January 30, 2024 Council Transportation Committee

Video

Agenda

Speaker Summary

(21 speakers)
SpeakerWordsTime
Chair Ellen Kamei4,61730m
Member Lisa Matichak3,18322m
Unknown Speaker3,34320m
Transportation Planner Pacho2,78919m
Assistant Public Works Director Arango2,04113m
Public Works Director Cameron2,04013m
Member Alison Hicks1,83411m
Gehl Studio Consultant Tabet Bejjani1,0807m
Transportation Planner Bodduna1,0686m
April Webster9826m
Transportation Manager Lo8295m
Steer Group Consultant Hsueh5933m
James Kuszmaul5442m
Valerie Fenwick4862m
Albert Jeans4182m
Bruce England3631m
Emil Abraham2371m
Principal Planner Pancholi2211m
Jamil Shay1651m
Silja Paymer183<1m
Public Speaker136<1m

Transcript

2. ROLL CALL

[00:00:03] Chair Ellen Kamei: Great. Alright. Good evening, everyone. Well, welcome to the Council Transportation Committee meeting of January 30, 2024. Well, the meeting will be started at 6.32 p.m. This hybrid meeting, allowing public comment both in person and virtually. Instructions for addressing the committee virtually may be found on the posted agenda. We'll move on to item number two, which is roll call. The public works director will take attendance by roll call. Thank you.

[00:00:30] Public Works Director Cameron: Remember Mattachek?

[00:00:32] Member Lisa Matichak: Yeah,

[00:00:32] Public Works Director Cameron: member, Hicks? Uh, chairperson commit.

3. ORAL COMMUNICATIONS FROM THE PUBLIC

[00:00:35] Chair Ellen Kamei: Here. Great. So we'll move on to item three. Oral communications. This portion of the meeting is reserved for persons wishing to address the committee on any matter, not on the agenda. Speakers are allowed to speak on any topic for up to 3 minutes during this section. State law prohibits the committee from acting on non-attenda items. Would any member of the public on the line like to provide comment on a non-agenda item? If so, please click the raise hand button in Zoom or approach selector. We will take in-person speakers first. One moment. We'll wait for a stop to display the timer.

[00:01:22] Public Speaker: Yeah, actually, this topic just came up. before the meeting started. I was wondering, why is media because an element made council chambers? I mean, one of the main reasons I hear is because when you look at this meeting over Zoom, it's, I don't remember exactly what it is, it's hard to look at. I mean, you don't, they don't show the speaker or, you can't see all the people at what's going on. So, you can just, it's so much better being in person. But I was wondering why it can't be done in the main chambers where they seem to have better AV facilities. Maybe it's a matter of cost and people need somebody else to run it out there. don't know. Um, EPC meets there, right? Why can't you guys? That's all.

4.1 Approve Meeting Minutes

[00:02:03] Chair Ellen Kamei: Great, thank you. Any other in-person? What call it? All right, we'll move on to see if there's any virtual public comment. I'm not seeing any rays here.. Okay, great. So we'll close oral communications and we'll move on to item four, which is approved minutes, the meeting, the minutes for the November 28th, 2023 meeting are presented for approvals tonight. But any member of the public joining us virtually or in person like to provide comment on the minutes. If so, please click the raise hand button in Zoom or approach selector. We'll take in-person speakers 1st if there are any. Okay, I'm not seeing any in person or virtual hands for our, um, minutes approval. So I'll take the item back to the committee for deliberation and action. Are there any corrections or comments on the minutes? Okay count.

[00:03:02] Member Lisa Matichak: I'll just move to approve the minutes from November 28, 2023.

5.1 Interim Castro Pedestrian Mall--Central Walkway Street Treatment Concepts

[00:03:05] Chair Ellen Kamei: Okay. Great. So committee, member of how to check moves, minutes approval, the 2nd did by committee member. So just raise our hands for a vote. That's okay. Unanimous. Great. Thank you. So we'll move on to item five, which is new business. I know 5.one is the interim Castro pedestrian ball, central walkway, street treatment concepts. The presentation will be provided by Aruna, Rosina, transportation planner, and Ramsey, Pepeth, Bjani. Okay. Uh, Gell Studio Project Consultant. And we'll start with the staff presentation. Thank you.

[00:03:46] Transportation Planner Bodduna: Ramsey, if you can pull up the 1st slide. Good evening, chair. Thank you. I'm Arunabotina transportation planner. Uh, as you know, the 100 to 300 blocks of Castro Street have transformed uh, into a pedestrian mall with the council action in October 2022. As noted in the staff memo, a council ad hoc committee was created to review and provide feedback on the internet pedestrian design standards and implementation plan. The ad hoc committee, directed staff to identify placemaking opportunities within the public use spaces on the 3 blocks of Castro. One of the potential areas for this is along the central walkway in 3 blocks. What we are here to present are the decorative street treatment concepts for the central walkway to receive your feedback on the concepts and the color scheme. I do want to set this stage. That these improvements we are presenting today are template weeks that could be put in place for the next 3 to 5 years until the permanent pedestrian wall can be implemented. City's project consultant, Ramsey, uh, from Guild Studio is here to present the concepts for us. Gail is an urban design and research firm focused on designing urban environments for people and places. They've worked on projects in the United States and beyond, and they bring their international expertise to mountain view. Where they have been working with us for the past 4 years on the Castron Australian Mall project. With that, I turn it over to you, Ransi.

[00:05:20] Gehl Studio Consultant Tabet Bejjani: Thank you so much, Aruna. you all hear me? Yes. Perfect, wonderful. Um, so thank you all so much. As Aruna mentioned, my name is Ramsey Bajani, and I'm a designer at Gail. So today I'm going to do a high-level overview presentation to supplement the memo you all received. So the street treatment stretches across the 10, 20300 blocks and falls within the center through zone, where we have a 16 foot designated unobstructed pedestrian throughway. As you can see in this corner section, on the top right hand side, this central walkway is flanked by designated areas for outdoor dining and other programming, such as the concerts, public seating that are there. Today. Um, so the street treatment is not only an opportunity to visually unify all 3 blocks, but it's also an opportunity to provide some contrast and distinction between the walkway and the program zones. As mentioned, this treatment is contained within the blocks of the 10, 20, 300 block and it's not going to extend into the intersections. We started this process by working with city staff to designate treatment criterion. Um, these treatment criteria are the scale or coverage of the treatment. It's visual effect, the ease of implementation. The treatment medium, which is closely related to the durability and maintenance of the treatment itself, and then also cost. Um, which is obviously affected by all these other criteria. Electively, these criteria led to a design brief um, called the application premise, which was developed by city staff. The guide the design of the street treatment concepts. Broadly speaking, this premise included implementation guidelines. So the treatment should be reasonably implementable by non-specialist staff. He wanted to aim for standard materials. So we're not designing anything that requires specialized tools or custom creations for the treatment. Ease of maintenance. Making sure that the treatment can be updated relatively easily so that it can maintain a high standard of visual quality. And with this approximately 50% ground coverage. This is a way of balancing visual impact, implementation costs and maintenance costs, as well as city staff time. And finally, we went with the use of the city of Mountain View colors, which is not much of a design constraint, she all's logo is so nice, the colors are beautiful, but it gives us a jumping board and a starting off point to get into the visualizations of these concepts. So, with that being said, 1st concept we developed is called ribbons. Um, this concept uses 3 flowing lines, create a linear gesture that connects all 3 blocks. It also nods to the surrounding layout of the streets. So, at the breezeways where it ramps down to connect to the sidewalk. Um, the 3 ribbons align to indicate potentially cross pedestrian movement. And there are also spurs that jut off of individual ribbons to indicate potential highlights and programming that could happen during the flanking program zones. And finally, whenever there is an overlap between the ribbons, we've added an accent color, um, to give a little pop and dynamism that crawls along the route. Next concept is called interlace. And for this one, we dialed up the coverage of the street significantly. So this concept is more orthagonal and it plays with rectangles that scale up and down, um, and rotate in color. So we get an ebb and flow of movement and coverage across the block. Um, this visualization um, and pattern use 3 colors, but any odd number configuration would work, so we could potentially layer on more and more colors as well. This 3rd concept called Interlace Small is a variation of the previous, um, and here we increase the cadence of the pattern by shortening the width of the rectangular geometries. So it gives a much more rapid sense of movement and coverage, despite maintaining a similar 70% coverage. So, here we've gone with voids to exit the breezeways, um, where the geometries ebb away. Um, And what this does is also create opportunities for wayfinding or autistic treatments that could happen on later down the line. We're basically reserving a key space along a pedestrian intersection for any kind of future treatment. And finally, this 4th treatment is called hopscotch helix, and here we're experimenting with the opposite end of the coverage spectrum. So we're exploring what effect we could have with minimum application. Here, there's only approximately 25% application of the third zone. And so for this design, we're using a simple rectilinear pattern that's supplied in a zigzag fashion, um to create movement across the block. And then we've also added a darker accent color, which is randomly placed at a reoccurring pattern to bring a dynamic element to a relatively rigid and rapidness pattern. So those are the 4 concepts. I'm going to pass it back to Aruna to recap the VAC meeting. Thank you.

