MINUTES

Regional Transportation Council PUBLIC MEETINGS

Unified Planning Work Program • Transportation Improvement Program • CDA and NTTA

Funding Initiative and Revenue Allocation to the Region

Meeting Dates and Locations The North Central Texas Council of Governments (NCTCOG) held public meetings as follows:

1. Wednesday, June 6, 2007 – 6:30 p.m. – Burleson City Hall; attendance: 17; moderated by Michael Morris, NCTCOG Director of Transportation

2. Thursday, June 7, 2007 – 10:30 a.m. – NCTCOG, Transportation Council Room (Arlington); attendance: 47; moderated by Michael Morris, NCTCOG Director of Transportation

3. Thursday, June 7, 2007 – 6:30 p.m. – Christopher A. Parr Library (Plano); attendance: 18; moderated by Dan Kessler, NCTCOG Assistant Director of Transportation

Public Meeting Purpose and Topics The public meetings were held in accordance with NCTCOG’s Transportation Public Participation Process that became effective June 1, 1994, as approved by the Regional Transportation Council (RTC), the transportation policy board for the Metropolitan Planning Organization (MPO) and amended on May 10, 2007. Staff presented information about:

1. Unified Planning Work Program (UPWP) – presented by Ken Kirkpatrick (Burleson) and Dan Kessler (Arlington and Plano)

a. Draft Fiscal Year 2008 and Fiscal Year 2009 UPWP b. Modifications to the Fiscal Year 2006 and Fiscal Year 2007 Work Program

2. Project and Program Funding a. Quarterly Modifications to the Transportation Improvement Program (TIP) –

presented by Omar Barrios (Arlington) and Christie Jestis (Burleson and Plano) b. CDA and NTTA Funding Initiative and Revenue Allocation to the Region –

presented by Christie Jestis

The agenda also included other relevant transportation topics: legislative session wrap-up; winning the regional bid to host Super Bowl XLV in 2011–next steps include developing a transportation plan; ozone season; Texas Commission on Environmental Quality (TCEQ) approval of the State Implementation Plan; clean air project funding; and availability of funds from the Job Access/Reverse Commute and New Freedom Program.

The meetings were held to educate, inform and seek comments from the public. Comments were solicited from those present who wished to speak for the record. The 30-day comment period remained open through July 7, 2007. The presentations made at the meetings are available at www.nctcog.org/trans/outreach/meetings.

Each person who attended a public meeting received a packet with a meeting agenda, a sheet on which to submit written comments and copies of the presentations and related handouts.

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Outline of Public Meetings I. Welcome, introductions – In Burleson, Michael Morris thanked Mayor Ken Shetter and city

staff for allowing NCTCOG to hold the public meeting at City Hall. In Plano, Dan Kessler thanked staff at Christopher A. Parr library.

At all meetings Dan and Michael thanked attendees for coming and explained that public comments would be reported directly to the RTC. Dan and Michael explained that the meetings were held to inform and involve residents in the transportation planning process.

II. Summary of Presentations

A. Unified Planning Work Program (UPWP) – Ken Kirkpatrick (Burleson), Dan Kessler (Arlington, Plano) 1. Draft Fiscal Year (FY) 2008 and Fiscal Year (FY) 2009 UPWP

• The UPWP is federally required, and it outlines the transportation and related air quality planning activities of NCTCOG—the Metropolitan Planning Organization for the Dallas-Fort Worth region. The UPWP also identifies funding sources.

• Twenty percent of UPWP funds are allocated to providing technical assistance to local governments. The UPWP is updated biennially; therefore it includes funding and planning activities for two fiscal years.

• During development of the FY 2008 and FY 2009 UPWP, 15 agencies submitted technical assistance requests to be included in the work plan. NCTCOG staff evaluated 39 requests and included 34 projects in the draft work plan that will be presented for approval to the RTC, the NCTCOG Executive Board and the Texas Department of Transportation (TxDOT). Five requests were ineligible for inclusion because they related to design and engineering rather than planning.

• Because NCTCOG is a metropolitan planning organization and council of governments, funds are acquired through a variety of sources including State and federal transportation and environmental agencies. Generally, funds are used for transportation and related air quality planning, project funding or program implementation.

• The total transportation planning fund budget for FY 2008 and FY 2009 is about $22.3 million. The MPO will receive $4.25 million from the Federal Transit Administration and about $12.7 million from the Federal Highway Administration, and $5.3 million will be carried over from FY 2007.

• Several planning areas are emphasized in the draft work program: o Incorporating partnership programs, transportation funding initiatives and

innovative financing strategies. o Assessing performance of the regional transportation system and

identifying Congestion Management Process strategies. o Increasing the importance of safety and security in the transportation

planning process. o Expanding the Metropolitan Planning Area boundary to include areas

expected to be urbanized in the next 20 years. o Conducting a regional travel survey. o Integrating the planning and environmental processes.

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o Studying, developing and coordinating proposed plans for improving goods movement, intermodal freight and plans for a regional outer loop.

o Studying general aviation, heliports and surface access to aviation facilities.

o Coordinating transit operations and funding. o Managing and operating air quality initiatives.

• Specific topics and issues presented for public involvement o The purpose of presenting the draft work plan at public meetings is to

educate the public about MPO activities and receive feedback about transportation and related air quality planning, program implementation and activities.

2. FY 2006 and FY 2007 UPWP Modifications

• Additional funding received by NCTCOG during FY 2007 o $500,000 from TCEQ for air quality technical assistance o $60,000 from TxDOT for statewide public transportation coordination o $8,000 from the Department of Energy for the Clean Cities Program o $3 million from the Environmental Protection Agency and $600,000 from

local sources for the North Central Texas Brownfield Partnership multi-year Revolving Loan Fund (RLF) that will be available to assist local governments in redeveloping brownfield areas—sites with the presence or potential presence of hazardous substances, pollutants or contaminants from prior use of the land.

• Specific topics and issues presented for public involvement o Are there any transit-oriented development opportunities on a brownfield

area?

B. Project and Program Funding 1. Quarterly Modifications to the Transportation Improvement Program (TIP) –

Christie Jestis (Burleson, Plano), Omar Barrios (Arlington)

• The TIP is an inventory of roadway, transit and locally funded transportation improvements funded for implementation in the next three years.

• The TIP is a collaborative effort between local, city and county governments; Dallas and Fort Worth TxDOT districts; transportation agencies (North Texas Tollway Authority [NTTA], Dallas Fort Worth International Airport and others) and transit agencies (Dallas Area Rapid Transit [DART], The Fort Worth Transportation Authority [The T], Denton County Transportation Authority [DCTA] and others).

• The TIP is updated quarterly to reflect changes in project work scope or funding or the addition or deletion of projects. The RTC-authorized TIP Modification Policy allows for changes to be processed in one of two ways:

o Administrative Amendments – following certain guidelines, the NCTCOG Director of Transportation has the authority to approve amendments; 13 amendments were approved in May 2007

o Proposed Revisions – In July, NCTCOG staff will request for the RTC to approve three revisions.

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• The total financial impact for this quarter’s administrative and proposed modifications is a $3.5 million increase in transportation funding. The funding total for all projects in the 2006 – 2008 TIP is more than $9 billion.

• Specific topics and issues presented for public involvement o Are there any questions or comments about the administrative or

proposed amendments, the TIP document or modification process?

2. Comprehensive Development Agreement (CDA) and North Texas Tollway Authority (NTTA) Funding Initiative and Revenue Allocation to the Region

• The State legislature passed a bill four years ago that permits private sector companies to assist with building toll roads.

• The RTC determined business terms for developing Comprehensive Development Agreements, also known as public-private partnerships. The RTC set a maximum toll limit and inflation percentage. The private sector cannot increase toll rates. The business terms require an upfront payment that can be used immediately for transportation improvements as well as funding for future maintenance. These business terms were incorporated in the State private sector procurement document.

• After a competitive selection process, TxDOT selected Cintra Concesiones de Infraestructuras de Transporte, S.A., a Spanish transportation company, to build part of S.H. 121 as a toll road.

• Before the CDA contract was finalized, NTTA submitted a similar proposal to build S.H. 121. The original CDA selection committee and independent consulting firms are reviewing both proposals, and they will present the evaluation results to the RTC. Representatives from Cintra and NTTA will give presentations to the RTC. The RTC is expected to recommend one of the organizations to TxDOT for the S.H. 121 partnership.

