[3B. Discuss the results of the pavement condition assessment performed by Roadway Asset Services (RAS) on all City streets and alleys. (45 minutes)]

THANK YOU. APPRECIATE IT.

ALL RIGHT. OUR NEXT ITEM IS ITEM 3 B, DISCUSS THE RESULTS OF THE PAYMENT CONTINUE ASSESSMENT PERFORMED BY ROADWAY ASSET SERVICES ON ALL STREETS AND ALLEYS. WHO WILL BE DOING THE

PRESENTATION? >> I WILL.

DO ANY CITIZENS HAVE COMMENTS ON THIS ITEM?

>> ALL RIGHT. >> COUNCIL ASKED FOR ROADWAY SERVICES TO COME AND KIND OF EXPLAIN THAT PROCESS HOW THAT

[00:25:01]

SCORING COMES BA, SCOTT IS ALSO GOING TO TALK ABOUT THEIR BOSS SYSTEM. HERE'S MIKE COMING UP BEHIND ME.

THEIR BOSS SYSTEM THAT WILL HELP THE CITY OF ROWLETT GOING FORWARD. SHOULD BE READY SHORTLY.

SCOTT HAS AN UPDATE ON THAT AND WILL HELP US GOING FORWARD DETERMINE HOW WE MAINTAIN AND REPLACE ROADS.

I'M GOING TO TURN THIS OVER TO SCOTT.

>> GOOD EVENING. COUNCIL, MAYOR.

THANKS FOR HAVING ME IN. I WILL GO THROUGH THING.

I WANT THIS TO BE ABOUT CONCERNS YOU HAVE AND QUESTIONS YOU HAVE.

I HAVE A PRESENTATION I WILL ROLL THROUGH IT.

FEEL FREE TO INTERRUPT ME. I WANT TO BE USEFUL OF YOUR TIME AND ANSWER YOUR QUESTIONS AND NOT JUST RAMBLE ON IN THINGS.

THIS IS JUST A BACKGROUND. WE ADDRESSED THIS LAST TIME I WAS IN. HISTORICALLY THE CITY HAS DONE VISUAL SURVEYS. I WANT TO PAINT A PICTURE OF WHAT WE HAVE DONE DIFFERENTLY ON THIS REALM.

LOOKING AT YOU KNOW JUST SAMPLE SURVEYS OF THE ROADWAY AND THEN YOU LOOKED AT THE CONDITION OF THE ROADS DOING A LIST OF THE WORST ROADS AS FAR AS HOW YOU TREAT THEM.

WITH THE OLD METHODOLOGY OF THE SAMPLING, I THINK YOU HAD AN AVERAGE AROUND 74 LAST TIME. THIS ROUND WE HAVE GOT AVERAGE OF 69. SO THAT'S FAIRLY NORMAL TO HAVE SOME DETERIORATION LIKE THAT OVER A NETWORK, DEPENDING ON WHAT YOUR MAINTENANCE LEVELS ARE FUNDING WISE.

SOME OF THE BIG DIFFERENCES ARE, I'M GOING TO GO THROUGH MORE DETAIL. I'M NOT GOING TO SPEND TOO MUCH TIME HERE. JUST NEW TECHNOLOGY OF HOW WE SCORE AND EVALUATE USING SOME LASER MEASUREMENTS AND WE'RE DOING 100% RATING. THE TOP OF THE EVALUATION BACK IN THE 80S. WHEN I STARTED MY CAREER EVERYTHING WAS A WALKING SURVEY. WE WENT OUT INTO THE ROADWAY AND LOOKED AT SMALL SAMPLE SETS BECAUSE YOU COULDN'T WALK THE ENTIRE ROADWAY. WE PICKED 100 FOOT SECTIONS.

CALCULATE INDEX AND THAT WOULD REPRESENT A LARGER AREA OF PAVEMENT. IN THE 2000S, WE GOT MORE INTO VISUAL SURVEYS BECAUS WE GOT BETTER CAMERAS WHERE WE COULD TAKE IMAGERY OF THE PAVEMENT, COME BACK INTO THE OFFICE, SIT DOWN AND EVALUATE THE CRACKING AND THE PHOTOGRAPHS.

TOOK US OUT OF THE ROAD, INCREASED SAFETY.

REDUCED FATIGUE. A LITTLE BIT OF SUBJECTIVITY WAS REMOVED. WE NOW DO AN AUTOMATED SURVEY, I HATE TO USE THAT TERM. IT'S NOT FULLY AUTOMATED.

THERE'S NOT A RED BUTTON I GET TO PUSH THAT DOES EVERYTHING.

WE'RE USING LASER SCANNERS TO ACTUALLY MEASURE THE CRACKS.

SO I NO LONGER HAVE SOMEBODY PHYSICALLY TRYING TO MEASURE THEM ON A COMPUTER OR OUT IN THE FIELD.

THE LASERS ARE GIVING US THE EVALUATIONS THERE.

WE HAVE TAKEN AWAY SOME OF THE SUBJECTIVITY OF IT.

IT'S MORE REPEATABLE. WE BELIEVE IT'S A SYSTEM WE CAN COME BACK TO THE ROADS AND REVIEW AND GET SIMILAR RESULTS IF NOT SAME RESULTS EVERY TIME, AND SEE MORE TRUE DETERIORATION WITHIN THE ROADWAY. JUST ANOTHER EXAMPLE OF THE SAMPLE SETS WHERE WE TAKE LITTLE PORTIONS OF THE ROADWAY.

IF YOU LOOK AT AN ENTIRE ROAD, YOU MIGHT SEE A PROBLEMATIC AREA AND THAT'S WHAT YOU SURVEY. THAT MIGHT REDUCE THE SCORE A LITTLE BIT THAN IF YOU WERE TO LOOK AT THE ENTIRE ROADWAY.

SO IT'S VERY TYPICAL OF WHAT WE SEE DRIVING AROUND.

THE WAY THE HUMAN BRAIN WORKS. WE ARE DRIVING DOWN THE ROAD AND SEE A VERY BAD AREA OF THE ROAD, THAT'S WHAT WE REMEMBER ABOUT THE ROAD. WE'RE MEASURING THE ENTIRE DISTRESS WITHIN THE ROADWAY. WHEN YOU AVERAGE IT OUT, SOME OF THE GOOD PARTS MAKE WHAT WE THINK IS A BAD ROAD SCORE HIGHER BECAUSE IT MAYBE ISOLATED TO STRESS.

IT'S MORE OF AN ENGINEERING ANALYSIS.

100% 13-FOOT WIDE LANE AS WE DRIVE THROUGH WITH THE VAN TO COLLECT IT. MOST COLLECTORS WE'RE DRIVING BOTH DIRECTIONS. IT'S 26 FOOT IN THAT AREA THAT WE'RE LOOKING AT IN THE ROADWAY. THIS IS THE EQUIPMENT.

MOST OF YOU HAVE SEEN THIS. THE LASER MEASURING SYSTEM CAN TAKE IT FROM THE BACK OF THE VAN.

WE'RE NOT GETTING ANY KIND OF SLANTED VIEW.

IT TAKES AWAY THE SHADOWS AND SUN EFFECTS.

IT GIVES US A MORE TRUE IMAGE AND THE RIGHT QUALITY AND WE GET A LOT OF IMAGERY OUT OF CAMERA ON TOP THERE.

[00:30:02]

WE USE A SOFTWARE WE DEVELOPED CALLED ROAD TRIP.

TECHNICAL RATING AND INTELLIGENCE PROGRAM.

IT TAKES THE LCMS MEASUREMENTS AND CREATES A MAP BASED ON THE CRACK WIDTHS. DEFINES AS LOW MODERATE SEVERITY BASED ON THE SYSTEM WE EVALUATE AGAINST.

THAT GIVE USES THE MEASUREMENTS AND PAVEMENT INDEX.

0 TO 100 SCALE. 100 BEING A BRAND-NEW ROAD AND HAVE BEEN SAYING IS THE CENSOR BASE.

MOST IS ACTUAL MEASUREMENTS OF THE DISSTRESS, WE CAN CHANGE THE SENSITIVITY IF WE FEEL LIKE WE'RE NOT PICKING UP ENOUGH THINGS. IF YOU GET TOO HIGH, YOU'RE GETTING TEXTURES THAT SHOW UP AS CRACKING.

WE HAVE TO BE CAREFUL NOT TO GET TOO CARRIED AWAY WITH THAT.

YOU HEAR ABOUT AI ALL THE TIME. BASICALLY AI DOES NOT MEASURE ANYTHING YOU ABOUT LOOKS AT PATTERNS.

WE HAVE SHOWN THOUSANDS OF IMAGES TO OUR SYSTEM LIKE BRICK INLAY IS A GREAT EXAMPLE. CAN SEE THE PATTERN OF BRICKS AND RECOGNIZE THAT'S A CROSSWALK.

WE'RE NOT GOING TO COUNT IT AS CRACKING BECAUSE IT'S A BRICK PATTERN. IT CAN LOOK FOR PUDDLES, SPEED BUMPS AND ALLEY GUTTERS. SOME OF THE STREETS WEREN'T COLLECTED BECAUSE THEY WERE SHORT SEGMENTS OR GATED AREA.

WE HAVE STREETS WITH CONCRETE, ASPHALT AND THE ALLEY WAYS.

THIS IS THE SURVEY WAS AN AVERAGE PCI OF 69 AND AVERAGE FOR ALLEYS WAS 56. A BIT LOWER RANGE.

WHAT I HAVE IDENTIFIED THERE, THE REINSTRUCTION MILES OF 8.8 STREETS. THOSE ARE ROAD THAT IS TYPICALLY FALL BELOW PCI 40 INDICATING STRUCTURALLY THERE'S ENOUGH STRESS YOU CAN'T DO MUCH MORE THAN REBUILD THE SURFACE AT LEAST. THERE'S ENOUGH CRACKING AND DISTRESS THAT ANY OVERLAY IS REALLY A BANDAID.

EVERYTHING WILL REFLECT THROUGH AND YOU HAVE TO REPLACE THE ENTIRE SURFACE FROM THE BASE AT LEAST.

WE PRODUCED MAPS LIKE THIS OF THE NETWORK LOOKING AT COLOR CODING OF THE CONDITION BASED ON THE PCI.

SO THIS IS THE BASIS OF HOW WE LOOK AT CONDITION RATING AND HOW TO NOW START ASSESSING WHAT ROADS DO WE NEED TO WORK ON.

HISTORICALLY THE CITY LOOKED, OKAY LET'S LOOK AT THE WORST RATING ROADS AND START TREATING THOSE.

THAT'S THE WORST FIRST SCENARIO WHERE YOU ARE BEING REACTIVE.

YOU ARE TREATING THE ROADS POOREST RATING AND THE MOST EXPENSIVE TO FIX. THAT'S WHERE ALL YOUR MONEY IS GOING TO AND CONSTANTLY TRYING TO CATCH UP.

IN THEORY OF ASSET MANAGEMENT, WHAT WE RECOMMEND IS A BLEND OF PRESERVATION ALONG WITH THAT REACTIVE MODE.