[00:10:39] Transportation Planner Bodduna: We brought these concepts and presented to the visual arts committee on January 17 to seek their feedback on the preferred concept and also the color ski. The committee recommended uh, Moving forward with the ribbons concept, the 1st concept that was presented to you. However, they did suggest on increasing the coverage as presented, the concept is about 55% coverage on the street. They suggested increasing it to up to 70%. Um, as noted in the staff memo, staff can explore this option, but also as Ramsey said, we want to balance the coverage against the visual pop and, you know, how it looks on the street. This, uh, 2nd item, uh, visual arts committee provided was they approved the design, um, with the colors as proposed, where we are using the city mountainous city logo brand colors. They suggested they recommended using the same colors for the treatments. And lastly, if you want to move to the next slide. And lastly, uh, the committee recommended uh, they provided input on the color, medium, uh, paint medium type as well. They suggested going moving up to your next higher member paint medium, which is street bond pavement coating that is more durable than the athletic asphalt. Stabs such as using the acrylic asphalt because of the ease of implementation and maintenance required for that treatment. We could consider transitioning to a higher level as suggested by VAC, which is street bond water-based pavement coating after a couple years, if no design modifications are desired at that point, you know, if we continue to maintain the ribbons concept, we could go to the different payment treatment. Next flight, please. So we are here to seek, uh, committee's feedback today, uh, based on the feedback receipt, council can will develop cost estimates for the per concept, and staff will bring this to the council for approval at a future meeting. That time suits the staff presentation and our questions to the committee here are, let's make this transit. Which central walkway treatment concept does the committee recommend and does the committee have any feedback about the preferred concept? And does the committee have any feedback on the colors or the medium recommended? By staff. Thank you.

[00:13:10] Chair Ellen Kamei: Great. Uh, thank you. So I think we'll start with um, committee questions, do committee members have questions for uh, staff or the consultant? I'll start with committee member Mattachek. Thank you.

[00:13:25] Member Lisa Matichak: Um, on page 3 of the staff report, it has dollar signs for the different materials, EDAs, and it looks like that's just the cost of installation. I was wondering if, um, relative to each other, would the life cycle costs be, like, the same relative to each other or would the, um, like, asphalt made when you jump to the, a $3 sign because you have to, um, redo it so often.

[00:13:58] Transportation Planner Bodduna: Have we looked at that yet? Oh, so that is our next step to look at the, you know, develop cost estimate, not just for the installation, but also love lifetime cost estimates. Definitely, you know, if you're using a thermo or different uh, paint medium. The overall, the longevity of those stadiums is long, so the maintenance effort would be less, but upfront cost is significant for those. So, but our next step is to do cost of installation and the maintenance.

[00:14:29] Member Lisa Matichak: Okay, so we don't have any sort of view for visiting.

[00:14:33] Public Works Director Cameron: No, we do not have We have not done a comparison of life cycle costs. What we do know is the acrylic uh, paint is one that our own street staff can touch up easily. So, as we look at the wear, you know, similar to how they do crosswalks, and similar, emergency sees of paint that they can apply. Once we had a contractor put it in with all the proper lineups and everything, so they're just, they have the pattern to work with. The other applications, we would more likely have to bring in contractors or special equipment to take care of. Um, again. Um, this is one of the reasons staff has suggested we start with the acrylic paint because we really want to see where and share. We think the underarms would do better, but we could see, you know, based upon the wear or tear, we would need to see what happens. We're also just trying to think ahead in terms of what if somebody wants to make a change in this design of a couple years. This is the one that's easiest to write out and, um, make some changes.

[00:15:39] Member Lisa Matichak: Okay. And it's sitting here that the VAC had concerns about the acrylic asphalt not being able to be, but that's not what I read. I read that it could be power washed. It just doesn't last as potentially, if you power wash it a lot. It's not going to last as long.

[00:15:58] Transportation Planner Bodduna: Yeah, to have, you know, that's the concern was it would not last several power washing, so, you know, maintenance efforts. It can last one or 2. Yes, definitely over a couple years. We do have paint that we have installed in 2020. You know, if without cards not being there with the food trapping, it's bearing well. But it kind of loses the pop over time. So it needs to be touched up more regularly compared to other options.

[00:16:25] Member Lisa Matichak: Okay. Um, see. And which option or options, um, would require the outdoor patients to shut down. For a period of time while they were either being installed or maybe touched up. I'm not sure I saw that.

[00:16:46] Transportation Planner Bodduna: Oh, again, we have not explored, you know, the, uh, explored the impacts of, you know, which medium would require significance, but, you know, no matter which medium we are using, we are, we build, uh, staff will make best efforts to minimize the impacts. To the outdoor patios. Um, the, The, The need for coordination would be during, you know, preparing the surface ahead of the treatment and during the treatment, you know, I think, so pain medium, you know, the odor or smell would be still less. You know, I don't think that's a concern, but it's just the preparation, no matter which chicken we are using, we may perhaps. Some, yeah.

[00:17:31] Public Works Director Cameron: Yeah, we're particularly concerned about

[00:17:34] Member Lisa Matichak: thermal plastic, for instance. It's a

[00:17:36] Public Works Director Cameron: humid material. It may have more smell, it may need more room for equipment. It's more likely to require that we remove some of the fences in order to get the contractor plenty of room. Um, the epoxy gravel, we would have to look further into in terms of the the equipment required. Um, We do feel that, that the 1st 2, the acrylic asphalt paint and the, uh, water-based payment coding may be more less disruptive to their businesses.

[00:18:13] Member Lisa Matichak: Okay. Um. Appreciate that. And remind me again, um, Ah, there's so many topics, like facts and figures, shouldn't be a number as a council member. Um, When would we expect to do the permanent pedestrian want? So is this like a 10 year? Five year, plan.

[00:18:40] Public Works Director Cameron: It is very challenging to answer that question. Um, we If we had the money, we would recommend that we start doing major visualization work and planning and design work with the community in about a year and a half for 2 years, take a good solid year, half, 2 years to do that, and get the design. So the earliest we'd be looking at is 5 to 6 years from now. And another reason for that is this is going to be incredibly disrupted our businesses. We will have to dig up everything from their frontage all the way across to rebuild everything. So, we wouldn't want to go any earlier than that, anyhow, because we wouldn't need to get a chance to recover. However, we haven't done any cost estimating for the permanent pet mall, but, you know, I, I'd say we need to expect that at this point of cost, a significant amount of money that we have not yet attached. And we'll have to prioritize with some of our other major infrastructure projects and building projects that also are going to be required, a lot of money that we've not yet identified. So it could be 10 years. Okay. Thank you. Um, those are all the questions. So,

[00:19:59] Member Lisa Matichak: number heads time? Yes. Following up on that, um, one of, uh, questions made me wonder, when would you be applying it, would you, I assume it would be, Would it be at night after the business is closed down or in the morning or? Have you, do you have parents for timing?

[00:20:19] Transportation Planner Bodduna: Downtown does have construction, limitations, you know, when the construction can take place, some activities. So, oh, given that, again, this is a paint application. I really could be during warmer months and during summer time frame and day times. So, oh, but, you know, there is kind of limited limitations on when the construction can fall, yeah, cut in downtown. Oh, we would work

[00:20:44] Public Works Director Cameron: carefully to see if we can stage it to happen during the time where, um, you know, like, for instance, Mondays and Tuesdays, so many businesses are closed. They really don't see business pickup until later in the day. So we'd look at different options and we may have more flexibility, unlike the recent closure where in order to do all that work and all that paving, we had to completely shut down the pet mall. This one might present more opportunities for staging.

[00:21:13] Member Lisa Matichak: Yeah, that was basically my question, how much time it would take. Can you stage it? Because that was a real interruption. It was really hard on the businesses. So. So I wanted to know what you were thinking and maybe should think that through. Carefully. Um, And, um, And then you said that, uh, maybe you want to use the acrylic and part because of possible design changes, is that, do you have any more information on that? Is that like completely hypothetical or was there some discussion in the visual arts committee or do you have any more information on that?

[00:21:53] Public Works Director Cameron: Purely hypothetical. And no, the visual arts committee did not discuss it. It's just, it's something we've never done before, and public reaction and everybody else's reaction could be super +and everybody loves it. Or we've, could we do it slightly different? So we were looking at how do we keep our options?

[00:22:19] Member Lisa Matichak: And then my last question is about the colors, and I'm not against the colors, actually, but I just have a general color question. I, you know, I, I'll just say, I, I would probably go with what the visual arts committee recommended. That's, you know, I trust them to some degree, and the designers, but I'm, I'm, um, and I generally like the colors. The only, um, hesitation I have is that I, I, I kind of don't like stamping are, um, our logo everywhere in real life. You know, I think there can be other inspirations for color and design than than our logo. And I would hate to be stamping this everywhere we go. So, I, just for, um, the gentleman from, how do you pronounce it, Gail or Gail, how do you pronounce your phone? Gail? Did I say right? Okay. What do you generally use for color inspiration and different places that you work? Um, That's

[00:23:21] Gehl Studio Consultant Tabet Bejjani: an excellent question. It's also a incredibly wide open question. Oftentimes we'll try to take inspiration from the local environment, um, for the colors that we use. In this case, much of the discussion was focused around the conversation we're having now, like the application materials, the visual effects. Um, and so we really leaned on city staff to help us narrow down color option choices. Yeah,

[00:23:47] Member Lisa Matichak: I mean, I would think if we were like out in nature, which is not, or if we were, if there were a striking, I don't know, it was an industrial area and there was something with an already striking color, you'd take a key from that, but downtown is kind of brown. And, you know, there's not a lot of color

[00:24:04] Chair Ellen Kamei: inspiration. This is in downtown San Jose. Uh-huh, by the stadium, the sharps arena. Right? And then this is... Uh-huh. Ice. Okay. I'm being shown different. visualism.