S.H. 121 Toll Project Proposals Private Sector NTTA

Upfront concession fee1 $2.1 billion $2.5 billion

Excess revenue over time2 (net present value) $700 million $830 million

Construction of S.H. 121 $560 million $690 million

Operations, maintenance over time, rehabilitation and capacity enhancement costs3 (net present value) $1.7 billion $1.3 billion

Revenue Sharing (Banded Amounts)***** ***** *****

TOTAL (net present value) $5.06+ billion $5.33+ billion NOTE: Figures are approximate and are subject to contract execution and financial closing. ***** Significant funding may be available if future toll road volumes are higher than anticipated. Excess revenue will be shared with region. 1. Sum of money paid upfront based on anticipated revenue over time based on traffic and revenue and mobility plan studies. 2. Sum of annual payments paid over life of contract. 3. Before the leased road is returned to TxDOT when the contract expires, the private or public sector organization selected will be responsible for rebuilding the road; the selected organization will be responsible for any needed capacity improvements beyond the currently planned three main lanes.

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• Planned distribution of the sum of the upfront concession fee and excess revenue over time is based on the value of toll transactions from each county. All counties in the non-attainment area will benefit from the S.H. 121 partnership:

Collin County, $718 million Dallas County, $346 million Denton County, $1.49 billion Ellis County, $4 million Johnson County, $1 million Kaufman County, $3 million Parker County, $1 million Rockwall County, $9 million Tarrant County, $8 million

Roadway, transit and air quality projects in Collin, Dallas, Denton and Tarrant counties will be selected during a two-phase process and be eligible for funding immediately. Additional funding will become available as interest accrues because legislators passed a bill that allows the region to retain interest for transportation funding. Under the previous law, all money was returned to the State’s general fund.

o The initial phase of the project selection process will be an initial strategic review using RTC priorities.

o The second phase will be a technical review of projects that quantifies how a proposed project relates to RTC priorities and emphasis areas

• RTC funding priorities: o Cost overruns on current commitments o Projects impacted by federal rescissions o Set aside funding for later, specialized funding programs

Safety, $25 million Sustainable development, $40 million New boundary counties, $25 million Transit operation coordination, $1 million/year Perimeter county toll user upfront/over time exchange, amount

dependent on final county totals o New roadway, transit and air quality programs

• RTC Emphasis areas: o Local government desires and evaluation of purpose and need for each

project o Partnerships that leverage funds o Need : Benefit ratio o Interjurisdictional projects o Ability to overcome transportation system needs (instead of being a

stand-alone project) o Strategies identified in Congestion Management Process o Multimodal projects o Consistency with the mobility plan and conformity o Regional significance

• Timeline o June 29 – Project proposals due to NCTCOG by 5 p.m. o September – Draft project recommendations presented at public

meetings o October 28 – staff will seek RTC approval of selected projects

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• Specific topics and issues presented for public involvement o Are there any comments or questions about the process and priorities for

allocating funds from the S.H. 121 funding initiative? o Please work with your local governments to get projects submitted by

June 29 for this funding process. o Are there any comments or questions about the CDA business terms set

by the RTC? These business terms would apply to the private sector competitor and NTTA.

ORAL COMMENTS RECEIVED AT MEETINGS

(Meeting location in parentheses)

CDA and NTTA funding initiative and revenue allocation to the region Jim Wilson – Benbrook – Lockheed Martin Recreation Association (LMRA) Bicycle Club (Burleson) A. Tarrant County revenue

Question: Can staff explain the State Senate bill that will increase the revenue Tarrant County receives from the S.H. 121 partnership?

Summary of response from Michael Morris: Senator Kim Brimer worked to get a bill passed that will significantly increase the revenue Tarrant County receives from toll road projects. The current policy is for money to stay in the county where the toll road is built. As more toll roads are built in the western portion of the region, the revenue stream will be more balanced regionally. In the meantime, the legislation outlines a new distribution method, and the west will receive more money.

Doreen Geiger – Fort Worth (Burleson) A. Toll road revenue allocation

Question: When people travel on the S.H. 121 toll road, in addition to paying for the construction and maintenance of this highway, are they also paying for future toll roads in advance? What will be the price per mile?

Summary of response from Michael Morris: They are paying for future transportation projects—air quality, roadway, transit, etc.—not necessarily toll road facilities. The RTC set the maximum toll rate for S.H. 121 at 14.5 cents per mile in 2010. If the road opens prior to 2010, the maximum toll rate will be discounted. The RTC also set a toll inflation rate of 2.58 percent per year – less than the annual household income growth rate. The private sector cannot set or increase tolls higher than these rates. The toll rate for Southwest Parkway, an NTTA toll road from Fort Worth to west of Burleson, will be about 16 cents per mile because NTTA is implementing higher urban design standards that the community desired.

R. D. Milhollin – Haltom City Planning and Zoning Commission – Haltom City (Arlington) A. S.H. 121 cost overrun provisions

Question: What cost overrun provisions are included in the Cintra proposal to build S.H. 121? Often the final cost of a public sector project is three times the cost originally estimated during planning.

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Summary of response from Michael Morris: Construction costs have increased 10 percent over the last 3 years so a project was 30 percent cheaper three years ago. One element of the public versus private sector discussion is who assumes risk for building transportation projects. If a private sector company is building the project, it will be responsible for any cost overruns. Similarly, the public sector will incur charges for cost overruns. The RTC established a policy for building new projects and adding capacity:

• Any project built on new right-of-way would be a toll road. • The private sector will never be allowed to control toll rates. • The private sector is responsible for any unforeseen cost overruns or

maintenance costs. • Any capacity improvements would include an “express” option. • Free lanes will never be converted to tolled lanes.

B. Type of projects to receive funding

Question: Is there a certain percentage of funding that staff will be looking for when reviewing project proposals, i.e., if several cities submit a proposal to build a connector road between two arterials that could reduce freeway congestion?

Summary of response from Michael Morris: That is an example of the type of projects the RTC would like to fund. This would be considered a “missing link/transportation system” project—one of the areas of emphasis. There is not a target percentage of funding for particular project types. Air quality, transit, bicycle/pedestrian and roadway projects will be funded. If the sum of the proposals is $10 billion, staff and the RTC will evaluate the projects and use the concession payment to fund the best projects. One of the highest priorities should be people who do not have transportation.

Marcus Wood – Dallas – Mixmaster Business Association (Arlington) A. County distributions based on value of toll transactions

Question: Have the “county distributions based on value of toll transactions” changed recently?

Summary of response from Michael Morris: Two years ago, the RTC decided on the policy of “near neighbor, near time frame” whenever building a toll road. The county where a toll road is built should retain any revenue. The RTC adjusted the policy a year and a half ago so that the concession payment stays in the county where the toll road is built, but any excess revenue over time will be shared in the region in proportion to toll users in each county. Initially transportation officials expected 60 percent of the money to be allocated to the “home county” and 40 percent of the money would be allocated to other counties based on the number of toll users. The Cintra proposal is so large that there is a 75 percent to 25 percent split between the “home county” and other counties. The percentages will change with every project. Also, as the number of toll users changes over time, the county distribution percentages will change. Every two years and every time a new project opens, the number of toll users will be reevaluated. The distribution amounts in the presentation will also increase because of the legislative changes.

B. Net present value

Question: What percentage are you using for the net present value?

Summary of response from Michael Morris: The net present value used is about 4.5 percent.

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Bill Baumbach – Wylie (Plano) A. Revenue

Comment: Mr. Baumbach said he understands the transportation funding crisis, but he does not see the benefits of the CDA/NTTA S.H. 121 funding initiative. He compared the process to getting a mortgage, and said the region is not really getting more money. He said we are taking out a 50-year mortgage to build roads. He does not think it is fair that half of Collin County’s money is going to Dallas County.

Summary of response from Christie Jestis and Dan Kessler: The last gas tax increase was a 5 cent increase in 1990. Christie reiterated Michael Morris’ statement that staff and local officials are trying to solve the transportation crisis regionally due to the unresponsiveness of the State legislature for 20 years. At the present time, a toll road is the major funding tool available for the region.

Regarding the county distribution of funds based on toll transactions, the RTC established a policy that the majority of funds should stay in the county where the toll road is built. Some funds, however, are distributed in the region for equality.

B. Advocacy for the private sector

Comment: NCTCOG staff is advocating for the private sector company. Bonds generally are tax-exempt and NTTA can buy bonds at a discounted interest rate and no profit is expected.

Summary of response from Christie Jestis and Dan Kessler: Staff is at these public meetings not as advocates but as educators. Debate about CDAs will continue. CDA companies get funding from pension fund investors because of the stability—not a group of individuals. There is a high cost of not building roads. Every year construction costs increase, fuel consumption increases, travel times increase, negative environmental impacts increase and there are not any legislative initiatives directed toward solving transportation. MPOs have no vested interest in who builds projects. The role of the MPO is to educate locally-elected officials and the general public about transportation choices.

Deborah Angell Smith – Allen – Democratic Party of Collin County (Plano) A. Concerns about private-public partnerships

Comment: Ms. Smith said she is concerned about policymakers giving public funds to private entities and foreign countries. She said it’s as if the money is routed away from being a tax, but it is still a fee. She is concerned that the foreign company will have more control over the project and the authority to set toll rates.

