 Everybody, if you will please mute yourselves while I'm speaking to avoid echo and disturbances while I'm doing the presentation. And if you would please say your questions for the end and ask your questions using the chat button, we'll appreciate it. Also, I want to make sure that everybody understands that this meeting will be recorded. This is a university drive improvements phase one project. And this is the second community meeting that we have my name is Raul Lopez. I am the project manager. And I work for the transfer in public works department in the city of Warsaw. I want to acknowledge the presence of a council member and Zeta. She's in the crowd. Zeta, would you like to say a few words? I just want to thank everybody for participating. This is a project that's been long awaited. We've been discussing it, I think, since before I was even in office. So I know that many are excited to see these improvements come and I appreciate everybody's attendance and I'm happy to be here. Thanks. Get started. I think most of us are aware of what the project location, but just to sort of revisit that it's been a while since we had. The first community meeting. This phase of the project goes from just south of West Rosedale fly over over university down to the train river bridge and just shot the train river base, not including the bridge. Just to give you sort of revisited how the project was conceived, there is a community design center for more CBCFW. This is a nonprofit organization that was conceived a few years ago and their mission is to enhance quality of the communities in Fort Worth. It's made up of architect, professional engineers, planners and in general visionaries that kind of look at areas that could improve with certain kinds of facilities or lack of certain facilities. This is their pilot project actually. They identified University Drive as a very important spine connecting so many cultural and attractions of Fort Worth. And so the objective of the project is to improve the corridor in elevated to the standards that it actually represents is the gateway for all this venues and cultural attractions in Fort Worth. So these are some of the venues and cultural and resources that we have along a connect connected by the University Drive corridor. So the CDC study that ran a study in 2016 on it identified areas of improvement for for the entire quarter. And I'll show you what the entire quarter is here in a second. And so some of the points that they identified as needed improvements were number one, traffic and pedestrians safety. It has declined over many years. The quarter has a car centric look to it. It looks like a highway. And so it needs improvements to enhance all the transportation, whether it's pedestrian, bicycle, transit. Aesthetically, it doesn't really represent the gateway that it actually is to the different resources and attractions. And it's lacking signage to direct people to the right places where they're trying to get to. So this is the University Drive corridor that the CDC studied. So you can see it extends on the north side from Trail Drive all the way down south to Kansas Street, which is just north of TCU. Phase one is what they referred to as the commercial core. We have already identified phase two and that is in the work in the initial stages, in the funding stages. Phase two is actually the section immediately north of phase one from Trail Drive to just north of 30. So that we have a project identity. We are a project number. We have a project matter assigned. We're negotiating or actually dealing with COG, the Council of Governments, to finalize the funding. And actually beginning of 2021, we should be able to get the project started, procure a professional design professional and get the project activity started. And then the rest of the project, the rest of the corridor will be future projects as funding becomes available. So phase one, let me begin from the West Coast. I'll fly over to just shout out a bridge, but it also includes old university. We always talk about University Drive, but it also includes improvements along all universities. So this is just a picture, a real picture of what the existing conditions or the existing old University Drive looks like. As you can see, it's a vast expanse of asphalt, seven lanes wide asphalt street with no median and basically just no amenities. Very, very poor or poor on pedestrian facilities and there are no bicycle facilities. Same thing for all University Drive is the very wide street. It doesn't need to be that wide. So of course we have some constraints that we need to live with. This is what I call an enhancement project. This is not the typical arterial project where we're going to go in and demolish the existing road and reconstruct it all together. And that's not what we're doing. What we are doing, so what we'll be doing is basically enhance what's out there and I'll give you a little more information about that in a second. We have limited right-of-way and we're not obtaining the whole lot of right-of-way other than to accommodate transit stops. So we need to work within the right, the existing right-of-way in most cases. The project will not have a reduced number of through lanes. So there are six lanes today, six through lanes