Citizens' Independent Transportation Trust - Sep 23, 2026

Gail Murphy, Paul Schwett, Meg Daly, Mayor Peggy Bell, Mary Street.

Present. Madam Chairwoman, you currently have five members. You're too short of a quorum.

We had six.

I think someone's in the restroom. Okay, so in the meantime, I'm going to just do some of the ceremonial items. We have the CITT Ambassador of the Month for August of 2026, Mr. Johnny Vong. He's not here today, but we do want to take the time to recognize him as our top-performing CITT Ambassador for the month of August, like I said. As many of you know, the CITT Ambassador Program engages frequent transit riders as volunteers to give regular feedback about their transit experiences, and the data is shared with our Department of Transportation and Public Works and our municipal partners, which helps improve transit services in Miami-Dade County. At each CITT meeting, we recognize the top-performing ambassadors who have the most points. Mr. Vong earned an impressive 11,400 points, and we will be sending him this Certificate of Recognition. And for any other transit riders who want to contribute like Johnny, please consider joining our CITT Ambassador Program. The information, you can either contact the coordinator, Cheryl Mizell, or you can visit miamidade.gov slash CITT. Thank you, Johnny, for your service, and thank you for the Department of Transportation and Public Works and our municipal partners for their ongoing collaboration. Ms. Lake, could you please rerun the roll call?

Omar Bradford.

Present.

Robert Wolfarth. Carolina Vester. Harry Hoffman. Quazari Harvey. Kenneth Kilpatrick. Present. David Marin. Present. Miguel Murphy. Present. Paul Schwep. Meg Daly. Mayor Peggy Bell. Present. Mary Street.

Present. Madam Chairwoman, now you have seven members present, so you do have a quorum.

Okay, great. Let's move to then the citizens' comments. Is anybody here with any comments, or do we have any from online?

Good evening, Chair. No, I just checked, verified, and we also checked on the emails, and no emails or public comment here.

All right. Now, for tonight, I think because quorum is so tight, I would like to rearrange the agenda a little bit so that we're doing the action items, which is Category 7, before we do the presentations and updates. So with that change, do I have a motion to approve the agenda?

Move it. Second.

All in favor? Aye. Aye. Aye. Okay, thank you. And then the next one is approving the minutes from August 26, 2026. Do I have a motion?

Second.

All in favor?

Aye.

Thank you. All right, Mr. Attorney, if you could begin with 7A.

7A, resolution by the Citizens Independent Transportation Trust, recommending the Board of County Commissioners authorize award of a designated purchase pursuant to Section 2-8.1B3 of the County Code, by a two-thirds vote of the Board members present, authorize additional expenditure authority in the amount of $4,605,710, for a total modified contract value of $29,991,754 for contract number RFP-808, and authorize the County Mayor or County Mayor's Designee to execute Supplemental Agreement No. 5 on behalf of Miami-Dade County, and to exercise all provisions therein, including any cancellation or extensions pursuant to Section 2-8.1 of the Code of Miami-Dade County, Florida, and implementing Order 3-38, and authorize the use of People's Transportation Plan Bond Program funds of up to $4,311,050 for this project, which was added to the People's Transportation Plan in May 2026.

Thank you. Does anyone have any comments or questions about this item?

I do.

Go ahead. Member Bell.

Thank you. Is there somebody from the county that can?

Yeah, Director Miller. Thank you.

Good evening, Director. And this amount is a little over $4 million, but the total amount, the surtax money, is $25 million. Is that correct for the project or for the CADAVO?

So this is a modification to an existing contract, if that's what you're asking. Yes. Correct. This is for us to convert our existing radio system to the new, more modern, county-wide system, which is called P25.

So the $25 million originally did not have that option, and so this is something that's added?

This is for us to do the conversion from our existing open-sky system to the new P25 system.

I believe this is the one that I saw in the five-year plan that was $32 million. Does that sound right? I don't have the plan in front of me. Well, it's really not a huge amount more.

No, it's not a huge amount more. Ultimately, this is part of the system that is an add-on component to our CADAVL. CADAVL will be completely revamped. A new system will go out, but we'll still continue to use the P25 radio system in the future, which, again, is the county standard.

I think that's where I was a little bit confused, because this is $25 million, and then there is also in the five-year plan an additional... A separate project. ...program, but this will accompany it, basically, right?

So this was an older contract. This $4 million is just to do the conversion from our existing radio system to the new, more modern radio system. The other project that you're referring to is the complete overhaul of our CADAVL system.

And how often does that have to be done?

I would have to go back to the team to determine when the last time we did it, but the systems do age out, and we do want to modernize our systems to make sure that... Right now, our current CADAVL system, we have lots of add-ons, because the system itself was not purchased with all of the technology that we would have available to us today. So going out to a new system allows us to no longer have all of those add-on components. And the new system would grow with us into the future, provide better analytics, provide better opportunity for us to track all of our vehicles, et cetera. So it's really just a complete refresh. We're doing a lot of this. A lot of our technology is outdated, and unfortunately, there is a cost to modernize all of our technological systems.

Thank you. Thank you, Director Miller. You're welcome. I appreciate your explanation.

Director, may I clarify one thing. So this is asking for... Sorry, it says the fiscal impact for this item is $4,605,710, of which $4,311,050 is funded through the PTP bond program. So it's not that... First of all, it's not all of it is PTP, but the total even going from $25 million to $29 million, of that other $25, is that all PTP, or was that all PTP? I believe it was a combination.

It's a prior contract. I'd have to look it up, but it was probably a combination of resources.

Okay. Thank you. Does anyone else have any questions or comments? Go ahead, Member Hoffman.

Get this right. This is a comment. When we have these resolutions, could we have a little bit more information as to what the monies are being used for? I don't think this thing talks about anything dealing with communications. It just talks about adding more money to a contract. Does it say in here that this is for communication upgrades?

Yes, it does in the first paragraph. It speaks to the new P25 standard system, which serves as the enterprise system for radio communications, dispatch, and emergency data transmission.

This is 7A?

Yes, sir.

I think she's reading from Section 1 of the resolution. So the title might not say it, but when you read the resolution.

But we have to read the resolution that this is not a resolution.

No, it is the resolution, but the entire resolution, the title of the resolution is in the agenda. And then you go to the agenda packet, and it tells you it has the title, and then you read, and it says, you know, Section 1, etc. And it explains the contract number, RFP-808, computer-aided dispatch slash automated vehicle locator system, CAD slash AVL replacement project.

Okay, so the average citizen reading this would not have any idea what this money's for, unless they had a big packet like this to go through to find out what it is. Am I correct on that, or am I wrong?

No, I believe the entire agenda packet is public record.

I'm sure it is. But what I'm saying is, why are we making them have to go through all that when it would just take maybe two lines to say, this is for bop, bop, bop, bop, period. I don't think that's asking too much. It's more of a question for the attorney.

Yeah, so for the attorney?

Or for the county's gentleman over here.

Yeah, that's the attorney, yes, sir.

Okay.

No, I understand what you're saying. The title mentions the dollar amount. The title in itself doesn't say CAD AVL. That is in the body of the resolution, but not in the title. If your preference is prospectively, staff can incorporate that into the title of the CIC resolution.

I would think it would be very helpful to the average citizen that's paying the half-cent sales tax to have some sort of title in there that says, this is what the money is for, not you've got to go back and read something else and read something else to find out what it's for. Maybe it's a strange request. You don't have to change this one. I'm just talking about going forward.

The CICT resolutions are generally drafted by CICT staff. More often than not, it's similar and modeled after the resolution that the DTPW or mayor's office staff has prepared for the Board of County Commissioners. So these, I'm going to say nine times out of ten, are very similar to the resolution that is presented to the Board of County Commissioners.

So if I took this to my County Commissioner, District 11, tomorrow morning and said, tell me what this is for, he would say, oh, of course, I know, because it's in our board packet and it's blah, blah, blah, blah, blah, blah, blah, blah.

Well, I'd guess he'd probably have to go look at what RFP 808 is first, but then, yeah, he'd be able to find it.

He may not even be able to find it. No, he would be able to find it. I'm not so sure.

Yes. In my notes, I have the same question as the Chair had. It's the $25 million in surtax money. So, you know, I'm assuming it's something that was approved a long time ago, but just out of curiosity, because of the additional $4 million.

So it was largely federal funded when it was purchased in 2013.

Okay. Thank you.

So, Member Hoffman, I think what you're asking is for greater clarity in the most basic terms possible so that the public can understand it in the title. So I think that is the request moving forward. If we could just have clear titles moving forward. So they've heard the request, and they will entertain it, I suppose. I can't speak for the department, but I believe that's what you're asking. Correct.

May I ask the director a question? Yes, please. Would it be possible to put it in your memo?

Yeah. So we've generally, we've run into trouble in the past when our language differs too much from the county's own language and their memo and their resolution. So we do try to be consistent. But yes, particularly in our cover memo, I think we could add that clarity. I'm a little more hesitant to do it in the actual resolution. That can often create some confusion. So yes, we can do that.

Thank you.

You're welcome.

Okay, does anyone else have any comments, questions, or discussions about 7A or a motion?

Motion.

To, what's your motion first? Motion to approve. Okay. Any second? Second. All in favor? Aye. Aye. Anyone against? Thank you. All right, Mr. Attorney, if we can go on to 7B, please.

7B, resolution by the Citizens Independent Transportation Trust recommending the Board of County Commissioners approve the award of professional service agreements for professional planning, design, and engineering services for DTPW infrastructure project management, SPD project number E232TP07, contract numbers 20230133, 20230134, 20230135, 20230136, and 20230137. Between Miami-Dade County and Kimley Horn Associates, Inc., GFT Infrastructure, Inc., Goal Associates, Inc., RJ Behar, and Company, Inc., and TY Lynn International, Inc., in a total amount not to exceed $27,500,000, inclusive of contingency and authorize the county mayor or county mayor's designated to execute the same and to exercise all provisions contained therein, including termination provisions and authorize the use of up to $27,500,000 in charter county so tax funds for the projects in the most recently adopted five-year implementation plan, which may be amended. 7B.

Thank you. Does anyone have any comments, questions, discussion on 7B? Go ahead.

Go ahead. Okay, Member Hoffman, go ahead.