[00:24:17] Member Lisa Matichak: I believe that you're, no one else can see.

[00:24:19] Chair Ellen Kamei: I pulled up your webpage. That's show. Yeah,

[00:24:22] Member Lisa Matichak: so I just, I was just curious about color and theory in general. Right now, I don't think there's a lot of color inspiration to jump off from. And these colors seem fine to me, but that was my just purely informationalist. Those, I think, those are all my questions. Okay. Um,

[00:24:41] Chair Ellen Kamei: I had a great question. So, in the staff report, um, they talked about the council's add, the interim, Castro Pedestrian Mall ad hoc subcommittee. Can you remind me who's a member of that meeting? Lisa, Sally,

[00:25:00] Member Lisa Matichak: who got traded for Margaret.

[00:25:02] Chair Ellen Kamei: Okay, thank you. And it doesn't still me. No, we ended. Okay. Yeah, I think, I, um, I, I lean on, you know, the, the ad hoc committee members too, a bit to, um, you know, in the place making that we're, we're trying to, uh, to have here. But thank you for refreshing my memory. I thought, I thought it was the best the same people. Mine is me. Okay. So for, um, tonight, I, I, we do have a recommendation from the visual arts committee, I think that when we've, um, when CTC has done us exercise before, we've had the opportunity to maybe narrow down the 4 options too, is that something that we might be able to do? Are you just looking for the one? Because I do know that our colleagues may want, options, and so I didn't know if we were doing, like, will we be presenting all 4 or just the one after CTC reviews tonight? I wasn't clear on that.

[00:26:05] Public Works Director Cameron: We would share all 4 with the council. Preferably making a recommendation to them on the preferred one, but that does then give the council the option to... Yeah.

[00:26:21] Chair Ellen Kamei: I'm just thinking of our, something else that we looked up. Okay. Um, I think. That, okay, so another question. So, for the concepts, are we able to, um, What I've seen in in other communities when they've done treatments is you get to see kind of more of the aerial view. And I think that one of the things, I don't know how to phrase this as a question, but one of the things that I I'm struggling with is. The aerial view is such a different experience than, I think, what you'll have as a pedestrian or it's like, let's go walking. And so I don't know if this is to the influence center of the staff. How do we kind of, um, Share that experience or as we're narrowing down the options, um, and kind of how that might play into the flow too, of how you might interact with the businesses. Or, you know, I don't know if that is part of it, but I know other places, they do these beautiful aerial shots and you see the full concept. Well, we will not be in a drug.

[00:27:35] Transportation Planner Bodduna: I understand. Oh, we, we did not create trend things as you're, you know, probably suggesting, but the concepts kind of provide an eye level view as you're walking in the street and down, it kind of providing your high level, you know, 50,000 foot, 3000 foot level, view on how it looks like on all these concepts, like, how do you see it from top down versus when you're on the street? But yes, we do not have the renderings, uh, to provide how it looks exactly on street. for this aerial view. We did not create that, but

[00:28:08] Chair Ellen Kamei: we could, that's something we could. I mean, I mean, perhaps this is a question for the consultant. You know, one of the things that we're helping is whatever treatment that we choose will encourage people to go into the various businesses. And so for, for me, you know, all 4 concepts are lovely, but I think in terms of how does, does that have any impact on like the user experience in terms of going into the, to the businesses? Or I know, for example, the ribbons you were talking about, that kind of little like, nodes that kind of go out, would that be, you know? lead you to the front door of the business, right? So just kind of.

[00:28:47] Public Works Director Cameron: If I may, before you answer, I, I, one of the things to remember about these interim pickle is which businesses at patios may change over time. So as a vacant storefront fills with a dining assumption that wants to have a restaurant, we'll be adding one there. If one changes hands and the next owner doesn't want one, that will be removed. So this whole interim mall has been said to be very flexible and what you see happening in the program areas. And that means, you know, the city is filling the other spaces with, with, um, tables and chairs for the public, fun seating, games, and all that, we will be shifting around to be in different frontages based upon who has patios. So, Wow, I appreciate that concept of, How do we lead them to the front doors? We can't do something at least to every front door, especially on the 100 block. So, um, what you see now is one that kind of provides your, your key points of moving from the central walkway to the sidewalk, you know, those, those midlock crossings. That's where you'll see a change in pattern and at the crosswalks at the intersections themselves. But the rest, What hopefully invites people in will be the openings that you see in the patio barriers themselves as you walk along.

[00:30:16] Gehl Studio Consultant Tabet Bejjani: I'll just add, I think I think Don has it exactly right. We find that investments in the public realm. Collectively, benefit all, benefit businesses individually. So, part of the opportunity with this treatment is to really create a unified cohesive experience along the entire pedestrian mall. Um, so we're not necessarily leading people to one specific business, but we're leading people along the entire corridor, in turn so they can experience more of the public and also private opportunities that there are along the street. Okay. Yeah,

[00:30:54] Chair Ellen Kamei: I, I, we get a lot of feedback from our businesses about, how we, how we're facilitating that. So I, and I think, you know, part of my earlier question was, I think that the renderings like, I, I don't know if this is a 200 block or something where all, where in the ribbons concept, they all kind of merge together. I can't tell if that's at a crossing or what that is in terms of are we going to have furniture there? So I think maybe building that out a little bit before it goes to council would be, I guess I'm going into council. But I, you know, would be something I suggest because it helps clarify the, um, what both you and Director Cameron just mentioned. So, and how we've, like, already are incorporating that feedback, even though we haven't necessarily gone out to the business, but. Okay. Um, those are my questions slash Sorry, I went to Instagram. Do, um, committee members, um, have any other questions before we open to the public? All right. Would any member of the public joining us virtually or in person like to provide comment on this item? If so, please click the raise hand button in Zoom or approach the left turn. We'll take in-person speakers 1st if there are any. Everyone will get 3 minutes. Okay, I am not seeing any in person. I will, I see 3 virtual hands. So we will start if stuff's ready. We'll start with Bruce England. Is that okay? Thank you, chair. Um,

[00:32:30] Bruce England: Bruce England, Wisman Station Drive, just 3 comments. One is, I think Cher Kamei, you just were saying this, but I kind of missed part of what you were saying about putting the furnishing in there. One of my comments is just in the mockups that there doesn't show the furniture of tables and stuff like that, and it would be helpful to see that. So the full context can be seen as these things are reviewed. And the 2nd of 3 comments is about, um, my preference for the ribbon pattern, because it helps to emphasize the sort of random movement of people in that space. They're not just going to be going in straight lines. They're going to be meandering around. And um, I, I just like that visual cue for not only helping people know that that's allowed, but also for people who are maybe moving in straight lines to keep an eye out for people who are not moving in straight lines. And then lastly, um, I, during one of the recent rains, I noticed that some of the paint surfaces on the crosswalks were pretty slippery, because you often get in in early rains. And so I didn't ask Mountain View on that. And I wanted to read you the quick response I got on that, but I have to navigate to it from Brandon White. He says, um, conventional paint is more slippery than wet, um, than other possible treatments. We are transitioning the city to thermoplastic pavement markings that last longer and have a higher friction coefficient. The California Street project will upgrade all pavement markings of thermoplastic and address this issue. And he talks about the project timeline. So I just ask that you keep that in mind. In the staff report, it doesn't mention the safety angle, and that's really important. During dry weather doesn't matter, but when it's raining, um, keeping that in check would be a good thing. And maybe you can mention the safety angle on future staff reports just so people who are decision makers can see that and consider it in their decisions. That's it for me. Thank you.

[00:34:26] Chair Ellen Kamei: Great, thank you. Celia Pamer.

[00:34:34] Silja Paymer: Hi, um, I'm Celia Pamer. Um, I, um, and in the varsity park neighborhood. Um, I also wanted to get my preference for the ribbons, um, as someone who continues to advocate for bike access there, um, if that ever happens. I think the ribbons are a really nice way of slowing people down and not making it feel like a straight through commuter route. Um, so I think that would be a good way to facilitate that, um, as well as as, Bruce said, the different pedestrians walking around each other. It just gives a looser feel. Um, And then the other thing, um, I actually agree with the slipperiness, I was on California Ave and Palo Alto, and they have these beautiful, like, sort of glass mosaics in the ground, and that glass got super slippery when it was raining. So that was something I did notice on that treatment. Um, so consideration for if, um, some sort of like sand or medium could be added to the paint if it is, um, something that would be slippery otherwise. Thank you.

[00:35:31] Chair Ellen Kamei: Great, thank you. Shameel.

