assuming you're asking how do the those arcs function with those so Yeah, they have turning templates that they use to to to do WBS, whatever numbers they use for them. So, yes, they those turning templates help define whether the R cut itself and the pavement you have is enough or if they have to widen a little bit to the shoulder to do what was called a J turn. Okay, that that puts a little bit more area on the shoulder kind of like we have on we have some on Lindsay Street we built several years ago here in town that that that was part of that design and construction. So,

and then from a safety perspective too, operationally, I'd mentioned it before, but a lot of those times, especially from the side streets, even though it's a little bit longer route, we were actually seeing, especially in those 2044 traffic that we've projected out at the current growth rate, that their travel time was actually faster making that ride out and then the U-turn versus waiting for that gap as traffic. Thank you. Yeah. Okay.

Um, any other questions or comments about that? And again, the last I want to leave you with is is I truly respect your engineering staff and your public works director. Worked with both of these guys for over 20 years. They absolutely represent Norman's best interest when it comes to transportation. I'm not just blowing smoke. Okay. So, I I enjoy that working relationship and uh and they have my number. He he can call me for anything uh any time of night. We we text each other quite a bit just to just to say we I can't make it to the meeting

which is uh this month and let's do it on teams. But it's important to us to to stay in contact monthly to see uh if we have any needs or any commonalities uh especially on active projects and we we have some great projects that we're working on together on Jenkins and again several sidewalk projects and and a couple other important ones that are coming up. So absolutely uh enjoy what we do together. Thank you for having us.

Yeah, I appreciate you uh coming up to Norman and being here and taking the time to present this and for uh you know doing the study. Um it's really important. It helps I think us have a better idea what's going on, our residents and I think many of us would be more than willing to contact our legislators in Norman and beyond and uh talk to our representatives in Washington DC even about funding at the federal level that could help advance some of this stuff. and and I would uh encourage us as a city to keep where if we can keep applying for grants to get the lighting thing or whatever that we can do. Um I feel like that is something be really supported by residents of Norman across

and we as staff are going to continue to work with our partners uh Ron and Mike and look for opportunities and if it's something that we can apply for that can get us closer to an end goal, we'll continue to have those conversations. We'll continue to look for funding mechanisms, even if it is simple uh easier solutions that get us a little bit better over time. We'll continue to be uh working as partner teams through the community to make improvements. Well, thank you. Thanks for letting us vent a little bit. I hope we didn't get you up too bad. I appreciate it. It looks good. It's it's overall, I think, good some things we can do. So, thank you very much. I appreciate it. and we will move on to the next item on the agenda if there's no other comments or questions.

Thank you both. Do you ever mind having to All right. Item two is a presentation of the February public transit.

No, I look chair and counsel. Um hope to be brief today because I took up so much of your time last month with the uh transit budget and the parking downtown uh parking downtown discussion. Uh my first point on that is that we are working with our contractors Embark and uh VIA to uh one implement the uh security enhancements at the transit center and with the contract update with embark that we have annually and working with via the Norman on demand provider to uh identify service cuts um and also um maybe some other cost savings. but before we come to council with that budget amendment in June and and maybe talk about it before then. But those are kind of been the main takeaways this past month. Um other than that, we uh in your packet you have our our memo and the performance reports as always. The um uh just want to make sure it's still on your guys' radar. That one accident we had for uh a paratransit vehicle um by ENQ, that vehicle has been ordered. I think we talked about that last month. um expect to get it maybe July, August. Uh so a quick turnaround there and um get that back into service. And then uh for all all the other vehicles that we don't have um something on order, we also have three large buses that we should get next spring. The only one is another paratransit vehicle that's out of its service life. So we have put that into the budget request. Um and obviously that's going through the process. We do have grant funding to help pay for that. So we're hopeful that we'll be able to um replace it next year. And unfortunately, it was also involved in an accident um recently which it's passed its useful life. So, and we have grant funding to replace it. So, we'll probably um try to seek that even harder with the budget process. So, um other than that, uh we talked about some service expansion um options at the meeting last month with the uh transit budget. Um obviously moving forward with

what we have today given the the the budget outlook that we have. And then um just wanted to talk talk about ridership a little bit. Uh this month was up a little bit from last month. Um we saw uh it the total ridership was uh 42,536 compared to 36,713 last February. Um saw a lot of gain in West Lindsay um both during the weekday and on Saturday compared to last February. Um yeah uh 100%. Wow. on the Saturday service for West Lindsay Street is up 100%. Right. And it's up 53% on Monday through Friday.

