Good afternoon, everyone.

Thank you for being here.

The time is now 2 11 p.m.

on May 5th, 2026, and the meeting of the Transportation Infrastructure Committee is now called to order.

Madam Clerk, can you please call roll?

Councilmember Core.

Councilmember Mungia.

Councilmember Aldarete Gavito.

Councilmember Spears.

Chair McKee Rodriguez.

Present.

Chair, we have quorum.

Thank you.

We um have a relatively short agenda today.

Because I put it together and I like things to be substantive.

Thank you.

Today we're gonna have two items, three items.

One is minutes, of course.

One is going to be a follow-up briefing on uh council consideration requests by council member Alderez Grito, and then uh we did have a uh an individual dropout of the running for the airport advisory commission, and so we're gonna be reconsidering six applicants for that.

Um I'll start off by entertaining uh approval of the minutes.

Motion to approve.

Second.

All in favor?

Aye.

Aye.

Motion carries.

Madam Clerk, are there any members of public sign up to speak?

No, Chair, we have not.

Oh no.

Item two is a briefing on council consideration request by council member uh Honored De Garita on lowering premo uh prima facie, sashi.

Speed limits in the city and improving safety on neighborhood streets.

All right, the floor is yours.

Thank you, Chair.

So you have asked for a substantive, so here I am.

So anyway, uh Art Reinhart public work.

So uh appreciate the opportunity to provide an update today on where we're at in the process on uh reviewing our next steps on trying to lower speed limits in residential streets.

So just uh a brief reminder as we get started on what the concept of prima fascia is.

So uh by state law, by definition, prima fascia is really a default speed limit based on reason reasonable and prudent speeds for operating on a roadway in Texas.

Uh within state law, there are different uh limits set for different types of roadways.

So the one we're really focused on is what's uh considered a residential street or in our urban district, and that's by state law 30 miles an hour.

If there were no signs posted on a on a street, that's what the default speed limit is.

Uh so that's really the one that uh the CCR was filed about, and we'll be discussing more in depth today.

So I should note um there are, and I'll cover this more in depth in a couple slides, but specific processes for lowering that prima fascia uh speed limit that we'll talk about.

So by brief brief background on the CCR, really the goal was pretty simple.

It's to improve safety on our neighborhood streets.

Um there were several things that were pointed out in the CCR and ideas about how to do that, such as lowering speed limits within a quarter mile of schools or other places of gathering, uh obviously installing the required speed limit signage, heightening enforcement in those areas, and then working as we have uh tried many times over the years to change state code requirements.

Brief history on the CCR was filed just about a year, a little over a year ago by District 7.

Uh the team has gone through the process of briefing the governance committee, uh, and then most recently there was a briefing in December at the Transportation Committee, and then uh since January, we've been kind of working on what uh we're calling our pilot program.

So, why is speed so important?

And um it's I know you all understand this, but for the broader public, it's uh a critical component of both local and national policy on on safety.

Uh locally, you know, vision zero was adopted about a decade ago, and you can see on the right of the screen um the significant increase in likelihood of fatalities as speed increases on our roadways.

Um other effects of of higher speeds is a lowering of our uh field of vision as we're driving, um, as well as reducing the stopping uh reaction times of our drivers.

Nationally, there's a concept called safety systems approach.

There's six different principles of that.

Uh speed is a a uh priority of one of those, uh well of all of them, but it's focused on one of them.

But the principles you can see them here on the screen.

So death and serious injuries are unacceptable.

So part of the the safe systems approach is uh focusing on the limiting eliminating those fatalities and serious injuries on our roadways.

Also, an understanding that humans make the mistakes.

So as we design and operate our roadways, we need to have that understanding that mistakes will happen and try to design and operate our systems accordingly.

Uh we're where speed specifically comes into case is humans are vulnerable.

So as we're setting policies, we need to have that people first approach in our work.

Also, responsibility is shared.

So you all as long as along with our designers, our policy, other policymakers, planners, we all have a uh responsibility in the safety of our uh residents and visitors on our roadways.