[00:35:38] Jamil Shay: Hi, good evening. My name is Emil Sheikh, and I am a resident of Old Mountain View neighborhood, and I represent Old Mountain View neighborhood association on the downtown committee. Uh, my concern was also the security, but which Bruce brought, um, uh, and also, uh, just a thought, I was thinking about, I like the ribbon treatment. But how about if we make each block a different treatment? But when people come in, they know where they are, especially the guest who just come in 1st time or 2nd time, they don't know. So, A lot of time I noticed that people looking for signs, out of street signs are not very big either. They don't know where they are. But somebody can tell them, oh, just what, look for the treatment, you know, right there, how, how they are, the design and. It may help. I just wanted just a talk, so I just want to put it out there. Thank you. Great,

[00:36:38] Chair Ellen Kamei: thank you. All right. Uh, last call for, have a comment? All right. So I'll close public comment and bring the item back for committee responses to staff's questions, deliberations and actions. And so we have 2 questions. which central walkway treatment concept. Does the committee recommend? And does the committee have any feedback about earth consent? And the 2nd question is, does the committee have any feedback on the colors or the medium?

[00:37:16] Member Lisa Matichak: Of course, so I want to follow up on the question of slippiness. Um, and, um, do we have more information on, like, all 4 of these options, the relative slipperiness, or can something like, um, the ones that might be more slippery, like, unless something? Yeah,

[00:37:34] Gehl Studio Consultant Tabet Bejjani: I just to jump in, many of these products, um, have an additional, um, aggregate that can be added to reduce slipperiness. So while I can't vouch for the individual slipperiness of one over the other, most of these material applier material suppliers do have a process by which you can add some kind of ground material that they provide to the paint or application. So it is more grippy. Right.

[00:37:57] Member Lisa Matichak: Thank you. Um. No questions now. Have you got a question? Okay, so in terms of the 2 questions. Um, I do like using the city's colors. Um, I hear your comment about doing everywhere. Um, but I think in the downtown, um, such prominent location. And because we haven't put a ton of places yet. But we should, um, watch that. Um, I'm okay, just using the city colors. I think they look really nice. Um. And then, uh, you know, I must say, I'm kind of torn about the pattern. Um, I really like the ribbon, pattern. And at 1st I thought, oh, clearly it's the river pattern. But the more I looked at it, the more I thought, well, now, wait a minute. Um, I do like when there's more coverage. And if you do with the VXC suggestion and increase the width of the ribbons, are you even to still see the pattern? Will it still be as nice looking as the, not thin, but the thinner? Uh, givens. Yeah, I like the more coverage. And then I also was like, gosh, when I looked at it, The patterns that went right to the edge of the 16 feet. Seems like they were inviting me to use the whole space. And would I feel constraint and all? Like, I'm only supposed to be running rid of Instead of using the whole space. Um, I also, um, thought, somebody, even, since we don't allow bicycles there, um, but people still lie there. Are they going to try to follow the ribbons on their bike? Um, So, uh, you know, I'm really torn on this. And then I thought, okay, if the, if I put that just inside, If the ribbons, um, touched the edges of the 16 feet and maybe had more, uh, movement to them, not necessarily have them wider, but would that feel more like the other, uh, patterns where it goes all the way to the edge, like you can use this whole space? And I don't know if that's possible or would that also ruin the pattern. I guess I, that's probably a question, would that ruin the pattern? If the ribbons went all the way to the edges at some points of the 16 feet, More than they did in the drawings.

[00:40:34] Assistant Public Works Director Arango: Did you have any input on that one? If the ribbons were, it curved. Not

[00:40:40] Gehl Studio Consultant Tabet Bejjani: necessarily, no. Um, it would be, we'd have to experiment with it to see, you know, what's the aesthetic balance to strike, but there's absolutely a way to add more curvature to accentuate the edges. Okay,

[00:40:55] Member Lisa Matichak: because I do like the ribbons. Um, I think are very nice. Um, I'm kind of intrigued by Jamil's comment about a different pattern on each block. I haven't thought about that before. But I have been in cities where, um, I have seen different patterns. Um, not necessarily on such a short area. But on a longer area, and some blocks might have nothing. But others have, it does have variety. So, you know, I'm kind of a treat by that. I'm kind of wondering what your reaction to that comment is. About maybe having three. Did you guys consider that and then roll it out?

[00:41:36] Assistant Public Works Director Arango: Can I, um, say VAC did have a thought on that one, but, oh, you know, when when they came to recommending the concept, you know, we said, you know, you want that cohesiveness to go across the 3 blocks, you know, continuity so that each block doesn't look too different from other blocks. That, that, did come up and the BAC eventually recommended with one concept across 3 blocks for cohesiveness, actual, you know, to add that continuity across the 3 blocks. Okay. That was feedback from EAC.

[00:42:12] Member Lisa Matichak: Okay. Thank you. Um, so I guess my preference would be the ribbons, but, um, hitting the edges of the 16 feet wet and considering having them a little bit wider, um, because I do like the greater coverage, but not at the expense of a nice pattern. Great, thank you. So,

[00:42:38] Member Alison Hicks: I think you're basically saying what the visual arts committee said, and also what I was concerned. Okay, more or less. I mean, I would say, let's see, I guess I'm attracted to the ribbons and the interlace small most, but virtually everyone, you know, you, public commenters and vigil arts committee all said ribbons. So I'm put interlace small aside. Um, so, um, I do like more coverage than the ribbons show here, which I think is what, uh, remember, Matatrek and the visual arts committee also said. Um, and I would like to see how that works out. Um, I definitely don't like as little coverage as the 25%, which I guess is the hopscotch. That just looks like a road with a little bit of paint running to me. Um, So, uh, so, and I go with the colors here. I just hope we don't brand ourselves like a piece of stationery everywhere. In the city. Um, and then, uh, I think I'm kind of in agreement with, um, what, both, I think, Bruce, where both Bruce and council member, uh, Kme, were going, or maybe this is my own comment, but it's similar, that seeing this in context would be helpful and by context. I mean, like some of these could look beautiful by themselves, but like a bunch of visual cacafony once you put out the, you know, the chairs and tables and, and the fences and all the other things, and maybe I'd look at it in context and say, no, I'd like something more simple. So that would be helpful to me to see how it, how it, although I'm not that scared of visual caca funny, because it's pretty plain right now. And then, let's see, other comments. I think that the lifecycle cost is probably the most important one. So I look forward to hearing that. And I agree with the comments on safety. Thank you. All right. So,

[00:44:50] Chair Ellen Kamei: um, I, I think for myself, I, what I appreciate is the treatment criteria. I really appreciated how to have kind of walked us through that thought process and then, um, I think this slide on the application premise is very helpful. Um, and I appreciate, um, my committee member's comments, which is just, I think we just need to take it to the next step, which is, um, I do think, providing the... I think the coverage and putting the percentage is really important. I agree if we're going to be kind of doing this, we want something that's more than 25%. So having the different percentages that are helpful. I do. And the next step too is, kind of, giving more information about the treatment safety, a little bit more about the longevity costs, the permanency, that this may be, you know, 10 years before we do anything different. I feel comfortable with the, um, acrylic treatment because they do feel like with wear and tear, we were gonna want something where staff can, you know, keep it up versus having to maybe have to go out to bed or RP or every single time. Um, I think we're, you know, trying to minimize that. Um, And I like the comments from the VAC and from committee members in terms of more coverage with a ribbon. Um, and then finding a way to incorporate staff's feedback on the different place making that we will be making along each walk. Um, is really important because I, I think that maybe when this comes to full council, we're going to get a lot of comments from our business community or, and being able to have clearly stated why staff is, is, I don't know, doing things or where, where we're going to be putting the games or other items will be very helpful in terms of how the businesses, for them, as much as possible, will be getting set up for success, right? And then as Dr. Cameron mentioned, businesses come go, right? The longevity of the business. What, what, time here sometimes, especially on Castro. So, um, being able to have that flexibility, I think, which is what counsel gets comments on a lot is like having flexibility. Um, and then building in where the partitions are the gate, you know, the existing fences are, would be really helpful, so that we know. Yes. Great.

[00:47:42] Member Lisa Matichak: Um, yes. I have one more question. When will the, um, tables and games and things, um, come back out, Castro. Oh,

[00:47:50] Assistant Public Works Director Arango: asking us about their gets better, that's the next space we are going to bring them back, but public seating is already out, the chairs and tables, public seating and the planters are already out, but we are waiting on the games, as you see. additional

[00:48:03] Public Works Director Cameron: chairs and tables to be brought out. So definitely the games. Yes, we need to pick through the rainy season. They would be brought in every winter just to preserve them. But I didn't

[00:48:16] Assistant Public Works Director Arango: see New Jersey too. There is, oh, yeah, we, we, the 1st set came early couple weeks ago and the next set arrived this week. Okay. There's some orange blue shares, but...

[00:48:31] Public Works Director Cameron: We still have several more businesses with applications and processors. You're going to see more patio barriers going up. And, um, you know, they're still working with the cons, businesses that would, you know, in order to buy new furniture, where they do need it. Um, and then, But the plan is working close with community services department. When the weather turns, we're truly into spring, the rain's pretty much done and flowers are starting to bloom. You'll see all the city furnishings come back out and you'll see all the flowers come back out. And by then we should have all our fences up as well as upgrading the barriers that we have at the intersections like we've been planning to do. So all of that is, we're doing over the next two, 3 months taking advantage of the rainy season to get that worked out. Kind of really looking forward to spraying it. horrible. Incredible.