Summary of response from Dan Kessler: Dan explained that bonds have financed most public works projects built since World War II, and foreign investors have been buying the bonds. Introducing private investors in the process of building transportation projects is essentially no different than building the projects with bonds. Private companies expect to make an 8 to 10 percent profit return, but it is similar to what the bond market expects. The reality is that we live in a global economy. In a contract, the RTC set the maximum toll rate.

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David Kinsev – Princeton – Independent Texans (Plano) Question: In the CDA with Cintra, there is a non-compete clause that says if the region builds a road that takes away revenue, tax payers could have to repay Cintra for revenue lost. Does this defeat the purpose of using a private-public partnership to improve mobility?

Summary of response from Dan Kessler: The RTC, NCTCOG staff, internal legal counsel, TxDOT staff and the review team spent a considerable amount of time on this issue. There are no resources or plans to build any roads north of S.H. 121 and south of S.H. 380 or north of LBJ and south of S.H. 121. Additionally, the procurement document said that everything in the Mobility Plan can be built and be exempt from the non-compete clause.

Toll roads (Burleson) A. Status of Southwest Parkway

Question: What is the status of the toll road that will be parallel to I.H. 35? When the project was originally proposed, what was the estimated completion date?

Summary of response from Michael Morris: The toll road from I.H. 30 to Alta Mesa is funded, environmentally cleared and will be built by NTTA. Negotiations with NTTA are ongoing to determine if the toll road can be continued from Alta Mesa to the bypass at U.S. 67 and be built as a continuous system.

The project is delayed because current plans have Southwest Parkway crossing over the Union Pacific rail line at a very skewed angle. Consensus must be reached with Union Pacific about the type of pavement that will be used on the bridge over the rail line. The northern section of the toll road has been delayed one or two years, but the southern section of the toll road has been advanced about 15 years.

Harriet Irby – Pantego – DFW Regional Concerned Citizens (Arlington) A. Impact of toll roads on low-income individuals

Comment: Ms. Irby said she was concerned about how toll prices will impact low-income individuals. She said the low-income population is increasing.

Ms. Irby said that NTTA is already getting interest on upfront payments from TollTag users, and asked if the citizens voted on this sort of tax?

Ms. Irby said she is concerned about tolls that will make private companies rich and pay for roads and projects in an area with an air quality problem. She is also concerned about a private company raising tolls indefinitely beginning at 14.5 cents per mile.

Summary of response from Michael Morris: NTTA gets TollTag money upfront, but the user who purchases a TollTag also gets a 30 percent discount in their toll rate.

Devlin Bourdier – The Colony (Plano) A. High-occupancy vehicle (HOV) lanes

Question: Will the proposed HOV lanes be free if two or more people are in the car? If there is just one person in the car, the driver will pay to use the “express” facility? Encouraging more people to ride in one car will decrease gas-tax revenue.

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Summary of response from Christie Jestis and Dan Kessler: Managed/HOV/express lanes are not expected to generate excess revenue, and no previously existing gas tax lanes can be converted to managed lanes. Nine counties in North Central Texas are classified by the Environmental Protection Agency as nonattainment for eight-hour ozone levels. Transportation plans must balance several priorities: air quality, mobility and funding. The policy is to always have a discount for HOV users as long as the region is classified as nonattainment. On managed lane facilities, single-occupant vehicle (SOV) drivers can pay to use the HOV lane. Ultimately there will be a complete restructuring of how the transportation system is financed. In the near future, gas tax revenue will not be a viable source of funding largely because the use of alternative fuels will be increasing. Users will pay for the system.

B. HOV lanes and safety

Question: If we are concerned about safety, why do we have three lanes of traffic traveling at 2 to 15 mph with drivers in an HOV lane going 50 mph and merging in and out at will?

Summary of response from Christie Jestis and Dan Kessler: The HOV lanes currently in place are interim solutions. Eventually, HOV lanes will be separated from the normal traffic flow. The design goal of the interim HOV facilities was to get the most benefit out of the facility and existing right-of-way. The U.S. 75 corridor is the best example of future HOV lanes. The Federal Highway Administration is very specific about the design and safety standards.

C. Park-and-ride facilities near toll roads

Question: Why are park-and-ride facilities not being built under S.H. 121 like they are under the George Bush Turnpike east of U.S. 75?

Summary of response from Christie Jestis and Dan Kessler: The number of parking spaces near George Bush Turnpike was just increased. Cities and TxDOT can work together to build park-and-ride facilities under overpasses where feasible. Park-and-ride projects are eligible for funding in the CDA/NTTA funding process. The market for park-and-ride facilities will increase as the number of toll facilities and HOV/managed lanes increases. The first value-pricing corridor in the region will be I.H. 30 from downtown Dallas to Arlington. A park-and-ride in Grand Prairie is currently going through the funding process.

Public Participation Faith Chatham – Arlington – DFW Regional Concerned Citizens (Arlington) A. Public approval must be sought prior to decisions

Comments: Ms. Chatham explained that DFW Regional Concerned Citizens is an activist group focused on the 16-county NCTCOG region. The group, which was recently formed, is interested in improving transportation for people—not goods.

Ms. Chatham commended RTC members and NCTCOG staff for successfully working with State legislators. She said that it is obvious that people listen when the North Texas delegation goes to Austin. She recognized NCTCOG staff for precisely identifying roads and corridors for expansion. Ms. Chatham, however, also shared her concerns about lack of accountability to the public and outlined several specific concerns:

• Hosting three public meetings is not sufficient to involve and communicate with 6.5 million residents who live in North Central Texas.

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• NCTCOG and the RTC should develop a new relationship with the public. Both should be accountable to the general public—not just member governments.

• Now that the RTC, through the proposed CDA/NTTA funding initiative, will be receiving money directly, public opinion should be an important part of the transportation planning process.

• Elected officials and North Central Texas residents have very different perspectives about the proposed Trans-Texas Corridor 35. At a TxDOT public hearing in 2006, residents strongly opposed the road while nearly all elected officials, railroad officials and transportation officials expressed support. RTC members need to listen to those who elected them to office.

Ms. Chatham emphasized that whenever RTC members are making decisions that will impact the lives of residents for 50 years, they need to listen to and ask the public.

• Prior to finalizing plans for toll roads and CDA projects, there were 20 public meetings in the corridors of S.H. 121, S.H. 183 and S.H. 161. About 200 people responded to surveys conducted at these meetings, but southern sector residents, minorities and disadvantaged residents did not have opportunities to give input. Ms. Chatham shared results from the survey:

o “Do you want a CDA in Collin County?” She said the answer was overwhelmingly “no.”

o “Do you want the toll to change in peak and non-peak hours?” She said the answer was “no.”

o “What do you want the toll to be?” She said the answer was overwhelmingly “no more than 12 cents per mile.”

Ms. Chatham said that legislators, RTC members nor transportation engineers ever asked the public, “Do you want to completely redo the way we plan transportation in this region? Do you want S.H. 121 to be a toll road? Do you want 675 miles of toll roads?” Ms. Chatham clarified that she supports building toll roads with reasonable rates that will eventually be free. She is against leaving the public out of the transportation planning process and the proposed toll rates.

Finally, Ms. Chatham challenged NCTCOG, the RTC and transportation officials to work with the people to hold the governor, lieutenant governor and State legislators responsible for solving the transportation funding crisis. She estimated that it would cost $3,000 a year for someone with a work commute from Arlington to Dallas in the I.H. 30 tolled/HOV/managed lane. If the gas tax was indexed at 10 cents per mile, it would be about $200 per year for the same commute.

Summary of response from Michael Morris: Michael invited Ms. Chatham to review NCTCOG’s Public Participation Plan and offer her suggestions for getting the public more engaged and involved. He said staff is willing to meet with her to discuss what NCTCOG has done in the past, i.e., public meetings on Saturday and public meetings near train stations. Michael explained the RTC policy of always having three public meetings throughout the region at various times of day, and he said that staff is willing to try new things for more successful public involvement.

Regarding TTC-35, the legislature put a two-year moratorium on the project. Discussions about TTC-35 have become very emotional with rumors and misinformation circulating. The moratorium will serve as a “cooling down” period.

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As the nation’s largest inland metropolitan area without access to a seaport, goods movement is extremely important to the region’s sustainability. The region’s transportation problem involves improving the movement of people and goods. Tower 55 is where Union Pacific and Burlington Northern Santa Fe rail lines cross in downtown Fort Worth. It is the largest rail bottleneck in the nation and a major source of air quality problems. The goods movement industry is a high polluter; therefore, improving efficiency on rail and roads is important to air quality. Staff will send Ms. Chatham the new Regional Mobility Initiative that outlines air quality programs being implemented.

Aftab Siddiqui – Arlington – American Muslim Alliance (Arlington) A. More public involvement

Comment: There should be more opportunities for the public to talk with leaders about transportation and air quality issues.