Safety is also proactive, so some of the work that's been done by the transportation department and others looking at our our high uh injury network and high risk networks, using data to be more proactive in our approach and identifying where to do improvements as part of the process, and then also understanding that redundancy is crucial.

So, whether it's safety on our roadways or safety improvements in our vehicles, it's a shared approach.

So overall, that's one of the concepts we wanted to stress on in this briefing again.

Speeds are a critical component of the overall process and trying to improve safety on our roadways.

So back to state law.

So when we're talking about lowering our speed limits, state law prescribes base two basic ways to do that.

The first one on the screen is doing an engineering study, using the results of that study to then determine the appropriate speed limit on a roadway and posting the signs informing drivers of that limit.

The second way, other communities have done that.

There's a couple local examples where an ordinance has been passed declaring a new prima fascia default speed limit on those roadways.

There are some nuances to that.

By state law, it's 25 mile an hour is the minimum speed that you can declare.

It's only specific to two-lane roadways, and then also as part of annually to provide accountability.

So this is exist today per state law.

So the way we wanted to go about this in our pilot program was really two-fold.

We wanted to uh conduct a best practice review.

We knew there's some communities, ones right up the road in Austin, uh, and others that have done this, and we wanted to understand both within Texas and elsewhere, uh, how have they approached it and what are those best practices?

And then, secondly, we did want to test out just the data aspect of it.

About a decade ago, uh, we installed lower street uh speed limit signs in nine neighborhoods across the city.

Uh there were 44 signs we posted, and we did uh data collection at over 200 locations.

What we observed is about half the locations saw an increase in speed minor and half saw a decrease in speed minor.

Uh so it was inconsistent.

So as part of this process, we wanted to, you know, 10 years later to see if behaviors changed.

Uh so that was the second component.

So on Campman Road, uh, back in February, we installed 10 uh 25 mile hour speed limit signs throughout the corridor, and we did data collection before and after.

Uh, again, similar results.

We found uh, and you can see here we had data collection at two two locations.

One uh was on Rosemont Drive or near Rosemont Drive.

In the northbound direction, the speeds were about 31.6 miles an hour before and then afterwards 31.

So slight decrease there.

And it was similar findings in in the other direction as well as the other location.

So again, pointing to the fact that we know, and we've shared some of this in the past that signs by themselves have limited influence on the behavior of a driver.

That's why we always stress in everything we do.

There's other approaches.

There's engineering, there's enforcement, and other things as well.

Um, but again, we wanted to test this out.

Also, as part of the best practice review, we looked at different cities, both within Texas and across what we found is Austin is the only major city in Texas that has kind of done a uniform citywide approach to this.

Uh, we also wanted to see in some of the other states that have a similar uh state law constraint as us to what was done there.

So we picked three, uh there were more than three cities, but we're showing three here on uh to summarize.

So we looked at different policy drivers, legal authorities they operate, and kind of the overall structure of their program.

So uh both Austin and Kirkland and Washington have a vision zero-led approach.

Um, Austin has a specific uh speed uh speed priority uh focus, whereas Kirkland looked at a transportation uh comprehensive safety action plan as their part of their work.

The city in California we were looking at was Glendora, this is kind of northeast of LA, and their focus is really compliant on state law requirements.

They California has a pretty strict process on speed limits, uh setting speed limits, and then the lowering process as well.

So that's kind of how they approach this to be compliant with state law.

The different uh legal authorities, again, Austin operates under the same uh constraints that we do.

Um within Washington, one thing I'll note is that and the default speeds are already at 25 miles an hour for residential streets.

But both within Washington and California, it's an engineering uh backed determination on on when you lower your speed limits, similar to Texas.

Um the program in Austin, you know, it there are uh an ordinance was enacted identifying different speed limits for various types of roadways based on the typology there, and over the years they've gone through a programmatic approach on how they've implemented that.

Um what we liked about the Kirkland approach is it kind of balanced the a local default for different contexts, whether it's residential or others, and then for the higher classification roadways, uh core corridor specific studies.