THERE ARE ROADS IN PRETTY GOOD SHAPE NOW, IF WE SPEND A SMALL ENOUGH OF MONEY IN SURFACE SEAL OR CRACK SEALING, WE CAN PROLONG THE ROAD AND DEFER THE ROAD AND KEEP IT ACTIVE AND IN GOOD CONDITION BEFORE IT DETERIORATES DOWN AND WE BECOME REACTIVE.

A GOOD BLEND IS A GOOD COMMON PAVEMENT MANAGEMENT PRACTICE.

THIS WAS LOOKING JUST AT THE ALLEYWAYS.

I WILL MOVE ON. IF THERE'S NOT ANY QUESTIONS THERE. THIS WAS THE BREAK DOWN OF DISTRIBUTION OF THE CONDITION OF THE ROADWAYS.

THE MAJORITY OF THE ROADS ARE SATISFACTORY.

FAIR IS THE NEXT AND THEN YOU HAVE QUITE A GOOD AMOUNT IN THE THE VERY POOR AND SERIOUS ARE THE ONES I RECOMMEND ARE GOING INTO SOME KIND OF RECONSTRUCTION MODE.

AND THIS WAS JUST A BREAK DOWN BETWEEN THE STREETS AND THE ALLEYS. THE STREETS OBVIOUSLY THE CONDITION RATING DIDN'T CHANGE A WHOLE LOT.

THE ALLEYS WE SEE A LOT MORE IN POOR CONDITION WITHIN THE ALLEY WAYS. HOW DO WE DEAL WITH WHAT ROADS

[00:35:01]

TO TREAT? THERE ARE A LOT OF METHODOLOGIES, NONE OF WHICH ARE ABSOLUTELY RIGHT.

SOME MAYBE BETTER FIT FOR YOU. O IT DEPENDS ON HOW YOU WANT TO SPEND THE MONEY, HOW YOU WANT TO OPTIMIZE THE MONEY.

THERE'S PRIORITIZATION WHICH FROM MY UNDERSTANDING IS WHAT YOU'RE DOING IN THE PAST. YOU ARRANGE FROM WORST TO BEST.

YOU GET A LIST OF THE WORST 100 ROADS AND TREAT.

THERE'S AN OPTIMIZATION TECHNIQUE, WHAT CAN WE DO TO TREAT TO INCREASE THE AVERAGE PCI? THAT WOULD BE OPTIMIZATION. WE'RE NOT TREATING THE WORST ROADS BUT DOING A BLEND DO INCREASE THE AVERAGE THE BEST WE CAN. I TEND TO WANT TO LOOK AT A FINANCIAL OPTIMIZATION. WHERE LET'S LOOK AT MAXIMIZING THE MONEY THAT WE'RE SPENDING AND UTILIZING IT IN THE BEST ROADS THAT WILL BENEFIT THE MOST FROM THAT.

THAT MAY NOT ALWAYS BE THE WORST ROADS WE'RE TREATING.

THERE MAYBE SOME IN PRESERVATION.

I WILL EXPLAIN THAT IN MORE DETAIL.

IT'S A FINANCIAL OPTIMIZATION. SO WHEN YOU GET INTO PRIORITIZATION, THERE'S THINGS PCI, CONDITION RATING IS TYPICALLY WHAT YOU USE. YOU CAN LOOK AT TRAFFIC CLASSIFICATIONS, PAVEMENT TYPES. IF YOU PUT CONCRETE OVER ASPHALT. SOMETIMES YOU WANT TO LOOK AT INNER-CITY STREETS. HIGH COMMERCE THAT AFFECT THE MOST PEOPLE. THAT AFFECT THE GOODS COMING IN AND OUT OF THE CITY. THAT CAN CARRY A PRIORITY.

I HAD A LOT OF CITIES RECENTLY START LOOKING AT DEMOGRAPHICS.

THINGS LIKE CENSUS DATA. OF VARIOUS FACTORS OF WHAT WE'RE FINDING OUT TO MAKE SURE WE'RE NOT ELIMINATING SOME NEIGHBORHOODS BECAUSE THEY'RE POOR NEIGHBORHOODS AND MAKE SURE TO KEEP THOSE STREETS IN GOOD CONTINUE

>> THERE'S A LOT OF WAYS TO LOOK AT PRIORITIZATION

>> WHEN YOU LOOK AT FINANCIAL OPTIMIZATION, THERE'S A COUPLE THINGS I WANT TO DEFINE. THE NEED YEAR ANALYSIS.

THAT IS WHEN THE ROAD NEEDS MAINTENANCE BECAUSE IF I DEFER IT AND DO DO NOT APPLY MAINTENANCE, IT WILL BECOME MORE EXPENSIVE. I WILL ILLUSTRATE THAT IN JUST A MINUTE. THE OTHER IS WHAT THE COST OF DEFERRAL? IF YOU CHOOSE NOT TO TREAT A PARTICULAR ROAD WITH A SURFACE SEAL AND IT DETERIORATES IN TWO YEARS WHERE NOW I NEED A STRUCTURAL OVER LAY, THERE'S A COST DIFFERENCE. THAT'S THE COST OF DEFERRAL.

LET ME ILLUSTRATE THAT. WHEN WE PUT TOGETHER A NETWORK, WE BREAK DOWN INTO THE CONDITION CATEGORIES AND START APPLYING A MAINTENANCE TREATMENT TO EACH CATEGORY.

LET'S SAY THE GOOD, MAYBE WE'RE JUST DOING CRACK SEAL.

IT'S A $1 A ROAD. SURFACE TREATMENT, THAT'S CHIP SEAL, THAT'S ABOUT $5 A YARD JUST IN THIS EXAMPLE.

THEN WE GET INTO THIN OVER LAY OF $26 AND MAYBE $48 TO DO A MAJOR REHAB OF THE ENTIRE ASPHALT SECTION, TO MAJOR RECONSTRUCTION. YOU SEE THE COST BASED ON CATEGORIES. IF WE LOOK AT THE COST OF DEFERRAL, THE DELTA BETWEEN THE COSTS, WE CAN SEE WHERE IS THE BIGGEST HURT GOING TO COME IF WE DON'T GET SOMETHING TREATED? AND THEN DEFINE AND SAY, OKAY THOSE ROADS THAT FALL AT THE END OF THE CATEGORY MAYBE A PCI IN THE LAST THREE OR FOUR OF THAT RANGE, MEANING IF I DEFER THIS AND DON'T TREAT THEM THIS YEAR, THEY WILL FALL TO THE LOWER CATEGORY.

IT'S GOING TO COST A LOT MORE MONEY.

NOW WE CAN START LOOKING AT A PRIORITIZATION BASED ON THAT THEORY. SO IF YOU LOOK AT THE NUMBERS AT THE TOP, NUMBER ONE PRIORITY IS GOING FROM POOR TO VERY POOR BECAUSE IT COST ME $22 TO DEFER THAT.

THE SECOND IS VERY POOR BECAUSE IT'S $16 DIFFERENTIAL, YOU CAN SEE THE TREND AND HOW TO PRIORITIZE WHICH ROADS.

THE ONES IN THE YELLOW BOXES HAVE THE HIGHEST PRIORITY BASED ON ONE, TWO, THREE, FOUR AT THE TOP AND THAT'S HOW WE WORK THROUGH THE SYSTEM. AS YOU CAN SEE, THERE'S GOING TO BE ROADS THAT ARE VERY POOR THAT MAYBE ON THE HIGH END OF THAT SCALE THAT EVERYBODY IS GOING TO LOOK AT AND SAY THAT'S A BAD ROAD. WHY AREN'T YOU TREATING THAT IN '24? IT CAN DETERIORATE A FEW MORE YEARS BEFORE IT FALLS INTO THE LOWER CATEGORY.

THEORETICALLY, IT WILL COST ME THE SAME AMOUNT OF MONEY.

THERE MIGHT BE BETTER ROADS IF YOU DON'T TREAT THEY ARE GOING

[00:40:02]

TO COST ME A LOT MORE MONEY TO TREAT.

DOES THAT THEORY MAKE SENSE? THAT'S HOW WE RUN THINGS THROUGH THE BOSS SYSTEM. THE BUDGET SOFTWARE WE PUT TOGETHER TO USE THESE THEORIES. WE WORKED WITH YOUR STAFF AND PUT TOGETHER A TREATMENT ACTIVITY.

IF YOU LOOK AT VARIOUS RANGES OF PCI ALONG WITH WHAT KIND OF TREAT, CRACK SEAL TO MICROSEALS TO OVERLAYS, REPAVING DOWN TO THE RED WHICH IS A FULL DEPTH REBUILD.

WE START ASSOCIATING COST WITH THOSE.

AND THEN WE CAN START PUTTING THOSE INTO OUR MODEL AND HAVE CONCRETE COST TOO. BECAUSE A MAJORITY OF YOUR ROADWAYS ARE CONCRETE. WE LOOK AT VARIOUS TREATMENTS THAT WE HAVE TO APPLY AND REALLY CONCRETE NOW YOU'RE TALKING REPLACEMENT IS LIKELY THE THING YOU'RE GOING TO DO.

EVERY NOW AND THEN IF YOU HAVE A VOID, YOU MIGHT DO INJECTION.

WE CAN START DEFINING THAT. THE OTHER THING THAT WE DO WITHIN SETTING UP THE MODEL IS START DEVELOPING MANAGEMENT SECTIONS. SO ALL OF YOUR ROADS IN THE GIS LAYER ARE DEFINED INTERSECTION TO INTERSECTION.

A SEGMENT IS BASED ON BLOCK BY BLOCK.

YOU DON'T ALWAYS TREAT THAT WAY. YOU MIGHT HAVE SIX BLOCKS YOU TREAT TO DO MAINTENANCE. THAT WOULD BE A MANAGEMENT SECTION. SO WHAT WE'RE PRESENTLY WORKING ON WITH YOUR SYSTEM RIGHT NOW IS DEVELOPING THOSE MANAGEMENT SECTIONS. WE'RE LOOKING AT NEIGHBORHOODS THAT WE WOULD GROUP TOGETHER AND TREAT ALL AT THE SAME TIME.

WE'RE LOOKING AT ROAD SECTIONS THAT MAKE SENSE TO LINK THOSE TOGETHER. WE'RE MAKING ALL THOSE ROAD SEGMENTS AND PUTTING THEM INTO MANAGEMENT SECTIONS.

SO THE PROJECTS YOU'RE GOING TO GET OUT OF THAT MAKE SENSE.

NOW, THIS IS ALWAYS SOMETHING THAT CAN BE EDITED.

I ALWAYS LOOK AT THESE AS LIVING DOCUMENTS.

THESE ARE MODELS TO PUT TOGETHER THE BEST PRACTICE AND SPEND THE MONEY TO DO THIS PROCESS. WHAT WE RECOMMEND IN THIS KIND OF PROCESS AND WHAT I TALKED TO MIKE AND STAFF ABOUT, THIS IS SOMETHING WE WILL COME IN AND RE-ANALYZE EVERY YEAR.

WE PUT TOGETHER A FIVE-YEAR PLAN AND START WORKING WITH.