Summary of response from Michael Morris: Michael explained that about 8,000 residents receive notices about every public meeting. He said that staff is always expanding the interested parties list through outreach. Michael encouraged everyone present to take information back to their groups.

Bill Baumbach – Wylie (Plano) A. Quasi-governmental organizations

Comment: Mr. Baumbach said that he is concerned about layers of “quasi-governmental organizations that don’t respond to people.” He said that he does not have any elected representatives on the board of NCTCOG, the RTC or NTTA. If NCTCOG encourages public involvement through public meetings, how many meetings do you have? How often are you in Collin County? Who from the boards is at the public meetings to hear comments?

Summary of response from Dan Kessler: Dan clarified that NCTCOG and the RTC are not different “layers of government.” He explained that the RTC is the policy body for the MPO and the NCTCOG Executive Board is the fiscal agent. Dan also explained that staff is out at public meetings and outreach events throughout the region throughout the year. He explained that there are always three public meetings held throughout the region. Public meetings are just one element of the public participation process. Other parts of the process include publications, outreach events and presentations. All public meeting comments are reported directly to the RTC.

B. Role of NCTCOG

Comment: When NCTCOG was established, it was a planning agency and resource. Mr. Baumbach said NCTCOG is now an advocacy group that is almost a legislative body.

Summary or response from Dan Kessler: The role of the MPO changed in 1991 when Congress decided that locally elected officials should be responsible for the expenditure of local, State and federal transportation money. The federal government felt that locally elected officials were most accountable to tax payers. Thirty-three locally elected officials serve on the RTC, and the council has been so successful that TxDOT delegated freeway funds and decisions to the RTC. Neither the RTC nor NCTCOG is an advocacy group.

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Deborah Angell Smith – Allen – Democratic Party of Collin County (Plano) A. Level of public participation

Comment: Ms. Smith said she would like to see more people attending public meetings. She said that she understands the challenge NCTCOG staff faces as they try to get the public involved with limited resources. She said she personally invited 1,000 people to the meeting and no one came. Ms. Smith encouraged everyone who attended the public meeting to go beyond being an informed, involved resident and to be an activist and motivate others to get involved.

Summary of response from Dan Kessler: Dan explained that notices about the public meetings were sent to 8,000 people. He also said that ads were placed in all of the major newspapers.

Dynamic Message Signs Devlin Bourdier – The Colony (Plano) A. Dynamic message signs

Question: Are dynamic message signs needed to tell drivers there is an ozone problem? There should be more signs, and they should be closer to the middle of the road.

Summary of response from Christie Jestis and Dan Kessler: Staff and the RTC have strongly encouraged TxDOT to use the dynamic message signs for traffic-related information. The RTC invested $100 million in the regional Intelligent Transportation System, but technology has yet to be integrated and interconnected throughout the region. Fiber optics have to be added to corridors. During construction and reconstruction, the network of technology is added. It is expensive to add the technology to existing corridors.

Bicycle and Pedestrian Projects Jim Wilson – Benbrook – LMRA Bicycle Club (Burleson) A. Improved bicycle routes to the Lockheed Martin plant in White Settlement

Question: Lockheed Martin installed shower and bicycle rack facilities for employees who ride bicycles to work, but there are not any safe routes to the plant. At the public meeting in January, NCTCOG proposed to study the area and develop a pilot project partnership to improve access to the Lockheed Martin plant. What is the status of this project? There are 12,000 employees who work at the main plant and many have expressed an interest in being able to ride a bike to work. We have records of how many people are using the new shower facilities. Is there a way to involve the City of White Settlement in the process? Several employees have ideas about where routes should be located.

Summary of response from Michael Morris: Michael thanked Mr. Wilson and LMRA for holding NCTCOG accountable and emphasized staff is still committed to the project. The project is eligible for funding in the CDA/NTTA funding initiative and revenue allocation process. NCTCOG staff can submit a project proposal or work with White Settlement to submit a proposal. Michael asked Christie Jestis to organize a workshop with city staff, NCTCOG staff and LMRA Bicycle Club members to determine where riders are coming from, how many employees currently ride a bicycle to work as well as how many would ride a bicycle if safe routes existed.

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Karen Hagar – Burleson – Broken Films Bicycle Racing (Burleson) A. Air quality and bicycle routes

Question: Air quality is a major, regional concern. Bike routes and lanes are low-cost solutions compared to other projects that cost billions of dollars. Why is the regional VeloWeb developing so slowly?

Summary of response from Michael Morris: North Central Texas is one of the first regions to have at-grade, dedicated bike routes. Staff will review implemented and planned VeloWeb projects as well as the related project timelines over the last five years. Michael said that most are pleased with how fast the VeloWeb network is being built and how much money has been committed to the projects.

John Clary – Garland – Pleasant Valley Unitarian Universalist Church and Recumbent-Bike Enthusiasts of North Texas (Plano) A. Bicycle bypasses around highways

Question: Highways create major barriers for bicyclists. Barrier highways include I.H. 35, U.S. 75, I.H. 30, I.H. 20 and the George Bush Turnpike. Is there something that can be done to get more bridges and bypasses so that there is bicycle/pedestrian access to cross these highways? During the last rescission, the region returned three years of bicycle/pedestrian funds, and right now the VeloWeb trails do not go anywhere.

Summary of response from Christie Jestis and Dan Kessler: Conceptually, staff and the RTC have developed a plan for a network of regional, dedicated bicycle facilities to facilitate crossing these corridors—the VeloWeb. Dan said it is dramatically underfunded. Dan clarified that TxDOT had the latitude to determine what funds would be returned during the recession. Dan said that the RTC has spent almost $100 million on sustainable development projects in the last decade, and he added that the RTC is encouraging staff to find more funds for sustainable development.

An underpass was built for the High Five thanks to the City of Dallas, and NCTCOG staff and the RTC are always looking for similar opportunities to build bicycle/pedestrian projects. Christie told Mr. Clary that if he knows of a specific bicycle project that is needed, he can work with city officials to submit a proposal during the CDA/NTTA funding initiative process. NCTCOG staff can help Mr. Clary get in contact with the correct city officials. Additionally, NCTCOG has a bicycle/pedestrian task force where Mr. Clary can submit opinions, suggestions and questions. It could be possible to move the task force meeting to Garland or near a DART station to make it more accessible.

Trans-Texas Corridor 35 (TTC-35) and Regional Outer Loop Doreen Geiger – Fort Worth (Burleson) A. Border control

Question: Government officials are focused on tighter security at the Mexican and Canadian borders. How can our border be secure if the first port of entry on TTC-35 is Kansas City? Many residents do not understand what will happen if TTC-35 is built, and they are concerned about air quality, eminent domain and national security issues as well as safety and jobs.

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Summary of response from Michael Morris: Legislators and residents share the same concerns. There are many rumors circulating about TTC-35, and it has become a very emotional discussion. The State legislature placed a two-year moratorium on TTC-35. This will serve as a “cool down period” to reevaluate the plan and address concerns and myths.

Border security will certainly be an issue that needs to be resolved. Often, however, trucks and trains are more vulnerable when they are stopped. The level of service should enable trucks and trains to remain in motion once they have passed inspection.

I.H. 35 is a four-lane facility built 50 years ago, and it will not be able to handle the expected State population growth. Intercity capacity will need to be improved to accommodate the anticipated 25 million additional residents expected to move to Texas. Rail and utilities are other issues that need to be addressed. Utility rates for Dallas-Fort Worth residents are already 30 percent higher than in other areas.

Freight trucks on I.H. 35 David Barrett – Fort Worth – Brentmoor Neighborhood Association (Burleson) A. Safety

Question: What can be done to improve the safety on I.H. 35 between I.H. 20 and Johnson County? Freight trucks travel in every lane and there have been serious accidents and fatalities on this stretch of highway.

Summary of response from Michael Morris: Long-range transportation plans include a regional loop. Freight traffic without a North Central Texas destination would be diverted around the region on this facility. Long-term plans for truck lane restrictions have also been established for I.H. 35. However, more capacity is needed on I.H. 35 before restrictions can be implemented. For safety, State law requires there to be six lanes or more for truck lane restrictions to be enforced. Sections of I.H. 35W between I.H. 20 and Johnson County are depressed; therefore, it would be very costly to add lanes.

Lee Frampton – Fort Worth – Brentmoor Neighborhood Association (Burleson) A. Volume of freight truck traffic on I.H. 35

Question: What is being done to reduce the number of freight trucks/eighteen-wheelers on I.H. 35.?