Again, what is this for?

Oh, that's on the second page.

On the second page, what does it say?

This is for planning, design, and engineering services for DTPW infrastructure project management. So this is very similar to an item that we discussed at length at our last meeting, but for a different set of services. But kind of the same idea, they want the flexibility to be able to tap these services as needed on projects moving forward. And they can only use surtax funds if they are projects in our five-year plan.

Vice Chair, thank you. I have a question about probably verbiage. Micromobility, access to different places, different stations. Can you explain micromobility to me, please? Is that the last, it's in the, oh, I'm sorry, staff had asked questions. And in the questions, in the answers, we had several things that the money would be spent on. And a couple of them have to do with micromobility, access to Coconut Grove Metro Rail Station, and the same to Dadeland North. Just not sure what that is.

So that's, those are projects that will ultimately allow us to make sure that we have proper connectivity for all modes and users to access Coconut Grove and or Dadeland North. So this is making sure we have ADA standards, sidewalks, opportunities for bicyclists, and other micromobility scooters, et cetera. All of the gambit of different modes. So this allows us to ensure that we have proper connections for everyone who would like to have access at these individual stations. And that's a broader program of accessibility.

Okay, thank you. And this one does actually say surtax impact is up to 27.5. Correct. Thank you. Thank you.

Director Miller, in the staff response, it said that eligible projects may include. Does that mean that there are others that aren't here or that there might not be enough funding for all of them?

Same discussion that we had the last time, which was everything that is eligible that ultimately gets approved through the work program that has PTP funding capability. Obviously, some are standalone projects, some are work order driven, so it's that same conversation that we had the last time.

I understand. But how were even these selected at this time to be in this list now?

It was based on a price point because, obviously, these have a cap of $5 million, and we want to be able to spread the work between multiple consultant firms. So we just looked at what potentially fell within the work order caps so that we would have a variety of projects to show you as eligible, but it's not limited to this subset of projects. It is anything that meets the criteria where you've recommended approval and the Board of County Commissioners has adopted.

I understood. I just didn't know if there was something about priority or something related to these. Okay, thank you. Anybody else? No? Okay. Do I have a motion on 7B?

Motion to approve. Second.

All in favor? Aye.

Aye.

Anyone against? Okay. 7C, Mr. Attorney, please.

7C is a resolution by the Citizens Independent Transportation Trust recommending to the Board of County Commissioners the approval of the fiscal year 2027 through 2031 update of the five-year implementation plan of the People's Transportation Plan.

Madam Chair?

Yes.

So, as you know, for those of you who have been here a while, this is an annual process that we go through to approve this big old book, which I'm sure you all read in its entirety. We did get it to you, I think, a week or so early, just to give you a little extra time to review it, should you wish to. The areas to really focus on are really the new and active projects, right? So, it's not as daunting as it looks. But there's a lot of information here because we want to keep the history of all these projects and the municipal programs kind of in one place. We do have a full-blown presentation, should you wish to see it. I think Kiramai, my staff, is prepared to go other shifts, is to give it, but it's up to you if you'd like to see it or not. In the past, sometimes you have, sometimes you haven't. So, if you'd like, we can give the presentation.

Do you have the time?

I know we have some members that do have to go, so it's...

I have to go at 6.

Kiramai, how long would it take?

5 to 10 minutes.

It's up to you. Or we can just discuss it and she can answer questions. I know we've been through this a lot, so you hopefully are comfortable with the five-year plan. So, if you want, we could just focus on, you know, some of the new projects and new requests.

I think we can just do the presentation quickly.

Do it? Okay. Do it fast.

Yeah. As long as, yeah, if it's truly 5 to 10 minutes.

She's going to aim for 5.

I should have a timer here. Yeah, aim for 5.

Good evening, Chair and the Trust members. Kiran Mai, Chair Mamala, Chief Strategic Planning Officer, Office of CITT. So, I'm just going to quickly run through the new projects that are recommended to be included in the plan for this year's update. And I can add to the presentation if there is anything else you'd like to hear. So, this year, DTPW submitted seven new projects requesting surtax funding. And the first project on that list is metromover car replacement. The PTP funding request on that project is $7 million. And it's for the planning and design. Apologies. So, the metromover car replacement project. It's for the planning and design work needed to replace the current metromover fleet, which has already reached its end of useful life. The second project on the list is the CAD AVL replacement. The funding request, PTP funding request on that one is $31 million. It replaces the aging computer-aided dispatch and the vehicle tracking system with the modern and real-time technology that improves reliability, service coordination, and customer experience across the transit network. So, the PTP funding request on this project is directed towards the Metrobus, CAD AVL replacement on Metrobus fleet, which is 90% of vehicles in the entire fleet. Next project is bus operator compartment enclosure for the DTPW bus fleet. The PTP request on that one is $12.75 million. This project installs fully enclosed operator barriers to enhance safety and security for the bus operators and also improves overall service reliability. Next one is the electronic mirror system for DTPW bus fleet. The funding request on that one is $9.2 million. This project upgrades the fleet with high-definition electronic mirrors that improves visibility, reduced blind spots, and any collisions, related preventable collisions. And these can be helpful in Miami-Dade's frequent rain, humid, and low-light conditions when there is rain. The next project on the list is a comprehensive operational analysis action plan. The PTP funding request on that one is $450,000. So, this planning analysis develops a county-wide plan to prioritize improvements to high-frequency transit service. And the next project is the material train control with a PTP funding request of $4 million. So, the funding is being requested to develop a full bid proposal package needed for the replacement of the train control system, including all the engineering plan specifications and also the cost estimates. The last one is the Miami Beach Intermodal Study. The PTP ask on that one is $2.56 million. This planning study is to analyze the need for a new transit terminal in the Miami Beach Convention Center area. This is the end-of-the-line terminal for the beach corridor as well. And the transit terminal, they can support the local, express, and any future bus routes. So, these are the seven projects that are requesting for surtax funding this year. And all of these projects have been verified for surtax eligibility, and they are eligible for surtax. So, we recommend for approval. Thank you.

And, Ketam, I believe it was Member Kilpatrick that had some questions at our virtual workshop about the Neighborhood Improvement Program. Yes. So, if you don't mind just quickly going to that slide and explaining what the NIP was and where we're at with it.

So, the Neighborhood Improvement Program, NIP, that program provides each commission district with funds to implement neighborhood improvements. So, there is a category of projects that are a category of work items that are listed in the Exhibit 1 of the PTP. So, these NIP funds will be used for those work categories. The overall funding on the project across all the 13 commission districts is $91.425 million. And in the tables on the slide, you can look at the allocation for each commission district and also the remaining balances in each district. So, all these numbers are as of fiscal year 2025, which is consistent with the reporting of the information in the plan on other projects as well. And DTPW will also be providing a detailed report on this one in the next trust meeting. And it's scheduled for October trust meeting.

So, I was just asking and getting clarification, the 91.425 amount, that was something from the beginning. Yes. And this has been being drawn down over the years, not being added to it. Since inception. Right. Okay. And the allocations were from the beginning as well. Yes. Understood. Okay. Thank you. Thank you for the presentation. Thank you. Just stay there in case anyone has any comments or questions. Go ahead, Vice Chair Bell.

Of course I do. So, we're looking at this. It must be tied to population or area?

It's tied to population, roadway lane, miles within the district, and also the transportation needs at that time. Those are the three factors considered.

Yeah, there was a formula that they came up with at that time. Yeah. Included all those things. It wasn't just population. It was a slightly more complex formula.

The other quick question I have is going back to the CAD-AVL replacement. If this is 31 million going into the five-year plan, and this goes back to my kind of not being able to understand if things ever get finished in those five-year plans or I guess they get moved to the next one. But do we have any kind of a time frame then on that since it's now in the five-year plan?

I think we'll defer to the department on that, unless you have a quick answer.

I think I asked already, but because it's there, I thought, I'm sorry to make you come back.

I'll just check. It's across five years. I see the implementation completion date is 2030. 2030.

2030. Okay. Thank you.

Go ahead, Member Kilpatrick.

I had a few questions. Thank you for your presentation. I particularly enjoy the notable changes where the North Corridor is at $509 million additional. Is that correct? The implementation plan, notable changes for tax funding from $27 to $31, $2.2 billion. What page?

I asked what page of the?

Page two.

Page two of the slideshow.

Oh, the slideshow. Okay.

Yeah.

Yeah. Big numbers. Just wanted to make sure it's not all planning dollars.

It looks like page 95 in the.

But I do have the presentation. What's the question, Member Pat?

So, no, I just wanted to confirm what I'm looking at is accurate. Then it looks like the next four to five years, there is, there's been a change in terms of priority or funds that will be made available. So, my question about that, if that number is accurate, I'm looking at it here, my question is, if the number, so tax funding in the 27 to 31 plan, is that $2.2 billion, does that still land outside of the acceptable purview for FTA to come in and match to get the North Corridor built?

As Director Miller was mentioning at our workshop, once the PD&E study is completed and re-evaluation of the modes happen, so depending on the mode, the cost could change. And at that time, all the plans, including the five-year plan, will be revised with the required funding. This is in the outer years. Now, the $2 billion is programmed in the capital budget to position the project to be able to pursue federal funds in the future.

I got it. Okay, you got it. That's essentially my question. On the TOD, well, let me go back. Mr. Director, I wanted to talk a little bit about the five-year implementation plan and the TMA concept. Is there, I didn't see much, and I know it's a pilot, so maybe you can't, you know, fully fund the concept until the pilot is complete, but is there an appetite to look at TMAs moving forward? And I think the timing of it might be really, really good in terms of the TOD planning, the TOD master plan for the North Corridor, right? If something could, if those two concepts could come together, could collide, you know, in a voluntary, you know, sense, not some mandatory strict, you know. But in terms of cooperation with the private sector, right, and with all of the players who could come together with this $2.2 billion on the table, maybe something could happen. So I just want to put that on the record. And, again, I'd like to hear from you about if TMAs have any teeth the next five years in the implementation plan.