So if it's a unique type of roadway or arterial roadway, doing your your typical corridor type study to set the appropriate limit.

And then Glendora, actually, they did a citywide, it's a smaller city, but they did a citywide traffic study and established segment-specific speed limits on their roadways based on the varying context.

So just kind of wrapping up again, what we're what we're finding through our review is really the best way we would recommend moving forward is under this first option in state law again, doing the upfront work to then determine the appropriate speed limit and and then try to make a broad decision based on the comp a comprehensive study.

Again, doing the upfront work to then determine the appropriate speed limit and and then try to make a broad um dis decision based on the comp a comprehensive study.

So that's what we'll talk about here in the next slides.

So uh based on our review to really address the goals of the CCR, we're recommending kind of a two-pronged approach.

The CCR talked about residential streets, but also mentioned the importance of lowering speed limits on our arterial roads as well, especially in an urban context or residential context.

So what we'll want to do is um basically the goal is to develop a comprehensive study to then make a determination on our residential roadways on the appropriate speed limit for what we would determine to be a neighborhood street, and then secondly come up with a policy for those higher level roadways, whether it's an urban arterial that homes are fronting, or maybe it's a transit corridor, etc.

to then study those in depth over time to determine the appropriate speed limit.

But as we mentioned earlier, all this um alone won't significantly change driver behavior.

So we'll either need to work on enforcement, but we know that's not sustainable.

Uh one of the things we'll have to do is come up with a robust community outreach campaign, under you know, trying to explain why this is important.

If you think back to things like click it or ticket um or don't mess with Texas, something like that that really sticks with people to try to influence their driver behavior.

So the next steps is uh we still have some work to do over the next few weeks.

We want to basically refine if assuming we have direction from you all to refine um the the scope of work that we want to undertake for this study uh so that we can develop a cost for that and then propose that during the budget process as we move forward.

Uh should we get funded for it, then we would proceed with developing uh the framework for that and bringing back a policy for considering to be adopted.

Uh so that's what we'll be working over the next few weeks.

Um then as we go through the budget process, we'll be finalizing the recommendations there to then be considered by council.

So with that, I will entertain any questions.

Thank you.

Um would you mind going to slide seven seven for me?

So when all this cost starts, so I imagine so the 10 signs that were replaced that were placed there, did they replace previous speed limit signs?

Some were replaced and some were new.

So based on the way Kentman is, we had to try to capture people as they were coming up in off some of the side streets.

So some of those speed limit signs were new, and then some were probably a replacement of of the typical 30 mile an hour.

Okay.

If you had asked me what I thought would happen as a result of this pilot, I would have said that people would likely still speed, but they would speed above what was so if the speed limit is currently 30 and they're going 35, instead the speed limit will be 25, they might go 30, 31.

It sounds like that did not happen.

And that it's kind of and as you said, it doesn't it doesn't seem like the signs have very much influence on the speeds at which somebody drives, they drive.

And I would think that people drive in a way that feels natural.

And so a large part of um controlling driver behavior is going to be the way that we design roads and speed bumps and mediums medians and bulbouts and the like.

But then you look at areas where we do have medians and bullbouts and speed bumps, and people are driving over the speed bumps flying, they are driving over medians, hit knocking over signs, running into fences.

And so it to me, it just doesn't San Antonio.

We have a problem.

And we can change speed limit signs, we can add speed bumps, we can re-engineer and redesign roads, but if you don't change the way that you drive and the way that you treat other drivers on the road and the community that you live in, nothing is gonna change.

And so there's several things that I think have to happen.

And I think maybe that sort of campaign that you alluded to, the click it or ticket, the um don't mess with Texas.

I've been thinking about that for a few years now, and nothing sounds uh as catchy as you know, stop speeding because you're gonna kill children.

Like I don't know what to do five, but John told me no.

So it might be a little confusing with what with the 210 and whatnot.

Exactly.

Could you go to 10?

I want to remember what I was about to say.

I guess I appreciate the recommendation, and I think I'd be happy to move forward with this this path.