Summary of response from Michael Morris: TxDOT, the RTC, City of Burleson and the Burleson City Council have worked cooperatively to identify funding and begin constructing I.H. 35W frontage roads, interchanges, ramps, bridges, an east-west expressway and other improvements. Unfortunately there is a financial crisis so there are limited resources to improve the unreliable, unsafe, congested system. All capacity improvements have to be built as toll roads because all gas tax revenue is used for maintenance costs. Additionally, the long-range, multimodal, financially-constrained transportation plan—Mobility 2030—includes a regional loop around the Dallas-Fort Worth region. Trucks and potentially trains would travel around the region instead of through it. Separating freight trucks in a dedicated truck lane would improve traffic flow and safety. NCTCOG is also working with the State and goods movement industry to get more goods moved by freight rail instead of trucks.

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B. Timeline for regional loop, reducing truck traffic and I.H. 35 improvements

Question: What is the status of the proposed regional loop with dedicated truck lane?

Summary of response from Michael Morris: Construction will begin in two to three years on the section of the loop in south Dallas between S.H. 287 and I.H. 20. Further evaluation is needed for sections in Kaufman County and in the northwestern and western portions of the region. Planning funds are allocated in the UPWP for NCTCOG to continue working with TxDOT and the public to evaluate a regional loop in these areas.

Rail Doreen Geiger – Fort Worth (Burleson) A. Rail yard in Fort Worth

Question: Will the large rail yard in Fort Worth off Hulen, south of I.H. 30 eventually be moved to the west? If so, you would have the support of west Fort Worth residents who have been working with city council members and neighborhood associations to get quiet zones. The train companies want millions of dollars for the quiet zones.

Summary of response from Michael Morris: NCTCOG is recommending for the old Centennial yard where trains are sorted be moved west. There is no intermodal component and it would be more efficient to sort trains in the west rather than bringing them all the way into Fort Worth and sending them back out. Michael encouraged Ms. Geiger to tell residents that NCTCOG would like to move the freight yard and ask them to get involved.

Related comment from Jim Wilson: The bicycle and pedestrian community would also support moving the train yard because it cuts off the trails and there is not an easy way to get from one side of the yard to the other.

Harriet Irby – Pantego – DFW Regional Concerned Citizens (Arlington) A. Passenger rail and transit needed

Comments: Light rail is needed in Arlington because it is efficient and contributes considerably less to air pollution than other forms of transit. The Rio Grande Valley will have a local option election for light rail, but the City of Arlington will not because the North Texas delegation did not lobby hard enough for rail. Money from a CDA can be used for transit, but the City of Arlington has not submitted a rail project. A thorough survey would show that many Arlington residents and groups are in favor of light rail. Unfortunately, only 5 to 15 percent of the electorate votes in local elections and local political leaders have failed residents by forming alliances with groups vehemently opposed to mass transit. Finally, Ms. Irby emphasized that air quality—not more roads—should be our biggest concern.

Summary of response from Michael Morris: Staff is hoping to receive a rail project proposal from the City of Arlington by June 29. Michael explained that Arlington residents have voted against rail in three elections, and said he needs help getting voters to pass light rail.

Michael emphasized that a fourth election for light rail in Arlington can be conducted because the city is still under the sales tax cap. He referred to the regional survey conducted in 2006 that showed 70 percent of residents support light rail. Rail, more dense land use and walkable communities are all part of the air quality solution.

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Finally, Michael emphasized that NCTCOG staff is interested in any suggestions and ideas for getting the public more involved and engaged in the transportation planning process and decision-making. He also mentioned that NCTCOG implements about 30 air quality improvement programs, and staff will send Ms. Irby a copy of the publication describing these programs. One of the programs provides financial assistance for vehicle owners if their vehicle fails the State emissions test.

Lorraine Levine – Arlington – DFW Regional Concerned Citizens (Arlington) A. Rail and air quality

Comment: Please use available revenue, preferably not generated from toll roads, to develop light rail to help with the air quality problem. Ozone is not caused by emissions from people going to special events at the Dallas Cowboys Stadium. Ozone is formed during the summer months when commuters travel to work every day. Light rail routes should meet every day needs—not special event needs.

Summary of response from Michael Morris: The regional passenger rail plan included in Mobility 2030 is based on commuter travel during the week with the exception of a special events line to Texas Motor Speedway. The Trinity Railway Express route was planned in the 1980s and goes through Dallas, Irving and Fort Worth. About 10,000 riders travel in the TRE corridor, and this is equivalent to a freeway lane in each direction on Airport Freeway. The goal is to set up a similar system on the Union Pacific line that goes through Arlington; however, there are two barriers: Union Pacific is not interested in giving up any right of way for passenger rail and Grand Prairie and Arlington would have to pass a sales tax to fund rail. Many other North Central Texas cities are pursuing light rail. By building rail now, we can create the densities needed for a more sustainable future.

Faith Chatham – Arlington – DFW Regional Concerned Citizens (Arlington) A. Rail and public transportation

Comment: Ms. Chatham said that she is grateful for Handitran service to the TRE station. She said she is an advocate for rail.

Summary of response from Michael Morris: Michael said he would like to figure out how NCTCOG staff, Ms. Chatham, DFW Regional Concerned Citizens and others can work together to bring more rail to the region.

Aftab Siddiqui – Arlington – American Muslim Alliance (Arlington) A. Innovative solutions

Comment: Mr. Siddiqui said he would like to see leaders “think outside the box” to solve the air quality and global climate problems. Vehicle emissions contribute to these problems, and the price of oil is increasing. He said that we do not know what will happen in the future with oil prices and supply, but we know the price will not decrease significantly. Mr. Siddiqui observed that we are all very dependent on our cars, but he challenges leaders to change the focus from roads to rail. Referring to the Mobility Plan, Mr. Siddiqui said that there is $11 billion for rail and $26.4 billion for roads, HOV lanes and toll roads. He would like to see these figures reversed because a well-integrated rail system is needed in the region. He said the senior citizen population is rapidly growing, and many are dependent on public transportation. Forty percent of the Arlington population is Asian or Hispanic, according to Mr. Siddiqui, who said many of these are single-car or no-car families. Therefore, Mr. Siddiqui emphasized the need for a connected transit system that is similar to the rail and transit system in Europe. He said

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mass transit is cost-effective for users and the government, an efficient use of tax revenue and important for improving air quality.

Summary of response from Michael Morris: Michael said he would like to involve the Muslim Alliance in the transportation planning process, and he said they will be valuable contacts if there is a fourth vote on rail in Arlington.

R. D. Milhollin – Haltom City – Haltom City Planning and Zoning Commission (Arlington) A. Rail in Arlington and the Dallas Cowboys

Question: Does Jerry Jones support rail in Arlington?

Summary of response from Michael Morris: Arlington should have rail regardless of the plans and decisions of the Dallas Cowboys and Jerry Jones. For example, prior to the Dallas Cowboys decision to move to Arlington, $180 million in I.H. 30 improvements were planned. The Dallas Cowboys and Jerry Jones did not influence these transportation plans. The plans address a bottleneck that is unsafe and needs improvement—not traffic flow to and from the new stadium.

B. Gas tax to fund rail

Comment: The legislature did not pass a bill to allow local option elections for transit in North Central Texas cities that have reached the sales tax cap; therefore, legislators need other transportation funding options. Mr. Milhollin said he would support increasing the gas tax statewide to fund statewide rail transit.

Summary of response from Michael Morris: Thank you for the suggestion and support. State legislature Miki Hawkins – Bedford (Arlington) A. Legislative support for transportation

Question: What grade would you give to State representatives and senators regarding the transportation crisis? The general population should be made aware that legislators are failing the region.

Summary of response from Michael Morris: Michael said he would not grade the legislators.

Summary of response from Dan Kessler: Dan clarified that the Metropolitan Planning Organization is a resource. By law, NCTCOG is not involved in lobbying or the legislative process. Dan said a four-person panel at the Tarrant Regional Transportation Coalition (TRTC) meeting June 6 graded State legislators. The panel was a group of lobbyists and legislative affairs representatives for the City of Fort Worth, TRTC, Tarrant County and an independent firm. Two panelists gave “F’s,” and two panelists gave “C’s” for lack of progress in solving the transportation crisis.

Kevin Tubb – Fort Worth – Mica Corporation (Arlington) A. Legislative grade

Comment: Mr. Tubb said he was at the TRTC meeting and elaborated on what was discussed at the meeting. Mr. Tubb said the panelists at the TRTC meeting were frustrated because nothing was done on the rail initiative. One of the biggest challenges during the session was working with representatives from rural areas and other parts of Texas. When all members of the North Central Texas delegation do not reach consensus about what they are trying to accomplish, it becomes difficult to do anything.

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Another challenge was working with delegates from Houston. Houston is about to pass Philadelphia to be the fifth largest metropolitan area in the nation. Dallas-Fort Worth is the fourth largest area. It is difficult to balance the interests of two metropolitan areas. Two panelists gave C’s because of the progress made on water infrastructure. Mr. Tubb said the legislature is unfairly changing the rules.