So to the extent that we are funding the TMA, it has been, as you know, our operational budget at the OCITT. So we've been using our own funds to study it, and the cities of Coral Gables, the city of South Miami, and some other partners seem to be moving in the direction of establishing it to the extent that we want to be a funding partner in that TMA. I think we still have to have that discussion at the CITT, whether that's something we want to do. But that would come out of, presumably, our own operational funds, not necessarily out of the funds that you find in this book. And then, so that's one question. And then, secondly, if we want to continue to pursue other TMAs, is that something we want to also participate in financially out of our own budget? Or, at that point, does it become larger than us, and we have to have discussions with other partners? So I think it's a bit early to determine all of that. I think, you know, we're just taking it one step at a time. We want to see how this turns out with the demonstration project in South Miami and Coral Gables and take it from there. But at some point, we will need to come back to you and maybe have a workshop to determine whether we actually want to be a funding partner in even that effort. So we haven't committed to that yet. Up to now, it's been mostly spent on analysis and facilitation.

Understood. And, Madam Chair, I know you have already extended a courtesy in terms of the action items. Sort of in concert with what we're talking about now, I would like to look at item 8E a little earlier, you know, just after we look at this item, just to talk about something that I saw in the presentation snapshot concerning the North Corridor. But that's all I have. But I did want to put on the record, again, the TMAs, and I think there may be an opportunity, fresh opportunity, as it pertains to how we're looking at the TOD master plan for the North Corridor. So that may be another pilot within itself because there are eight stations.

Yeah, certainly. I mean, it's a concept, as you know, that I believe in. And as we're looking creatively to find other potential funding sources outside of just our own here, I think the private sector, there are opportunities to bring in the private sector to maybe help fund and encourage transit use. And TMAs are a vehicle for that. But we would need to find willing partners in that area, just as we found in Coral Gables in South Miami. So certainly not something we can push on our own. But if there are willing partners, I'd certainly be happy to have those conversations. But I don't want to speak for the board as a whole.

I understand. Thank you.

Thank you. Does anyone else have any comments, questions on the five-year plan?

I believe I know the answer, but I would like to hear you say it anyway, so I know it's confirmed. If the – let's using Northgate as a retro heavy rail as an example, $2.2 billion that CIRTUC's funding at this point would be allocated to, which would be 50 percent of – I believe it's up to $4 billion something. I'm assuming, and I want to hear you confirm it, that if this has changed to any other kind of more modern route or if it's just going to do a station at a time, you know, if it changes, will we still – will the CITT still be responsible for $2.2 billion because it's in the five-year plan?

The five-year plan will be consistent with the capital budget, Member Bill. So for the project to be included here and for the funding to be used, it's consistent with the DPW capital budget. So whenever that's updated, it reflects it in the book.

Because if – really, I'm sorry to mean to interrupt. Go ahead.

Go ahead.

No, I just – if that were true, I mean, you know, you'd have to add what CIRTUC's has taken in for the year and, you know, X amount of years, and then there would be no other projects at all. I mean, it seems like an awful lot for the CITT to be – because everything has gone up so much, and I realize that its project needs to be done. But I just, you know, I'm a little concerned passing a five-year – or, you know, recommending a five-year plan with $2.2 billion of surtax money on one project at this point. So are you telling me that that would be removed if it became a less expensive project?

To my understanding, it's – the forecast or the funding forecast will be included in the pro-pharma or the capital budget, depending on the need. But I understand that will change based on the project output, the planning study or the PD&E output. But I'll defer that to the department to confirm.

Can I ask a clarifying question? Okay, when we're approving this, we're approving the projects. Like, we're approving the plan as a whole, but we're not approving the funding as estimated in here, correct? Right, like, we're not saying we agree with including the smart – you know, we include – we agree with including smart program North Corridor planning and implementation as a project. We agree with transit-oriented development master plan of the North Corridor, but we're not right now approving $2.2 billion of PTP money from now till 2031 to go towards that project.

Yeah, that's what I heard from CAO. Bruce, if you can, please.

Yeah, that is correct. You would be approving the spending if and when there was a contract presented to do these things. So right now, it's an eligible expense. They would have to come back with – after having bidded out and award recommendation of a contract. And then at that time, assuming you forward a favorable recommendation, the board were to approve the contract. Then the money is committed.

Right. But this 7C, this resolution is approving the plan but not approving allocation of any particular amount of money to any particular project.

That is correct.

Okay. Go ahead.

Follow up. Sure. This is not a cap, a $2.2 billion cap that we would be – you know –

I think it's not a cap or a floor. Pardon me? I don't think it's not a cap or a floor. It's just what they estimate it may be.

The chairwoman is correct. Okay. It's an estimate of – it's a good faith estimate as to what the number is.

So at some point, there's – you know, if it's changed, like next year in the next five-year plan, it would be perhaps changed?

The estimate may be fine-tuned and altered, yes. Okay.

Thank you. Thank you. Go ahead, Member Hoffman.

So why doesn't this 7C say that? Why doesn't it say we're approving the plan and concept, we're not approving the dollars? They may change from year to year. We may have to have other agencies come up with the money to do it. This, again, is my problem that I have with these resolutions. There's so much into it that we don't even know exists. Yeah.

I think – I don't know. I mean, I think the funding is there as a – like it's tied to the budget, which we don't have – the overall county budget, right? We don't have control over what that is. That's not what we're talking about. So I think it's just for informational purposes, it sounds like, that the estimated – the estimates of how much these things will cost today are included.

You should say that.

Well, I think the other thing to think about, too, is like just think about how these other projects have come through to being. I'm sure, you know, the South Dade Corridor had who knows how many different surtax funding plans with however amount of money, and as the project changed and evolved, and then there was the matching by the federal government and the county and, you know, the state that the actual numbers, probably not the same as the five-year plan, but it was in the five-year plan. I think that's what – that's the important part.

We're happy to add some – we're happy to add some clarifying language. I think that's what you're asking for, just some clarity. We'll add that language to – that's fine.

I think Mr. – Member Hoffman were the lawyer, very precise.

I think Member Kilpatrick has –

Oh, go ahead. I'm sorry.

Madam Chair, I just wanted to clarify the $2.2 billion number. I would assume that that's the contribution for the life of the project, correct?

That's the estimate right now, yes.

All right. So first –

Hold on. Let's ask the department to clarify. I'm seeing some heads shake over there.

That's no? It's not the life of the project?

I'm going to ask them to clarify.

Okay.

That is an estimate for the capital cost associated with the project. That is not the life of the project. There is operation and maintenance that is ongoing after it's constructed. So I don't want to misrepresent.

Okay.

Okay. Well, then let me clarify. This is the total cost of construction?

This was all of the phases to get to implementation based on the current cost estimate.

All right. So my understanding is the PD&E is now looking at incremental stages of implementation. Is that still accurate?

I believe the Florida Department of Transportation provided you with an update recently that discussed some options that they're working through, one of which is potential segmentation of the project.

Right. Well, I think what I'm getting to is that I want to clarify that the $2.2 billion would not come out of one fiscal year, right? If there's not at all. It is a multi-year program. Right. All right. So I wanted to clarify that point.

I also want to be clear that the way it's described in DTPW's work program, it is not $2.2 billion of half-penny surtax funds. It is a combination of resources.

Is the combination inclusive of DOT-FTA, or is it a combination of local resources?

It is a combination of all of the assumed resources that would be available. So it did include FDOT contribution and FTA contribution. Again, all of that is very much subject to change, as this was based on what was known from the evolving project development and environmental study.

Understood. Okay. Thank you. You're welcome.

I have a question. Excuse me. Do you know if there are, it's okay if you don't know this, but do you know if there are projects in this current five-year plan that were not, that were removed? That, you know, were in the plan before but didn't get completed and were removed? It's in the back. Is that?

If the project are canceled or on hold, they will be listed, still will be listed in the inactive project section. Per the ordinance, we cannot remove, add, or materially change any project without it going through the trust and PCC.

Oh, I see. Well, it says inactive projects are fully completed.

It has a set of projects that are completed, some that during the progress of the project, after completion of the study, some are deemed infeasible, and there are some that on hold. And everything is listed in the inactive section.

Okay. But having it in the five-year plan under inactive means that we will in the future.

It's not within this five-year plan period.

I see. Okay. Thank you. I didn't fully understand that. I appreciate that. Go ahead.

On one of the potential new projects, the Comprehensive Operational Analysis Action Plan, does the department not already review bus routes, times, about everything that's being described here?

I'll defer that to the department.

Are you asking why is that new?

Yeah. I guess. Yes.

Apologize. I was getting an update. I'm sorry. Could you repeat the question?

The project for the Comprehensive Operational Analysis Action Plan, is this not something that the department already does, like reviewing bus routes, how many people take the train and the buses?

So we do three lineup changes annually, and that is through our scheduling program that analyzes the existing bus routes, determines whether they are being efficient and whether we need to make some modifications that helps us schedule our operators, et cetera. This comprehensive operational analysis is more comprehensive than our scheduling system. This is more looking holistically at the county and not our existing routes, but should we be creating new routes? Should we be looking at different types of services? So it's not necessarily what we do from a scheduling perspective. This is more of a planning perspective.

Okay. Sorry. On the bus operator compartment enclosure, are our bus drivers getting attacked a lot by the passengers?

No, I appreciate that question. We have a very safe system. However, this is a safety activity that we actually started a little while ago. Part of it was started during COVID. Obviously, it was the protection for our bus operators. All agencies and properties across the country are actually incorporating an enclosure system. While I wouldn't say we have a great deal of incursions into the zone where our bus operators sit, we want to make sure that they are safe and comfortable and that their interactions with passengers don't potentially escalate into a situation where we have a violent reaction. So all properties around the country are doing this. It will actually, there is discussion nationally that it will become the standard for future bus delivery. It will already come with a compartment enclosure.

Okay.

Thank you.

Okay. Looking at the time, I want to be mindful of that. Does anyone have a motion on 7C?

Motion to approve.

Second. All in favor? Aye. Aye. Anyone against? Member Hoffman. Okay. Member Kilpatrick, what is the question or comment that you wanted to make about AD? I'm happy to let you do so before you have to go. I know it's cutting it close.

Thank you, Madam Chair. So this is the North Corridor report. And so I had a question about a sentence in the project status notes where it says, FDOT is aware that Miami-Dade County is in receipt of an unsolicited proposal for the North Corridor. It's currently evaluating the proposal. So I wanted to know if we could get some more information on that proposal and how that plays into everything else that's happening.