LET'S START WITH YEAR ONE AND SEE WHAT WE TREATED IN YEAR ONE.

WHAT WE NEED TO UPDATE AND SHUFFLE THE DECK AND REDO THE ANALYSIS. ANOTHER FIVE-YEAR ANALYSIS.

YOU ALWAYS HAVE A MOVING FIVE-YEAR PLAN BUT VISITING EVERY YEAR AND UPDATING. THAT WAY IT'S A LIVING DOCUMENT.

WE SEE AS THING CHANGE, MAYBE PRICING IS CHANGING.

MAYBE DIFFERENT NEEDS IN THE COMMUNITY ARE CHANGING THAT WE NEED TO PUT DIFFERENT EMPHASIS ON THINGS AND COME BACK AND RE-ANALYZE. THIS IS AN EXAMPLE OF MANAGED SECTIONS. YOU CAN SEE THE NEIGHBORHOODS COLOR CODED TOGETHER. THEY MAY NOT HAVE THE SAME PCI.

THAT NUMBER IS THE YEAR AND PLAN THEY WOULD BE TREATED IN THIS EXAMPLE. THIS IS NOT YOUR NETWORK.

THIS IS JUST AN EXAMPLE. BUT YOU CAN SEE HOW WE CAN START PUTTING TOGETHER PLANS OF HOW WE DO PROJECTS ONCE WE IDENTIFY THOSE. THE RESULT, WE DO QUICK ANALYSIS THROUGH PAVER A FEW MONTHS AGO. WHAT WE'RE GOING TO DO WITH OUR BOSS IS SIMILAR. WE WILL GET A NEW TRIM LINE.

LOOKING AT THE AMOUNT OF MONEY SPENT.

WHAT IS THE AVERAGE PCI GOING TO DO OVER TIME? IF WE'RE NOT SPENDING ENOUGH MONEY, IT WILL CONTINUE TO DETERIORATE. WE WANT TO FIND A POINT WHERE WE CAN AT LEAST STAY STEADY STATE. IF NOT SEE IMPROVEMENT WITH THE OVERALL NETWORK. SO ONCE WE RUN THROUGH THIS ANALYSIS, WE WILL COME BACK WITH UPDATED CHARTS HERE SO WE CAN LOOK AT THAT. THIS IS --

>> THIS IS FOR EVERYBODY'S EDIFICATION.

PAVER IS THE SYSTEM OUR TEAM USED FOR MANY YEARS.

SCOTT AND MIKE WILL HAVE MORE DETAILS.

THIS THIS IS AN AACRONYM USED FOR OU

SOFT WARE. >> IT'S VERY CHEAP AND SIMPLISTIC. IT'S AGED.

LET'S JUST SAY IT THAT WAY. IT DOESN'T HAVE THE GRAPHIC OR NEWER PROGRAMS. THIS IS ANOTHER EXAMPLE FROM THE CITY WE WORKED WITH WHERE WE DEVELOPED, YOU CAN SEE A TREND LINE IN RED THERE. WHAT WE HAVE DONE IS BASED ON THE ANNUAL BUDGET THEY'RE SPENDING, WHAT IS THE AVERAGE DOING ON THE Y AXIS AFTER A FIVE-YEAR ANALYSIS? SO THEN WE CAN QUICKLY COME BACK TO A TREND LINE AND SAY, WELL, WHAT IF WE CUT OUR BUDGET? WHAT IF WE INCREASE OUR BUDGET?

[00:45:02]

YOU CAN DO WHAT IFS ON THE OVERALL NETWORK THERE.

THIS IS JUST KIND OF AN EXAMPLE MAP OF VARIOUS BUDGETS.

YOU CAN SEE AS I GO THROUGH THE BUDGET LEVELS.

WE GET FEWER AND FEWER ROADS BEING COLORED AND TREATED.

THIS IS REALLY JUST KIND OF ILLUSTRATING BASED ON WHAT BUDGET LEVEL WE CAN SPEND, THE IMPACT WE'RE GOING TO HAVE ON THE OVERALL NETWORK. WE LOOK AT THINGS LIKE THAT.

HOW MANY ROD MILES CAN WE EFFECTIVELY TREAT AND THOSE TYPE OF THINGS. KIND OF OF A WRAP UP HERE.

WE PROVIDE YOU TO POWER BI. A MICROSOFT SOFTWARE, A DASH BOARD THAT WE CAN PUT ALL THE RESULTS UP THERE FOR YOU GUYS TO GO AND LOOK AT, YOU CAN PRINT THEM OUT.

EXPORT TO AN EXCEL FILE IF YOU WANT TO WORK THE DATA.

ALL OF THIS INFORMATION IS YOURS.

IT'S THERE TO BE ABLE TO DOWNLOAD AND WORK WITH ALL YOU WANT. ALL WE'RE DOING IS RUNNING THIS ANALYSIS FOR YOU. AND PUTTING THE RESULTS IN THIS POWER BI PLATFORM. THAT'S PART OF WHOLE PROGRAM TO GIVE YOU GUYS A FIVE-YEAR ACCESS INTO THAT SOFTWARE TO BE ABLE TO LOOK AT THAT DATA AT ANY TIME. THAT'S IN A NUTSHELL WHAT I HAD TO PRESENT. I WOULD BE HAPPY TO ANSWER

QUESTIONS OR GET INTO DETAILS. >> THANK YOU.

SO, DOES STAFF HAVE A PRESENTATION? OR -- OKAY. ALL RIGHT.

MY FIRST QUESTION FOR STAFF, SO, WHO --

>> I WILL DO MY BEST. MIKE IS ALSO HERE.

MIKE HAS PROBABLY BETTER IDEAS THAN ME.

>> SO MY INITIAL, MY FIRST QUESTION I HAVE IS STAFF RELATED. SO WHAT DID WE HAVE ANY SPECIFIC DELIVERABLES FOR ROS UNDER THE CONTRACT?

>> THE DATA THE SURVEY, THE OUTPUT, THE OVERALL STREET AND ALLEY ASSESSMENT DATA WAS THE OUTPUT.

>> OKAY. UNDERSTOOD.

SO THAT WAS A DELIVERABLE THAT WE HAD ON OUR

>> YES. CORRECT.

>> SO TO RROS -- ROSS, WHAT IS THE SEGMENT AND WHERE DO YOU DO

THE SEGMENT ON EACH STREET? >> THE SEGMENTATION IS FROM YOUR GIS LAYER MAPPING. WE TAKE WHAT YOU HAVE GOT, YOU EXPORTED THAT TO US AND THAT'S HOW WE PUT TOGETHER OUR NETWORK AND DRIVE PLAN. WHAT WE COLLECTED AND THAT WAY WE KNEW WHAT MILES TO DRIVE AND WHAT STREETS TO DRIVE.

WE FOLLOWED YOUR SAME SEGMENTATION.

THE IB THAT WE IDENTIFIED ALL THESE DISTRESSES AND OUT PUT IS DIRECTLY LINKED UP TO THE SAME ID NUMBER IN YOUR GIS.

>> I HAVE HOLISTIC QUESTIONS. I PROMISE YOU I'M GETTING THERE.

MY QUESTION IS FOR, I GUESS FOR THAT.

>> WHAT IS THIS GIS NUMBER? >> THE GIS FOLKS COLLECTED THAT.

THE STREET AND ALLEY, I'M NOT SURE HOW THOSE WERE INITIALLY COLLECTED. I KNOW GIS WAS DESIGNED BY A TEAM FROM THE UNIVERSITY OF DALLAS.

I DON'T KNOW WHEN. I DON'T KNOW HOW IT WAS PUT TOGETHER. I KNOW WE RECENTLY WENT THROUGH A REWRITE WITH THE TABLE INFORMATION BECAUSE THE FOLKS, THE INTERNS THAT PUT THAT TOGETHER FOR US DID NOT UNDERSTAND WHAT WE WOULD BE USING THAT FOR.

TWO YEARS AGO, I WORKED WITH ELLA AND BRANDON TO GET A TABLE REWRITE DONE TO START CAPTURING USEABLE DATA.

>> WELL, I THINK I MEAN THE SEGMENTS CURRENTLY LISTED AND

WHAT ROSS REFERRED TO. >> I DON'T KNOW HOW THOSE WERE

DETERMINED. >> WE DON'T KNOW IF IT'S EVERY

BLOCK OR CROSS SECTION? >> I DON'T THINK IT'S THAT STANDARDIZED TO BE PERFECTLY HONEST WITH YOU.

I DON'T WANT TO SAY IT'S RANDOM. THERE WAS A METHODOLOGY BUT I

DON'T KNOW HOW IT WAS DERIVED. >> SO WE DON'T HAVE THE ANSWER

TO THAT. >> WE CAN GET AN ANSWER.

>> DID ROSS USE, IS THIS TECHNOLOGY, IS THERE GROUND PENETRATING RADAR OR JUST SURFACE?

>> THIS IS JUST BASED ON LOOKING AT SURFACE DISTRESS.

>> DOES THIS BAND MEASURE UNEVEN SURFACE OF THE ROAD?

>> IT DOES AND THERE'S TWO CATEGORIES.

IT REALLY FALLS UNDER ONE. ONE IS RUBBING.

SO IT'S GOING TO MEASURE HOW DEEP THOSE RUTS ARE.

AND THAT'S PART OF THE PAVEMENT CONDITION INDEX.

THAT IS ONE OF DISTRESSES MEASURED.

[00:50:03]

RUTTING IS FACTORED INTO THAT. THE OTHER FACTOR NOT A PART OF THE PCI IS THE ROD QUALITY. THE LASERS TELL US HOW MUCH IT'S MOVING VERTICALLY PER MILE DRIVEN IN A SEGMENT.

THAT RAW NUMBER IS CALLED INTERNATIONAL ROUGHNESS INDEX.

>> SO IT DOES CALCULATE THE ROUGHNESS OF THE ROAD.

SO IS THERE ANY KIND OF POINT SCALE MARK ON RUTTING OR ROUGHNESS OF THE ROAD AND CRACKING? IS THERE A SCALE ON WHICH IT BASICALLY RANKS A DEFICIENCY OF

A ROAD? >> THEY'RE BASICALLY RUN ON TWO DIFFERENT SCALES. YOU CAN USE THOSE IN COMBINATION. WHAT PAVEMENT CONDITION INDEX IS LOOKING AT THE AMOUNT OF CRACKING, RUTTING.

THINGS LIKE WEATHERING OF THE ASPHALT SURFACE.

CONCRETE, JOINTS. CRACKING IN THE SLABS.

MOST DISTRESS IS UNDER PCI. WHAT WE CAN TAKE WITH THE RAW NUMBER, I BELIEVE WHAT WE HAVE DONE IS NORMALIZE THAT TO A ZERO TO 100 SCALE. BASED ON THE CRACKING CONDITION.

LET'S SAY YOUR ROAD SITS AT 70. THEN YOU HAVE THE ROUGHNESS INDEX THAT CAN BE ON ZERO TO 100 SCALE BASED ON THE SMOOTHNESS OF THE ROAD AND LET'S SAY IT'S A 50.