today. When the project is complete, there will still be six through lanes. And of course the limited funding will always have to deal with that. So to the scope, there are three or four major elements on the project. One of the most important elements on the project is to improve safety and what we're going to do is we're going to add a center median. On this upper left hand picture here, the center median is designated by the lime green shape. Another element of the project is to provide pedestrian facilities and safe crosswalks across university. And we will be providing a traffic signal at Collins Forest. Another element of the project is the construction or addition of hardscape and landscape facilities within the corridor to make it basically aesthetically pleasing. And it's just a sample picture. Continuing on the scope, this is all university drive. So all university drive, we're going to put it on a little diet. It's referred to as a road diet. So what we're doing on all university drive is to whatever a street for the traffic that it carries. And so we're going to implement a bicycle lane, which is designated on this picture by the lime green line work. We're also going to be implementing a parking lane on either side of the road. And we are going to be extending a few segments of the sidewalk as shown here in blue. The blue line work designated the extension of the sidewalk. So the idea of the work that we're doing all universities is pretty hard to get on foot or on bike from university drive to Trinity Park or the Botanic Gardens or any of those attractions north of those. And that's going to be a little bit of a difficulty in our state. Because the railroad bridges are pretty, the railroad bridges are a constriction of old university drive. If you try to get through from old university, I mean, South University to North University, the sidewalk is probably about a foot wide. And that's actually a sidewalk. Technically a sidewalk is just a section of concrete. One of the Scottish people from taking that route and we're going to, the idea is to of course bicycle users in pedestrians to go up old university, connect to Trinity Park on the north. And then if they want to get back to old university, there are trails that will bring them back to old university. I mean, sorry, to university drive. On the scope of the project, we will also be improving the transit stops right now. What's out there is basically a concrete bench on the grass throne and grass strip. Those are not obviously, they're not ADA compliant. So we will be constructing ADA compliant facilities. So what is the deal with Trindy Metro is that we will be constructing the concrete work with the approach and the apron in front of the shelters. And then Trindy Metro will come and install the shelters themselves. We're also going to be installing wayfinding signage. And we will be working with the CDC on where the signs should go and also what attractions they should feature. And they're going to look similar to these. They're going to be similar to what the ones that are in downtown and the structures. I believe there's some of those. So this is sort of an overall aerial view of the projects all together, project scope all together. This is just so you guys can see the center median and so everything in perspective. But I'm going to be walking, zooming a little closer segment by segment and discussing what we're going to be doing there. So the center median is designated by the time, the 10 shaped here. And this is, this colorful island, there are literally islands, is where we're going to have landscapes. So that's the necessity of having electron lanes on the quarter that basically limits the median width to a minimum of five to six width. In some cases, four foot wide. So we cannot implement landscape in those areas. So we are limited to landscape at the north end between University Park Village and Collins Forth, this little area here, and also just south of Collins Forth. So just to zoom in, the close up of the north end, this is the West Rose Hill Overpass. And so this is where we're going to have an island landscape going southbound. There will be a left turn lane for the Pancake House. And then going northbound, there will be a left turn lane that will provide access, left turn access to the gas station. Again, the blue is designating the sidewalk improvements. The sidewalk improvements, again, where we're not going to improve the whole corridor. We're not going to take all of the sidewalk out of the entire corridor and reconstruct it. We're just basically winding where we can, where we see the opportunity to widen the sidewalk to provide higher capacity, pedestrian capacity. As we move on south to the University Park Village and Old University intersection. Again, the center median is designated about a 10 shaped. We will be installing a new signal at Old University Drive. And we are eliminating the crosswalk along the north side because we have identified that that's a major safety concern. I believe there was a pedestrian hit there in the past. And so we are eliminating that crosswalk, what we are providing a crosswalk along the south side. This is one of the enhancements. Those crosswalks are going to be stamp concrete. So it's going to give