Thank you for the question. We have received an unsolicited proposal for the North Corridor. There is a rigid process by which we evaluate the proposal and determine a path forward. We are still in that process. We have responded to the proposer asking a series of questions. They responded back to us with limited additional information. We recently met with them, explained that we needed much more information before we could make a determination. The ball is now in the proposer's court to provide us with additional information.

So I want to bring back to the surface, if you will, this concept that was once on the table, the public-private partnerships, where I think there were, at one point, up to four, maybe five firms that submitted or were about to submit and were preparing to submit proposals to build out the North Corridor. So I guess my next question is, are public-private partnerships going to be a part of how the expanded LPA options are evaluated?

Thank you for that question. We're sort of conflating two different things. So a design-build or P3 and design-build projects usually fall under the public-private partnership criteria. That is a contracting method. That is not necessarily the choice of a locally preferred option or a mode. So those are two very different things. So once we determine the mode and the option, we can determine the contracting method, which might be a public-private partnership. It might be a design-build. It might be conventional. There's a variety of different options that would be available to us once we make the determination what we're asking the contracting community to bid on.

Right. No, the reason I ask is because in the workshop last week, the implementation workshop, one of the questions I asked the DOT was how much weight is being given to the cost of building out the metro. Why did TPO pull the LPA back in the first place? I think the cost of it was a major factor. I don't know if it was the driving force, but it was up there. So, potentially, a 3P could help mitigate some of those costs, to my understanding. Maybe not. But if it does have that potential, I just wanted to make sure, and I think you already answered it, that if the LPA comes back a different way, that the 3P could be something that's considered. That's all. I just wanted to know if that's something that's possible moving forward.

We haven't determined the contracting method. I think it's going to depend on a number of variables once we get there as to what the best contracting method is.

I understand it, but the fact that the 3Ps were rejected, for lack of a better term, by the system in the past, I just wanted to know.

It doesn't negate the ability to use a P3 into the future. I do want to clarify, though, a public-private partnership, while it does bring private funds to the table, those all have to be paid back. It is just a mechanism that helps front some of those resources. The majority of P3s are 30-year concession agreements, and that is because the concessionaire, the design-build team, the contractor, and their financing are bringing early money to the table. There's a cost to that financing, and that is paid back over a long term. Usually it's five years of implementation, construction, and then 25 years of returning that investment back to the concessionaire.

There's good, but there's also eight transit-oriented development opportunities.

There are lots of opportunities for TIFIA loans and other types of low-interest loans that we can explore once we know what we're exploring for.

Okay. Thank you.

Thank you very much. Does anybody else have a comment about AE? Otherwise, I'd like to move on with 6A. No? Okay. All right. The presentations and updates. The first one is the City of Miami update. Director Juvenal.

Good afternoon. Charles Alfaro, Assistant Director, Department of Resilience and Public Works, on behalf of Juvenal Santana. We wanted to present to you the current status of our transit operations, as well as projects that we are undertaking in the city using short tax funds. Just a quick overview. As before, our transit system has been in operations for a number of years now. We have 13 routes covering a total of 112 miles. Most of our routes operate from 6.30 a.m. to 11 p.m., Monday through Friday. Some of them run on Saturdays, 6 on Sundays. From April of 2026 through June, over those three months, our routes carried almost 1.1 million riders, almost over 350,000 riders a month on our routes. So we see a steady increase in the ridership. We started a pilot program on our little Havana, which is our highest ridership route, with additional trolley during peak hours. And we could see that the on-time performance improved because, again, of the high ridership we have in that route. And we are right now evaluating that extra vehicle during the peak hours through the end of the month. But we will make a determination whether we will continue with that after, based on that additional ridership and service we are providing to our residents. On our fleet replacement, a lot of our vehicles are old. They are beyond their service life and mileage, high mileage. So we're in the process of replacing a big part of our fleet. We just received three new vehicles between April and May. And we initiated procurement using CITT funds for 18 new trolleys. So that's pending the funding availability once we receive what the estimate of the funds will receive from CITT in the coming weeks. But usually the headway for that manufacturing of those trolleys runs around 18 months. So we are trying to start that procurement process early on. As soon as we receive word of how much funding will be allocated to the city, we'll finalize that order with our manufacturer. As you see, this is the, as I said before, the ridership in the last three months was 1.1, roughly, million passengers. This is a breakdown per route for each of the months. We saw that May and June saw like a big jump in ridership. We believe it was due also to the FIFA World Cup. There was a lot of visitors. We have the FIFA Fan Fest in downtown Miami in Bayfront Park. So we believe a lot of this ridership was due to that big influx of visitors around the FIFA World Cup. But, again, we have seen a steady increase in overall in the ridership in the past year or two. We are also undertaking a trolley master plan. We want to make sure the use we're doing of the funds we receive from CITT is the best we can do. So we are evaluating our current system, the routes, the ridership. If we are making the best use of those funds. The routes are going where they are needed the most to the big pedestrian generator areas, like transit stations, to affordable housing, to those type of big providers of pedestrians. So we already had ten community meetings. We had two per commission district. We had surveys. I believe we collected over a thousand surveys, listening to what our residents and visitors have to say that we want to see what the current issues are and what they want to see from our system. So we put together a master plan. We have gone through two drafts addressing city administration comments, internal staff comments. And the next steps, we are preparing to present these to the city manager's office and to our elected officials. Before we continue to the next steps, we'll be, like, presenting and discussing with Miami-Dade County, because some of these will require modifications to the core interlocal agreements we have to operate the system.

Can I interrupt you for a second? I have a quick question. I understand you're saying that you did your own surveys, but is there anything with our ambassador program? Do we have ambassadors for the city routes that could have been informative to us, like, add to the information that they have from riders?

Many of our ambassadors do ride the system. I don't believe we collaborated on the surveys. And these survey questions are probably a little different than what our ambassadors collect. You know, they're collecting kind of observational feedback and data, whereas I think these questions are a little more about what the riders would like to see.

Well, if there is any current issues that the riders see with the current system and any improvement, let's say, I want to extend their hours. I want the trolley to go along 32nd Avenue, those kind of stuff. We just collected all that feedback from the public, whether it was current issues or modifications and improvements that we want to the system.

Yeah, I was just saying, if we have any surveys with current issues about it.

I mean, we share that information with the city regularly anyway, so I think that they would have it. But we could, if it's not too late, run a special survey of our ambassadors using the route to ask maybe similar questions to what they're already posing to the community. So we could have that discussion. I think that's a good idea.

Yeah, help, since we have the source of information, maybe it'd be useful to add on to them.

Yeah, we want to make sure once we implement these changes for the best use of your funds.

We've run special surveys before, like, you know, along Metro Express and some others, so it's certainly doable, and we'd be happy to do it. So we'll chat.

And some of the surveys were not only online. We had staff, actually, and consultants riding the trolleys and actually surveying some of the riders on those routes. It was not only online. So we did it during the public meetings. We did it as part of riding alongs with the public in the trolleys. So it was a combination of that.

Nice. Thank you.

No problem. We started service for the Coconut Grove core area of circuit transit using an all-electric fleet, serving basically the core area of Cocoa Walk, the waterfront, on-demand service. And thus, we already have an executed interlocal agreement with Miami-Dade County. And for now, it's for a period of two years. I think we have a choice of extending it for a third year, but the initial agreement is for two years. This is a list of railway infrastructure projects that we have partially funded using CITT funds. It's a combination of CITT funds. Some of them have funding from other sources, JPAs, FDOT, city funds, of course. So we have over 60 projects that are partially funded. And I'll go more in-depth over some of these. We are going to highlight some of these per commission district. But all this is the list that we have that are projects that are on the way, partially using CITT funds. Starting with District 1, we have Northwest 17th Street, so already on the construction. This segment is from 32nd Avenue to 37th Avenue. So total reconstruction of the roadway includes drainage, swell regrades, reconstruction of the pavement, new sidewalks, and driveway approaches. One good thing, this project will have a second phase. It's finalizing design right now, which will be the segment immediately to the east, from 32nd Avenue to 27th Avenue. And that's a good east-west connector from 27th Avenue. And at the west end, we have Miami Freedom Park. As we know, there is a lot of ridership during game and event days at Miami Freedom Park. So once we finalize this project, it will be a brand-new corridor that will provide that connectivity and bypass traffic from 27th Avenue east and west to Miami Freedom Park. South growth traffic calming is missing, I'm sorry. Phase two, we assess 16 locations for eligibility for traffic calming. They were eligible for traffic calming. And some of them at the end might not be based on geometric feasibility, proximity of driveways, curvatures, stuff like that. But we're moving forward with implementations of some of these traffic commings in the South Grove area. A number of them are already being completed, and we're working on completing design on a few of them. Like, I believe we're completing design in six of them. I'm hoping to complete this in the upcoming month and have it ready for the public. Silver Bluff traffic flow. This is a very extensive study. We did for the Silver Bluff area, which is bounded to the north by Cora Way, to the west by southwest 17th Avenue, and by US 1 and southwest 1st Avenue along the east side, a diagonal. This is a very, an area that was used a lot with call-through traffic, trying to connect from Cora Way to US 1 to 17th Avenue, depending on the morning or afternoon, eastbound or westbound. So we did a very extensive traffic calming study over a year ago, and we deemed that 26 locations in that neighborhood were eligible for traffic calming. There is a variety of different measures. Some of them are street chokers. There is three traffic circles on southwest 1st Avenue, race intersections. We have two race crosswalks on 3rd Avenue, between 16th and 17th Avenue, connecting the neighborhood to the underline. So some of these projects already have been constructed. There is an extensive list that you see there. We're working through design. I'm permitting with Miami-Dade County in some of this. If there are standard treatments, like speed tables, speed homes, race intersections, we can proceed without obtaining approval from Miami-Dade County Department of Transportation and Public Works. If there are custom improvements, like 16th Avenue, which is number four in that map, we are kind of closing one leg and detouring it. There were like two openings connecting to 1st Avenue. We are sending those for the plans I already signed, the first version. We went through the first phase of review with Miami-Dade County. We received comments. We are addressing those comments. We are also doing some designs for the traffic circles that you see on the diagonal street on 1st Avenue that will be sent also to Miami-Dade County for approval because they are non-standard. They are very custom. Those traffic circles are kind of like an eighth shape because the streets are skewed. So they are very, they have a complicated geometry that we're working on on the design. But we're making progress. Some have been built. And we continue to make progress on this neighborhood that they really needed the help trying to avoid and reduce some of that call through traffic.