IF YOU COMBINE THE TWO NUMBERS, YOU GET WHAT WE CALL AFTER OVERALL CONDITION INDEX AND I WOULD WEIGHT MORE ON THE CONDITIONING, THE CRACKING THAN ON THE RIDE QUALITY BUT YOU CAN

COMBINE. >> SO DOES THE PLAN WEIGHT MORE HEAVY TOWARD CRACKING THAN SURFACE?

>> WE DID NOT DO A COMBINATION OF THAT.

YOU HISTORICALLY HAVE NOT DONE AN OCI.

WE HAVE THE RAW NUMBERS AND CAN DO THAT IF YOU WOULD LIKE.

WE ARE STRICTLY LOOKING AT PCI TO COMPARE WHAT YOU HAVE DONE

HISTORICALLY. >> SO, OKAY.

I'M TRYING TO UNDERSTAND THAT ANSWER TO MY QUESTION.

SO, IT CALCULATES ALL OF IT, NOT JUST --

>> WELL >> MY QUESTION REALLY IS, DOES IT WEIGH MORE HEAVY ON CRACKING RATHER THAN UNEVEN SURFACE OR DOES IT WEIGH MORE HEAVILY ON UNEVEN SURFACE OR CRACKING? I DON'T UNDERSTAND THAT METHOD THERE.

>> THERE'S NO STANDARD FOR HOW YOU DO THAT COMBINATION.

THE PCI IS STRICTLY FOCUSED ON CONDITION.

CRACKING DISSTRESS TRESS THAT TYPE OF THING.

THE PRI IS FROM TXDOT AND HOW SMOOTH THEIR PAVING THE ROAD.

WHEN YOU GET ON A LOCAL STREET, YOU HAVE MAN HOLES, GUTTERS, UTILITIES GOING TO EVERY HOUSE. YOU HAVE A LOT OF THINGS THAT CREATE MORE ROUGHNESS IN A RESIDENTIAL STREET AND WE'RE DOING THIS VERY SLOW SPEED. SO THAT NUMBER CAN SPIKE QUITE

HIGH. >> SO IF I GAVE A HYPOTHETICAL, MAYBE I CAN UNDERSTAND BETTER. YOU HAVE A ROAD HERE THAT IS A MILE LONG AND IT HAS A LOT OF CRACKING IN THE ROAD.

MAYBE NOT SPRAWL CRACKS BUT SURFACE CRACKS.

THEY GO ALONG THE ROAD. YOU HAVE ANOTHER MILE LONG ROAD AND HAS UNEVEN SURFACES. IT'S FILLED WITH PATCH FILL.

IT'S UNEVEN BUT THERE'S NO CRACKS BECAUSE IT'S BEEN FILLED WITH PATCH FILL. WHAT WILL WEIGH WORSE? THE ONE MILE WITH CRACKS OR UNEVEN SURFACE WITH PATCH FILL?

>> THAT DEPENDS ON HOW YOU WANT TO SET UP THE SYSTEM.

IT'S VERY SUBJECTIVE IF THAT WAY.

MOST CITIES LEAN HEAVIER ON THE CRACKING.

LIKE I WAS STARTING TO SAY, IF YOU COMBINE THE TWO, I WOULD WEIGHT THE CRACKING ABOUT 80% OF THE VALUE OF THE OVERALL SCORE AND MAYBE THE ROUGHNESS ABOUT 20%.

THE REASON FOR THAT IS YOU CAN HAVE SOME ROADS THAT HAVE A LOT OF PATCHING. A LOT OF POTHOLES, WHICH BY THE WAY, THOSE SHOW UP IN DISTRESS ALSO.

YOU CAN HAVE LIKE I SAID MAN HOLE COVERS AND OTHER THINGS THAT CAUSE IT. BECAUSE IT'S A LOWER VOLUME STREET, THE PAVING QUALITY ISN'T QUITE THE SAME AS IT IS FOR A FREEWAY. YOU INHERENTLY HAVE A ROUGHY-RIDING ROAD. IF I HAVE AN EXAMPLE OF SOMETHING IN THE 70, I THINK OKAY.

THAT'S GETTING ENOUGH DISTRESS, I NEED TO DO A THIN OVERLAY OR MICROSEAL, THEN I LOOK AT RIDE QUALITY, IF IT'S REALLY LOW, MAYBE I LEAN TOWARD LET'S PUT MORE STRUCTURE AND OVER LAY DO

[00:55:02]

GET A SMOOTHER RIDE. IF THE RIDE QUALITY IS A 90 AND PCI IS 70, I MEAN LEAN TOWARD DOING A MICROSEAL OR SOMETHING THAT DOESN'T GIVE ME THE SAME RIDE IMPROVEMENT.

>> I TOTALLY UNDERSTAND THAT. >> YEAH.

I DON'T KNOW HOW TO ANSWER YOUR QUESTION.

REALLY BECAUSE IT DEPENDS ON WHAT YOU GUYS DECIDE AS TO HOW DO YOU WANT TO APPROACH THIS. IF RIDE QUALITY IS VERY

IMPORTANT TO YOU. >> WHAT IT APPEARS OUR CURRENT PCI MAP HAS DONE BY RAS IS SHOWING MORE, IT'S WEIGHING

HEAVILY MORE ON CRACKS. >> YOU BASE ON PCI.

>> THE PCI IS ALL ABOUT THE STRESS AND CRACKING.

ROUGHNESS HASN'T BEEN A FACTOR. WE HAVE THE NUMBERS, THEY'RE

JUST NOT IN THE PCI NUMBERS. >> SO LET ME GO TO THE NEXT

QUESTIONS HERE. >> SO WE DON'T KNOW THE SEGMENTATION THAT WE HAVE ON GIS, REALLY THAT COULD BE AN ISSUE. I'M GOING TO GET STRAIGHT INTO THIS. WHAT WE HAVE SEEN IN OUR CURRENT PCI MAP, WHAT I HAVE SEEN AND OTHERS HAVE SEEN ON THE CIPTF.

THE RESULTS OF THE PCI ARE NOT INDICATIVE WHAT WE SEE WITH OUR OWN EYES. WHETHER DUE TO A LACK OF UNDERSTANDING OR THERE'S ISSUES WITH THE SEGMENTATION WE PROVIDED YOU WITH. WE HAVE TRAVELLED DOWN MANY OF ROADS AND TOURED THEM UTILIZING PCI MAP EVEN FROM THE LAST TIME WE HAVE SPOKEN. WE TOURED ECHO COURT.

VANDERBILT COURT, RADCLIFFE DRIVE, ALL OF TOLER BAY ONE AND TWO AND EVEN DROVE OTHER AREAS THAT WERE IN THE TOP 50.

THE ROADS THAT WERE ON THE TOP 50 THAT WE DROVE WERE EXCELLENT.

THEY WERE GREAT. THEY WERE A ROAD I WISH I LIVED ON, THEN WE DROVE BY ROADS THAT WERE REALLY BAD.

PRETTY BAD. ONE ON THE TOP 50 LIST.

WE'RE WONDERING WHAT IS WRONG? WHAT HAPPENED? BECAUSE WE CANNOT USE THE CURRENT PCI THAT WE HAVE AS A METHOD FOR DETERMINING THE STREETS THAT GO ON OUR 2024 BOND AS IT IS RIGHT NOW. I DON'T KNOW IF THIS HAS -- IF HAVING A SEGMENT BECAUSE WE DON'T KNOW HOW THE METHODOLOGY FOR THE SEGMENTS IS CALCULATED. YOU COULD HAVE A 1 MILE ROAD WITH FIVE SEGMENTS AND ANOTHER MILE ROAD WITH TWO SEGMENTS, WHICH WILL WEIGH MORE HEAVILY? WE'RE GETTING MORE ISSUES WITH THE PCI RESULTS. THAT'S NOT ON YOUR END APPARENTLY. THAT'S ON OUR END.

>> IT COULD BE SOME OF BOTH. THE ONE I LOOKED AT THAT YOU MENTIONED WAS A LONGER SEGMENT ROAD THAT HAD SEVERAL BLOCKS IN IT AND THEY WERE BAD ISOLATED AREAS.

BUT YOU WHAT HAPPENS IF IT'S AN ISOLATED AREA IN A LARGER SEGMENT, THE SCORE GETS WASHED OUT

>> THE BAD STUFF IS COUNTED AS LOWER DENSITY.

ANOTHER ROAD MAY HAVE CONSISTENT DISTRESS THAT SHOWS UP HIGHER.

BUT ON THE SURFACE LOOKING AT IT.

THIS IS A WORSE CONDITION. >> EVEN THAT --

>> YEAH, IT BECOMES A DENSITY ISSUE.

>> EVEN THAT, WE CAN DRIVE AN ENTIRE NEIGHBORHOOD WHICH WE DID IS EVERY ROAD IS FINE. NOT A POTHOLE, MAYBE SOME CRACKS, RIGHT. MAYBE SOME LONG CRACKS.

NOT SPRAWLING BUT LONG CRACKS. IT'S TEXAS.

EVERY ROAD IS GOING TO HAVE A CRACK.

THAT IS WHERE THE CIPTF AND I ARE VERY, VERY CONCERNED ABOUT THE RESULTS OF THE DATA AND WE KNOW SOMETHING IS WRONG.

SOMETHING HAPPENED BECAUSE WHAT WE SEE -- OUR EYES ARE NOT LYING TO US. RIGHT.

WE DRIVE DOWN THESE ROADS ON THE TOP 50 LIST GREAT.

WE DRIVE DOWN THE ALLEYS, THEY'RE FINE.

MEANWHILE WE'RE DRIVING PAST ALLEYS.

>> WHETHER YOU SAY TOP 50, YOU'RE SAYING THE WORST.

>> THE WORST. WE DRIVE BY ALLEYS THAT AREN'T ON THE LIST AND LOOK LIKE THEY HAVE BEEN BOMBED.

BUT THAT'S A 90. IT'S A 90 PCI.

WE DRIVE DOWN ANOTHER ROAD AND IT'S IN A LOWER INCOME AREA.

IT HAS, IT'S QUITE ROUGH REALLY YOU'RE JUST HOLDING ON TO YOUR STEERING WHEEL TRYING TO STAY IN THE MIDDLE OF THE ROAD AND IT WAS RANKED A 99. HOW? HOW? SO, WAS THERE ONE SEGMENT OF A

[01:00:02]

ROAD, WAS THERE ONE SEGMENT DONE ON THE ONLY PART OF THE GOOD ROAD? THERE'S A LOT OF QUESTIONS HERE ABOUT OF FUNDAMENTALS WITH THE SEGMENTATION.

THE POTENTIAL RESULTS FROM THAT. GIVING US OVERALL BAD DATA.

OR DATA WE CANNOT USE. >> THERE'S ANOTHER ASPECT.

IF YOU HAVE A ROAD THAT IS GOT 10 SECONDS AND SEVEN OF THEM TRULY ARE AT 100 PCI, AND THREE ARE AT ZERO, YOU GET A 70.

>> CORRECT. >> IT'S A GOOD ROAD.