Right. And the Monday through Friday the the actual number was uh about 4,000 compared to on Saturday even though it was 100% that was about 600 uh rides which were obviously more limited on Saturday service but still great ridership gain on that route. Um it's not as heavily uh dense as the East Lindsay route or most heavily ridden route um for apartments and things like that. Um but it does have a a great mix of uses along it. And when we expanded that route and made it an hour, but with 30-minute frequency, I think that did help it performance because we it's more of a um uh self-contained route. People can get what they need along the route rather than transferring. So, we're continuing to see gains on that, especially whenever we increased it to 30 minute service back in October of 2024. I think we're still seeing the benefits from that. I hope um

that's interesting though that it u is a lot les considerably less than East Lindsay on the on the weekdays, but on Saturday, right, a year ago it was half of East Lindsay's wrership and this year it is more than East Lindsay's writership on Saturdays. Right. So, what's going on?

People people uh uh you know move in, move out, change their uh driving or their riding habits just like they change their driving habits sometimes. So, um I can't tell you today, but I'm just glad that the numbers are reflecting a a gain that's that's great to see. We also saw a pretty good gain in our plus ridership about four or exactly 400 uh riders for the entire month. Um which uh daily is about uh 92 compared to to 86 uh a day. So um really good there. And then also bikes you see at the bottom of the table on the first page uh went up about 66% on our our buses which again we've talked about increased the um the uh the catchment area for transit. you know, uh our our there's a walk shed and a bike shed, right? So, um as we bring on more bicycle infrastructure or sidewalks or different multimotal paths, that just allows people to access the the buses easier as well and increases that that catchment area. So, um and then uh finally on Norman on demand uh just briefly, we uh had about 2200 riders last month compared to the 4,000 again last February. We're cutting costs there. uh demands lower. We're still seeing that uh happen, but we're trying to keep that ridership per service hour number up to about four or five uh just to remain efficient. It was at 4.4 for um last month, but because of the lower demand and maybe slightly increased uh or because we haven't um totally dismantled all all of the vehicle hours, we are seeing better KPIs in terms of weight times and um

just the the average walking distance slightly, but really that weight time. So, for example, in February 2026, it was about 17 minutes and last February it was about 30 minutes. So that's really quality service. Um we put it at about 20 um or our targets uh about 15 minutes. So we're right there, but 20 minutes is the maximum we set. So the average we wanted it a little bit lower, but still uh it's doing great. Um and again, we're we're we're actively cutting back on vehicle hours as as we see it so that we can conserve that budget on uh in the current fiscal year as well. Happy to take any questions. I have one more agenda item. So Bruce,

is there any way to go back more to see as far as who's demanding right on demand and particular category related to like decision?

Yeah. So uh there is a direct number for people asking for wheelchair accessible vehicles and so for example in February the number of completed trips was six for wheelchair accessible vehicles but last February was 38. So that um again it's it's an on demand service late night and on during the day on Saturday so it just depends on if people need to use it during times we're providing it. But there's that metric. Um, but for other people with other disabilities that doesn't require the wheelchair accessible vehicle, we're not necessarily tracking that. Um, I don't know how we could track that if they don't have a a need for one of these. You had mentioned last time we had a brief discussion on possibly embark plus assuming admission depending on the size of the that may be available as far as that customer base being disabled and needing right on demand

for embark uh doing that doing this program.

Yeah. Uh we're once we figure out how to keep the service running, we're going to evaluate that and um like we talked about in our discussion last month, early fall, we're going to probably put out an RFP, but that'll probably be a part of the discussion of could we assume um some of that service in house. And sometimes it comes down to to vehicles. I mean honest, we'd have to order more vehicles possibly to provide more service where if we do a contractor like this, then the city's not buying capital. Um but uh there are transit agencies out there that can use their uh scheduling software to sometimes schedule uh paratransit rides with Norman on or in our case Norman on demand rides and sometimes it comes down to where do those vehicles get funded to and are you fulfilling the mission that that vehicle is funded for by FTA for paratransit um while also doing something extra or is it at the detriment of the paratransit customers that you're trying to so we have to weigh all that as well It certainly certainly can't be done. It's just complex and and really the scheduling software is um last few years is really now getting to the point that we it can kind of identify that and make sure that everybody's everybody's happy on the funding side. There's also the option of just buying locally funded vehicles, doing whatever you want with them, but again, that's that's kind of hard to come by local. Any other questions or comments or Taylor about public transit?