Summary of response from Michael Morris: Regarding the financial crisis, Michael said that staff has been having the same discussions with legislators for 20 years. He said staff and the RTC is interpreting the legislature’s inaction to mean the region is responsible for solving the transportation crisis. Therefore, local leaders are moving forward with local option sales tax for transit, toll roads and bond programs.

Goods movement Faith Chatham – Arlington – DFW Regional Concerned Citizens (Arlington) A. Conflict of interest

Comment: Ms. Chatham challenged NCTCOG to examine the relationships of committee members and staff. She feels it is a conflict of interest for Cynthia White, Denton County Commissioner and RTC chair, and Glen Whitley, Tarrant County Judge and RTC member, to be on the Board of Directors of North America’s SuperCorridor Coalition (NASCO). Ms. Chatham said that by serving on the NASCO Board of Directors, Commissioner White and Judge Whitley have compromised their ability to give fair and impartial consideration to the matters that come before the RTC and their local county and commissioner courts. Ms. Chatham said NASCO is a lobbying group that prioritizes moving goods over people, and she suggested that Commissioner White and Judge Whitley step down from the NASCO Board of Directors or resign from their local offices and the RTC.

Summary of response from Michael Morris: Michael said that Commissioner White and Judge Whitley understand that goods movement and passenger travel have to both be improved. Michael said these elected officials have a vision of improving all parts of the regional transportation system, and they are not emphasizing goods movement more than commuter mobility. Michael offered to speak with anyone interested in knowing more about how goods movement and overall mobility are interrelated.

B. Funding for freight solutions

Comment: There are disproportionate advocacy efforts for making tax payers and drivers pay for solving the freight problem.

Summary of response from Michael Morris: Michael said it will be several years before these issues will need to be discussed in-depth, but he offered to discuss the details at a later time.

Kevin Tubb – Fort Worth – Mica Corporation (Arlington) A. Freight traffic

Comment: Without ways for freight to get through, there will be more and more passenger congestion. In 20 years, there will be an additional 7,000 trucks per day on the roads coming from the Gulf Coast, and this is a conservative estimate. The goal of TTC-35 is to alleviate the impact of increased truck traffic from the coast and create a safer environment for passenger vehicles by separating the trucks from the cars.

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Summary of response from Michael Morris: Research shows daily truck totals are increasing 10 percent per year. In 10 years, there will 100 percent more trucks on the road. Another element of goods movement is using more freight rail.

About the MPO R. D. Milhollin – Haltom City – Haltom City Planning and Zoning Commission (Arlington) A. Wise County

Question: Why is Wise County not included in the Metropolitan Planning Area boundary?

Summary of response from Michael Morris: NCTCOG staff, who is responsible for determining what areas will be urbanized in 20 years, has met with Wise County leaders about extending the Metropolitan Planning Area boundary to include all or part of the county. Wise County leaders want to be a part of the area because they have major traffic safety problems and no revenue. Since 1991 Congress has focused on urban areas. The CDA/NTTA funding initiative set-aside will help address safety problems in perimeter counties like Wise and Parker counties.

Shirley Hughes – Richardson (Plano) A. RTC representation

Question: Who represents the local area [Richardson] on the RTC? Are any issues resolved locally by city councils?

Summary of response from Dan Kessler: There are 40 representatives on the RTC: 33 local elected or appointed officials representing cities or counties and seven transportation provider representatives. For every 200,000 people in the region, there is an RTC representative. John Murphy, Mayor Pro Tem, represents the City of Richardson. Nearly all cities are represented at the technical level of transportation planning. RTC members often report back to city council and constituents about relevant transportation and air quality topics. There are a lot of local conversations that occur about very specific topics. Once consensus is reached locally, RTC members bring that information back to the council.

B. Federal rescissions

Question: When federal rescission of funds occurs, what is the time frame—in the middle of a project, after the project or near completion?

Summary of response from Christie Jestis and Dan Kessler: Rescissions typically occur in the same fiscal cycle as the federal budget when Congress realizes the legislative funding commitments exceed revenue expectations. The cost of supporting the ongoing war impacts transportation because the war has had such a significant impact on the federal budget.

TxDOT determines how the rescission will impact the region. Non-programmed funds are always eliminated first. So far projects under construction have never been impacted by a rescission, but staff does not know exactly how much the rescission will be or how the region will be impacted.

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Burleson traffic problems Nancy Henley – Burleson – Broken Films Bicycle Racing (Burleson) A. I.H. 35 ramps at Renfro

Comment: At the Renfro/I.H. 35 intersection, ramps were rebuilt, and it is worse. Two left-turn lanes and the shoulder were taken away. Is this an interim construction stage?

Summary of response from David Wynn, Director of Engineering Services, City of Burleson: The current problems are a result of the construction phase. Ultimately traveling into Burleson from the east, there will be two through lanes and a right-turn lane—essentially adding a through lane to the pre-construction intersection. Traveling southbound on the I.H. 35 frontage road, there will ultimately be two left-turn lanes and a Texas U-turn.

Mayor Ken Shetter – City of Burleson (Burleson) A. I.H. 35 improvements

Comment: Capacity could be added to I.H. 35W south of I.H. 20, but there are not currently any plans for this improvement. There is a need for this capacity. It is expected that there will be three times as many people living in Johnson County as there are jobs. The gap between number of residents and number of jobs translates to more commuters on I.H. 35W.

Summary of response from Michael Morris: The RTC is focusing on four projects before committing to more projects:

• I.H. 30 improvements in Arlington. • Completing the “Funnel Project” in northeast Tarrant County where S.H. 121 and

S.H. 114 converge and then split to S.H. 121, S.H. 114 and I.H. 635. • Constructing Southwest Parkway from downtown Fort Worth to Cleburne. • Improving S.H. 183 from S.H. 161 west to the I.H. 35W/I.H. 820 interchange.

Projects will be staged so both DFW Airport entrances are not under construction at the same time. The “Funnel Project” will go to contract first. Improvements between I.H. 35 and S.H. 161 will be built west to east at the same time as the “Funnel Project.” S.H. 183 Interchanges at I.H. 820, S.H. 121, and S.H. 161 will be improved. Three of the “Big Four” will have managed lanes.

In the meantime, conversations with NTTA are ongoing about S.H. 360 and S.H. 170 toll road projects. Other bottleneck improvements, like the interchange at FM 1187 and I.H. 35, will also be completed in the near term.

Related comment from Mayor Shetter: Mayor Shetter said he supports the prioritized list of projects, but added that what will be Loop 9 in southern Dallas County is also extremely important because it has the potential to get some of the truck traffic off of I.H. 35. Mayor Shetter explained that truck traffic on I.H. 35 is creating a very dangerous situation for drivers. Mayor Shetter also explained that whenever there is a major accident on I.H. 35W all of the public safety resources from Burleson are unavailable for several hours to handle other emergencies or city needs.

Summary of response from Michael Morris: NCTCOG staff understands the desperate need and is willing to do whatever they can with limited resources to mitigate the situation. Michael suggested that NCTCOG and city staff could discuss possible innovative solutions for the meantime while continuing to try and find funding for permanent solutions.

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Arlington traffic problems Harriet Irby – Pantego – DFW Regional Concerned Citizens (Arlington) A. Arkansas Lane improvements and water flow

Comment: When Arkansas Lane was improved in Dalworthington Gardens, too many trees were cut down, and water should drain to Ah Pappy Elkins Lake instead of a closed conduit that flows into the Antigua Branch and then to Rush Creek that flooded. Ms. Irby said she knows one family that lost 500 trees.

Summary of response from Michael Morris: NCTCOG staff will confirm with TxDOT the rationale for removing the trees and determining the water flow. Michael said he thought it was not feasible to get the water flow to the lake.

Jodie Thompson – Dallas – The Florida Company (Plano) A. S.H. 360/I.H. 30 interchange

Question: Will the S.H. 360/I.H. 30 interchange be completed by the time the new Dallas Cowboys stadium opens? When is the State beginning work on this project?

Summary of response from Christie Jestis and Dan Kessler: The interchange will not be completed by the time the stadium opens. Funds were reprioritized for improvements on I.H. 30 between Ballpark Way and Cooper or Fielder as well as on S.H. 360 at Division Street. No funding is identified for the interchange through 2018. Interchanges are extremely expensive. The TxDOT Fort Worth District spent 10 years worth of capacity improvement funds for the I.H. 30/I.H. 35 interchange and the interchange near Northeast Mall. The High Five interchange at U.S. 75 and LBJ cost $350 to $400 million.

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WRITTEN COMMENTS RECEIVED AT MEETINGS

Name and Title Agency represented and/or

city (meeting location in parentheses)

Topics addressed Comments

Jim Wilson Lockheed Martin Recreation Association Bicycle Club, Benbrook (Burleson)

Safer bicycle routes to Lockheed Martin and other large companies

See Attachment 1.

Stan Jones Lockheed Martin Recreation Association Bicycle Club (electronic comment)

Problem areas for Lockheed Martin bicycle commuters

See Attachment 2.