the corridor a little character. All of the curb ramps will be upgraded to the ADA or accessibility standards. We move on south. This is kind of a special case. Ultimately, there will be a median all the way from north to south with only median openings at the intersections. And the left turn lanes that I've already discussed. But in an area in Bay, we have talked to the trademark. The trademark is the owner of these properties, both West Bay and I believe the old Hawthorne sweet sites. So they reached out to us and we have agreed to provide a temporary left turn bay to access the West Bay development on the east side of old University's drive. So this is again temporary and the agreement is that we will allow that to stay for five years after the completion of construction of the project. Or at the time when the West Bay and the south development of the old Hawthorne sweet site is redeveloped at which time they will be able to provide a driveway at Collins Ford and make it a four-way intersection and then provide access to this site for southbound traffic, southbound left turning traffic. And then at that time they will close that, they will bridge that gap there, they will close that gap there. But the reason we're doing that is because the allowance of a left turn lane here is counter to the objective of the project and it represents a safety concern left turn, I mean left turn traffic here going northbound and left turn traffic here that's too close to that, those two movements are too close to each other. And we want to limit the safety concerns right there. So this is actually the ultimate condition basically at the time when they either redevelop that site or five years later we will go ahead and we're working on an agreement with trademarks so that they will actually, at the time they construct these or five years later, they will actually fill in the gap and construct the ultimate improvements which is basically a solid median and then a landscape improvements in the center. Again we are installing a traffic signal at Collins Ford and there will be crosswalks but there won't be a crosswalk along the south side again that's because of safety concerns there is a visibility concern coming off the train river bridge. The third landscape outline would be just immediately south of Collins Ford. The existing left turn lane provided access to river on will remain and of course there will be a left turn lane for Collins Ford going northbound. This is the close up of what we're going to be doing on all universities. So the hatch in here represents basically a buffer between the travel lane and the bike lane. So the bike lane is going to be the little tick marks here that you can barely see. Those are the T-shaped tick marks that we put on the surface to designate the different parking spaces. So that designates the parking lane on either side of the road and then immediately just into that there will be a bike lane and there will be a three foot buffer and then we will have the two lanes traffic lanes. The blue again designates the extension of sidewalks to provide connectivity to the trinity trails and we are providing a crosswalk right at this point just north of that circle to connect to the trinity trails again. And then this blow here designates the connection of the bike lanes to the trinity trails. So this is the proposed landscape. These are the three islands starting with this one. This is the one at the very north just south of Roastill, of West Roastill. And so this is sort of the color palette that has been proposed for the landscape on the hardscape. I think I can zoom in here. So this is going to be, there's going to be a brick paver, sort of a perimeter around the island and then we're going to have of course landscape in the center. So they're similar in concept, they just vary in size. So this is the one that's going to be ultimately constructed between Collinsport and University Park Village and this one would be the one between Collinsport and the bridge. And this is actually pictures of the plants that are being chosen to implement the landscape. We have stasis and we have skull caps and these are the different colors they take on different seasons. So I think this is going to be really, really nice and it's going to give the corridor a different character. Project cost, the construction budget is $2.4 million. Overall budget for the project is $4 million and we are still within budget. So our schedule is concerned. We just completed the preliminary design at the end of the summer. So we're now working on what we call the 90% milestone, which is basically almost complete but not quite. We hope to have 100% plans and construction contracts drafted by the end of this year or January 2021. We will start right away acquisition within the next few weeks. We're just waiting on that right away acquisition meet and balance descriptions to be provided to us so we can provide it to property management for them to approach property owners. Utility clearance, we should be able to start that in January and it shouldn't take any longer than six months, maybe six, seven months at the most. Both right away and utility clearance are not anticipating major delays caused by that and that's why I'm putting this construction