Uh just one more quick thing on the T- set grant, the tobacco settlement endowment trust for uh embark well. We just got an email at 4:30 that they were supposed to have a board meeting today to and then announce the winners after that. It's moved to April 2nd. So should know soon, but yeah, not too far. Yeah, not too far. So thank you. Thank you.

Appreciate it. As my three-year-old grandson would say, a biscuits All right, item number three is a project updates and discussion of the Access Oklahoma East West Corridor. And I think we're planning to have regular updates about this in this committee um as they are available. So, as I mentioned on Tuesday night, anybody that's interested, tune in to this meeting in person or on YouTube, and we'll try to keep everybody updated as best as we can as we know what is going on. So, I know that you know there's been a lot of questions about what what work is being con completed at this moment uh on the bridge over the Canadian River. Uh they're currently constructing the drilled pier peers will be what the the bridge will actually sit on in the future. They've started that. I don't have a percent complete or number completed or anything like that. I will work on trying to have some of that information available at future meetings uh to where we can kind of get a feel for progress and the way they move. And also they the last time I drove by it look like they're probably 2/3 or more uh complete with filling that pond that is behind the old armory there on the north side of Indian Hills between 48th and 60th.

Yeah. Uh large there's it looks like a major high somebody asked me what major highway is being built there with all the there's like six of the big belly dump graders and major road going to the south there. They've got a big burl pit down there. Um, so that's moving along uh at this time. Also, do we have the ability to get any kind of like drone pictures of what they're what of activity? Do we have that with public works? I know police farmer has a drone, but

because it's their work zone, I would want I would want permission for them to do that. Or if they have that, I can ask that question and see if there's anything that they can share with us. They may be doing that already or they may have like an on-site daily. Um, let me see what information is available. I wouldn't feel comfortable sending a I I wouldn't like it if somebody else has done it on my project, but let me see what we have available uh that we can work with on that and see what we can get. Well, if you drive down an Indian hill, you can see uh drilling rigs, but I there's so many trees and it doesn't let you go all the way out there.

Yeah. Yeah, it's pretty and it's pretty good distance out there. So, uh I I will ask our I will ask OTAA if there's any information they'd be willing to share with me on that that I could present and then show uh along with some sort of a progress update. Okay, I will make that request. Thank you.

I kind of want to bring the 36 uh Avenue Northwest phase 2 update. That's will be a a monthly item that we'll talk about where we're at. I want to keep you up to date as to where we are. Of course, uh we've got the proc agreement approved by council uh this week, March 24th. That's because somebody can't spell evidently. We'll we'll fix it to March. Um I love it when I'm the one that typed it. I can't even blame anybody else. Um so obviously this is going to be the the the section that's going to be uh uh completed by OTAA with our plans. Um so where we are today uh we've already reached out to OTAA and we are they will be taking it to their uh authority meeting on the first Monday or Tuesday in April. I get confused with our meetings and their meetings. Uh we we'd expect approval and get that back to us. At that point we will begin working out timelines. Uh so we really haven't had a lot of direct coordination. Um just because we're kind of talking about 36. I did have a discussion with the assistant city manager Moore uh yesterday. Uh we we discussed the project every two weeks because the SS4A grant includes them. Um we we feel that we would be we're pretty far ahead and looking really good on this. When I talked to them, we talked about the north section and the south section, north of Indian Hills and south of Indian Hills. Um so on the south section, which would be our phase one, uh our consultant is completing those plans. we would be in a good position to move forward because of the way the SS4A grant works out. We if we phase it, they say you have to complete phase one before you can do phase two. We do not want to start 36 on the south and then wait until that is complete before we can do anything on the north. That's disservice to everybody. So what we're doing is they are working as hard and as fast as they can. They have a couple of rightaway issues that they are wrapping

up. uh they are currently uh in condemnation on that. And then we have two parcels that we met on today that we have a counter offer on and we're making the final decision to get some more data on that that we'll be coming back to you uh to discuss uh when we get a number that we're comfortable with and then that would allow us to be at that point. Then we'd have to do utility relocation on those two sections. Um we think that that puts us in about a year out. We don't think that's a bad number right now. We feel that's fairly close to when we will have uh NEPA complete for this whole section uh of our environmental studies and also have the contract in place with FHWA. We have to have the NEPA complete before they will even sign the contract so or agreement. So everything's kind of lining out that 9 months to 15 monthsish. Um, which with a federal contract is actually good movement, but we will do everything we can to compress every day that we can. I I I wish I could get money in hand now and just get going with it.