I am experiencing the same frustration that I'm sure many of us are, and many in the community are.

Yeah, yeah.

Your silence is deafening because I think all of us share that, right?

So that goes back to the behavior thing.

I think you uh good example is a school zone, right?

Um the the road isn't changing, right?

It's a behavior thing, right?

There's there's flashing lights or signs that tell people to slow down, but it's kind of ingrained in society, right?

You're you're in your school zone uh during those hours you need to slow down.

So that's that's the thing behind the messaging is to really try to drill that in.

Um but you're absolutely right on the infrastructure.

That's um that's why we have traffic calming programs, other programs, but it takes more than that because the funding is is limited.

So on the topic of data and the I guess a little bit of that process that involves reporting mechanisms and whatnot.

I have a the tickets that I've gotten have all been on highways and in Windcrust.

And what would be interesting to me is if we have any data on citations and where they're happening as well as where our officers spending most of their time, because if the goal is to if someone's making a quota or someone wants to um stop speeding, the easiest place they're gonna go is on a highway.

And I wonder if a lot of the calls that folk get, like, hey, I want to see more police in my neighborhood, they're speeding in my neighborhood, I need speed bumps.

Are police patrolling where they are they stopping speeding in neighborhoods?

Where are they spending the bulk of their time?

And if they're spending the bulk of their time on highways, is that effective in the rest of our goals as it relates to policing and a police presence?

And I don't know what data that would require.

Um, but I would be interested in I guess what it comes down to is where are citations happening, where are police spending most of their time, and anything else that might help us, I guess, determine if we are being as efficient and as diligent, I guess, in our placement of officers throughout the community.

Uh to that end, uh, Councilmember Aldrez, can we throw this as your CCR and would love to hear your thoughts.

Thank you, Chair.

Uh, and thank you, Art uh, for the presentation.

Um, you know, to to councilman uh McKee Rodriguez's point, I mean, obviously, speeding is a huge issue for all of us.

We knew that changing the signs was not going to be the silver bullet answer.

You know, we knew that going into it.

It it but it is is it part of a solution?

That's what we wanted to test out.

So thank you so much for um all of your work.

I mean, I know that in the evenings, all of us go to neighborhood association meetings, and this is what we hear about on a consistent and regular uh basis.

And so I do feel we have to do something.

I think that um, you know, if if my colleagues have other solutions that we can do to build on to this, let's do it.

You know, because uh this is a persistent problem.

You're right, San Antonio, we have a problem uh with speeding.

I love the thought of a campaign, uh a citywide campaign around this, because while we can quickly change the signs on campmen, again, if if it's you know, a lot of these folks driving down campmen are going either home or to young women's leadership academy or whatever, and so they probably didn't even realize it changed because we all know speed signs just become background, you know.

And so, but I think if we couple these signs with an awareness campaign, a citywide awareness campaign, that might give people to to pause a little bit, like, oh, okay.

Now we know that the city's gonna be coming down on speeding.

Oh, that's right, look, the sign just changed, you know.

And and I think that if we couple a citywide um campaign effort, lowering speed limit signs as well as enforcement, then I think that people will now know, hey, you have to slow down here just like we all know, you have to slow down in Alamo Heights.

You have to slow down in Castle Hills, because if not, you're gonna get a seven, eight hundred dollar ticket, and you will be forced to pay it, you know.

Um, just like you were talking about the the culture that we all have around school zones.

We have that in those those suburb cities, right?

We all no one is speeding through Alamo Heights because we know um obviously they they have the luxury of having more enforcement there.

Um but you know, it's yeah, it's kind of ingrained in all of us to to know about that.

So I I think it there's a multi-prong approach, enforcement being one of them, lowering speed limit signs being another one, and um an awareness campaign uh as well.

Um I also think on slide four, you know, when you when uh we were talking about speed bumps.

I wonder if there's also a potential for other quick build implementations we can use in in certain areas that might be used to decrease speed.

I mean, I know we see people flying over speed bumps and medians, but I'm just wondering if that can be part of the solution as well.