[00:49:26] Chair Ellen Kamei: Awesome. And kind of to that point, I don't know when, um, aware, like, the best vehicle to share that with the community or council is, but I think that would be great, and I think that community, in particular, would love to hear all of the improvements, and I know that when we put up, like, the flowers and other things, people commented to council, um, how excited they were. Um, so anything we can do to help highlight, stop, start work, is something that I'm sure we're all interested in sharing. Um, and sorry, I realize I'm fine with the colors.

[00:50:04] Member Lisa Matichak: Great. And comment on age treatment and I'm fine. I just have to be national pest. best. Thank

[00:50:12] Chair Ellen Kamei: you. And sure you have everything you wanted more. The debate is. Thank you. Great. Nope. All right. Thank you so much, staff. Um, we, oh, so I don't think we need a lift. Well, we were, um, would

[00:50:26] Public Works Director Cameron: you like to suggest that you may want to make a recommendation to count? So can

[00:50:29] Member Alison Hicks: I make a recommendation that we follow the, um, what visual arts may be recommended, which is the, I get formal name of it, the ribbons, but with, um, more coverage up to 70% by expanding the ribbon width. Is that basically what you said or do you want to add some verbiage? What

[00:50:51] Public Works Director Cameron: we heard was, uh, the ribbons potentially wider to provide more coverage, but also looking at making sure they actually more fully cover the whole walkway by, um, extending on, Well, we can find a short way of our debt. And support for the city colors. Um, Those, I mean, And I think I was almost, well, I would almost take the rest as just comment to us because we said we would do more research into the costs and the life safe and look at the slipperiness of, we'll more take that as comment as we finished refining what staff would recommend to use as a median. Yeah,

[00:51:34] Member Alison Hicks: and I'm, so I'm, um, making that recommendation, but also I would like to see the, you know, I want to see what it is. Maybe we'll look at it with more the ribbons expanded and say, oh, no, that looks terrible, since we've never seen it. Um, We'll

[00:51:52] Public Works Director Cameron: see what we can do. Our hope was to kind of get to counsel on these frames so that we can get this out there as soon as possible after that. And you're not meeting again till May. But when you present it to council.

[00:52:06] Member Alison Hicks: we'll look and see what we can do to us. That's something. Yes. They'll generates that. Yes, okay. Up

[00:52:14] Member Lisa Matichak: getting it. Yes. Okay, so do you want us to raise that your motion here? Yes, that's my mush. Okay, I'll second. Great.

5.2 Citywide Transportation Demand Management Ordinance Update

[00:52:22] Chair Ellen Kamei: Okay, so... I'm out of check. Golden paper? All right, so you need it. Great. Wonderful. Thank you to staff. So, well, that closes out item 5.one. We'll move on to 5.2. Our citywide transportation, demand management ordinance update. Staff presentation will be provided by Ben Buckfield, transportation planner, and Diana Pancholi, principal planner. We also have our project, consultants, associate, Julia Wean, and associate, Gary Schiff, or Steer Group, who'll be able to answer questions. We'll start with our staff presentation.

[00:53:10] Transportation Planner Pacho: Good evening, CTC committee members. My name is Ben Pacho. My transportation planner. I'm the health and works department. Um, I joined the city in January 2022, uh, when I was brought on to help expand TDM function citywide. Um, I want to briefly acknowledge, um, Dana Pentoli, um, the city's principal planner, um, for her support on this project, as well as Gary Schway, uh, from Sear, who is an associate on the consultant team, and joining us remotely tonight. Uh, do you want to share? Oh, shit. And we're just gonna share a staff's presentation. And then it's... Great. Um, so what is transportation demand management or TDM? The 2030 general plan, um, defined TDM as a use of strategies to reduce single occupancy vehicle trips and mitigate parking demand. As part of the planning and building permit process, the city requires developers to implement TDM. For new projects so that future residents and employees will be incentivized to use alternative sustainable modes of transportation. Um, the image on the right shows a number of TDM tools and options the city may require new development as conditions for project approval. By implementing these measures. New development help the city achieve important citywide goals, such as reducing traffic congestion, improving air quality and livability, as well as expanding mobility, access across the city. Um, for policy background, the basis for TDM and Mountain View was 1st established in the 2030 General Plan, uh, which subsequently informed the specific TDM provisions that are currently required in the city's precise plans. Additionally, city councils, city councils identified developing a citywide tedium ordinance as a strategic priority in council years in fiscal years 2023 to 2025. Um, the goal really of the citywide ordinance is to build on the success of TDM and precise plan areas by extending its use citywide. Um, where more consistent standardized approach would be more suitable to achieving the best results. Additionally, the ordinance will help create more transparency around how TDM requirements are applied to Fugit Project citywide. Um, some of the benefits of the ordinance would entail lower commuting costs and improve multimodal access to new projects, which would result in higher tenant and worker satisfaction. While the ordinance will only apply to new development, the transportation team will offer new, um, will offer and encourage existing sites to comply with provisions of the new citywide TV mortinance. And delving into the project overview, key upcoming tasks include the ordinance framework, where we'll develop a TDM toolkit and key performance standards. We'll also prepare draft ordinance language that will be used to shape development conditions of approval. And to successfully implement the TDM framework, staff will consider ordinance management tools and solutions for monitoring and enforcement of TDM requirements and standards. And reviewing the project's work plan. We're currently wrapping up the vision and goal setting process, as seen in the 2nd shareo. Um, as noted at the top, stakeholder engagement will continue throughout the length of the project, and staff will return to PPAC, EPC and Council for a study session later this year to review the draft, recommended favorite policies and performance standards. Including proposed ordinance language. So, um, in our work so far, the project team had sought to understand the depth and breadth, um, of current team requirements through existing conditions analysis. A few of the key findings included here, um, are variable chip reduction targets at the project level. Um, as noted earlier, the basis for chip reduction targets was 1st established by the 2012 um, greenhouse gas reduction program is part of the general plan. Um, since 2012, such trip production targets have evolved to account for more recently approved projects and more innovative approaches to managing travel demand. Similarly, in our analysis, TDM programs and performance standards may vary from project to project. With some sites required to comply with peak hour trip caps, while some need only comply with your production targets or percentages. Um, and then finally on the right, Um, the analysis identified a lack of standardization across TDM monitoring reports that are required by the city, including the structure of the reports themselves and its very settlements. Um, so to corroborate our existing conditions analysis, the project team, um, sought to collect on the ground data from those closest to TDM practice. Um, to that end, staff held 14 stakeholder interviews with a range of developers, including affordable market residential and commercial developers, uh, major employers, local property managers as well as staff from the city and transportation management association or TMA. Um, Importantly, these stakeholder interviews provided key insights, um, on existing challenges and opportunities with meeting the city's TDM requirements. Um, key stakeholders also provided extensive feedback and input on their experience implementing TDM policies and programs. Um, the main findings here are organized in the strengths, weaknesses, opportunities, and challenges, matrix, or swax analysis. Um, to share a few highlights, participants, uh, noted in strengths there on the top left. stem from a shared consensus and need for corporate investment in TDM. Not just to meet project conditions of approval, but also to support employee retention and recruitment efforts. Um, areas of weakness, on the top right, involved, uh, general lack of standardization of TDM performance requirements, including variable parking minimums, and inconsistent application of required TDM measures and trip reduction targets. And moving to the bottom left, uh, participants had identified opportunities to potentially pull resources across project sites that share common TDM plans. Um, such an effort could help, uh, projects more effectively reach, uh, scales of economy and TDM. And lastly, common themes around challenges on the bottom right, touched on capacity constraints for implementing TDM requirements. Um, such that smaller to mid-size businesses may not have the dedicated staff resources to manage and monitor TDM program activities. And more details about this walks analysis can be found in the attachment to staff's report. Excellent. Um, and then following our existing conditions analysis and stakeholder interviews, um, we set about drafting a vision statement for the project. This involved reviewing TDM related themes across key plans and policies adopted the local, regional and state levels. Um, the keywords here indicate reoccurring themes across plans and policies, such as sustainability, equity, economy, or economic vitality, um, connectivity and mobility. Um, as such, staff held divisioning workshop on September 11th, uh, where participants were asked to craft a one to 2 vision statement, um, that would help to find the overall intent of the policy and more specifically what the team ordinance should respond to. Division statement was based on existing conditions analysis and stakeholder input, whereby, the transportation demand management ordinance would seek to reduce single occupants and vehicle trips for new development and increased use of multimodal transportation alternatives. that are sustainable, equitable, effective, and respond to changing demands. Slack. Um, Participants at the Vision Workshop also articulated key goals, which would support the project in realizing its vision and overall policy objectives. Um, the project will span both operational focus goals and citywide mission driven goals. In particular, the TDM project framework should prioritize setting predictable and effective requirements, um, that should foreground equity and deliver sustainable travel options to reduce VMT and parking demand. Um, And staff presented the vision and prodigals of the Tatum Ordinance to the bicycle pedestrian advisor committee on Wednesday, October 25th and to EPC on Wednesday, November 1st. BPAC and EBC members were generally supportive of the draft vision and goals and noted the importance of ensuring that TDM conditions ride, or transfer between property owners, as triggered by a change of ownership. Additionally, BPAC and EPC members suggested that consider opportunities to incentivize and encourage existing projects comply with a team of ordinance framework. And there was also consensus among BPAC and EBC to prioritize developing measurable metrics and enforcement strategies. Um, such that the outcomes of the ordinance better align and support its policy intentions. Um, and so following tonight's council transportation committee, um, meeting and the input gathered, staff will finalize the project vision and goals. And in spring 2024, the project team was set about developing the draft TDM framework. Um, making sure to benchmark our progress with neighboring jurisdictions. Um, staff will seek input on key framework elements and policies from stakeholders and the community this spring. And finally, adoption hearings of the teeting organs are tenderly scheduled in early 2025. Moving on to CTC discussion questions. Um, staff looks forward to receiving your comments and input. Um, to help ensure the Team Ordinance best aligns with CTC's vision and hopes for the project. Um, and next. So I'll leave the draft vision statement at project goals here for easy reference, and that concludes my presentation. Thank you. Great,

[01:04:12] Chair Ellen Kamei: thank you. Um, does any member of the committee have? Do. Okay,

[01:04:22] Member Alison Hicks: um, so I guess I'll start with saying. One of my questions was going to be about, uh, whether, uh, telecommuting and alternative work schedules were ever something you considered. So I was really happy to see that that's in the graphic, and I don't even have to ask. Were those, but I do, were those added more recently or because I know like before the pandemic, they probably were not. a part of TDM plans. So I'm just curious how they got there.