schedule, I mean this project schedule on the slide here. If we were to basically go by our standard project schedules, it would be a lot longer but because the right away acquisition that we're doing is just a few strips here and there basically to facilitate the construction of the bus stops, that's not going to impede us from starting construction of the median or striping along old university. We shouldn't delay that portion of the work so we are confident that we should be able to start construction around the summer of 2021. Same thing with utility clearance, we don't anticipate a whole lot of utilities to be moved because they're not winding the road. We're basically constructing a median and there may be a few ground boxes here and there that may have to be relocated to avoid conflicts but I don't anticipate that to be a major delay. We will have, of course, another community meeting and that would be when we are ready to go to construction and of course that will be announced to everybody just like we did this time. With that, that is my contact information and so I'm going to go ahead and open it up for questions now. If you'll please post your questions in the chat, we would appreciate it. I'm going to give everybody a chance to, if you're like me, you can talk faster than you can type, that's me. Well, we have a pretty small group as well, so if anyone would rather just ask the question, just put it in the chat, you'd like to talk and we'll unmute you one at a time so we don't talk over each other. We also have one call-in person as well with whom I can unmute. Can you unmute him? Jeff, I don't think I can. I have unmuted whoever called in on the phone. The last two digits are A2. A2, yes. I've unmuted you if you'd like to talk or ask a question. I don't have any questions at this time. All right, thank you. We've got some questions coming in now, let it roll. Okay. Another question is what are the impediments to placing trees in the median if it is cost? Then there is the possibility of allowing donations to cover costs. So the hardship of putting trees in the median is not cost. The hardship of putting trees in the median is the fact that where we're building the median is a paved over area that has been paid for many, many, many, many years and it's over-consolidated. The subsoils are over-consolidated and we discussed this at length with our parks department or tree experts in the parks department and they thought that it would take naturally our landscape architect as well. They thought that it would take excavating anywhere from 8 to 10 feet to remove all that over-consolidated soils and import proper soils for the trees to be able to take root and establish themselves. So that's the part that makes it hard to plant trees in the median. So we decided to go with the short, slow profile landscape. Another question says, when we met last year, I asked about the extra traffic cost by the median. You mentioned sending it to Rogers, which is already overcrowded. Is that still a plan? I'm not sure I understand why the median would cause extra traffic. I would assume... I would assume you mean that the median would cause basically concentrate lecturing movement at the intersections. I think that's what it's meant by that and I'm not sure why it would go down Rogers. I'm not really sure if that's a construction concern during construction. Well, I'm going to go ahead and unmute Mr. Garcia. Yeah, can you unmute Mr. Garcia to clarify that question? Hi, yes. Okay, last year when we met about this at the zoo, talked about how with all of the entrances available right now to University Park Village, there are already times that traffic backs up into the number one lane going northbound on University. And as we reduce the available entrances from northbound University to University Park Village, I can't imagine that it's going to do anything besides increased traffic. And last year when we met, we talked about that hadn't really studied the traffic patterns yet and that you expect for more people to go down Rogers Road, which again, if you drive down Rogers Road, trying to go northbound at five o'clock, heaven forbid there's an 18-wheeler coming off of the, out of the rail yard, trying to go that direction also. The traffic already backs up beyond the jack in the box, sometimes even beyond the northernmost rear entrance to University Park Village. And I can't imagine how much worse it will get if there are more cars added to that. So I'm trying to open Google Maps here if you'll bear with me. Aaron, are you there? Jeff, can you unmute Aaron Freaky? Yes. He's muted. I'm here. Can we talk a little bit about traffic? Well, I don't... People will go down Rogers Road if they want to get out of the University Park Village parking lot. They can go out of the backside and go down Rogers Road and go down to Collingsworth to come out that intersection or even go down... That's not what I mean. I mean, traveling northbound down University, anybody that is trying to just get north of I-30, right now, there's already an ungodly amount of traffic and there's times that I'm trying to go east on I-30 or north of I-30 from where Hofbrau was and the traffic backs up already to Old University Drive. And as we back cars up in the center