Um really quick on slide seven with the data.

Was I was there coordination with SAPD about this effort or no?

No, we we didn't reach out for any enforcement activities.

Um I uh we we know that the assigns need to be met matched with um enforcement as well to to be effective.

I agree with uh Councilman McKee Rodriguez, I'd be interested in seeing where citations are happening because we we all here and we all know that the there's priority in our neighborhood.

So it'd be interesting to see the data um around it and see, hey, if they're all happening on the highway, not that it doesn't need to happen on the highway, it needs to happen on the highway and our neighborhoods, you know, because that's where people are asking for things.

Um yeah, I mean, I I I mentioned it signage is is a part of the solution, but to me, again, it's multi-pronged and awareness, a citywide awareness campaign, enforcement and signs.

Um, and again, totally open to feedback and input of of what else we can do because this is just a persistent problem.

I feel it's only gotten worse with COVID, and it's only gotten worse with people texting and driving, and it just poses a serious risk to all of our residents, neighborhood kids, all of that kind of stuff.

And so we we need to we need to get serious about this.

But thank you.

Uh I I'm supportive of the recommendation.

Um yeah, we we just need to keep tackling this the best way.

But thank you for you and your team's work on this.

Thank you, Chair.

Thank you.

To that point, I wonder how many people missed the signs because they were on their phones.

Councilmember Corps.

Thank you, Chair.

Um, I want to thank councilwoman for bringing this forward.

When she first brought this to me, I said basically the same thing to her, where we and you guys know this better than anybody that speeding and traffic calming in general is the number one call that we get in our office, and we don't have a good solution for it.

Um, the number one request that we get, there's two things that people always ask for more stop signs and more speed humps as traffic calming solutions.

Um, because back to like the first slide where you talked about engineering, we've seen this, right?

Like where um the regular speed signs don't work, so then we're like, okay, let's try the flashing solar or radar speed signs, and those have been taking forever, but at least people feel like we're doing something.

Not this slide, the one that had the chart.

Oh my god for yeah.

Um, and so this just goes to the idea is that if we actually tackle all of these things that we might get to a better vision zero spot, but also it's I I think more so it's also about like the perception of people that they feel safe.

And so a lot of times when there's folks that are crossing or there's kids in the playground, even if someone or in the yard, even if someone is is speeding at is like 28 miles an hour, it may seem like they're going really fast if you're standing still, right?

So I think that's a part of the problem.

And so I in like the thing that I have seen that works the best is actually creating engineering solutions to um change the way our streets are, particularly when they are so wide.

Um, and so I got accepted into this program right now, and it's um from Smart Growth America, but it's the Champions Institute, which is talking about vision zero across the country and what different cities are doing, and the whole goal of the program is to create safer streets, and everything that they talk about is based on how do you actually design your roadways to make sure that multiple people can use them.

Um and we've been doing a good job with that with our big bond program.

So if you look at um South Alamo now, I think it's much more, it's much safer for pedestrians.

Today I saw someone use the raised crosswalk to cross the street, and I pause and let them go because the raised crosswalk shows you there's someone trying to cross, and it worked as the way it's supposed to.

The problem is South Alamo took I don't even know how many years, and a lot of freaking money, right?

So to the point around resource uh resources not being sufficient.

I think we have to start thinking about things in more creative ways, thinking about them faster to see what works.

Um, and so I'm totally supportive of the pilot.

The one other thing I found out in the last uh year working with the public works team is that school zone signs in for us for the city of San Antonio, school zones are marked at where students cross the street.

So if you're crossing the street, so for example, if been on Grayson by Pearl, where Hawthorne is, the school zone sign is literally marked in the middle of the school because that's where students are crossing.

So school zones are defined as where in our city code as where students would be crossing, and that's the only place you can put that.

So you're speeding down Grayson, and then all of a sudden you see school zone, and you have to stop because it's not like a range, it's not like this whole street is a school zone or like 50 feet before, 50 feet after the school is a school zone.