BUT YOU CAN'T DRIVE ON A THIRD OF IT.

SO, TO MY POINT, ARE WE USING SIMPLE AVERAGES ACROSS SEGMENTS ON A ROADWAY? ARE WE DOING ANY VARIANCE ANALYSIS? THE ROAD WHERE IT HAS WHAT I WOULD CALL A CATASTROPHIC FAILURE IS GOING TO REQUIRE ATTENTION SOONER THAN A ROAD OF SAME GENERAL CONDITION THAT DOESN'T HAVE THAT CATASTROPHIC FAILURE? DO WE HAVE THAT CAPABILITY COMING OUT OF THIS DATA?

>> I THINK WE HAVE THIS CONVERSATION BUT MIKE, MAYBE HELP ME CORRECT ME IF I AM WRONG.

BUT, WE -- OBVIOUSLY ALL OF THIS WAS BASED ON THE SEGMENTATION THAT IS IN OUR GIS MAPPING SYSTEM.

BUT IN TERMS OF HOW WE PRESENTED THE INFORMATION, WE DID

BY STREET. >> YES.

>> SO UNDERSTAND THIS IS NOT BAD DATA, YOU KNOW FROM THE FOUNDATION OF IT. IT'S HOW THE MANY DIFFERENT WAYS IT CAN BE USED AND INTERPRETED. ESPECIALLY IF WE USE A POLICY.

STAFF DID WHAT WE ALWAYS DONE. HAD WE DONE THIS MANUALLY, WE STILL WOULD HAVE GIVEN AN AVERAGE PCI FOR THE ENTIRE STREET NOT JUST SEGMENTS. WE HAVE AT THE ROOT OF IT, WE HAVE BETTER FOUNDATIONAL INFORMATION FROM WHICH WE CAN CRACK LEVEL OF POLICY WE WANT. WE COULD WAIT.

DO A WEIGHTED AVERAGE BETWEEN DISTRESSED AND DRIVABILITY.

WE COULD COME BACK AND COME UP WITH ONLY SEGMENTS.

LET'S SAY YOU HAVE FIVE SEGMENTS YOU AVERAGED TOGETHER, YOU COULD DO AB CA. YOU COULD CRAFT A POLICY AROUND SEGMENTS. THERE'S MULTIPLE WAYS TO DO THIS. IT'S A QUESTION OF HOW TO DO BACK IT. I'M JUST GOING TO SAY THIS.

FOR WHATEVER REASON WAS, WE TOOK AND DID WHAT WE NORMALLY DID USING THE BETTER DATA. WE STILL APPLIED IT TO PERHAPS NO THE BEST WAY TO DO THE POLICY MAKING.

NOT THE DATA IS BAD. >> SO WHAT IF THE SEGMENTS, BECAUSE THERE'S NOT AN EQUITABLE AMOUNT OF SEGMENTS ON EVERY ROAD? SO YOU'LL HAVE LIKE I SAID, YOU COULD HAVE A NUMBER OF SEGMENTS ON ONE ROAD AND FAR LESS ON THE OTHER ROAD. THE SAME LENGTH AND THEY'RE THE SAME TYPE. SO I'M GOING INTO, I KNOW WHAT YOU'RE SAYING AND I KNOW THIS IS CALCULATING EACH SEGMENT, BUT WHAT IF OUR SEGMENT, THE LIST OF SEGMENTS WE HAVE GIVEN THEM IS NOT GIVING US THE DATA WE NEED? RIGHT.

SO AND THAT GOES INTO THE FUNDAMENTAL PROCESS OF BASICALLY IF WE DETERMINE THAT IS THE CASE AND THAT WE'VE GOTTEN SOME DATA THAT WE CANNOT USE BECAUSE OF THE SEGMENT, THE GIS SEGMENTS WE PROVIDED NOT PROVIDING FOR EQUITABLE RESULTS, THEN WE CANNOT USE THIS TOOL IN OUR 2024 BOND PLANNING.

BECAUSE WE CANNOT, WE CANNOT PUT A GREAT CONDITION ROAD THAT IS SCORED 20 BUT IN OUR EYES IT IS PERFECTLY FINE ON THE BOND ELECTION FOR RECONSTRUCTION. DO YOU THINK OUR CITIZENS WILL BE OKAY WITH THAT? I DON'T THINK SO.

IT'S GARBAGE IN, GARBAGE OUT. >> YOUR TOOL MAY WORK, BUT WE GAVE YOU BACK GIS SEGMENTATION THAT WE SHOULD HAVE KNOWN.

WE SHOULD HAVE KNOWN THAT THE SEGMENTS WE SHOULD DO EVERY 20 FEET OR 50 FEET. NOT WE TURNED DOWN THIS ROAD AND THERE'S ONE SEGMENT AND WE TURNED DOWN THIS ROAD AND IT'S

20 SEGMENTS. >> MY QUESTION WASN'T ANSWERED.

ARE THESE GRADINGS ON THE ROAD A SIMPLE SEGMENT OR WEIGHTED BASED ON THE LENGTH OF THE SEGMENT ON EACH

>> SIMPLE AVERAGE. >> OKAY.

[01:05:01]

WE HAVE A SCORE FOR EACH AND EVERY SEGMENT.

WE HAVE A COMPLETE TABLE THAT WILL SHOW THE SCORE FOR EACH SEGMENT. AND THE GIS COORDINATES OF WHERE

THAT SEGMENT IS. >> I HAVE THAT ON EXCEL RIGHT

HERE. >> YES.

I PULLED STREETS AND YOU CAN HAVE ONE STREET WITH PRETTY MUCH THE SAME LENGTH ON A SIMILAR ROADWAY --

>> A VERY BASIC LEVEL. >> VERY DIFFERENT AMOUNT OF

SEGMENTS. >> IT DOES NOT GIVE YOU A GOOD AVERAGE OF ROAD. JUST DOESN'T DO IT.

>> I WILL TELL YOU TOO, JUST IF I MAY.

THIS WAS -- WE ARE IN THE MIDDLE OF A TRANSITION TO A MORE DATA-DRIVEN TOOL. WE WERE GOING, THIS WAS THE FIRST STEP THIS ANALYSIS AND THIS SURVEY WAS THE FIRST STEP MOVING FROM A SAMPLING TOOL, VISUAL SAMPLING TO A MORE DATA DRIVEN. WHEN WE ENGAGED RAS TO DO THIS, THEY ASKED FOR OUR GIS DATA, I DON'T THINK AT THAT TIME WE THOUGHT THE SEGMENTS WOULD HAVE AN IMPACT ON IT.

THERE ARE STILL A LOT WE CAN DO WITH THE EXISTING DATA BECAUSE INSTEAD OF SAMPLING VARIOUS PANELS OF STREETS OR WHATEVER, WE HAVE DATA FOR THE ENTIRE NETWORKS.

WHILE WE MAY NEED TO MASSAGE A LITTLE BIT, I STILL THINK AS WE TRANSITION FROM VISUAL SAMPLING TO HARD DATA, WE'RE IN A BETTER

PLACE THAN VISUAL SAMPLING. >> THE ONLY VISUAL --

>> THAT'S THE PROBLEM. >> IT'S NOT EQUITABLE.

>> THERE'S A SOLUTION TO THAT. TO YOUR POINT, THERE IS AN AREA ASSIGNED TO EACH SEGMENT. SO GETTING THAT WEIGHTED AVERAGE IS EASILY DONE. SO WE HAVE THE NUMBERS.

THE OTHER THING IS, THE QUESTION WE RAISED ABOUT THE VARIANCE.

IN TERMS OF HOW WE LOOK AT A ROADWAY, IT MAKES A BIG DIFFERENCE IN THE ROADWAY IS A 63 OR 73.

FOUR SEGMENTS ARE GOOD AND ONE IS CATASTROPHIC.

THAT'S WHERE THE VARIANCES COME IN TO HELP US DETERMINE OUR PRIORITIES. THE ONLY WAY THIS CAN BE FIXED IS TO GO BACK AND ADD MORE SEGMENTS TO THE LIST AND ONES THAT ARE EVENLY SPREAD OUT AMONGST EVERY ROAD SO YOU GET A FAIR RESULT. BUT WE CANNOT USE WHAT WE HAVE RIGHT NOW WITH THE SEGMENTS WE CURRENTLY HAVE BECAUSE THE SEGMENTS ITSELF ARE NOT EQUAL AMONG EVERY ROAD.

>> I DON'T KNOW THAT I AGREE WITH THAT, MAYOR.

>> HERE'S WHAT I WOULD SAY, I DO AGREE WITH YOU AND UNDERSTAND THAT THE SEGMENTATION MAY NOT BE EXACTLY THE SAME ACROSS THE ENTIRE SYSTEM. COULD BE FOR ALL KINDS OF REASONS. SOME STREETS HAVE BLOCKS EVERY ROUTINELY EVERY SO MANY FEET, OTHERS DON'T HAVE AND PART OF THAT IS BECAUSE YOU ANNEXED NEIGHBORHOODS OVER TIME AND THEY DON'T COME IN AT THE SAME LEVEL. ALL KINDS OF REASONS WHY.

REGARDLESS OF THAT, I THINK STILL, WE HAVE TO UNDERSTAND THAT OUR PCI INDEX IS STILL REPRESENTATIVE.

SO IN OTHER WORDS, WE HAVE GOTTEN RID OF A LOT OF SUBJECTIVITY NOT ALL OF IT, OKAY, WE HAVE A MUCH BETTER DATABASE TO START WITH. ALL WE HAVE TO REALLY DO IS DECIDE HOW WE WANT TO MASSAGE THIS TO HAVE SOMETHING MORE DEFENSIVE TO YOUR POINT EARLIER AND SOMETHING WE COULD REALLY USE. AGAIN, WE HAVE DONE WHAT WE HAVE ALWAYS DONE BUT DID WITH BETTER DATA.

THERE'S MANY MORE WAYS TO BREAK THAT OUT.

ALLOCATE IT AND USE IT. >> I HEAR WHAT YOU'RE SAYING AND I THINK THAT WOULD WORK IF THE SEGMENTS WERE RIGHT.

BUT THE SEGMENTS VARY THE AMOUNT OF SEGMENTS VARY PER STREET AND THEY'RE NOT THE SAME. THEY DON'T EQUAL THE SAME.

THAT MEANS LIKE YOU SAID, GARBAGE IN, GARBAGE OUT.

SO I THINK IN MY MIND, THE ONLY WAY TO FIX THIS IS TO GO BACK AND GET A SEGMENT AT BASICALLY EVERY ROAD HAS AN EQUAL NUMBER OF SEGMENTS BASED ON ITS LENGTH. A ONE-MILE ONE WITH THIS MANY SEGMENTS AND 2 MILE ROAD THAT MANY SEGMENTS.

YOU GET A FAIR DEPICTION OF THE ROAD BECAUSE WHEN THE SAME TYPE AND ROAD HAS FIVE. WELL THAT'S GOING TO GIVE YOU

[01:10:01]

BAD DATA AT THE END OF THE DAY. >> LET ME ASK THIS.