Did the the federal money does it have a deadline or window? So, from the time we get the agreement signed, it's a 60 months of five years, and we have no problem with that. Um, we everybody's we said that's not even a problem. That's that's not even a question for us. We're going to be way ahead of that timeline. And so, just to be clear, you're this phase two is the part that OTAA would construct, but the part the phase one is to come to Franklin, correct?

And we are doing that. We're doing that and then we'll do our phase three which will be north of where the turnpike ends. We had to extend the south limit of that a little bit because they didn't come up to where our old phase two ended. We've already picked that up. Our consultant is already doing that design and getting that into their plans. And then we have the more section which we just kind of keep calling phase four or the more section. But we want to bid all of that as one project. Uh there's numerous reasons for that. One is cost savings. Even though we have a big grant match, if I can make our 20% smaller, I'm going to make it smaller. I'm going to get us down to the minimum amount or the the best outcome for the community. But, uh, also just being able to do this all at one time, not having to do it in two phases. It would be a much longer time period.

And that section that we're going well, these sections that we would be constructing, are are is it us or is it going to be ODOT? This will actually be us. They didn't give us we didn't get any funds for this. No, this is direct funding from FHWA, it does not go through the Department of Transportation. So if we receive federal funding, is it because when it goes through ACOG, that's when we have to allow or ODOT gets to run it. But if we receive it directly from Washington, we don't have to.

And and I think it's this it may be program specific also because those are allocations to the state and the state then transfers the funds. This is a direct allocation to the city of Norman. Okay. Um and SS4A was written this way. I know there's every time you get a different grant or a different year of a grant, you kind of have to figure out what rules you're playing with when you're get dealing with it as a direct recipient.

And just so I'm clear on it again, phase one would be the first phase like we would start it to come. So that first mile and then this mile or some phase of all or some version of all of it at once. So, FA phase two, which is the the section from north of Franklin to Indian Hills, that uh and it's on the next slide, that is uh right now planned to go out to bid in September. We would expect that to begin construction around the first of the year. Okay. And then we're probably going to be more into the spring when we would be under construction with the all of the rest.

Uh they'll all have phasing plans. The contractor could say, "I want to bring in somebody on the north and somebody on the south and run two crews." They may say they want to phase it and do it linear. Those are things we'll have to work out as we get closer to that time and we look at what we think our time frames look like. We really haven't made those decisions at this point. Council Bruce, one more time on the north Indian hills going to the sports limits. What do we call that? We call that phase three internally. Yeah.

The other thing is sparrow been foremented on going down Indian Hills road the houses that are south of Indian Hills Road. I'm of the understanding that all the condemnation is done for east west when it comes to the turnpike all the lands and so all I I I don't have that as I can't confirm that. I'm not I'm not positive. I wouldn't want to comment on that, but we have all of our land. The only thing that we're missing for the entire project for us is two parcels right at the Little River, and it's to be able to construct the the bridge.

Okay. Do you know if the house is on Indian Hills Road South? Mhm. That little that group of house shares Marlot. Were those part of the plan to interface with the owners regarding offer to buy the properties from the OTAA? Yeah. I do not know.

I I try to watch the best I can of what they publish uh in their uh authority messaging uh in their agenda. Um, I know that there may be a condemnation still pending uh in the area, but it's on the north side, and I'd have to go back and review my notes on that because I haven't looked at that detail. I I do I I my my thought was that we'd already purchased what would be necessary to be able to do the intersection and that's now going to be utilized and that they weren't going to be going further south of Indian Hills, but I I'd have to I we can dig into that information. I keep hearing the comment on the east west turnpike there was only one house where they had to do imminent domain and everything else has been settled. I'm thinking oh wow. So in my mind I didn't know this for a fact. I still don't I'm thinking what what about those houses that are hitting the hills that are south there or that was that part of there I I don't know but I can imagine um if there was uh if the owners were not along that part there I mean I'd be getting calls

I am getting calls about hey when this takes place in that in this area how am I going to get in and out of my house I don't know I don't know yet you know

they they have to maintain ain access to the homes that that's just by rule. Um we will our plans that we will put together for 36 will be in phases where there will always be access to every driveway, every every street. Um there there may be the only thing that may be closed when they build that bridge over that tributary on the south end that may be easier to close that temporarily and build it rather than trying to do two halves because you can only do one lane anyways at that point because it's not wide enough for two lanes. That may be the only thing that would be closed, but you still have access from the north. But we our plans are we'll have access we we we have to guarantee access. We can't close people off on their properties

and they have the same rules on that. So, if you can help validate what I keep hearing about, hey, East West all the way through everything's been taken care of and only one house had a dominant domain. I I can see what what information I can gather on that. I can confirm that from the river to I35 there are there is not a any houses there are there are not any houses that exist yeah along stretch there is one business hammer construction and that may be that property

from I35 east I'm not sure there are houses that are in the way whether they in the domain I'm not sure but yeah that this section there were no there's nothing but grass and a yeah we were fortunate that in this section. Council member Noire or Council Bruce, Refinish. Yes, sir. Council member Noire.