But um I and so I've been thinking a lot about that and whether we need to, I know that's based on Texas code, like we're not doing anything that's not normal, but I wonder what if it looks like we need to change that.

Because I'm looking at like Alamo Heights junior high and their school zone sign isn't by um a crosswalk.

And so I'm wondering how some schools kind of do it differently and whether they just kind of put it there or they're using a different policy.

But I think we were at uh Art and I were at a meeting with Whittier Middle School two Saturdays ago, and they asked the same thing.

They're like move the school zone sign, make it so that it covers half of the street versus just right at the start of the school.

Because quite frankly, to your point, I think people do slow down for kids.

Um, but they need to be that that message that you were trying to share needs to be clear to them.

So I think they do slow down for school zones, but if it's not, if you don't see that visible, you may not do it until you absolutely have to.

So um I guess I would be interested in thinking about this holistically and what it looks like, not like this absolutely is one component, but maybe there's some way in the budget that we have discussions about what everything, what each of these things look like and what we're going to try to do to make sure that we're addressing, truly addressing this, and what is our goal for each.

Like, I know Kat's team's doing really great with vision zero, and we are we are on the right track, but I think what we want to see is like how do we accelerate and make sure that we see this as a priority.

Okay, I'm done.

Thanks, Chair.

Thank you.

Councilmember Mungia.

Well, also thank you to councilman for doing this.

I think you know, we have a lot of residents that ask about lowering the speed limit to neighborhoods, and um, you know, you could see on that chart you have their safer speed, um, the difference of a potential fatality with 10 miles difference.

So part of it's right, if you did enforce me, you probably have more people by lowering the speed limit, you might have more people getting violations versus seeing the slowdown.

Um, but I do think over time that does change behavior, right?

I mean, the first week might be one thing, but you know, letting people know that it's 20 miles per hour is really good.

Um also interested in you know, infrastructure uh and mitigating speed on arterial roadways, because to my knowledge, we don't have a lot of um uh measures for arterial streets.

So like Zarzamora, um, you know, Somerset, some of those large collector streets where Ellison, we're not adding speed humps on there, we can't, and I don't know what else you add to slow people down.

So um, I'm not sure there's options out there that we're able to do or that we're looking into.

Um, and obviously the pedestrian crossings is is helps pedestrians cross safely, but there's not a real way to slow people down on those larger collector streets.

Do you do we do stuff on those streets?

So you're right.

Um the programs we have in place today.

I mean, outside of the the neighborhood traffic calming program, uh, for those larger streets, it's it's really your large capital projects.

Uh councilwoman Korea mentioned, you know, like South Albama as an example.

I mean, that was a big project that's maybe not to that scale, but those are the type of improvements that need to be put in place for the larger, larger scale projects.

So there's things that could be looked at um potentially, you know, around about at an intersection or something like that on a larger scale, but it wouldn't be like your typical neighborhood speed humps uh type approach.

But part of our recommendation would be coming up with a framework for outside of residential streets, you know, how do we want to look at our arterials and collectors?

I mean, uh, as an example, you know, on the east side, Houston Street is on the major thoroughfare plan, but there's homes fronting it, right?

So that should be a different type of approach than maybe another arterial that you know, there's no it it's a more commercial type area.

So those are some of the things we need to look at.

Um, but you know, as the the roadway size increases, um, it's a it's a higher cost to to include some of those um engineering components.

Yeah, and I have this problem in my district on on uh the access road right 410, which we had a great meeting with TechSoup about, but I mean people are speeding from 90 to to Valley High Drive because there's no stop in between, it's just a clear runway, and people are crashing into houses.

I mean, it's devastating what's happening out there, and there's literally nothing the state's doing to you know combat uh speeding on access roads.

Um there's no safety mechanisms in place for that too.

So that's another thing out there.

Um so going back to the presentation though.

So based on this one analysis that you did in the neighborhood, you're able to do some recommendations citywide for neighborhoods going down to 20.

So that so really what let me go to the kind of so no, not exactly.

I mean, we know you know, based we could we could reference what the city of Austin did.