[01:04:50] Transportation Planner Pacho: Right. So, based on the tedium plans that are proposed by applicants. staff works with them to best, um, help meet their trip reduction, um, requirements. And, uh, Telecommuting, hybrid, uh, work arrangements, are, uh, an option that are that is available to applicants. And staff kind of works with them to understand what the level of effectiveness would be, um, that would actually reduce trip prediction. So it is included as an option for them. So has

[01:05:25] Member Alison Hicks: it always been included or is it a relatively new case? It's been an available

[01:05:28] Transportation Planner Pacho: option. And yeah, as much as... As much, yeah, as I've been doing the existing conditions analysis, I've kind of been seeing it, um, kind of consistent across, um, the conditions. It's

[01:05:41] Transportation Manager Lo: being established for quite a long time, but okay, good to know. It's at a different level now. And I think that, um, it's at such a high level that we need to start thinking about it slightly differently because, uh, for example, people might hire more people, more employees within a building. So we, you know, so in terms of percentage reduction, that means something different now that we have such hybrid workplaces.

[01:06:07] Member Alison Hicks: Yeah, and I've heard you all say that in the past in past reports, but I've also been reading that the, the number of, that the, I don't know exactly how I read it and I meant to look it up and come in with the statistic, but that the carbon footprint has gone down. for driving to for commuting. in comparison to the number of employees because people are not coming in every day. So, in general, not in mountain field, particular. I don't what's going on here. Well,

[01:06:39] Assistant Public Works Director Arango: that may be going on right now. Um, If you're doing it as a percentage of total employees, yes, per employee, but again, if you're now able to place more employees in a building as their own base than you otherwise would have, you overall carbon foot may not be down. Um, or for us, you know, the number of trips per day, headed to that building may not go. You may be

[01:07:11] Member Alison Hicks: there fewer hours, but you

[01:07:12] Assistant Public Works Director Arango: have more employees making trips. So, you know, you're filling your buildings still, just go, alternate days. Thank

[01:07:21] Transportation Planner Pacho: you, council member, Hicks. I forgot to say that from the outset. Um, I, I, just to add, uh, a little bit of color, what we've noticed with the North Bay Shore, um, trip cap on monitoring results is that we are seeing less employees commute to the area. However, those that are driving, uh, in um, are disproportionately using single occupancy vehicles.

[01:07:46] Member Alison Hicks: As opposed to the shuttles and other, yeah. But still, there are fewer cars. Fewer cars at the moment.

[01:07:55] Transportation Planner Pacho: We're well below our gateway capacities.

[01:07:58] Member Alison Hicks: Um, okay, so, so another one that I'm, uh, And so another one I'm, I'm curious about is parking cash out. And how that works, because I could say that. So I'll tell you the problem I have with it, but maybe the problem I'm thinking of doesn't apply. And you can explain to me more how it's, how it functions, because I know when I, I know this would be for a business, but when I lived in the apartment at Park Place, um, if they had give, told me you don't need to pay for the parking underneath, I would have said, fine, pay me for that or reduce my rent, and I would have just parked on the street, because that's what I did anyway. I never parked in the parking garage. I always parked on the street. It was more convenient. Um, So, um, well, nobody even told me I was wrong. So anyway, so my question is, it seems to me, I wonder what the data is. I wonder how it works and what the data is on how it works. Because it seems to me that in places where there's no street parking available, say the place I was just at last week in San Francisco, it would work great because I would either have to take mass transit or something. Um, I would, or I wouldn't be able to get if I worked at the place. I wouldn't be able to get the parking cash out. But if I worked here, I could just park on the street. Um, and I'd get the cash and park on the street. So, and then if people park on the street, the streets are, the street park, street parking becomes, you know, here we look at the street parking. We say we can change this into a bike lane, or we can play it. Trees, we can add it. planning strip or we can widen the sidewalk. If they become parking lots for everyone, then we can't do those alternative things, our streets become parking lots. And I don't want to cash people out, give people cash so that they can turn our streets into parking lots. That's not meeting the objective that's stated here. Which is, you know, I'd be driving anywhere, right? If I did that. So what do you do to make sure you're meeting that objective, that they're not just parking on this, getting the money and parking on the street. Yep,

[01:10:21] Transportation Manager Lo: so I can respond to this one. Oh, hi, rehooch, Barrett, low transportation manager, thank you for the question. So typically parking cash out is not used for residential. Yeah, no,

[01:10:32] Assistant Public Works Director Arango: I meant if we were work. If that was a word.

[01:10:34] Transportation Manager Lo: So that was you would normally use unbundled parking for a residential parking cashier is more for commercial. Um, it has been very effective and helping to shift modes um, in within the Bay Area. Um, Uh, and but I think the spillover is always something that you need to consider. And so that's why it's important to pair, typically parking cash out is paired with things like a residential parking permit program so that then you're, you're addressing the spillover at the same time as offering this benefit or getting there via different mode.

[01:11:07] Member Alison Hicks: So I know it's only for working and I'm sorry I confused it by talking about my living situation, but I'm really concerned about it. I'm concerned about things that people say are working in the Bay Area. Because the Bay Area is very, I've lived in very different places in the Bay Area. San Francisco is really different than Mountain View, for example. And something that would work in San Francisco because they have a lot of mass transit and they have very, it's very difficult to park on the street might not work here. And I just want to make sure we're not using cookie cutter solutions that don't actually work. Don't actually serve the purpose they're supposed to.

[01:11:45] Transportation Manager Lo: So the 2 specific examples I was thinking of. And I said, the Bay Area, but Genentech in South San Francisco, which is a very kind of industrial area, um, industrial sort of semi, sort of suburban-ish, um, and the 2nd one is Stanford University. So the next city over. Yeah, you can't

[01:12:02] Member Alison Hicks: find ever fine parking at Stanford. I mean, that's really different than downtown here where I don't think it would work the same way. So

[01:12:08] Assistant Public Works Director Arango: the tools that we have, uh, if we, you know, because we're gonna be facing this also with the fact that we've had to remove parking minimums to the downtown and we'll be doing that in more areas. So whether you're doing a parking cash out, as a way to encourage somebody to choose not to park, or if you're just not parking available, uh, we'll be continuing to look at the strategies we're already using the downtown where we might have 2 hour parking level. Yeah, that's what you would have to do. Eitherwise, exactly. It's just giving people money.

[01:12:41] Member Lisa Matichak: Exactly. So... Yep. And

[01:12:46] Member Alison Hicks: it has to be important to somebody too. Okay, so that was one question and concern that I, I just, I have an ongoing concern about cookie cutter solutions that don't apply in our case. Um, and then can you explain to me when you, when you use peak hour trip caps and how, how that works. Right. As, as opposed to, you had another one, and I think I didn't write it down. Any

[01:13:20] Transportation Planner Pacho: So when applicants, um, will submit their proposal will assess transportation impacts and, um, use established practice through, I believe, the ITE's guidebook, which gives us a sense of trips generated, um, during the peak hour. And um, characterize that by land use, project size, and time of day. And what we mostly saw for in our conditions is the peak hour. And versus the peak period, which we do for North Bay Shore.

[01:13:57] Unknown Speaker: Oh, I think that's what I'm trying to ask. The difference between peak hour and peak period and when you use each one. I'm sorry. That is what I'm.

[01:14:05] Transportation Planner Pacho: So for office development, we would assign a trip kept during the peak hour. Um, to ensure that there's enough capacity, roadway capacity, um, at that time. And, um, most of the mitigation is targeted towards, you know, the 9, the 8 to 9 peak hour, that'll be spelled out in conditions, um, as well as an evening, uh, peak hour, over the 4 or 5, Some project conditions may have a peak hour trip cap in the morning. Depending on the land use, if it's maybe a hotel. Some might have both AN and PMP or chip caps. Um, And some project conditions might just have a percent trip reduction, um, versus a specific concrete trip cap. And that's kind of what goes to the variable, uh, performing standards that we've seen across conditions since we've been applying TD requirements. Oh. That's,

[01:15:03] Unknown Speaker: but that's been one of our challenges, as you mentioned, is that, it seems to vary from project to project. There hasn't been consistent and one of the, you know, correct me if I'm wrong, but what we're striving for is a more consistent approach to the new citywide TV and ordinance. And I would suggest that we also really have to explore what does make the most sense because when you do a peak hour basis. One, you don't want to specify the actual hour, you want to know when the actual peak hour is, because it can change through time. You might be just encouraging people to come in an hour earlier, an hour later, you did not take that trip off the road. Because the big thing you were asking about what was available in the past. I remember 20 years ago and all of this, you know, we were all about flex hours. We weren't about getting people out of their cars. We're about giving them, not driving during the peak period when it was most congested. That's a different outcome, right? So, we may need to look at measurements that are more focused on overall daily trips, you know, because if the goal is, we want to reduce the number of car trips. It's not, well, so that breaks, concession management.