Now, before you move on, I just want to, again, I do this a lot. I'm sorry. But I, so I live in what I thought Silver Bluff was, was 17th Avenue to 27th Avenue. So I'm in the district city, Miami District 4. This is in the city of Miami District 3. Right. I just, I mean, obviously I didn't vote for this or do anything with it. I just want to be clear for the record that the chair of the CITT is not benefiting in any way from this project.

No, again, there was a traffic study we did in conjunction with, on the direction of Miami-Dade County. It was a lot of coordination back in the day. So it's.

I'm very aware that this neighborhood really wanted traffic coming.

Yeah, it was, it was, it was, it's a busy neighborhood, so let's say. The Miami Boulevard, this is out west by Flag Island 72nd, close to Flag Island 72nd Avenue in front of Badia Center. This is a three-phase project. Phase one was completed. We had a JPA with Miami-Dade Water and Sewer for water main improvements. And we did some of the road improvements already on the north and south sides of Badia Center, which is the dark blue shapes you see in the map. And we have a phase two currently under-designed that we expect to start next year. And we'll have a phase three being designing house also, which is the green part that we also expect to be starting construction in the next year or so. And finally, on District 5, we wanted to highlight the Buena Vista local drainage and road improvement. This was Northeast 53th and 49th Street. It was a complete reconstruction. We had to kind of come up with a kind of non-standard cross-section to maintain some of that tree canopy that we had along those streets. But it came out really nice. It was quite a change. We had completed construction on both projects. You can see some pictures in the bottom. And we are in the close-out process for these two. Overall, we have up to the first three quarters of the year, we are at a 59% expenditure for the transit portion that we have forecasted. We haven't received all the invoicing for the third quarter for that transit, so we expect to be around the 100% forecast that we did. For the transportation, we're already at 110% expenditures at the end of the third quarter. So we expect to weigh beyond what we forecasted and continue making good use of those funding allocations. This is for the last, for the previous fiscal year and the first three quarters, again, is the cumulative. You can see in the green line at the bottom, expenditures so far. And in this year and almost two years, we are roughly, between transit and transportation, I'm sorry, and construction, we are roughly $150 million in these past two years of CITT funds.

Can you go back one slide? Yes. Sorry.

Give me a second.

Maybe you're going to explain it, but what's the difference between the total actual expenditure and the cumulative expenditure?

Well, the total actual is each quarter, how much you expend. The cumulative is just adding all the previous quarters.

Of what was spent, actually spent.

Correct.

Okay. Understood. Thank you.

And finally, the city has committed $84 million of CITT funding to 63 projects. That was the big table I showed up at the beginning. And those projects have a total cost of $407 million. Thirty-five percent of those are CITT funds. I'm sorry, 35 percent of the CITT funds that we program or we forecast have already been spent. And we continue to make progress on those capital projects.

Is it the hope that it will be 100 percent by the end of the year, or when does the, like...

It will be a five-year work program that we provided you with.

Oh, I see. I apologize.

Okay. So we expect to be beyond, like, way before that. As you saw, we are, on the third quarter, we're already over 110 percent of what we have forecasted for this fiscal year. So we are making good progress.

Got it. Thank you.

And we appreciate your help and always your support with our projects and transit systems.

Thank you, Mr. Alfaro. Does anyone else have a comment? Go ahead.

Thank you very much, Director Santana, for the very...

That's my fault. I read from the agenda. It was Director Santana. This is Assistant Director Alfaro.

Oh, pardon me, Assistant Director. But thank you very much for the comprehensive presentation. I had a question about the slide regarding the Buena Vista local drainage and road improvements. I recognize that both of the projects on 49th and 50th are 100 percent complete, and we had allocated CITT funds, I think, in the amount of about $2.7 million. It seems $800,000 of that was actually spent, and the project was able to be completed, and you've listed $1.9 million in remaining funds. What winds up being the plan for those funds? Do you guys move those over to another project and you come to us?

Yeah, again, we are in the closeout. We are expecting final invoices, so that number might change slightly, but any unused CITT funds will be reappropriated and allocated to other... If we go back to the initial table, you see some of those projects are actually underfunded. Right. So whatever funds are unused, we reallocate and we reappropriate to another project.

Okay. I was curious about that. Thanks. And excuse me, a quick follow-up. I'm happy. I think we're all... Everyone's happy to see when projects come in on budget and things of that. Why, though, was this... And if you know, did you guys request so much extra funds, a portion to this project, and you didn't wind up using anywhere near...

We do a high-level cost estimate when the projects start. Once we receive the actual... We finalize the sign and we receive the actual estimate on the proposal from a contractor, sometimes it comes under what we had estimated, which we're always happy to hear.

Of course. Right. Were there, like, environmental factors? I'm just curious.

No, really. Nothing. Again, we had to change the cross-section to accommodate some of the... There is a lot of canopy in those streets on the south side, I believe, if I remember correctly. So we kind of had to shift a little bit the cross-section, instead of being centered on those roads, a little bit shifted to the north to save all those streets on the south side. But I'm not aware of anything that had dramatically changed. Again, we did some... Once we... And the planning stage, when we present them to you, and we list them in our list of future projects, it's a high-level estimate. Once we receive those estimates, it's more pinpointed. We have a final design. We know how much drainage... Drainage is a big component in these projects. It's going to cost. Sometimes we try to minimize it once we run drainage calculations. But that's refined towards the midlife at the end of the projects.

Okay. So I guess, in a way, we just shouldn't look the gift horse in the mouth. But, yes, I get it. Thank you.

No problem. Anyone else? Thank you so much for your time and the presentation.

Madam Chair, if I may, I also want to thank City staff. They are working very closely and well with Mariana Price, our Municipal Program Manager, and are making really great progress. They've come a long way since we started this exercise. So thank you. Appreciate you.

Okay. Thank you. 6B, the Quarterly Municipal Update.

Mariana Price. Good evening, members of the Trust. Madam Chair. Mariana Price, Municipal Program Manager. I'm here to present the Municipal Program Quarterly Update. So I always like to get started with the ridership trends. I updated this chart to include, which I didn't have previously, the ridership from the now operating, fully operating Miami Beach Water Taxi. So in quarter two, they have just over 51,000. In quarter three, just over, or almost 55,000. So when adjusting that, it looks like the changes weren't as drastic as was reported during the last quarterly update. So we only have a minimal negative 1% decline in ridership from last quarter, and year over year, only a decrease of 0.35% in ridership. Previously, I used to include the last six quarters, but then I decided it might make more sense to show how the line changes over time. So here are the last seven quarters of the municipal ridership for all three forms of ridership. We have fixed route, on-demand, and micromobility. This chart, I think, is better at painting a picture of what the trends are. So this chart shows that while last fiscal year had higher ridership, the same things are happening. Quarter one ridership, from quarter one to quarter two, it starts to increase. Quarter two is usually the peak of the year, and then it starts to decrease. Quarter four is the lowest amount of ridership, usually. And that makes sense because it's the summer, and school is out, and maybe the municipal transit is less needed. And then it climbs back up again for when school starts again in quarter one. This is the quarter three spending for the municipalities. So we have a year-over-year difference of only negative $2.7 million. And last quarter, we spent, well, this quarter, we spent $7.7 million less than last quarter. Here's a chart that demonstrates the different types of municipal transit services offered. And this is the first quarter where I am presenting to you a new column, which denotes water taxi. It is an eligible expense, but the different color check marks here tell you what the funding sources are. So you do see that that Miami Beach water taxi is yellow, meaning they don't use any half-penny transportation surtax funds to pay for it. But if they wanted to, they could. If they had more funds, they would, certainly. But it's also kind of like an announcement to other municipalities. You know, you could use your surtax dollars if a water taxi was something that was viable for your municipality. The green, of course, shows that they use half-penny and other funds. The blue check marks show that they only use surtax funds. So what we really like to see here are green check marks because that means municipalities are leveraging their half-penny surtax funds, getting matching grants from the state or what have you. Here's my little Jenga showing which municipalities offer which services. Now there are only six. I was taking a look at this. There are only six municipalities. If we don't count the two municipalities that don't offer any type of service, which is El Portal and Golden Beach, there are only six municipalities that do not offer on-demand. So on-demand is the most popular form of transit that municipalities offer. I thought that was interesting. So in the past quarter, I've met monthly with staff to discuss audits and MOE issues. We had a presentation today by the city of Miami. And I regularly coordinate with our ambassador coordinator, Cheryl Mizell, to discuss service issues with the municipalities. I relay that information to my liaisons. And we held our municipal program committee meeting on September 9th. On June 30th, along with DTPW personnel, Linda Morris, we went over and we met with the North Miami Beach staff. Kind of like an orientation meeting and transit update. We're onboarding. They've had some turnover there, so it was really helpful to meet with them face-to-face and to learn more about the issues that they have going on. Then I met with City of Hialeah, also in person, also new staff. We're in orientation July 14th. And with City of Miami Springs on July 21st. That was with CITT staff virtually, actually. August 26th, we discussed the circuit changing their fare with DTPW personnel and CITT personnel. Oops, I meant to. And then with Biscayne Park, we are working very closely with them. I'm meeting with them regularly to get them back into full compliance. Because as of right now, they are the only municipality that we are withholding funds from. So it has been my goal since the beginning of this fiscal year to work with them hand-in-hand to see that we can get them off and be able to have a status of we're not withholding from everyone because everyone is compliant. And then, of course, we met with City of Aventura's staff. Those conversations are also ongoing. I think we got somewhere with just our internal staff, their internal staff. No attorneys involved discussing the MOE issues, which we hope to have resolved soon. The first bullet point of the last slide. What do you mean about circuit charging per pair? So when circuit first was launched in the City of Miami in the Coconut Grove area, it was...

That's the name of, like, instead of freebie.

Sorry, that's where I... Correct.

Yes. Yes. Got it. Okay, that was your question? That was my question. I was like, wait, circuit? What circuit? But you see the county.