I think they they did a study, uh comprehensive it was like 600 streets, they think they pulled data collection on and things like that.

I mean, so we have the results from that.

Um kind of what we we're anticipating over the next few weeks is really honing in on exactly what we want to look at and making the recommendation on there's some additional analysis we want to pull.

I mean, we know just as as practitioners, kind of what makes sense, right?

And in some of the years of data we have, but there's gonna be some additional work to do.

And so we'll be we'll be kind of working over the next few weeks to figure out what exactly that means.

Um part of the first step is we probably need to define a neighborhood street, right?

Um it's not just a local street, right?

It could be uh, you know, an arterial, but there's homes running.

So there's some of that homework that we'll have to do as part of this process.

Um, and then the second piece is your like you mentioned the Zarcemores and other kind of arterial roads that we want to also come up with a way that we want to set a policy and framework on how we would study those in the future.

Yeah.

And another component I would add, I I've mentioned this maybe before you got here, that uh when it comes to our speed hump policy.

I know that we recently made some changes, which makes it easier to get them, which is great.

But I think another thing I mentioned public works is sometimes you have residents come up to us, right?

And they might be elderly or they may not know their neighbors and they have trouble getting signatures.

So, you know, what if you're able to mail, like do a mailer to these streets that are having a request for it, or maybe a council office request, and you just get someone to sign individually and mail back to the city, and you can kind of picture if you get the what is it, 51% or whatever the threshold is now versus having to have a one application with all those signatures.

Um so I think that might be an easy way to help get other streets on to approvals with speed humps, uh, because it can be quite challenging to try to reach people at their home to sign something.

And we do that for you know the the um street lights, right?

When we have a streetlight approval, the DSD mails the four properties around there, an authorization form, has them sign or not sign and return to to the city.

So I think in some streets that might be a good option to do.

Um because we have a I'm sure we all have had residents kind of tell us, hey, I just can't get the signatures, they're not answering the door, I don't know my neighbors, whatever.

So I think that's another option to help get that going.

One thing I'll mention on that, councilman, um as part of a a different CCR related to traffic calming, one of the requests was to work with ITSD to come up with a and it's a little bit different than what you're asking, but I'll get there.

Um an online version for the application.

So uh we are engaged in that process.

So um as we finalize that, perhaps there's something that we can mimic on the on a paper version of that.

Um but we are working through that to again try to facilitate the signature process.

Yeah, that's good.

That's helpful.

Um that's really good, especially when you there's a lot of neighborhoods in my district that are not necessarily part of an HOA, so they don't have an app or something that people can just say we're getting signatures, reach out to us, which some do.

Um so we it's a challenge, you know.

I know not every person has access to the internet, so that's something we're maybe.

Exactly.

Uh well, that's good.

I think you know it's something that we have to do.

We we realize if we lower the speed limit, if we add speed humps, all this people still aren't gonna do it.

But we had that conversation actually um about Marbok, right?

We're we're upgrading the pedestrian, the hot crossing because a student died trying to cross the street during school.

And we were at a neighborhood meeting and we brought it up, and some people were like, hey, well, why are you gonna spend all that money on this thing when kids are just gonna do whatever they want to do?

I said, Well, you have to try.

You know, you can't just say here's a problem, you know, people are never gonna change the behavior.

So oh well, you know, we we do have to add whatever infrastructure we can uh and allow that.

So it's my two cents, thank you.

Thank you.

Um on slide, 11.

Yeah, so we we we need a few more weeks.

Uh basically we want to go through and want to get feedback today, and then that'll help us kind of finalize.

We're basically we're developing a scope of work.

We'll have to use uh some support externally to potentially go through this process.

So we want to finalize that scope, come up with the cost of what that would be so we could include it as part of our budget process and then move forward with you know if funding is approved for that.

Councilmember, would you like the um I guess so?

What I would want to be sure of is as we proceed that we receive an update on it, and so would you like it to come back to I think Art's proposal is that we would wrap this into the budget conversation in the coming cycle, right?