lane, like the left-most lane of northbound University, I can't imagine that that traffic is going to do anything but increase. And when we've talked about this last year, when this project was supposed to start in June, we discussed that you would expect there to be overflow traffic going northbound on Rogers. People trying to get around the whole area. I don't recall exactly that conversation, but what I can tell you is we're not reducing capacity in Old University. We're not taking lanes away. Yes, we are taking a left turn movement out. We're concentrating on certain points, but the stack and distance that we're providing for traffic to basically queue on those left turn movements has been designed to accommodate the volume that is expected to make left turn lanes. Yeah, well, we're going from three entrances to one and the entrance by each of these oftentimes is backed up four or five cars. The entrance at the light is backed up four or five cars. The entrance at the Apple store, Starbucks is backed up four or five cars. And now you put all of those into one. I don't think that they're all going to fit in that one turn line. So that has been a counterpoint in the traffic study and that's what I'm trying to explain. Okay. All right. Well, when we met last time there had not been a traffic study yet. Yeah, we completed traffic studies in the left turn bays or the left turn bay at Old University Drive and as he turns on to University Park Village it's long enough to accommodate the queue that's anticipated as a traffic study. So that's all being looked at. We realize those queues are going to be longer because we're concentrating the left turns into a single location versus multiple locations. Repairing and replacing the triangular meeting at Old University and Rolls-Dills is part of the plan. That's about that, Michael, many times. Whoops, I'm going the wrong way. Aaron, are we including this? I think we were. At one point we were going to include it, but we didn't receive a direction of putting people into that walking area underneath Rosedale. We were basically going to take people across that lane and put people in that underpass underneath Rosedale. So there is not an intention on putting a sidewalk underneath there. So we backed off of doing that until funding or a project comes up to address that, a place to get from this Rosedale area to the Trinity Trail. Right. The other catch to that is, and Aaron, you correct me, we were talking about this. Is this text us right away? Correct. Yeah, so the other catch to that is that text that has changed their permitting processes and now they're requiring what they call a local on system agreement. And those require probably, I'm going to say, nine to 10 months to get through or what little improvements we might be proposing. So we would not want to delay the project by eight or nine months to get a permit from tech that on that. Yeah, the cost of removing that all of that soil and bringing appropriate soil is very significant. So that's what's prohibited in the addition of trees. Raul, another addition to that comment was when you water trees in that median in order to get them going for about the first few years, you're going to have a lot of water in that. And with the subsoils and the compaction that's been happening or that's happened over the decades of this thoroughfare, we have to put in some type of sub drainage, sub structure for drainage. That's the right way across to the closest inlet or storm drain. Yes. That will require tearing off the pavement. And so, yeah, that's basically cost compounds. Will there be more bike share lanes or university drive leading on to all university drives? No, the answer to that is no. Bicycles will have to remain on the sidewalk until they get to all university drive. There's no room to ride a bike lane on university drive. Currently the signal timing for pedestrians of university and all universities so short of pedestrians almost don't have time to get across. Yes. The timing will be redesigned basically with the addition of the signal. There will be a new signal and obviously pet buttons get across and new timing. Yeah, we realize that pork chop is really bad. We can look into that. I'm not sure. But if it takes that long to get it approved by TechDOT, we may have to put that up and maybe until the next phase, phase two. But I want to throw a caveat in there because for phase two we're getting federal funding and federal funding basically we need to stay within the limits that we've designated for that federal funding so we can't go beyond those limits. So we can look into that and see if we can accommodate that. Is the goal of the project to increase pedestrian traffic between West Bend and UPV? Do we anticipate... Whoops, I lost my track here. Is the goal of the project to increase pedestrian traffic between West Bend and UPV? The answer to that is the goal of the project is to provide more pedestrian mobility either across from one side or the other or along the corridor. Do we anticipate people walking from HG supply to Banana Republic? I don't know where HG supply is. Can you unmute Mr. Garcia, Jeff? It's to the right along the river. HG supply is... HG supply is in the easternmost part of West Bend along the river in Banana