[01:16:22] Unknown Speaker: Yeah, so that's the other thing that's a little muddied in this, and I'm trying to form a question, whether we're trying to get, whether we're solely trying to get single occupancy vehicles off the road or whether we're mostly trying to, or whether we're looking mostly at congestion or whether we're looking mostly at, uh, cutting the carbon footprint, in which case, we might add some stuff on, um, electric vehicles, enabling electric vehicles. If we say congestion is not a problem, maybe we want to do more to encourage electric vehicles. And I don't know how that fits in here, is that something you ever think about? In terms of TDM?

[01:16:58] Transportation Manager Lo: That is one of the considerations. So I think the different metrics kind of speak to different things. So, uh, peak hour and peak period. trip counts generally address the issue of roadway capacity, constraints, and traffic congestion. All day trip counts address the issue of VMT and sustainability impacts more, more broadly. And sometimes it also relates to greenhouse gas emissions. So that's where the EVs can come in in terms of if that is the criteria. And

[01:17:30] Unknown Speaker: do you put those in TDMs or not? Is that a?

[01:17:34] Transportation Planner Pacho: Um, provision to support uh, electric vehicles. Uh, we have the the code, I believe, uh, the electrical code, which requires that, you know, building, um, new development will include, um, charging infrastructure. But to you said that TDM does, not so much. It's a separate. No, um, yeah. Thank you. Okay,

[01:17:58] Unknown Speaker: those are my questions. Thank you. But you've never met a check.

[01:18:01] Member Lisa Matichak: Yeah, I want to start by saying, um, there was a lot of information, uh, for this topic. Um, and there was a lot of really great information. Um, and I kept on learning because I was going through this thinking, ah, I want to talk about this. I want to talk about that. And then I thought, oh, wait, but they're only asking me to come on 2 things. Um, Because there was so much in here. And I appreciate the conversation you just had because as I was going through this, I kept on thinking, You know, what are we trying to do? And ultimately, I feel like we've shifted over time. We used to focus on Peak. Trips, uh, to address, for example, the level of service, um, and intersections, and that has changed to VMT, and I think, um, reducing the number of vehicles in general. Whether it be SOV or any other vehicle. So I, oh, I'm going to write into what I thought. Sorry, let me get back up and ask my questions. But just sort of, I was surprised at, um, How much was in here? Given, um, the questions you were asking, and that's hard to not, also focus on all these other things. So, um, I was wondering if we have any data on the use of transit passes, and when I say use of transit passes, it's by the person who receives it, not by, say, the employer, giving them to people and them, them not being used. I don't know if we have any data on that or could we get data on that? Because given the pathetic state of public transit around here, I really wonder how many people are actually using them. Thank

[01:19:53] Transportation Planner Pacho: you, councilman, for your question. That would be good data as of right now. We've conducted an inventory across the city of which projects would be technically required to provide chance of passes, but we don't have things at the level of what I think you're asking, which is the utilization by the actual user. We do have data pertaining to the mountain view community shuttle because we closely operate that. And so we know, you know, the average daily user during the week and know that it's kind of been operating past post-COVID ridership figures, that's kind of uncharacteristic to other chance agencies, um, in the area, such as, you know, VTA, I think it's between 25 to 35% utilization, um, post-COVID, or the COVID baseline. And then Caltrain, I think, is still at around 35%. But, We do know that a large, a lot of the, large employers have kind of suspended, um, the transit subverties that do, they do provide, whether that would be the couch and go past the institutional past the employer's purchase for each, uh, employee, um, given that ridership has has been volatile, uh, since they've been, they brought back employees. Um, but that could be something we look at more closely in developing the framework, which is kind of, how do we understand the mode change that's happening with TDM being implemented. Um, it's really on a voluntary basis that they provide that information, some of that's proprietary. Um, especially for the larger employers. So getting that could be, uh, kind of a challenge, but, uh, that's something we could work with a teammate to field those kinds of questions. So,

[01:21:38] Member Lisa Matichak: um, I feel like I need to add a few comments along the way I do, because, um, there's so many questions I have, but I'm interested in trying to get more data on that because I feel, I want to understand the effect of the different tools, um, that we would potentially require or have on a list. Because if they're not effective, I don't want them to say, oh, we're going to do that. And then, It might be cheaper for them to buy transit passes for everybody, but it has no impact on what we're trying to accomplish than any other one that they might choose. So I think it's important to have that data. Even a guest, yes. Um,

[01:22:15] Unknown Speaker: I appreciate. I really do appreciate that comment. And one of the things that, um, we've talked about some is rethinking how, are, well, we do have a TV and program requirement. Do, do, can we focus more on the outcome or after rather than the specific measures? Because especially when we're approving a development, we're setting conditions of approval. That development's going to be out there for decades and everything changes over time. So rather than mandating buying transit passes, or mandating other specific TV and measures, Can it be more, This is what you need to achieve. Here's a tool kit. You, you can select what you want to use. You can change it over time. But we're interested in those monitoring ports. We're interested in that outcome that you are achieving. You know, they out, you know, what you're required to achieve. Yep. I totally agree. Yep. Um, let's go planner. Did you want to add anything? Yeah,

[01:23:20] Unknown Speaker: I just wanted to ask, thank you, Dawn. going on the same lines. Just one more thing was, you know, because we want to provide flexibility, that was a very big comment that we received through our surveys and our interactions with the stakeholders, we want to give them an opportunity when they do their annual reporting of how they're achieving the goal that we have set for them. Do they need to tweak their program? And we're not mandating that you go and do this, which we might have been doing in the past, but we want to stay away from that because we learned our lesson. Give them an opportunity to come back and say this is not effective for us. We'll be trying this too much. Yeah, so it's more about flexibility. And then the tools. Yes.

[01:24:04] Member Lisa Matichak: Yes. great. Yes. Okay. Let's see, you mentioned the ITE trip and parking generation handbooks. Um, Are there any alternatives or is that the only? The only source for that information. There's,

[01:24:21] Transportation Manager Lo: um, In Santa Clara County, we now have a VMT tools, um, which is provided by ETA, but it was developed by ETA using something that San Jose had done a lot of work. So that is something for estimating the number of trips, which is applicable to this area, which might be helpful.

[01:24:46] Unknown Speaker: I don't know if the VMT tool estimates reps or say. Uh, we can look into that more. The one thing about the ITE. What is that? And it's updated regularly. is based upon just regular surveys, and it usually forms you a basis for this type of land use, at this density. If you don't do any TDM measures, you don't take extra efforts, will typically generate this many car trips. So you start that with your determining the number of trips that you, if you're not going to do anything. And then you start to give credits back for the various TVM measures and other efforts that you take or, or how the site might be designed, like if it's mixed juice, you can share it parking and things like that. But that's what, you know, and I invite the other engineers in the room to, um, add more information if I'm missing anything, but that's its value, and it's constantly being updated by going out and doing counts. Okay, yeah.

[01:25:53] Member Lisa Matichak: So it's still a valid source. Okay. Yeah, I did read the about the VTA one in here. And I even moved this down that, um, they characterized a neighborhood type in the early 2000s and they have North Bay Shore characterized as not what it is today or the vision that we have for it. Um, yeah. Do they have plans to update? We've been talking to

[01:26:18] Unknown Speaker: them, that's the... Okay. That tool's been useful, um, as part of our, our sequel process and in determining whether there could be a significant impact under BFG, is using that tool. Okay. Um, I

[01:26:37] Member Lisa Matichak: think I've asked this before. Um, but how are, I would call them right hailing? They're not ride sharing, trips calculated, or included, or counted? Is that an SOV?

[01:26:51] Transportation Planner Pacho: We do count them for North Bay Shore? Do you have a monitoring? So there need to be, I believe, three. Um, writers for them to be counted as an HOV. as opposed to an SOP. So.