COULD THE DATA BE SEGMENTED LIKE IN JUST A PURE BLOCK FORM? EVERY 100 FEET. EVERY 150 FEET?

>> WE CAN. THAT'S MY QUESTION.

>> CAN WE RE-SEGMENT THE DATA? >> IT'S ALL BEEN COLLECTED.

>> WE HAVE DATA. WE JUST NEED TO GO IN ON OUR END

AND REDO THE SEGMENTS. >> SO LET ME GIVE ONE EXAMPLE HERE. WE HAVE DONE A LOT OF WORK WITH COUNTIES THAT HAVE THREE OR FOUR MILE LONG ROADS BECAUSE IT'S A COUNTY. WE HAVE BROKEN UP EVEN INTO QUARTER MILE BECAUSE OF THIS SAME ISSUE WE'RE TALKING ABOUT.

TO BREAK IT DOWN BECAUSE IN A 4-MILE LONG ROAD, YOU KNOW THERE'S ISOLATED AREAS.PWE CAN U WANT TO DEFINE IT.

THE MOST REASONABLE AND WHAT ASTM CALLS EVERY 150 FEET.

>> THE VAN SCANNED EVERY INCH OF THE ROAD.

>> WHEN WE SCAN WE'RE TAKING PICTURES.

. >> SO YOU'RE NOT JUST GOING TO ONE SEGMENT ON A GIS MAP, SCANNING THAT AND LEAVING.

YOU'RE SCANNING THE ENTIRE ROAD. SO YOU HAVE THE DATA.

>> I HAVE IT ALL. ONCE AGAIN, IT'S MANIPULATION OF

HOW WE WANT TO BREAK IT DOWN. >> IT'S JUST BROKEN DOWN INTO BAD SEGMENTS. WE JUST NEED TO REDO, GIVE TO

GIS AND RUN THROUGH THE MODEL. >> WE HAVE 20 FOOT SEGMENTS.

>> WE'RE TAKEN THE STRESS IN ALL OF THOSE AND CALCULATING THE

DENSITY OF THAT AND GETTING PCI. >> IT WOULD BE HELPFUL TO COMBINE THE TWO NUMBERS TO THE TWO INDEXES WE'RE TALKING ABOUT.

COMBINE THOSE AND WEIGHT THEM, 80/20.

WHATEVER THE NUMBER IS. GIVE US A COMBINED INDEX THAT CIPTI CAN USE TO SEE WHAT NEEDS TO BE PRIORITIZED.

>> WE NEED REAL-WORLD TESTING OF THE DIFFERENT COMBINATIONS.

>> ABSOLUTELY. LIKE I SAID BEFORE, I THINK A LOT OF OUR UNEVEN SURFACES, THEY ARE HIDING THE CRACKS BECAUSE WE PUT BLACK TOP OVER IT BECAUSE IT'S HIDING WHAT'S UNDERNEATH.

SO IF YOU'RE WEIGHING THAT LESS THAN CRACKS AND EXPOSED CRACK SURFACES THAT MAYBE PRETTY SMOOTH BUT HAVE CRACKS IN IT, THAT I THINK YOU'RE GOING TO RUN INTO AN ISSUE.

>> THE OTHER SIDE OF THAT, MAYOR, IS WHEN YOU GET INTO AN AREA WHERE THEY PAVED IT. THEY DON'T HAVE THE STANDARDS YOU DO ON AN INTERSTATE. THEY DON'T HAVE HAS BIG OF EQUIPMENT AND NOT QUITE AS SMOOTH.

I HAVE SEEN ROADS THAT HAVE LITTLE VERY DISTRESS THAT HAVE A POOR RIDE QUALITY. I'M TALKING ASPHALT.

ON CONCRETE, YOU GET DIFFERENTIALS.

>> WE ALSO CAN'T SEE WHAT IS THE SLAB EITHER.

>> RIGHT. TO YOUR POINT, YES, YOU HAVE EXPANSIVE CLAYS THAT COULD SHOVE THESE AROUND.

>> THAT WILL BE THE CHALLENGING PART TO GET RIGHT.

HOW TO WEIGH THE TWO. THE CRACK --

>> I WOULD SUGGEST, WE CAN RUN MODELS AND LOOK AT DIFFERENT WEIGHTS AND YOU CAN LOOK AT THE RESULTS COMPARED TO WHAT YOU'RE SEEING VISUALLY, I UNDERSTAND WHERE YOU'RE COMING FROM.

THERE'S A SCIENCE, I HAVE BEEN DOING THIS 30 YEARS.

THERE'S A SCIENCE OF FOLLOWING THE CRACKS.

THESE CRACKS TELL ME WHAT'S GOING ON.

AND THERE'S A PERCEPTION OF THE RIDER.

WHAT WE NEED TO FIND IS WHAT IS GOING TO WORK FOR ROWLETT TO GET THOSE TOGETHER SO THAT EVERYBODY IS HAPPY WITH HOW WE'RE TREATING

THEM. >> I KIND OF LIKE WHAT JEFF WAS SAYING TOO. I DON'T THINK THAT'S DIFFERENT, REALLY, MAYOR, THAN WHAT YOU'RE SAYING.

WITH ANY DATA SET, YOU JUST DON'T ACCEPT IT BLINDLY.PSO WHA SITUATION LIKE THIS IS YOU WANT TO LOOK AT YOU KNOW RIDABILITY, YOU WANT TO LOOK AT ACTUAL DISTRESS AND DAMAGE TO IT.

YOU LOOK AT A COMBINATION OF DIFFERENT WAYS AND STIR IT AROUND AND END UP HAVING THE ROADS IN YOUR TOP 20 AND THEN YOU GO OUT AND PHYSICALLY TEST AND NOW YOU'RE 20, YOUR TOP 20 IS MAYBE TOP SEVEN OR EIGHT. YOU CAN USE THAT DATA AND COME UP WITH DIFFERENT INFORMATION. I LIKE THE IDEA OF USING THE SEGMENT HE ALREADY HAS. SO YOU MIGHT HAVE 30 SEGMENTS ON

ONE ROAD. >> THE CAMERA IMAGE IS EVERY 20 FEET. THERE YOU GO.

>> THERE MAYBE STUFF LIKE AT THE VERY BOTTOM END WHERE YOU REALLY ARE GOING TO HAVE TO RECONSTRUCT THE ROAD BECAUSE EVEN IF YOU ONLY BROUGHT IT UP TO A CERTAIN LEVEL, YOU MAY DAMAGE WHAT IS THERE UNTIL YOU GET IT ALL DONE. BUT THERE'S STILL SO MANY.

[01:15:04]

WE HAVE MORE ROADS IN GOOD SHAPE THAT NEED SOMETHING INSTEAD OF HAVING TO RECONSTRUCT EVERYTHING.

I THINK THAT'S SOMETHING WE -- >> I WOULD AGREE WITH EVERYTHING BEING SAID RIGHT NOW. REALLY GREAT TO HEAR WE HAVE DATA IN 20-FOOT SEGMENTS. THAT GIVES US A GOOD SAMPLE.

THE FIRST PART OF THIS IS GETTING THE MEASUREMENTS RIGHT.

THE SECOND PART IS DECIDING HOW WE'RE GOING TO USE THE FACTORS

WHICH ARE NOT MEASURED BY PCI. >> RIGHT.

>> IN TERMS OF WHAT WE PUT INTO THE BOND.

THERE'S DRAINAGE, THE WATER LINES.

THE STORM, SEWER. THE SANITARY, PUBLIC SAFETY.

ARE THERE SIDEWALKS OR NOT SIDEWALKS.

>> IS IT ASPHALTOR -- ASPHALT OR CONCRETE?

>> I WOULD LIKE TO SEPARATE OUT ASPHALT FROM --

>> YEAH, I THINK THOSE IN THE REPORT.

>> RIGHT NOW WE COMBINE ASPHALT AND OUR CONCRETE STREETS.

>> WE HAVE IN THIS. THE REPORT HAS IT BROKEN OUT.

SO MAYBE A QUESTION FOR STAFF. UNDER THE FINANCIAL BUDGET PIECE TO THIS, TALKS ABOUT THE BOSS PROGRAM AND THAT WE ALREADY ALLOCATED AND BUDGETED IN THIS FISCAL YEAR, WHERE ARE WE AT

WITH THAT? >> WELL, GO AHEAD, SCOTT.

>> I WILL LET STAFF ANSWER. >> SCOTT, GIVE THEM THE UPDATE.

>> THE REASON I ASK THAT, WE GOT THE INITIAL RESULTS IN AUGUST, SEPTEMBER LAST YEAR AND WE'RE STILL TALKING ABOUT THE PAVED ROAD AND IT'S MAY. WHERE ARE WE IMPLEMENTING THAT

SYSTEM. >> IT'S BASICALLY JUST STAFF TIME CRUNCHING THROUGH THE NUMBERS TO BE HONEST WITH YOU.

PROBABLY WILL BE THE END OF JUNE WHEN WE GET IT INTO THE MODEL.

>> YOU'RE TALKING ABOUT THE UPDATED.

>> YOU'RE TALKING ABOUT THE BOSS SYSTEM.

I WOULD RECOMMEND LET'S FIGURE OUT THE SEGMENTATION.

>> MY THOUGHT IS, WE WOULD HAVE PICKED UP ON THAT IF WE WERE IN

THAT SYSTEM. >> MY QUESTION IS, HOW QUICKLY CAN WE FIX THIS SEGMENTATION ISSUE? WE HAVE GOT YOU KNOW WE RUNNING ON A TIME SCHEDULE HERE WITH CIP

TF. >> THERE'S ALWAYS SOLUTIONS RIGHT AND THAT COMES DOWN TO WHEN CAN THAT BE DONE? I HAVE TO CHECK WITH MY STAFF. IT'S QUITE A BIT OF LABOR TO BREAK THIS ALL BACK DOWN INTO THAT LAYER.

EVERYTHING HAS BEEN LINKED WITH THAT IMAGERY AND PROCESSING CALCULATED. NOW WE HAVE TO GO BREAK THAT DOWN. THAT'S GOING TO TAKE SOME TIME.

>> IS THE ASK FOR US TO HAVE THEM BREAK IT DOWN INTO 20-FOOT

SEGMENTS? >> ABSOLUTELY.

>> JEFF IN THE FALL WHEN WE ROLLED THIS OUT INITIALLY, WE STARTED SEEING THOSE. WHEN WE GOT READY TO GO TO CIPTF, WE SAID WE NEED THIS BOSS AND CONTACTED SCOTT AND FUNDED THE OPERATING FUNDS FROM THIS YEAR.

THAT WAS NOT BUDGETED LAST YEAR. WE WERE GOING TO HAVE THE CONVERSATIONS IN THE UPCOMING BUDGET TO HAVE IT LAST YEAR.

WE INSTANTLY REALIZED WHAT WAS GOING ON AFTER CONVERSATIONS WITH THE MAYOR AND REACHED OUT TO SCOTT AND HE SAID MID TO LATE JUNE. WE SAID WE COULD MAKE THAT WORK.