Uh, I was asking the people that watched this like a hawk and they said that they've just recently uh the domain proceedings were approved at a recent OTAA board meeting, but they haven't actually gone to court yet on any of them. And there's several that they're looking at right now, but that nothing. It's all up in the air. They've just now started the whole process for that. Yeah. And and I I can, you know, again, I can see what information that they're willing to share um with with us on that.

Uh just to what's coming up, what what is on their schedule. Again, this is they publish this on their authority agenda. August the interchange at 60th Avenue Northwest. Then September will be the grade and drain from 48th to 36. And also that will be a mandatory tie with the 36th Avenue Northwest our phase 2 project. By mandatory tie that means that they will be separate projects bid separately but it has to be to one bidder. So they put them together. So it's is that why it needed to be on our agenda this now?

Yeah. Yes. because we have to have complete plans by June and we need time frame to get that put together and if we weren't going to do it this way then other plans have to be put together ready to go into that bid package and once something is let what is generally the time frame between construction

you know it's usually 90 days that's that's kind of the when I first came here it was 30 days and you could ask for an extension to 90 days and now it's 90 days there's not even ask for an extension anymore more. Um, they have the right to get in quicker if they want to, but that's typically what we see is they they that's maximum 90 days, but I do think a lot of that is them getting all of their paperwork in order, getting, you know, starting to order what they need and get things set up. It may be that that's just really the time on these larger projects. You know, even our projects, we see the same thing. Grey Street, they took the full 90 days. Jenkins, they took the full 90 days. So in this scenario with this schedule uh bridge and approaches over 48th Avenue would begin construction in December

potentially December January somewhere in that time frame along with the other projects and then they have it split out where they would they're going to do the grading and the drainage and then do the paving of the roadway. They're looking at that in October just a month behind. Um and then in November bridge and approaches over 36 and then right now tentatively they're showing the January 27 36th Avenue Northwest uh to the railroad and the I35 service roads. So that's kind of starting to look at getting that's where we're going to start seeing some stuff that could be happening on the other side of the interstate. Okay.

And we're we watch this and we do uh keep up with it. There hasn't been any uh since we last met. There have not been any meetings. There have not been any meetings. So, I don't have anything that's been said other than what I see. Uh but obviously, we'll continue to keep you up to date on these items. Any other questions or anything for us? If you have any other questions, yeah, be happy to answer any questions. So, we'll be getting a regular our monthly update on 36th Avenue progress roughly and then continue having regular updates about what's going on.

Yeah. and and as we get under construction, as was I I listened and paid attention. Uh what we'll do is we'll keep up with the where we at on expenditures and uh time and so we can report those items back and then we'll we'll probably be bringing you back photos of what construction looks like out there. Maybe not a whole, you know, 25 photos, I mean, just a couple of photos, but we'll we'll bring you back information and keep you as up to date as we can. Appreciate it. Okay. Okay. Any other thing? Okay. Thank you. I did want to just say that I went to ACOG and brought back some money. I don't know if the camera,

but uh we got $15.5 million and we think this might be forced and flood at least 7 million. That is at least some of it is. And then we got they let me take the big checks. And then um this one is for the roundabout potentially at Acres. Mhm. a million dollars and then this one is public fleet or fleet. So I assume fleet related stuff but another million dollars. So so we're purchasing 17.5 million.

We have we have lots of different projects going and lots it's it's hard for me to we got a whole bunch of them but if you take that with the SS4A grant we are on a roll. We've collected well over $40 million. Uh we also have gotten notification um that we got awarded another grant to do a roundabout through uh the absent with along with the absentee Shaunie tribe to do a roundabout at uh basically Hollywood Corners. Yes. Broadway the peanut. Yeah. Yeah.

Peanut roundabout. It won't quite be a peanut, but it will be an elongated. But we we looked at that and so we think that is, you know, so Franklin and Porter great opportunity to clean that one up and get rid of that flashing four-way stop there. So, uh, that's another one that we'll be looking at getting rolling here pretty quick. Okay. Anything else from anybody? Okay. Thank you.