Republic is in the westernmost part of UPV. I'm just wondering if there is a need for this, if people are going to use it, if we're solving a problem that exists? The intent is to promote pedestrian traffic across the street. If you're going to shop on UPV and you want to go have lunch at West Bend, instead of moving your car, you can go across the street. My question is... My question is that going to be a realistic expectation of people that they are going to walk across the whole parking lot and across the street and across another parking lot instead of just moving their car. That is what we're trying to promote. Yeah. Okay. We're trying to promote it, but we don't know that it's... Okay. So we're hoping that it's going to happen. Right. And it's not happening today because there's no radius to go from one end to the other. You have to go across seven lanes. The city of Fort Worth has become really strong on what we call Complete Street Project and active transportation. So we are promoting all those other means of transportation in addition to the traditional vehicular transportation. This is our one chance for a long, long time to be able to get treated into the median, and it's just the cost of the solar removal and drainage. I believe there are property owners in the area to be able to fund renew the cost. Well, Michael, that's a possibility, but I would really need the CDC's help on that because we don't have additional funding. If you think you can get additional funding, external funding in a timely manner, we would definitely be able to consider it. We just don't want to delay the project by a year or a year and a half waiting for people to make up their minds to be able to fund the project. Initially, at the beginning of the project, we talked about can we do an adopt the median type program? Well, those things are voluntary. We cannot just go knock on doors and say, do you want to maintain this median? We have to have somebody to come forward and volunteer. So the CDC can help with that by trying to persuade the different organizations or different groups and to augment the funding. That would be ideal. I would love to see trees out there, trust me. Now it looks a lot better. Roll another fund. Go ahead. What was that? Roll, this is Aaron Fricky. Another thing we discussed about the trees, we had a big discussion as to whether we're going to do trees or landscaping at the bottom. We talked about trees, low bushes and shrubs. One thing about the trees was due to the city thoroughfare plan and the requirements, there was a setback from the intersections and from the nose of any left-turn lanes that it really minimized where we could put trees. We only had about four trees we could put in the median. It wasn't like we were going to get a whole row of trees. That's true. We can't lose perspective of the fact that we were envisioning a sort of a tree-lined median, but that's not what we can achieve here because we only have three little pockets where we can put trees. Like Aaron said, they need to be setback a number of feet from the median cuts. I'm going to open the presentation here. Again, these are the only three spots. That right there, this right here. This might be able to sustain trees. That's probably about 150 to 100 linear feet, but we can't plant along the full length because of the spatial constrictions. The median will probably be able to plant maybe a few along the wider section of that area. Then we might be able to plant just a few here so long as they're not in conflict with this left turn movement visibility and also this future U-turn or left turn movement as well. Those are some of the limitations on the trees. We might be able to plant a few, but it's not going to be that tree-lined field that you have maybe along trail drive or some of the corridors. Jeff, can you unmute Michael Bennett? Can you hear me? He's unmuted. I understand that we're not going to end up with a tree-lined boulevard, but I would encourage us for the sake of making this a place where we may be slow down traffic a little bit, that the trees are helpful for that, for a place that feels a little bit more pleasant. Like I said, for a kind of one-time opportunity to sort of improve this corridor, I would encourage us to do everything we can to find a way to have trees. I understand that trees and traffic control and traffic sort of regulations don't necessarily play well together, but I think this feels like a freeway today. And I'm afraid that we're going to do all this work and spend this money, and it's still going to feel too much like a freeway. And so I would encourage us to do all we can. I think the community and the landowners around it would encourage you to try to find every way you can to green this up as much as you can. I don't know if the lanes are still the same width that they are today or if they could be tightened up a little bit. So I would just encourage us to look at all those kind of things. That's a good point you bring up, Michael. The lanes would be slightly narrower. We're going to narrow them down to 11 feet. So some of them are 11 feet today, but some of them are probably 12 feet. So they're going to be 11 feet. So it's going to be a little tighter. So that would help with the traffic calming