Nancy Henley Broken Films Bicycle Racing, Burleson (Burleson)

Intersection at I.H. 35 and Renfro See Attachment 3.

Karen Hagar Broken Films Bicycle Racing, Burleson (Burleson)

Air quality and VeloWeb See Attachment 4.

Harriet Irby DFW Concerned Citizens, Pantego (Arlington)

Rail, toll roads, public participation See Attachment 5.

Aftab A. Siddiqui American Muslim Alliance, Arlington (Arlington)

Public participation, mass transit, air quality

See Attachment 6.

Alan Warner Plano Bicycle Association, Plano (Plano)

Encourage highway engineers to leave space on the right shoulder for bicyclists

See Attachment 7.

Devlin Bourdier The Colony (Plano) HOV lanes, park and ride facilities, dynamic message signs

See Attachment 8.

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Additional Public Comments

Name and City Topics addressed

Daniel G. Carey Toll roads David Trice NTTA proposal and independent financial analysis Bill Weeaks NTTA proposal and independent financial analysis Lauri Wiss Cintra and NTTA proposals Willa Kulhavy Cintra and NTTA proposals Carolyn Waid Toll roads and comprehensive development agreements Alan Klein Toll roads, rail and sustainable development Faith Chatham, Arlington Public participation and public meeting locations Jo Ann Duman, Arlington Public meeting locations Clara Blair Public meeting locations Miles Schulze Rail and public meeting locations

Jerry Whitfill Construction, congestion and freeway incident management

S.H. 121 funding initiative Comment submitted electronically May 11, 2007 Daniel G. Carey I want to express my opposition to the expansion and advancement of private toll roads in North Texas. I completely disagree with Governor Perry's transportation plans for Texas--from the Trans Texas Corridor to privatizing toll roads to avoid local review and input into the planning process. Mr. Morrison's statement about "North Texas' need for mobility" is as short-sighted as it is dim-witted. At a minimum, Sen. Carona's compromise bill is at least a slight improvement over Perry's plan. The penchant for repeating last century's transportation planning mistakes know no bounds, I guess...have we learned nothing about the need for better public transportation and more sensitive road planning? I cannot support any measures that provide band-aid solutions to pandemic problems. Raise the gas tax, force people to understand the consequences of selfish driving habits, and use the funding to expand and enhance public transportation...that's a better way to pay for transportation improvements.

Comment submitted June 15, 2007 David Trice I am shocked at the PWC analysis. NTTA is by far the better deal.

1. NTTA proposal to reinvest profits was not allowed because they were "theoretical".

2. Cintra paying taxes on their profits was factored in - aren't their profits just as theoretical.

Besides, as Ms. Ellerbe pointed out, those theoretical taxes would only partially benefit the region. Did PWC apply that factor to the taxes?

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I think you wasted the $200k you gave to PWC. Hire a couple of financial analysts instead.

NTTA payments are better.

Revenue generated for NTTA stay in Texas; revenue generated for Cintra gets repatriated to Spain.

EASY choice!

Oh and get a refund from PWC.

Comment submitted electronically June 16, 2007 Bill Weeaks As a disinterested party and a licensed CPA in the State of Texas, I was shocked and amazed at the front page article in today's DMN regarding the selection process of an "independent" party to review competing bids. The fact that PW even accepted the engagement indicates the sad state of affairs in todays business climate and lack of professional responsibility.

There were two things that greatly concerned me beyond the obvious. It appears this lack of independence was not fully disclosed to all voting members, if so this is inexcusable.

Secondly, why would an entity responsible for long range planning only provide a 2 week window for this analysis as indicated in the article? Could this be the reason so few wanted to participate?

This entire matter requires a complete investigation as to what occurred.

Comment submitted electronically June 17, 2007 Lauri Wiss I attended the June 14 Public Meeting. I I heard no mention of either the NTAA nor Cintra bid presentation regading repaying the taxpayers of the DFW region for money already expended for the SH 121 right of way. I also heard no mention if the NTCOG or RTC will need to repay those funds to other entities. I was shocked ethics and conflict of interests were not addressed in a knowledgeable way. It seemed amazing that legal opinion is needed less than 4 days before a major decision is made for the region.Being a member of the NASCO or NTAA Board to me means a member should recuse themselves in the vote. I do not believe a vote should be taken prior to all 40 members filling out the necessary ethic and conflict of interest forms and putting them on the internet. The City Councils and the public have the right to know what Boards and Commissions a member holds office in or serves on the Board of Directors. What businesses they and their family own, as well as stocks relationg to contracts let out for bid. I was also amazed at the deceit in the numbers in the Cintra slide presentation. The answers to the questions asked and answered by both Cintra and Price Waterhouse should have been reflected in the slide presentation. Phony numbers are not something to rely on. If the numbers presented at this late date cannot be counted on, why should any future numbers be trusted? In the Cintra presentation, interoperability (a pass through) was presented as income,federal taxes were presented in the slideshow as income, and the mysterious 20-30 billion dollar "future development" is not a tangible return, especially when Mr. Munos DID NOT AGREE to commit to future projects. The PriceWaterHouseCooper speaker when asked about it by a Board member said "it is a wash"between the two bidders. Most importantly, the multiplier rate stated ($ 1:3 ) was not backed up with facts. This is especially true as most multiplier effects depend on the

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money remaining in the local economy.With the money simply collected then sent to other US states and overseas, the multiplier effect lessens because loan funds are not as available. The number of jobs provided was not broken out on whether the jobs would be spread over the lifetime of the contract or in the immediate future. The NTAA presentation was short on substance. There was nothing that was said that seemed firm enough to make a decision on . I recognize that they did not have a lot of time to prepare, but their statement "that we will not seek federal funds today" reminded me of the Dart pledge. I am concerned about the raising of tolls on other roadways and possible lessening of maintainance to build SH 121. I am concerned on whether the NTAA is using the highest construction standards, not the lowest. I liked the NTAA bid better because local accountability will be possible, there will be federal laws followed, and the books will be audited every three months. I have the following questions: Will the NTAA bid lower the rate of toll increases or will the the same .145 to 58 be in place? Why would a business move to Dallas or Tarrant County if businesses and employees will have to devote a significant portion of transportation dollars to toll costs? Is there a committment in the contract that a certain percentage of the money remain in the banks locally for loans?

Comment submitted electronically June 17, 2007 Willa Kulhavy Both Price Waterhouse and Goldman Sachs have been involved in financing for Cintra toll projects and have both been the sources for negative comments about NTTA's proposal for HWY 121 toll road.

I am against the privatization of our public roads. NTTA comes closer to being a government agency that can be held accountable to the public than Cintra.

Any supportive "independent" opinions on Cintra's bids need to be looked at very carefully. They are also closely allied with Macquarie Group, a subsidiary of which is Macquarie Media Group of Austrilia which has acquired 40 small newspapers and other media in Texas near the proposed Trans Texas Corridors. This indicates someone plans to make huge profits off Texas roads and suggests there may be ways to fill the transportation needs of north Texas than giving a Spanish company with many tentacles a sure profit project. Keep local control of Hwy 121 please. Toll roads, Comprehensive Development Agreements, rail, sustainable development Comments submitted electronically May 24, 2007 Carolyn Waid As a DFW resident, I am adamantly opposed to any toll roads, let alone toll roads that will charge for profit.

Alan Klein The entire toll road concept, as it is now being discussed, is a disaster. It claims to provide faster and better road construction, yet will only serve to hand over public assets and the most basic of legitimate public services to private entities for 50 years. The net effect will be the construction of a two tiered transportation system: one for those with the financial resources to pay the ever increasing tolls, and a decaying overcrowded mess for the rest of the people. Furthermore, the program designed by the NTCOG regional transportation plan gives very short shrift to any actual forward looking transportation solutions such as extensive and integrated regional and local rail. We can

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never pour enough concrete or create enough tollways to effectively reduce traffic congestion from an ever growing North Texas population. Clean, available rail transit, coupled with improving pedestrian access and mobility within given communities, is the only long term solution to North Texas' transportation needs. What this toll road program gives us is a massive step backwards. Don't do it. Have some intestinal fortitude and actually explain to politicians and voters the need and the public benefit of using gas taxes and bonds to build and improve roads and quickly install rail and pedestrian corridors. Public participation and public meeting locations Comment received electronically May 25, 2007 Faith Chatham Scheduling only three hearings in a geographic area the size of the NCTCOG and only one in part of the metroplex on mass transit is not sufficient to allow access to the citizens of this region. None are accessible by the Trinity Rail. None are in the city limits of Fort Worth or Dallas, your two largest cities. Also, waiting this late to begin posting the notices is not sufficient. I sincerely hope that the three on your website are only 3 of several! This appears to be an attempt to bury the hearings from the public's view. What about Denton County? What about Parker County? What about SOUTH DALLAS or at least downtown Dallas? Don't the taxpayers in Fort Worth who depend on mass transit deserve opportunity to attend these hearings? 817 795-2519

Comments received electronically June 4, 2007 Faith Chatham We hope that the NCTCOG RTC will add meeting times and sites to their Public Hearing schedule this month. Three sites and times is insffficient to expose 6.5 million people in over a 1200 sq mi. area to your plan, important changes and funding issues about transportation. Please schedule hearings after working hours in Tarrant and Dallas Counties on transit lines. Minority neighborhoods have been excluded from all meeting sites.