>> THAT MAYBE RECENT, BUT THE WAY THE STAFF REPORT IS IT'S ALREADY BUDGETED AND CONTRACTED FOR THE INITIAL SERVICE.

>> THAT MAKES IT SOUND LIKE IT WAS WELL STRUCTURED.

>> THIS IS, WE STARTED THIS PROCESS IN EARLY MAY.

BUDGETING THAT AND GETTING THE BOSS SYSTEM.

>> VERY RECENT. >> LET ME BRING ONE POINT TO WHAT YOU ARE JUST DISCUSSING ABOUT THE 20-FOOT AND LET ME WARN YOU OF WHAT WE'RE GOING TO GET INTO THERE.

I RECOMMEND WE LOOK AT IT'S GOING TO BE 2500 SQUARE FEET PER THE ASTM. WHICH WOULD BE 100 FEET.

THERE'S RESEARCH BY DR. SHAHIN. THE DENSITY WITHIN THE STRESS OF THE SURVEYED AREA. IF YOU DECREASE THAT BELOW 2500 FEET, THE CURBS START GETTING WHACKY.

HE HAS WRITTEN A PAPER THROUGH THE TRANSPORTATION RESEARCH BOARD THAT SAYS IF THOSE SURVEY AREAS ARE LESS THAN 2500 FEET, YOU LOSE -- I TALKED WITH DR. ROGER SMITH AT A & M.

[01:20:11]

IF YOU LOOK AT A 2-LANE ROAD THAT WOULD BE 50 FEET.

IF YOU'RE 1 LANE RESIDENTIAL ROAD THAT WOULD BE 100 FEET.

>> OKAY. IF WE STAY WITHIN THOSE SEGMENTS, WE SATISFY WHAT ASTM WAS SET UP TO DO.

>> TO THE MAYOR'S POINT, IF IT'S ACCURATE.

>> SO THE SEGMENT THEN IS 2500 SQUARE FEET NOT NECESSARILY --

>> EVERY 2500 >> BASED ON HOW MAY LANES

YOU'RE LOOKING AT. >> THAT'S GREAT.

I THINK -- >> HERE'S A BETTER IDEA ON THAT, IS LET'S JUST SAY 100 FEET PER LANE.

IF WE HAVE A 2-LANE ROAD, YOU CAN HAVE PCI ON THIS SIDE AND PCI ON THAT SIDE. IT HELPS IF YOU HAVE TRUCKS GOING NORTHBOUND AND NOT SOUTH, NORTH IS FALLING APART AND YOU

SEE THAT GRANULARITY. >> OR EVEN THE LANED ROADWAY WITH A STRIPE. THE ONLY THING THAT WOULDN'T APPLY TO IS RESIDENTIAL STREET. IT HAS NO STRIPING.

>> I LIKE THAT IDEA. >> THAT WAY EVERYTHING IS 100 FEET THE WAY WE'RE SLICING IT UP BASED ON THE LANE AND HAVE A PCI

IN EACH DIRECTION. >> AND DEBATE WHAT THE PCI OF

THE WHOLE ROAD IS. >> WE WILL DO ANOTHER WEIGHTED

AVERAGE. >> SO, IF YOU CAN, JUST UPDATE US WHEREVER YOU -- HOW QUICKLY YOU CAN DO THAT.

>> I WILL SPEAK WITH STAFF HOW QUICKLY THEY CAN DO THAT.

>> SO PLAN TO SEPARATE TO CIPTF IN COUNCIL.

>> DO WE NEED STAFF TO LOOK AT SEGMENTATION IN GIS?

>> WELL, I MEAN, I DON'T KNOW IT MATTERS ANYMORE BECAUSE WE'RE DOING SOMETHING TOTALLY DIFFERENT.

>> IT MAY NOT MATTER FOR GIS. THIS CAN BE DONE BY ITSELF.

>> SO WE'LL HAVE AN ANSWER. >> OKAY.

>> OKAY. I FEEL BETTER.

THANK YOU. WE PUT IT IN.

WE GET THE BASE. ALL RIGHT.

IS THERE ANY OTHER QUESTIONS OR CONCERNS?

>> THANK YOU. SURE.

[3C. Present and receive input regarding the Department of Housing and Urban Development (HUD) Community Development Block Grant Program 2023 Annual Action Plan. (40 minutes)]

YOU'RE WELCOME. WE WILL BE BACK IN TOUCH.

>> ALL RIGHT. OKAY.

OUR NEXT ITEM IS ITEM 3 C, PRESENT URBAN HOUSING AND USH BAN DEVELOPMENT COMMUNITY DEVELOPMENT BLOCK GRANT PROGRAM.

ANY CITIZEN INPUT ON THIS? ALL RIGHTY.

HELLO AGAIN. GOOD EVENING MAYOR AND COUNCILMEMBERS. I AM CONSULTANT WITH RCDB.

I WILL TURN IT OVER TO JOE AND SHE WILL TALK ABOUT THE PROGRAM, ITS HISTORY AND SOME OF THE TECHNICAL ELEMENTS ASSOCIATED AND WE WILL TALK ABOUT THE STAFF PROPOSALS AND RECOMMENDATIONS.

AS WE HAVE DONE IN THE PAST. WITH THAT, THANK YOU FOR REGARDING US REGARDING THE 2023 ANNUAL ACTION PLAN.

TONIGHT OUR ROLE IS TO PRESENT TO YOU AND PROVIDE OUR INPUT REGARDING THE HUD CDB PROGRAM AS IT RELATES TO THE ANNUAL ALLOCATION WE RECEIVE. THIS YEAR WE RECEIVED $270,000 APPROXIMATELY. AND THEN BASICALLY FROM HERE, I WILL DISCUSS WITH YOU WHAT THE CRITERIA ARE AND BEFORE WE DIVE INTO WHAT THE ELEMENTS ASSOCIATED WITH THE ALLOCATIONS BEING DISCUSSED TONIGHT, I WILL TURN IT OVER TO TALK ABOUT THE

NATIONAL OBJECTIVES OF PROGRAM. >> GOOD EVENING.

GLAD TO BE HERE. TO START OFF WITH THE PLANNING YOU GET IS AN ANNUAL ALLOCATION AND IT'S DISTRIBUTED TO WHAT WE CALL ENTITLEMENT CITIES. THEY LOOK AT THE DEMOGRAPHICS OF THE CITY, THE GROWING POPULATION.

THEY LOOK AT THE AGE AND CONDITION OF THE HOUSES.

BASED ON THAT, THEY APPLY THE DATA TO A FORMULA AND THAT

[01:25:05]

DETERMINES WHAT ALL THE ENTITLEMENT CITIES ACROSS THE UNITED STATES CAN BE USED FOR. THIS SLIDE SHOWS THAT HUD HAS THROUGH NATIONAL OBJECTIVES. THE FIRST ONE BEING THE FUNDS HAVE TO BE USED TO DIRECTLY ASSIST LOW-INCOME PERSONS HOUSEHOLDS OR FAMILIES LESS THAN 90% OF THE MEDIAN INCOME AND CAN BE USED TO PREVENT OR ELIMINATE BLIGHT.

PROGRAMS LIKE CODE ENFORCEMENT OR DEMOLITION OF DILAPIDATED OR USED FOR AN URGENT NEED. IF YOU HAD A DISASTER THAT HIT THE CITY, THESE FUNDS COULD BE USED FOR THAT.

THE CHART ON THE LEFT SHOW, I'M SORRY, ON THE RIGHT, SHOWS THE INCOME ELIGIBILITY FOR A FAMILY GOING TO RECEIVE DIRECT BENEFITS FROM THE FUNDS. MAYBE LIKE IN A PUBLIC SERVICE.

A FAMILY OF FOUR COULD SAVE $7,900.

IT DOES ALSO STATE THAT THE MEDIAN HOUSEHOLD INCOME IN ROWLETT AT THIS TIME IS $97,400. BY REGULATION, THE CDG FUNDS, ONLY 20% CAN BE USED FOR ADMINISTRATION SERVICES.

ONLY UP TO 15% CAN BE USED FOR PUBLIC SERVICES.

THE REMAINDER OF THE GRANT CAN BE USED FOR WHAT WE CALL OTHER ELIGIBLE ACTIVITIES. JUST TO GIVE YOU AN IDEA OF PUBLIC SERVICES AGAIN THERE'S A 15% CAP.

IT CAN BE USED FOR OPERATIONAL EXPENSES FOR PROGRAMS THAT PROVIDE AND HERE'S THE LIST, EMPLOYMENT, SUCH THINGS AS.

EMPLOYMENT, PUBLIC SAFETY. CRIME PREVENTION.

DRUG ABUSE EDUCATION. THE CITY CAN PROVIDE THESE SERVICES YOURSELF THROUGH YOUR VARIOUS DEPARTMENTS OR FUND THEY WOULD CALLED SUB RECIPIENTS. 501 C 3 ORGANIZATIONS.

THE FEDERAL REQUIREMENTS JUST T- LIKE THE CITY WOULD.

THE OTHER ELIGIBLE PROJECT TYPES WOULD, THIS LIST HERE WOULD BE HOUSING PROGRAMS FOR AFFORDABLE HOUSING FOR MAYBE PEOPLE WHO WERE NEEDING REPAIRS OR HOME OWNERSHIP TO HELP THEM BUY A HOME. COMMERCIAL REHABILITATION AND PUBLIC FACILITIES. THAT'S WHERE THE CITY HAS PRIMARILY CONCENTRATED THEIR FUNDING OVER THE LAST SEVERAL YEARS. THIS FUNDING CAN ONLY BE USED IN LOW-INCOME AREAS AND IT IS FOR ACQUISITION, OR CONSTRUCTION.

STREETS AND ALLEYS. WE HAVE DONE STREETS AND ALLEYS AND A FEW PARK. WATER AND SEWAGE DRAINAGE, PARKING AND SIDEWALKS. THIS MAP SHOWS IN THE GOLD WOULD BE THE AREAS THAT ARE CONSIDERED LOWER INCOME AREAS OF THE CITY.

MOST ENTITLEMENT CITIES HAVE THE REQUIREMENT THAT AT LEAST 50% OF THE FAMILIES IN THOSE AREAS ARE LOWER INCOME.

BUT ROWLETT IS WHAT HUD CALLS AN EXCEPTION CITY, MEANING YOU HAVE A LOWER POPULATION OF LOWER-INCOME HOUSEHOLDS.

BECAUSE OF THAT, THEY REDUCED THAT 50% FOR THE NEXT YEAR DOWN TO 34.46% MEANING THAT AS LONG AS 34% OF THE FAMILIES ARE LOWER INCOME, ARE ELIGIBLE TO RECEIVE CDBG FUNDS.

HUD DOES REQUIRE EACH YEAR FOR THE CITY TO HOLD AND CONDUCT PUBLIC MEETINGS. THE GOAL IS TO GET INPUT FROM NOT ONLINE THE COUNCIL ON HOW THE FUNDS SHOULD BE ALLOCATED.