Yes. Thank you. No problem. And then, last but not least, I've corresponded with the county attorney's office to discuss... We get regular questions from municipalities asking all sorts of questions on eligibility and compliance. I have regularly quarterly meetings with DTPW, Linda Morris, and her staff to review what the outstanding issues are with the interlocal agreements. We have regular communications with them to make sure that everyone is in compliance. And then, of course, we meet quarterly with the clerk of the court and comptroller to review all of the audits that are in play, those that have been initiated, and those that are in draft form, and what have you. So I know that they've already started within the past 24 hours, 48 hours. I know that they've started with Miami Springs, which is not listed here, and also with the City of Miami. And that's all I have. Thank you. Any questions?

No.

Thank you so much for all your work. Thank you so much. It's ongoing every day. All right. The next is the ATMS update.

Good afternoon, everyone. I'm Frank Iyer. I'm the Assistant Director for the Department of Transportation and Public Works, overseeing the ATMS project as well as operations and maintenance. The Advanced Traffic Management System project is one of the original projects from Exhibit 1 in the PTP. We are currently in the process of deploying new technology to all our intersections. The project ultimately is a technology and infrastructure project to try to establish a baseline for our traffic signals to be able to interact with emerging and evolving technologies. At the moment, we have completed full functionality testing that we required of the contractor, and deployment to the actual street started as of August 3rd. At the moment, we are moving at a very nice clip. We have installed over 140 traffic controllers in the last month and a half, so we are progressing very, very efficiently in order to meet the schedules of the project that's going on. The current contract that we have for the ATMS project is with Horsepower Electric. They are deploying Econolite 2070 LX controllers. That contract was awarded in October of 2024. Total price of that contract is $200 million, which is currently funded entirely by mobility impact fees. But, again, we are moving very nicely in the project. The project is a 10-year contract, but the deployment is anticipated to be completed within five years. Within seven years, we anticipate improving or upgrading the vehicle detection systems at county intersections, up to 600 intersections. And with that, we'll be able to continue to move forward with advanced technology and traffic management strategies in order to improve mobility throughout the county. So I don't know if you guys have any questions.

No. Well, thank you so much for coming and giving us this update. I appreciate it. Does anyone have any additional questions, comments? Go ahead.

What part of the county did you start redoing the traffic lights, I guess?

The project is actually starting countywide, but primarily on the outskirts of the county, moving more towards the urban core, simply because as you move into the urban core, it becomes more complex operations. So as we try to handle the intersections that are, I don't want to say they're simpler, but the operations aren't as complex, we're able to move quicker and more effectively and almost, I don't want to say it's a proof of concept, but we're able to incorporate any issues that start to come up at simpler locations rather than trying to get bogged down in very complicated intersections. So we're pretty much moving from the outskirts towards the center of the county, towards the downtown urban area.

Thank you. Thank you again. Okay. 6D, the South Dade update. It looks like there's three sub-presentations within that.

Good evening. Welcome. I believe that the next presentation is for the shared drop-off and pick-up areas. Pretty much the same information as the last two last presentations. If you have any questions, I'll be happy to answer any.

Thank you. Perfect. And this is Ms. Hedges, right? Yes. Just for the record. Okay. Go ahead. I think the second one is the trail shared use path enhancement.

Correct. And the updates in here is we are now at a 60%. We, as reported last time, we had a four-month delay because we stopped to rethink the project and the scope of the project. We have since moved forward and we are at a 60%. We are working through new requirements for NEPA evaluation as required by the FHWA and FDOT instead of the one for the FTA. But the project continues to move forward.

Do you have any questions?

Go ahead. Go ahead. Sorry.

We're on the trail. Correct. Okay. I do have a few questions, if I may. I'll try to keep it short. So the overall cost went from $198,000 to $74 million. And, you know, then I also read it almost seemed conflicting. Maybe it was in the five-year plan, but it seemed like there was a, you know, reduction in cost. And then the questions that staff had asked, I believe it was, I have it in front of me, had to do with, you know, how can this be a good trail without the mitigation of the routes and other things like that. But it looks like that was added back in.

Well, there was always, it was never eliminated. So what we decided, the cost was reduced because instead of completely taking it out and redoing the entire trail, reducing and fixing the trail that is in place today and doing a lot of work to it to make sure it complains with the code. So there are a lot of areas, but it's not ADA compliance. It's a lot of areas that have been broken down because of three routes. And also we're going to be adding a six-inch concrete strip at either side to make sure that we extend the life and reduce maintenance costs overall. So it's a very smart way to approach the trail redone. It's resurface and remilling. Now, we have to include all of the root barriers on those areas where we are not removing trees that are in close proximity and has created issues. The cost reduction happened is because we were trying to do a true forestation of 22 miles. And as you pointed out on our first presentation of the project, you may want to evaluate the sun pattern because you're not going to be providing with all those trees a lot of shade, just how the sun falls. And sure enough, we did that. And we discovered that in truth, there was a lot of money being spent on a lot of landscaping that will not provide the benefits that we were thinking about, like that shade. So we decided to completely reduce it. We're going to be micro-seeding, which is a completely different approach. And we're going to be focusing the landscaping around the BRT stations and intersections, the entrances to the trail. And the same thing with the water fountains. We have water fountains all over the place. We're going to be focusing on the intersections where there are existing water lines. We will be providing some seeding, but the seeding is not going to be this formal seeding, but it's going to be more nature-based seeding. So there have been some strategies to truly reduce the cost, but it's still provide the same level of project.

May I follow up? What's hydro-seeding? I mean, I had a family business sold a tree nursery, so I know a little bit about trees. What's hydro-seeding?

Hydro-seeding is just, there are some areas where it's very bare, so it's just like ACOT does along the highways. They spread all of the seed that is native planting. That requires very little landscaping. It's not trees.

It's not trees. No. You don't have that many more years left to live to be able to see a tree. What are the sizes of the trees that will be planted around?

That's information that I could not be able to tell you.

When will we be able to know?

When we get into the landscaping plan and it's far enough alone, I know that we have surveyed every single tree that is along the corridor, and we have a plan that was used to create the 60% estimate. But I particularly haven't dwelt into asking the question about what size of trees we're going to be planting. I know that when we have a combination of mature trees and siblings, right, what the size of the mature tree is, you can expect that it's not going to be anything over 12 or 15 feet because those are far too expensive. So we learned that from the underlying, right? So a mature tree coming up from a nursery, which we can get two or five hours away, it is about $15,000 per tree. And we have 22 miles.

Right. Oh, and the furniture, the natural-looking benches, what is that, a tree stump? Or what would that be?

No, it is.

I don't mean that sarcastically. I really mean it. I've seen tree stumps and, you know, designed to look like chairs.

So our, if you remember the presentation, the PowerPoint originally, it had eulite stone. So eulite stone is, and you can see it in the underline all throughout. It is a natural product or byproduct that we have in South Florida. So it is just a stone that has been cut down, sanded down, and polished so you can sit on it. Now there's another one.

Oh, okay. Oh, okay. I thought it had to do with wood. Thank you. Okay. Thank you.

I got used to using the eulite. It's coral.

How does the project compare to the underlying costs that the county provides?

Oh, way less money. I mean, the underlying cost, when it's all said and done, it's about 100 percent. Everything included, every study, everything, is about $145 million. And that was only for 10 miles. Remember also that the underlying had a lot of amenities. The underlying is under a metro guideway, which has a lot of utilities. So the amenities, the utilities, the fact that it has all of these intersections that had to receive full integration or signalization and changes. It just made the project expensive. And it's part of an urban curve. So in here, we are just tickled because we are now delivering a project that is under budget. It continues to be in schedule. That is funded. And it is going through an urban core, but it's one of the longest segments of the Miami Loop. So it's significant. So we're really excited about it.

And the schedule looks like it's right now 2032?

Correct.

And it started three years ago, so it's a nine-year project?

Full construction and everything else. So we had a 30 percent planning, and that's when we stopped. And a lot of that we have to kind of not use. Some of it was we were able to salvage, but when we changed the approach to the project, it's almost like restarting again. So, yeah, we expect to have the 100 percent design on July 2nd, and then it's the procurement process.

Thank you. If you finish a phase earlier than anticipated, are you able to start the next one, or are you bound by the start date of the next phase? Like, do you have to wait?

I can start early, yeah.

You can start early?

Yeah, if we can accelerate it, absolutely. And that's what we're trying to do. Right now, the delay that we have right now, seven months, is because of the NEPA. We receive a congressional appropriation of a million dollars. And that, instead of traveling through the FDA, travels through the FHWA, and the requirements are completely different. So we have to redo a lot of the work to comply with our certification processes for both.

Understood. Thank you. One quick question. I'm sorry, I just want to find out more about this. Is there anything for safety? Like, some of the colleges have little booths where you can pull the string or whatever, pull the...

So safety, all of those pull boxes...

Because this is much, you know, this isn't like the underline where there's a lot of activity.

Well, we actually discussed it for the underline. We also discussed it for the South East Rail. These call-out boxes, those blue boxes that you see in our parking lots and things like that, rely on Wi-Fi and fiber. And we don't have Wi-Fi. In fact, we actually try to see... That doesn't mean that you cannot have it. We have had discussions to see whether we can put a package out there for a private provider to come in and use a corridor to provide fiber and the services that we want. That is not out of the question, but it's not part of the scope. So... But there is a possibility.

Thank you very much. Thank you.

Thank you so much. You're welcome. Okay. The next one is D3, South Dade Transit Operations Center Facility.

Good evening. Alex Byers, Assistant Director of Construction, DTPW. The STTOC, we are... We've received major updates here. Everything's on the page. But major updates are we've received TCO, the Temporary Certificate of Occupancy, that allows us to start working and staffing the facility on all but three of the buildings. Those three remaining buildings are expected before the end of the month. We currently have our operations folks scheduled to start occupying and training out of there in mid to late October. And we intend to operate out of the facilities coming in November, right before Thanksgiving. So if there's any questions.

So you're listing it, the status is yellow?

Because there was a setback in the project at the beginning where we had an electrical duct failure that did push the schedule for the project out.

Result?

It has been resolved. And we are operational. We do have permanent power. We've had permanent power for several months at the facility. That fails to provide us permanent power. We actually got our third leg, which is one of our backup redundancies, maybe 60 days ago. So the facility is fully powered at this time.