Citizens deserve opportunity to learn of these hearing PRIOR to their occurence, to understand how these topics impact their lives, and to have opportunity to be able to get to the meetings to hear your presentation and to comment.

I am one of the few handicapped citizens in this region who will have access to one hearing by mass transit. I am a certified rider of Handitran. Other citizens in neighboring communities deserve the same opportunity.

It appears that the RTC is deliberately trying to exclude people from participating in these hearings. If this is not the case, please act promptly and schedule more hearings at more accessible sites in the larger cities in this region.

Denton County citizens have to drive to Plano to exercise their right to be informed by your staff. Many low income residents in Denton County will have difficulty paying for the gasoline expense to drive to Collin County.

It is impossible to meet the RTCs PPP plan with only three meeting times and sites. Refusing to schedule hearings after working hours in the two most heavily populated counties in the region violates your stated goals and applicable state and federal law.

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Jo Ann Duman I am disappointed that no public hearings are scheduled in the evening in Dallas and Fort Worth. I am very much against more toll roads and especially if the tolls are to go to foreign companies. Please hold more hearings so I can attend and speak.

Clara Blair Why are there no meetings accessible to people who have to work during the day? Regional transportation issues affect all citizens. Rail and public meeting locations Comment received electronically June 4, 2007 Miles Schulze I hope the use of mass transit, particularly rail, will be preferred, as opposed to building more roads of any kind, particularly toll roads. Our exploding population requires more than constructing more pavement, which will probably be inadequate for area needs. Mass transit, particularly rail, is the best long-term solution.

I would appreciate your having a hearing in Dallas in the evening for those of us who find it difficult to attend one of the suburban hearings. Construction, congestion and freeway incident management Comment received electronically June 10, 2007 Jerry Whitfill If the cities in the DFW metroplex exercised more control over road construction, wouldn't this decrease congestion and air pollution? Example, if Dallas has 10 major entry points to the city during rush hours and 9 have road construction then traffic is at a stand still and maximizing output of pollutants. England and Scotland have begun writing tickets for excessive idling (waiting at schools and drive thrus); this would indicate traffic stalls due to accidents and construction is a major controllable impact. I cant count the number of times major interstates like I-30 and I-20 have been congested just to never ending construction. This is controllable by the Tx DOT and the cities by partnership.

Recently, traffic fender benders of all kinds have generated the use of fire trucks as high dollar traffic diverters. Instead of taking up one lane of a multi-lane highway and removing the situation as quickly as possible and increasing the flow of traffic, they now take up to 3 lanes and take forever to clear the roadway. This generates miles of traffic jams, increased heavy vehicle emissions (ambulance and fire trucks just idling away), and road rage. The object of all cities with control of their safety equipment and personnel should be to provide rapid, efficient service and clear the roadway as quickly as possible and restore traffic flow dynamically as conditions improve. I have seen police officers leaving the traffic flow congested while they are taking down information and reviewing the accident: how about filming the situation and move everyone off of the roadway to conduct the remainder of information gathering. Even waiting for a tow truck would be quicker if the traffic was flowing better. A little more attention to the Move It program would be helpful: if you can move it, get it off of the roadway now. Talking to police and fire officials about how they impact air pollution would be a nice idea as well.

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Reply from Lara Rodriguez, Public Involvement Coordinator, NCTCOG Transportation Department Mr. Whitfill;

Thank you for your email regarding roadway incident management and its impact on regional air quality. We in the North Central Texas Council of Governments (NCTCOG) Transportation Department wholly agree roadway incidents pose a multi-prong threat, including air quality, upstream traffic incidents, and dangerous conditions for emergency personnel.

To address this issue, NCTCOG offers Freeway Incident Management training courses throughout the year for agencies responsible for managing and clearing traffic incidents. These courses are designed to initiate a common, coordinated response to traffic incidents that will build partnerships, enhance safety for emergency personnel, reduce upstream traffic incidents, improve the efficiency of the transportation system, and improve air quality in the Dallas-Fort Worth region.

Training for agencies responsible for managing and clearing traffic incidents has been demonstrated to improve responder and motorist safety, and to significantly reduce the length and size of roadway closures. Multiple-agency training and rapid clearance of traffic incidents can potentially save hundreds of thousands of motorist hours every year. Since December 2003, 28 classes have been offered at the first responder level to more than 880 area fire, police, towing, transportation agencies, and media representatives. In addition, NCTCOG also offers an Executive Level Course, geared toward decision makers and policymakers.

The longer-term affects of congestion are being addressed through the region’s Congestion Management Process (CMP). The CMP seeks a management solution to a growing traffic problem by targeting resources to operational management and travel demand reduction strategies. Although major capital investments are needed to meet the growing travel demand, the CMP also develops lower cost strategies that complement major capital recommendations. The results are a more efficient and effective transportation system, increased mobility, and a leveraging of resources.

As you point out, managing our transportation system is integral to improving our air quality. The nine-county North Texas region is in nonattainment for the pollutant ozone, as designated by the U.S. Environmental Protection Agency. In order to reduce ozone and come into compliance with NAAQS, the formulation of an air quality plan is required for all nonattainment areas. NCTCOG works in cooperation with federal, state, and local partners to ensure all air quality requirements are met. NCTCOG strives to achieve attainment of the ozone National Ambient Air Quality Standard (NAAQS) as early as possible and contribute to a better quality of life for all North Texans. NCTCOG’s Regional Transportation Council funds millions of dollars every year to implement projects, programs, and policies to reduce vehicles emissions that create ozone and improve the quality of life in the region. Many of these projects and programs are included in the State’s air quality plan, which is known as the State Implementation Plan (SIP). The SIP demonstrates how and when the nonattainment area will reach attainment of the NAAQS. The projects and

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programs listed in the SIP become federal air quality commitments, thereby making them legally binding commitments at the federal level.

Citizen, local government and private sector input are an essential part of transportation and air quality policies, programs and plans. Transportation affects every aspect of living and doing business in the Dallas-Fort Worth region; therefore, increased public involvement in and awareness of transportation and air quality planning and programs benefit our daily lives and the region in general.

I look forward to your continued participation regarding the transportation and air quality issues relevant to our region. If you would like to be more involved in the transportation planning process by receiving newsletters, public meetings notices and other information, please visit our Web site, www.nctcog.org/trans/outreach/involve.

Feel free to contact me with any other questions or concerns.

Best regards,

Lara Rodriguez Public Involvement Coordinator

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Additional Public Comments

Name and City Topics addressed

Willa Kulhavy Cintra and NTTA proposals Clarence Tucker (Arlington) Truck lanes on I.H. 20 and I.H. 30

S.H. 121 funding initiative Comment submitted electronically June 23, 2007 Willa Kulhavy

We in north Texas need the overwhelming vote of our Regional Transportation Commission respected. Please vote to allow NTTA to build and operate the Hwy 121 toll road. If we have to have a toll road we want it operated by a local agency which we know is responsible and accountable to the public. I will work with my legislators in the future to resolve our transportation funding shortfall by backing an increase in gas taxes and recovering transporation funds from the State general fund. Toll roads and private ownership of State assets must become a rare solution at most. Willa Kulhavy, Garland, TX.

Truck Lanes Comment submitted electronically June 26, 2007 Clarence Tucker

What happened to the decision to ban trucks from the outside lanes on I-20 and I-30. The last I heard, a study indicated it would be the right thing to do.

Reply from Lara Rodriguez, Public Involvement Coordinator, NCTCOG Transportation Department Mr. Tucker; The Texas Department of Transportation asked us to respond to your question regarding truck lane restrictions in the Dallas-Fort Worth region.

The Regional Transportation Council of the North Central Texas Council of Governments (the metropolitan planning organization for the Dallas-Fort Worth area) approved expanding the truck lane restrictions in January after conclusion of a pilot study (a summary of the results are available here).

The near-term plan is to put the restriction on all of I.H. 20, I.H. 30 and I.H. 45 in the Dallas Fort Worth region as illustrated in the Metropolitan Transportation Plan, Mobility 2030 (see page 15 of this link).

Next steps include working on getting the administrative approval from TXDOT and the Federal Highway Administration for the funding and the signs necessary.

Feel free to contact me with any other questions or concerns.

Best regards,

Lara Rodriguez Public Involvement Coordinator