desire. Yeah, for sure. Yeah. And yeah, absolutely. We can talk about, you know, maybe, you know, if we can augment the funding and we can get stakeholders to pitch in and augment the funding, we can probably consider that option. Well, let us know as soon as you can and we will do all that we can to make sure that we've expended all the possibilities here. Yeah. So what I'll do is I will sort of round up my parks faults again and Aaron, you know, Cobb Van Lee and our landscape architect and sort of have that conversation again with the financial consideration, you know, the suggestion in mind. I hope you understand. It's one thing if you just say no, it's another thing where you say, if you can come up with, you know, numbers up $100,000, then if we, if we, if we try and we can't do it, that's one thing. It's another thing just to say we, we weren't given the opportunity. Right. I understand. Yeah, we'll just look at, you know, what the, what the special constraints are and the visibility constraints aren't and come up with the possibility and then come up with potential cost and get back with the CDC. No, that'd be great. Appreciate it. And thank you guys for giving us the chance to hear all of this tonight and to weigh in on this. Oh, absolutely. Much appreciated. There's a comment says, that's from our council member. We greatly improved the area, Texas would fix the beat up curves in both sides of I-30. We can talk to Texas about that. I don't know how much cloud I have with Texas, but we'll talk to them, especially when we're doing both. When we do phase two, Texas will be involved because it'll be federal funding and so Texas would be involved in the monitoring of the project. This question about trees along the sidewalks is not on the median. There are no new trees in the project, correct? So, yeah, as we discussed, we'll reconsider the trees in the median, but there are no trees along the sidewalks. There's a very little room. We barely have room to widen some of the sidewalks. So, there won't be any trees along the sidewalks. So, we have some takers. Trademark is willing to put up as much money as needed. That's not what the comment says, but I'm just speaking on Kathy here. Hey, Kathy. We'll quantify the cost and come back to the CDC and probably include trademark in it. Yeah, we understand and integrate the sidewalk when we have a very wide parkway. The parkway is what we designated from the curb to the right-of-way, but the parkway is limited here, especially when we have street lights that are going to be in the parkway as well. We have sidewalks that we need you that we would prefer to widen for bicycles to use and more pedestrians to use. We have to provide bus stops that are ADA compliant. That requires a greater width of sidewalks. So, it's a little more challenging to put the trees on the parkway than it is on the intermediate. I just had one comment that I was going to make, and I know this might be a little anecdotal. This is Councilwoman Zeta. The question was raised about what people would walk from HB Supply to Banana Republic. And I can tell you that I do that today and many of us are waiting with bated breath to be able to walk this area and not have to get in our cars and drive from one parking lot to another parking lot. This whole area, the way it stands right now, you feel like you're taking your life into your hands to cross university, but I think that this will make it all of it more interconnected, which I think will benefit all of the businesses in the area. I even go so far as to take the number seven bus here and walk around and take it back or walk home all the way up to the other side of TCU. So I think there are a lot of people that are really excited about making areas in Fort Worth more walkable, and I am definitely one of them. So I appreciate this effort. Absolutely. Maybe someday we'll have a trolley up and down the university and people will, you know, drop off people at the whole university drive. Yeah, I would have to say that the number seven bus only running once an hour is a bit of a challenge for taking public transit on this corridor, but hopefully we'll make some improvements there as well. Yeah, they say build in there will come, right? We don't have the facilities. We're not going to promote pedestrian and bicycle movement. Question, can you outline the aspects of this plan that will reduce accidents from my 30 to the Trinidad River? So most of the accidents identified have been left-turn movements, even that it is a two-way left-turn lane. So the reduction, the potential of reduction of accidents comes from the addition of the media. That is the last question for now. I'm going to give everybody a couple of minutes if you haven't been able to ask questions. If not, we will adjourn in a couple of minutes. I want to thank Council Member Zeta for joining us and providing her insight as well. Thank you very much. With no more questions, I thank you everybody for your attendance. And again, we'll have another one of these hopefully before we start construction, but we will get back with the CDC on the three matters. Thank you very much, and Jeff, and thank you, Council Member Jeff, and Erin, if I can talk to you for a second. Thank you guys. Bye. Have a good night, everybody.