WE HAD TWO PUBLIC HEARINGS. MAY 16 AND THIRD AND FINAL ONE ON AUGUST 1ST WHEN WE PRESENT THE FINAL PUBLIC, I'M SORRY, ANNUAL PLAN FOR YOUR APPROVAL. I THINK THIS IS GOING TO FINISH

UP WITH THE PLANS FOR NEXT YEAR. >> AND IF I CAN CLARIFY.

WE TALK ABOUT TWO PUBLIC MEETINGS THAT WE HAVE ON THE 16TH. THE GOAL IS TO SOLICIT INPUT FROM OUR COMMUNITY. UNFORTUNATELY, WE DON'T SEE MUCH ACTIVITY AND THE AUDIENCE IS LIMITED.

IT WAS MAYBE TWO YEARS AGO WE HAD ONE PERSON ATTEND ONE OF THE MEETINGS. THE THIRD IS A PUBLIC HEARING THAT WILL BE IN FRONT OF YOU TO HOLD A PUBLIC HEARING AND CONSIDER THE ANNUAL ACTION PLAN THAT WE WILL BE PRESENTING TO YOU WITH THE ALLOCATIONS WHICH IS WHAT JOE IS REFERRING TO HERE

[01:30:05]

TODAY. JOE DID ALSO ARTICULATE THAT WE HAVE BEEN HEAVY IN OUR PUBLIC FACILITIES AS IT RELATES TO WORKING ON INFRASTRUCTURE AND BEING ABLE TO IMPROVE THAT.

WE HAD SIDEWALK PROGRAMS ALLEYS AND SOME STREETS IN THE PAST.

THAT BEING SAID AND IN YOUR STAFF REPORT, THERE WAS HISTORICAL DATING REFERENCING HOW WE HAVE BEEN ABLE TO ACCOMMODATE, REALIZING SOME OF THE COMPLETION OF SOME OF OUR INFRASTRUCTURE. THAT BEING SAID, WE CAN ALLOCATE A MINIMUM OF 65% OF OUR PUBLIC FACILITIES OF THAT $270,000 WE ARE PROPOSING THAT THE DRIVE ALLEY WOULD BE ONE OF PROJECTS ON THIS LIST. WE HAVE ALSO CREATED A PUBLIC SERVICE COMPONENT, TWO PROGRAMS. ONE IS SALVATION ARMY AND ONE IS CRIME PREVENTION. THE CRIME PREVENTION PROGRAM IS A PROGRAM OUR POLICE DEPARTMENT MANAGES AND WE ANTICIPATE SEEING A VERY HEALTHY PROGRAM THIS COMING YEAR.

SALVATION ARMY HAVE BEEN DILIGENT WITH THE FUNDS ALLOCATED TO THEM AND IN YOUR STAFF REPORT, YOU SEE WE WERE AT $2,500 THEY EXPENDED.PSINCE YEA TIME, THEY HAVE ALREADY SPENT ALMOST $10,000. THEY JUST HAD TO RAMP UP THEIR PROGRAM A LITTLE BIT AND I JUST WANT TO POINT OUT THEY HAVE BEEN A TRUE PATTERN AND THAT'S WHY YOU SEE THAT ALLOCATION OF $37,000. ADMINISTRATIVE COSTS AND HUD DOES FREQUENTLY CHANGE THEIR REQUIREMENTS AND WE HAVE TO KEEP UP WITH THEM. WE ARE ALWAYS ON OUR TOES AND HAVE ADMINISTRATIVE COSTS UNDER YOUR PURVIEW.

I TALKED A LITTLE BIT ABOUT THE CRIME PREVENTION PROGRAM.

WHAT WE HAVE IS AN AFTER-SCHOOL OUTREACH IN DOWNTOWN TO PROMOTE COMMUNICATION. THE GOAL WAS TO SEE WHAT WE COULD DO WITH SOME OF THE SCHOOLS THAT LET OUT AND HOW TO MANAGE THE COMMUNITY THERE. WE HAVE MANAGED TO DISCUSS THIS PROGRAM AT LENGTH WITH OUR POLICE DEPARTMENT ACTUALLY AND WE HAD AN OPPORTUNITY TO DISCUSS THIS WITH FINANCE SO WE CAN FINE TUNE OUT THE EXPENDITURES OCCUR. I THINK WE'RE IN A GOOD PLACE NOW TO SEE THE REALIZATION OF THE PROGRAM AND MAYBE IN THE NEXT COMING YEARS WILL BE ABLE TO ALLOCATE ON THAT.

THAT BEING SAID, COUNCIL, THE NEXT STEPS ARE TO RECEIVE YOUR DIRECTION AND CONSENSUS AS PRESENTED BY STAFF SHOULD YOU BE AMENABLE TO THAT AND CONDUCT THE FINAL PUBLIC HEARING AND DELIVER THE ANNUAL OKAY PLAN NOTICE LATER THAN AUGUST 16TH AS REQUIRED BY HUD. I'M SURE YOU ALL HAVE LOTS OF QUESTIONS. JOE AND MYSELF WILL TRY OUR BEST

TO ANSWER THEM. >> THANK YOU.

SO LAST YEAR -- WAS IT LAST YEAR OR BEFORE WE ALLOCATED MONEY THROUGH CDBG OR NEIGHBORHOOD POLICING.

>> CRIME PROTECTION. >> I THOUGHT THAT WAS DOWNTOWN

ONLY. >> IT WAS FOR THE DOWNTOWN AREA. IT WAS FOR THE LIBRARY.

>> UNDERSTOOD. THAT ANSWERED MY QUESTION.

>> AND THAT STARTED TWO YEARS AGO.

>> THAT'S WHEN WE INITIATED IT AND THOUGHT WE WOULD GIVE IT A SHOT. WE IRONED OUT THE KINKS AND THIS YEAR WILL SEE A VERY HEALTHY PROGRAM.

>> COUPLE QUICK QUESTIONS. YOU SELECTED THE ALLEY BEHIND DANA DRIVE AND DESIGNATED BY HUD.

IS THAT, THE LOW PCI? >> YES.

IT IS IN NEED OF HELP. >> OKAY.

>> SEVEN IS PRETTY LOW. >> YEAH.

>> I HAD E-MAILS FROM PEOPLE WHO THINK THEIRS IS LIKE A MINUS

SEVEN. >> THERE ARE PICTURES ON THERE.

>> THE OTHER QUESTION, IN THE PARAGRAPH TALKS ABOUT A REHABILITATION COST OF $336,000 WITH $93,000 AVAILABLE AFTER THE TRACY TRAIL ALLEY IS COMPLETED. THAT LEAVES US WITH THE NEED OF $340,000. LEAVING $67,000 TO COME FROM

SOMEWHERE. >> WE ANTICIPATE AS THE PROGRAM CLOSES, WE WOULD HAVE SOME ABILITY THROUGH PUBLIC FACILITIES TO PUSH INTO THAT PROGRAM OR HAVE FUNDING TO LOOK AT THAT. WE DON'T THINK THAT NUMBER IS SIGNIFICANT IN TERMS OF BEING ABLE TO RECOUP OR BALANCE THAT.

THAT'S ALL I HAVE. I THINK THIS IS A GOOD USE.

>> THANK YOU. >> AND JUST TO POINT THE SALVATION ARMY, THEY DO PROVIDE RENT AND MORTGAGE AND UTILITIES.

[01:35:02]

>> ABSOLUTELY. >> THEY PROVIDE

COVERAGE. >> CORRECT.

>> WE HAVE JUST BEEN VERY SATISFIED WITH QUITE A HEALTHY PROGRAM WITH THEM AND THEY ARE VERY COMMUNICATIVE.

>> JUST TO BE CLEAR. USED FOR ROWLETT RESIDENTS.

>> JUST SO Y'ALL KNOW, I SIT ON THE ADVISORY COUNCIL.

>> LOVELY. >> I REPRESENT US.

>> GOOD. >> MUNAL, IS THAT ANY RESIDENT?

>> ANY RESIDENT. >> ANY ROWLETT RESIDENT.

>> CAN UTILIZE THAT. >> THAT IS LOW INCOME.

>> THEY HAVE TO MEET THAT ELIGIBILITY CRITERIA.

>> SOMEONE LOW INCOME THAT LIVES IN A DIFFERENT CENSUS BLOCK

COULD RECEIVE >> OKAY.

>> THAT'S GOOD. >> ABSOLUTELY.

IT'S NEED-BASED YOU'RE CORRECT. DOES THE SALVATION ARMY HAVE TO GO THROUGH THE NEW APPLICATION PROCESS?

>> THIS IS AN INDEPENDENT FUNDING ALLOCATION.

>> YEAH, CDBG HAS A STRICTER APPLICATION THAN OURS.

>> THAT'S ALL I HAVE. >> DANA DRIVE.

JUST LOOKING AT THE PHOTOS AND GOOGLE MAPS.

MUCH NEEDED. THE ALLEY ON THE OPPOSITE SIDE OF DANA DRIVE SEEMS TO BE IN GOOD CONDITION.

ONE HAS A GREAT ALLEY AND ONE DOES NOT.

THAT'S A SHAME. >> ANY OTHER QUESTIONS?

[3D. Discuss the City Manager reaching an agreement with ONCOR to provide temporary overhead power at Sapphire Bay until December 31, 2023. (20 minutes)]

>> THANK Y'ALL VERY MUCH. >> AND OUR LAST WORK SESSION ITEM IS ITEM 3 D. DISCUSS THE CITY MANAGER REACHING AN AGREEMENT WITH ONCOR TO PROVIDE OVERHEAD POWER TO SAPPHIRE BAY. ANY CITIZENS WISHING TO SPEAK ON

THIS ITEM? >> SO FIRST AND FOREMOST.

I WANT TO INTRODUCE BARRY YOUNG AND JASON HAGMIRE, I BELIEVE THE PROJECT LEAD ON THIS PROJECT AT SAPPHIRE BAY.

OVERHEAD POWER WAS INSTALLED WHEN WE STARTED THIS PROJECT.

WE WERE WORKING OUT THE AGREEMENT BETWEEN THE LAND DEVELOPER AND ONCORE, THEY HAVE COME TO AN AGREEMENT.

ONCOR IS ON THE GROUND INSTALLING POWER AS WE HAVE THIS MEETING I SUSPECT. WHAT THEY NEED IS AN AGREEMENT TO LEAVE OVERHEAD POWER UP UNTIL DECEMBER 31ST.

THEN WILL COME DOWN AS THAT BLOCK GOES LIVE.

OUR DEVELOPMENT CODE REQUIRES A WAIVER TLIEDZED BY COUNCIL, WHICH IS WHY WE'RE HAVING THIS CONVERSATION.

WE'RE ASKING DAVID AND I ARE ASKING FOR COUNCIL TO ALLOW THE CITY MANAGER TO AUTHORIZE THAT WAIVER AGREEMENT WITH ONCOR.

BASED ON INFORMATION I TRULY BELIEVE THEY WILL BE DONE BEFORE DECEMBER 31ST PROBABLY MID FALL. THIS GIVES US WEATHER OR

WHATEVER REASON WE NEED TO DO. >> YOU'RE TALKING DECEMBER OF

THIS YEAR. >> DECEMBER 31ST, 2023.