So there would be an update via those those methods during the public works presentation, for instance, to the council.

I guess what I uh the point there, so when things are wrapped into the budget and a lot of things are wrapped into the budget, things get lost in the fray, and I would wonder if it makes sense.

I mean, it certainly included as part of the budget discussion, but a more thorough presentation here so that we know for sure what is happening and we can have a more robust conversation with them.

Yeah, and if I may add, I mean, I think that at least what I was hearing is that you know, yes, we like this, but I think that there are some other factors that we're seeing that need to be part of the solution, you know, maybe an awareness campaign.

Um, I think councilwoman core mentioned quick quick builds, you know.

And so I do think that um if we were to look at it holistically, like how much would this uh cost us?

I'm thinking through that in the in the budget discussions.

I'm not sure what the best avenue is.

Is it coming back here or is it in those budget discussions?

I'm not sure.

I guess and more specifically, what I'm thinking we do is you proceed exactly as is, but within that we add in the step that you'll come back here.

So yeah, and just to be clear, like what uh what really what I want to try to ask for funds for as part of the budget is that top group.

So uh, because I don't know how many signs to ask for funding for or how big of a campaign because I don't we don't know what that looks like yet.

So, really what we want to do is uh we we think we're on the right path.

Um we we want to just put the the details together of what that would be so we have a legit cost of what that would take us to then work towards through 2027.

Um so definitely as we're undertaking that we'd be presenting kind of how it how it goes.

But what we want to show as part of our budget process is you know to go through this process.

This is what we think it's gonna take us financially, um, and then get input on.

We're happy to come back.

I just don't know what that time frame looks like if if there's not another committee meeting before.

Well, it doesn't have to be uh well, we could we will make it happen.

Um but I guess what I think would be really helpful.

It's one thing to go to council and say, hey, we need this number this many number of signs.

It'd be helpful if you could come up with a few different options and then come back to the committee so that we know hey, how much would a campaign cost?

How much would these signs, how much would these cost uh for the signage, and what is the balance that we want to that we want to get to before it goes to full council?

So we could probably ballpark like a campaign cost, but signage is gonna be kind of dependent on on what we find as far as um the number of streets, uh the specific neighborhoods again to meet state law requirements, we're gonna have to sign entrances to the neighborhoods um and so forth.

So that's gonna vary based on kind of the outcome of the work that we need to do as we move forward with this policy.

Okay.

Then do you have what you need to move forward in terms of feedback?

Um, I I want if as long as we're on the same page that we're gonna continue to kind of flesh out this uh scope, we would present that as part of our budget discussions as a department.

Um, and then should it be approved, we'll move forward with that process, and then we would be coming back on the next steps.

Yeah, the answer is yes, we've got it.

Okay, thank you.

Any further questions, comments, concerns on this item?

All right, good.

We will move on to item three.

Can do madam clerk, can you read the caption?

Reconsideration of six at-large applicants to that airport advisory commission.

Thank you.

So again, this is due to the withdrawal of one of the people who were selected for the community category.

So we're gonna consider applicants from the same pool that was selected from last month to fill that seat.

Uh it should be a fairly quick uh executive session, hopefully.

Uh, but the time is now 2 49 p.m.

in the transportation infrastructure committee will now meet an executive session to consult with the city attorney's office concerning attorney client matters under chapter 551 of the Texas government code.

Be back soon.

The time is now 2 57 p.m.

in the transportation and infrastructure committee will reconvene in open session.

No official action was taken in executive session.

I'll entertain a motion.

So move.

I thought you were supposed to do this.

Okay, Chair.

I move the Transportation Infrastructure Committee recommend to the full city council the following individuals who serve on the airport advisory commission through March 18, 2028.

Um, that com Camilla Montoya serve as the community category.

We have a motion and a second.

All in favor?

Aye.

Aye.

Thank you all so much.

Thank you again to all of the applicants, and thank you to Camila.

Congratulations.

We look forward to uh considering you at the full council meeting.

The time is now 2 57 p.m.

and this meeting is adjourned.