Anyone else have any comments, questions? No? Thank you so much.

He has another one.

I know. I want to move on to 6B. That's the South Corridor Park and Ride. Dayland South Intermodal and Southwest 168th Street.

Yes. So we'll start with 168th Street. 168th Street. This facility has been open since April. We did receive the final certificate of occupancy from the building department, meaning we cleared all the permitting issues three weeks ago. So I'm not sure if we want to keep reporting on this. The facility is fully operational at this time. I do believe that your plaque has been installed at the facility. That was recent. I did see a photo on that.

How did you miss the opportunity to take a picture?

I will double check. Maybe they... I don't know what they were looking at. I don't know if it was actually installed yet. Okay.

I don't have a picture of it. Maybe where they're going to install it with it propped up in that location. I will double check on that. I appreciate that.

Thank you. So you don't have any questions or comments? No? Okay. Thank you, Mr. Barrios. Do you have...

I'm not sure where we are.

We're on 6. Now we're on 6E2.

So I didn't speak to Dayland South. I'm not sure if that was...

Oh, did you not speak on 168th Street yet? Sorry. Go ahead.

Dayland South, just real quick, major accomplishments. We have installed... We're installing the tile and cladding on the new canopy. And the major accomplishment since the last report was the Kissin' Right area has been reopened. So the new elevator is installed and is working. The escalator should be working in that location in the next two weeks. But that area where the pick-up and drop-off occurs on the south side... I'm sorry, on the north side of Dayland Boulevard was opened in July. And that's one of the accomplishments since the last report.

Okay. Sorry. Go ahead.

What was your question? Mr. Barrios, what's going on with the Marlin shelter for the BRT?

I'm not familiar with an issue at the Marlin Drive station?

Yeah.

I'm not familiar with an issue. Do you have any more information?

Well, it's in the five-year plan. And we had talked about it before.

That would be Mr. Busmonton.

But we had talked about it before. It was added something that we had seen meeting two or two ago that it was going to be built. And, you know, I was just wanting to find out what the status was of it. But it looks like it's going to be several years. And I'm just kind of wondering, because this was a very inexpensive project, the BRT, when you look at everything, the cost, as the costs are today, and the mode of transportation that's been approved for the other routes. So, you know, $330 million for the BRT, I would have thought, you know, that we could have gone a little faster on this Marlin. And it's not a kiss and ride. It's an actual, supposed to be an actual air-conditioned place for people to wait for the BRT.

So the BRT station at Marlin has been fully operational for over a year now, for just about a year. I believe that the project you're speaking about is...

Member, good evening. Javier Pustamante with Assistant Director at DTPW. So what you saw is, and Paola's here, it was, I believe it was a planning study to build a park-and-ride facility adjacent to that, the existing Marlin BRT station.

That's what I'm talking about. You're right. Yes. Absolutely. Thank you for the correction. It's late. No worries. So why is that? I mean, is that acquisition of property?

Yeah. So we've got to go through a study.

Look at... The giant BJs there.

There's the BJs. We don't want to acquire BJs or Walgreens or El Dorado Furniture. Or any of them. We're trying to, through the study, we will hopefully be able to come up with an alternative that stays within the existing right-of-way, the existing footprint. So it'll look a lot like the 168th Street garage within the footprint vertically above, adjacent to the station. So that's the goal. But I believe what was approved was the study to move that forward, the planning study.

So it's in the Kissin' Ride then, is that correct?

It is a park-and-ride facility. The vision is to be adjacent to the station within the existing right-of-way.

But for now, since the station is there, have you dropped people off?

Correct. So there is no parking currently at Marlin. Right. It's a drop-off pickup area only at Marlin. And that's the goal of the project, is to introduce parking at that station, which is very busy.

But I mean, currently, then, is it in the project for the Kissin' Ride?

In the Kissin' Ride, yes. Yes, there is. The Kissin' Ride project that Irene presented a little bit ago, yes, there is a portion of it where we're introducing spaces to drop-off pickup at that station within the public right-of-way.

Okay, great. Thank you very much, both of you. Sorry. Thank you. Okay.

Sorry, I'm a little off. So you have completed your presentation, right? As far as I'm aware, yes. Okay, thank you. Mr. Bustamante, are you prepared? Did we do 6E2, the transitway at Southwest 344th Street?

Sure, 6E2, just a discussion item. We don't have a presentation. But this project, it's been ongoing in multiple phases for many years. We're building through it. Right now, we have programmed about four additional phases of improvements to the transitway. This is a CIP-014. It's the transitway park and ride terminal at Southwest 344. So it exists there today. And the project, the first phase that we recently accomplished with the opening of the transitway was our first phase 1A was modifications to get our 60-foot buses into the facility. It was previously designed for the 40-foot buses. We had to get some modifications to the aprons and the driveways. That's been completed. We also completed the acquisition of two remaining parcels. We completed those last year. We've presented this previously to the members. Two additional homes that were acquired so we could continue to expand this parking lot. It's a popular parking lot. It is full at 248 spaces currently. And so the remaining phases of the project introduced the expansion of the parking lot, another 70 spaces. And it also introduces a public restroom. This is a terminal location. We have a lot of member patrons that ride to the Monroe Express, so long rides on the bus ride. So it's important to get some public restrooms there. It also introduces a security guard facility there. And it introduces and it remodels a current bus operator facility. Along with that, so the project has these multiple phases. What I'd like to discuss with the members is we are in receipt of a transit-oriented development unsolicited proposal that has entered the county. We're currently evaluating it. We just received it July 30th. So with that project and understanding the scope of our project, we are making sure that we're still advancing some of these designs, ensuring there's no throwaway. For example, advancing the next phase introduces just in the transit way and in the bus terminal, which would not be impacted by any future TOD if there is a TOD, on-route bus chargers. So we've got that project reaching 100% design in October. Those are much-needed on-route electric bus chargers that help our transit way and our service. The following project would be introducing those public restrooms and that security hub. We want to continue to advance that design because we don't know what the market is in real estate. We don't know if this TOD comes to reality. But why we are going slow but moving forward, surely, is that we want to see if the TOD brings those amenities without costing the taxpayer anymore, just incorporating it into the ground floor retail, the AC vestibule for patrons to wait, the public restrooms, the security guardhouse. All of those can be introduced into a TOD, including replacing the existing canopy to meet better coverage over our new buses. The current design doesn't line up as it should be with our 60-foot buses. So all of those improvements, although we're advancing those designs, we are also currently looking at what the TOD could bring to us and try to merge those two together. So that's where we are, so I'm open for any questions or discussion on the project itself.

Vice Chair Bill? Okay, real quick. So this is all the TOD is just in relationship to the bus terminal, correct?

The TOD would be...

It's not, you know, the route, the 22-mile route?

No, the TOD would be strictly over the existing parking lot at this facility, at Southwest 344 Palm Drive, which is our end of line for the transitway. It's away from the transitway.

I see. Thank you. I was thinking, I'm like, man, that's a big surface lot. That's exciting. Okay. Does anyone else have any comments or questions? No? Thank you so much. 6F, Miami-Dade Transit Wayfinding Program presentation. Good evening.

Good evening. Paola Vaz, Chief of Multimodal Development for DTPW. So the goal of our wayfinding program is to implement clear and consistent wayfinding to our transit system for all most of transportation, including at the roadway level as well as the pedestrian level. Having clear and consistent wayfinding reduces confusion, shorten travel times, and improve accessibility not only for commuters, but only for first-time riders, which we saw proof of that during our FIFA workup. So the progress today for our project has been that we have completed design for all the roadway level wayfinding for all the 23 metro stations. We have also completed design of pedestrian-level wayfinding for eight transit stations and hubs, and we have completed implementation of pedestrian-level wayfinding at four stations and hubs within county and municipal facilities. So these are the eight stations where we have completed pedestrian-level design. The locations that you see with the check mark include stations where signage has been installed. We took advantage of FIFA, and we installed some legacy signage in these locations. 268 were designed, and only 173 were installed, again, within city and county right away. Then DTPW will be coordinating to install the rest of the locations with FDOT and Miami Aviation Department, since some of these were for the Miami Intermodal Center and on the state road system. In the downtown Miami area, we installed 134 signs, and 61 couldn't be installed because they were within FDOT's right-of-way, so farther coordination will have to be done on that. So this is one of the areas where the signage was installed in the downtown Miami area. The limits of our analysis expanded the network to capture pedestrian movement into downtown from all directions and created intermodal connections. We also created connectivity by aligning signage with major intersections and key metro rail metro mover and regional transit modes, as well as connections with other points of interest in the area. And we tried to optimize the implementation through a phased deployment that addressed permitting constraints while maintaining the hallway finding goals, of course. And the map that we see on the left includes the signage that was installed throughout the downtown area, that was designed throughout the downtown area. And then the second little map includes the points of connectivity that we were trying to connect to and create that way finding. And then we can see some pictures of the installed signage in those areas of downtown. Another location that was completed, as well, was along the MLK metro rail station. So in this station, we responded to travel and movement patterns by enhancing way finding for transit users, ride-share passengers, bus arrivals, and personal vehicle drop-offs. So for the workout, we wanted to make sure that it was clear and understanding where they had to connect with the buses, where the riders will be drop-off and connect their Uber drop-off pickup areas. So we focused our design on a strategic upgrade to the system signage, improving visibility and legibility at key locations near the stations and along major pedestrian corridors and connections. So we streamlined implementation in this station through agency coordination and being very conscious with the facing of the permitting. And then the last location where we were able to implement the signage was in Golden Glades Intermodal Center. We centered our navigations around key destinations, including the connection with tri-rail, the parking garage, station entrances, and pick-up and drop-off zones. We clarified pedestrian circulations with intuitive routing, the separated foot traffic from active bus operations, and discouraged access through designated bus-only areas in this area. It's very complicated. Pedestrians just cross in front of the buses all over the place. So we're trying to create that guiding, that wayfinding, so they follow a safe pattern of accessibility. We streamlined the delivery by prioritizing feasible installations, avoiding FDOT-controlled right-of-way constraints, because we still have to do some coordination with that agency, and maintaining core wayfinding goals at the same time. So the next steps for our program, because this is a program, is to develop our GIS-G-located database to really understand what has been implemented, what is still in the books to be implemented. Coordinate the implementation of the signage with our partner agencies for wayfinding installation on the state roads, as well as the Miami airport, and advanced micromobility-level wayfinding at the stations that the design was completed, but we were not able to implement before FIFA, and as well as continue with concept designs for all other stations, because we only completed micromobility-level design, pedestrian-level design at locations, at eight locations. So we still have several other to complete, 33 other locations to complete.

Great, thank you.

Any questions?

Seeing none, I'll ask that you go on to the last presentation, 6G, the Metrobus high-capacity transit reliability.

Perfect. That would be me as well. Perfect. So our Speed and Reliability Improvement Program is a multi-year system-wide analysis of Metrobus routes where we have identified to have efficiency and reliability problems. So this effort will provide operational safety and geometric improvement and strategies to improve, to create, to solve these reliability problems, challenges. The scope includes planning analysis, as well as design and construction of near-term infrastructure and intelligent transportation system improvements. As part of the comprehensive operational analysis, and in coordination with our service planning and our bus operations teams, we selected Route 7 and Route 37 to begin our program analysis. So as I mentioned, Route 7 and Route 37 were the ones that we started our program with. So we evaluated these two routes. Route 7 is a primarily east-west 60-mile route connecting Dolphin Mall with downtown Miami. Route 37 is a north-south 25-mile route that connects Miami Gardens and South Miami. The data tables that you can see shows average headways showing at different times of day during a weekday. So one of the parameters that we also analyzed was the ridership. We evaluated the ridership activity and identified the bus stops locations with the higher activity by direction. So as you can see, the red and orange circles show the areas where we had the highest activity of ridership. And it showed to be in downtown Miami, Adolphe Mall, Northwest 7, and Northwest 37 Avenue. At the intersection of Northwest 7 and Northwest 37 Avenue. The average weekday ridership for Route 7 is about 3,000 riders per day on an average weekday. And we have 163 bus stops for this route. Another one of the parameters that we analyzed was the speed of the buses. So we evaluated average bus speed to understand areas of a slowdown affecting the bus operations and the service schedule. So the red, dark red lines that you see is the areas where the bus were really slowing down. The corridor passes through different jurisdictions, which is Sweetwater, City of Miami, and unincorporated Miami-Dade County with 108 signalized intersections. With the highest AADT congestion being along 107 Avenue, 87 Avenue, Flagler Street. So as we can see, the slowdown happened a lot at the intersection. So we did a data-driven analysis as well as we had conversations with our operators. And we did field observations to understand what were the causes of the delay. And we understood that the major delays were like the intersections, left-door movements, not enough signal timing for the buses to do the movements. And a lot of traffic in the downtown area. For this route specifically, at Northwest 5th Street, that drawbridge caused a lot of delays as well. And the views from our operators were pretty similar, that the delays were caused by the drawbridge. They also recommended that we look into consolidating bus stops and improve the station at Dolphi Mall, which, as you can see, is the highest ridership location for this route. So this is 37th, yeah. So now with 37th Avenue, we also, of course, look at the ridership and the ridership activity. Again, the red and the orange circles identify the highest locations where we have the most ridership. We found that this was at South Miami Station as well as Douglas Stations, and 37th and Bird Road, and 47th and 9th Street. This route has 201 bus stops with about 3,800-plus riders on a weekday. Again, we evaluated the bus speed to understand areas of a slowdown affecting our bus operations and our service schedule. The areas in dark red indicate the slowdown locations. We see that the delays on this route were caused, again, by major intersections. Left turns at different intersections. There was not enough storage or signal timing. We also found that there was a lot of operational and maneuverability issues at the metro stations, at the stops at the metro stations, and a lot of delays around the Miami International Airport. Then from our operators, we also heard that major intersections were an issue, as well as railroad crossings, and a lot of southbound delays due to high traffic and different points of interest along the route. This route connects Miami Lakes, Miami Springs, Cora Gables, City of South Miami, as well as an incorporated Miami-Dade County with 109 signalized intersections, having the worst traffic along with most ADT along 42nd Avenue, DC Highway 57, and 37 Avenues. These are very long routes, as you can see. So we did a service level and operational analysis to kind of determine what our issues were. Some of the metrics that we analyzed was, again, on time performance, the average daily traffic, the average bus speed, and the roadway configuration. With that, we identified different factors that were causing that delay, like the bus stop proximity, so too much density of bus stops, intersection capacity and signal timing, excessive queuing, school zones, roadway configurations that were making it very complex for our bus operators to maneuver. So, because then, you know, with this analysis, we developed potential improvement strategies to create more speed and reliability for our services, which include geometrical improvements, service optimization, route optimization, and passenger amenity improvements. Sorry, I hadn't, this was a slide that I just spoke on. Okay, so, to summarize for Route 7, we have preliminary locations that we have identified where we can do improvements to reduce the delays. The potential causes of delays along this route in these locations include signal timing, excessive queues, congestion, school zones, and roadway configuration and capacity constraints. So, potential improvements that we're proposing is signal optimization, signal preemption or bus priorities, as well as intersection and geometric improvements and route modifications. In the same token, along 37th Avenue, we also have identified these preliminary locations where we can improve, make some improvements that will create reducing the delays. The potential causes, again, is signal timing, excessive queues, congestion, school zones, and roadway configurations. Some potential improvements include signal optimization, intersection, geometric improvements, and route modifications. As well as including passenger amenities improvements. The estimated cost to implement the proposed improvements for these two routes specifically is about $1.75 million with planning analysis, because we have to do some further planning analysis to change the routes and look at rerouting some of these locations. It's about $550,000, designed about $550,000, and construction that at this time includes implementation of bus shelters and bus amenities, among other things, right now estimated to be $700,000. And so, the next steps for our program is to try to program the implementation of these improvements, continue our analysis, and then also initiate the planning analysis for the next cycle of routes. Because, as I mentioned, this is a program, so we will continue doing a system-wide analysis.

Thank you. So, it's obvious, you know, I could see from the presentation that you have the operator input. Did you get any rider input, or would there be any benefit to, I don't know if, again, I don't know if we have, like, a CITT ambassador on either of these two routes or coordinating that information?

Yes. Our team, our consultant team that helped us with the analysis, did ride the routes and spoke with some of the riders along the way. And with our operators, it was very intense. We spent an entire week sitting in the cafeteria and talking to them as soon as they came back from the routes.

I mean, if, again, I feel like the CITT ambassador thing I'm offering, I'm making probably more work for Cheryl, but to the extent it's available, I feel like it's a potential source of information that might be helpful. So, yeah.

We'll look and we'll pull some information from those two routes specifically and share them with the department. And again, we share all the information with them in general, but it may not be getting to you as part of this analysis.

Yeah, it may not be. Yeah, it'd be wonderful. We appreciate it.

Thank you. Does anyone else have any comments or questions? No. Thank you so much for your presentation and your time. Okay. Now we are at the informational reports. Does anyone have any thoughts or comments about that? I know we already talked about AE.

Yeah, I usually do share 8A, the latest financial reports. And unfortunately, as has been the case now for several months, we've been seeing double-digit decreases in our collections year over year. In this particular case, in the month of June. The good news is that when they do their quarterly adjustment, it came back up about 8.5%. It doesn't make up for all the losses throughout the quarter, but, you know, at least it helps to mitigate it a little bit. But as we've discussed in the past, that is likely largely, if not exclusively, due to the elimination of the business rent tax that was passed by the state legislature a year ago. Yeah.

Thank you. Do we have any old business or CIT team meeting follow-up issues? No? Okay. My report. Thank you, Javier. So, unfortunately, I wanted to attend last Friday, but I wasn't able to. But thank you to the members who did attend the virtual workshop to learn about and discuss the larger transportation planning framework. I understand our partner agencies all did a great job of describing their planning process. And thank you, DTPW, TPO, and FDOT, followed by a thoughtful and contributed to the thoughtful and constructive discussion about CITT's role within that larger framework. Staff is working to prepare and share the video with all members and perhaps create a broader orientation video that we could share with the larger community. So, thank you all again. Mr. Director? Is it my turn? No, it's not. You're right. Yep. Municipal Program Committee report. Our chairman is not here. Yeah, so we'll skip that one. We met. We talked.

We solved the world's problems, yes. Thank you, Madam Chair. First of all, I echo your sentiments about the virtual workshop and thank you all once again. But special thanks to Director Miller, who attended and presented at that workshop after a very long night into the wee hours of the morning for the budget hearing and got very little sleep. So, we appreciate you. Thank you. Since our last meeting, we've had a couple of episodes of Mobility Matters featuring Village of Pinecrest Commissioner Mark Morwitzer, State Senator Katalayud, and Juan Mujerat of the planning firm, Plus Serbia. As always, if you know of anyone that would be a good guest on Mobility Matters, please let me know so that we can reach out to them. It's becoming increasingly difficult to find guests, you know, now that we've cracked, I think, 120 episodes or so. So, we're running out of folks. Lantricia and I stayed up till those wee hours of the morning alongside Director Miller. The good news is that our OCITT budget was approved without discussion. There were some proposed transit cuts for early morning bus service that were restored, but cuts to the late evening bus service remain in a bit of a state of limbo, awaiting further BCC consideration of a potential transit fare increase. And then earlier today, I was able to speak about the CITT at a Greater Miami Chamber of Commerce at their Transportation Committee, which featured a presentation by FDOT Secretary Jared Perdue, and that was sponsored by our office. Bless you. Uh-oh.

I know. I'm already making everyone sick. Thank you, children. So, I don't believe we have any new business or member issues. Nope. Thank you. And anyone here from the public have additional comments? Carla, did anyone say anything online? No? Okay. Thank you. Our next meeting will be, let's see, is it here? In chambers?

She's on the bottom.

Yep. It's in commission chambers on Wednesday, October 28th at 5 p.m. Thank you all for your time. Oh, yes, Member Hoffman.

That, I don't know.

Was it?

Oh.

Let's see.

Would you happen to know, do you have the calendar in front of you? November 18th. Yeah. Unless you want to meet on Thanksgiving. I mean, it's up to you.

Clarify. Thank you. All right. Thank you. With that, we're adjourned. Thank you all.