[01:27:04] Member Lisa Matichak: So we are looking at the number of people, women. We're doing M. Michelle's. Okay, and if there's one person, it's an SOV, I'm sorry, if there's one passenger, it's 2 people. Yes. It's related

[01:27:16] Unknown Speaker: follow-up. So nice. We've gone off the rails. So, if I work in North Bishore and I take an Uber there, um, alone, you're counting at a single occupancy vehicle, now when that person drives out, what you count that as another single occupancy vehicle trip? Okay. Okay,

[01:27:41] Member Lisa Matichak: thank you. Um, and let's see. So, um, I... would like existing development to be subject to a citywide TDM ordinance. And so I was trying to think, have we looked at other things that it could be tied to, besides the permit for development, like, business license. Okay,

[01:28:12] Unknown Speaker: faces, being like, indeed. Have

[01:28:20] Member Lisa Matichak: we looked at tying it to something else? Did

[01:28:24] Unknown Speaker: you really take Dipper? Sure. Uh, thank you for the question again. We have been talking with our consultant team on, you know, because that is a constant feedback you're receiving from all the committees and commissions. Um, there is a legal aspect to it, and we need to dig deeper into that. before we can come up with a option to enforce that on existing businesses. Permitted, permitting, you know, new permits associated with new permits is definitely something that we can. Yeah, like if you want to come in with an addition, a considerable addition, or a brand new development permit for sure. These are some of the things that we have been thinking about. But again, um, I think there's a bigger legal question there, which we need to see once we develop the toolkit, then we want to see, you know, okay, how are we going to implement it, enforce it, and who gets to be, uh, who gets to get what kind of goals that we're trying to achieve. So we're definitely looking into that, but we do not have a specific answer as of yet. Because I think right now we're focusing on vision and goals and then diving deeper into the toolbox and how we're going to.

[01:29:36] Unknown Speaker: Yes, and I told you, I want to talk,

[01:29:38] Unknown Speaker: yeah, all kinds of stuff because there's so much information

[01:29:40] Unknown Speaker: there. related to that one too. I'm sorry. Which is, as a, I, I think this is a much less effective way of, of getting what you want, getting the results you want, but do some of our companies, particularly, the larger tech companies have their own greenhouse gas goals, and can you, can that be a way of associating them with this? less effective than being able to demand it from them, but be great, bringing up. We can,

[01:30:11] Unknown Speaker: but voluntary offer, you know, offers are always, yeah, it's not predictable. And if we want to, you know, treat everybody the same, We want to achieve our own goals, to a certain degree, and also understanding how is our infrastructure actually going to work. It can depend upon what somebody's operating, can be really tricky. If

[01:30:30] Public Works Director Cameron: I may, um, Mention that I know that there's, this is a big topic and there's so much we can get into. We were hoping to bring it to you in pieces, which is why we're starting at the very high level of. Do you agree this is the vision, what we're trying to achieve, these are the goals we're working towards the predictability effectiveness? And then we can take the next step and start to look at what the tool kit could look like, the metrics that we look like, and of course, the ordinance itself, which starts to tell you how we can apply it and and then we can peel away looking at what are the options now for existing businesses and large scale residential, whether it's an incentive program of some type versus a mandatory program? We don't know. But we do need to take this in pieces and this is not the 1st time you're going to be here, right? You'll kind of bring it one step by the way, because on the schedule, it

[01:31:30] Member Lisa Matichak: didn't mention another CTC meeting. So I felt compelled to get all my questions about the things. Yeah, we're

[01:31:37] Public Works Director Cameron: trying to keep each slides. you know, minimum words, but, um, I, you know, as I said, there's stakeholder outreach, which also includes visiting the, continuing to visit the advisory committees and CTC as we develop, a little further. Okay. Okay. Thanks

[01:31:56] Transportation Planner Pacho: for your question also. There was a bill passed by the California State Legislature. It's SB 253, which the Climate Corporate Data Accountability Act, which requires larger corporations and is close to their carbon emissions. I mean, there's a lot of guidance that still needs to be issued, but that could potentially be a mechanism for existing development to disclose whatever chips might be associated or what emissions might be associated with trips. And to the extent that we use, um, the carbon inventory. Um, as a way to measure reductions into your chip reduction. So I'll just, Table that, but there's, yeah. Um, so

[01:32:37] Member Lisa Matichak: I also noticed it said that, um, There have been no, uh, non-compliance penalties issue. And that kind of surprised me. And so I, maybe not today, but I do eventually want to know, why is that? Um, is it lack of reporting? Um, There's, I can think of lots of reasons, it could be, but I'm interested in data on that.

[01:33:04] Transportation Manager Lo: I can respond to that. Um, so we hired in, in, what was that? January of 2022. So before that they hadn't been monitoring. And so we wanted to start with letting people know you have requirements. This is what they are. We want compliance. We're not necessarily interested in penalizing people, we want compliance. And since he's been approaching, we've had a dramatic increase in compliance with reporting, so we're making great progress, but we want, we want it to be, We want to give people a chance to come into compliance first. Yes. So, and then, and then there's a grace period, um, and then, you know, then we'll revisit it down the track. But

[01:33:46] Public Works Director Cameron: this is an example that the city started putting these requirements on developments before we had their resources to monitor and work with them for compliance, and it was by adding the position that Ben. Ben's not he is. Yeah, that we were able to do that. Um,

[01:34:12] Member Lisa Matichak: and then you talked about stakeholder, um, uh, input. And I noticed that there was, um, one organization that isn't an employer, um, this is some of the folks I would imagine would be interested. Um, will there be others? It was MVCSP. Well, there was a presentation given to them. How about other community groups? Do they approach you or how do you? How does this work? Certainly,

[01:34:39] Transportation Planner Pacho: we're going to do kind of a, thank you for your question. We do a wider focus of community members, um, and work with CDD, um, to come up with a more robust community engagement plan that include, you know, um, stakeholders and media groups beyond what we've contacted so far. I think this 1st round is really focused on those intedian practice, with the experience with implementing it. So now we're gonna take a step back and try to get the perspectives of the end users and community members who would actually be kind of using on a day-to-day basis. Okay. Um. And

[01:35:17] Member Lisa Matichak: I guess that's all my questions for now.

[01:35:21] Chair Ellen Kamei: Thank you. Um, I know that the consultant is with us tonight, and I don't know, uh, if you if you wanted to share anything, as you've been hearing the questions and the discussion from the committee, but I wanted to offer that opportunity. Oh,

[01:35:35] Steer Group Consultant Hsueh: thank you very much. I appreciate that. Um, I, you know, I, I've been following the discussion intensely. I think it's been a very interesting one and I thank you for your input. I don't actually have anything to add at the moment. Um, but still available for questions.

[01:35:51] Chair Ellen Kamei: question for you then. for sure. Um, so I think, uh, as the city is looking at this, uh, are, can you just name or help us understand the other jurisdictions that you've worked with on putting forward and forwardedness? Maybe some of the key highlights and other communities? I think that would be really helpful in terms of I didn't see that in the staff report and I think that's a perspective that you can bring us the outside consultant into the discussion that could be helpful. Thank you. Yeah,

[01:36:19] Steer Group Consultant Hsueh: sure. I mean, we work with a, with um, kind of a variety of, of agencies and jurisdictions and nonprofits. So, um, as well as, you know, we're kind of, we monitor events, um, and what other jurisdictions are doing. quite closely. I think most recently, we've been working with the city of Culver City, down in Southern California. As well as with the city of Sacramento on their TDM ordinance. Um, we also had previously worked on the city of Carlsbads ordinance. Um, but I think the, I mean, what's interesting is that we also, um, we, we help staff TMAs and help, help them run their operations and so have kind of a view and to implementation of like, you know, what kinds of strategies are useful, which, what kinds of strategies do employers choose to use? We guide employers in helping to choose their strategies for the context. And

[01:37:20] Transportation Planner Pacho: I think maybe kind of a broad observation is that, It's

[01:37:25] Steer Group Consultant Hsueh: very, very context specific. I mean, you know, some of the issues that were brought up today, um, totally understandable in terms of, you know, which, trying to understand which strategies are most useful and most, most effective. And it does change a lot. I mean, it, for example, when we were talking about the residential, I mean, when we were talking about parking, you know, parking cash out and spill over. Um, I know, you know, Rio already addressed that, um, that just, that's a great example, you know, and it really depends on if there is parking near, if there is on 3 parking nearby. We think about things like the user experience. Like, how far is an employee willing to walk if they have to park off site somewhere? How much parking is available, how much does it cost? Is there a permit program? So there's a lot of, like that's just one, one of those examples, but they're, for all of the other alternatives out there. Um, it all, the use of them varies widely, uh, just depending on what that context is, for example, how close the Caltrain station is, or how frequent the bus service is, how convenient it is to use, is sometimes even very site specific, like, is the bus stop just really hard to get to, and you have to, like, maybe in some situations, there isn't even a sidewalk that gets to the bus stop, for that specific business on that one corner of the street, or it takes, 2 minutes to change a cycle, um, to change a traffic signal cycle. And so no one uses it because it's just too inconvenient. So I just wanted to kind of add that flavor. Um, just, I, I hope that was useful. It

[01:39:03] Chair Ellen Kamei: is, and I think, you know, something, uh, one of frame it as a question. So the other jurisdictions, do they also, I feel like Mountain View were a pretty proactive city. And so we have, um, You know, we also have our shuttle program. We have a variety of programs. And so, I think part of the thing I was thinking about as my committee, my fellow committee members were asking questions was like, how do you create the ordinance while also thinking about the programs that the city has or supports while you're creating the ordinance? And I don't, I don't know if you face that intersection, but that's a question that's in my mind. I'm trying to understand, you know, is that, okay, we adopt the ordinance and when they talk about the programs later, or how do they maybe fit? Absolutely.

[01:39:49] Steer Group Consultant Hsueh: Um, from my perspective, I think that, Um, when we're considering the different kinds of project types, the different kinds of, Um, uh, you know, requirements that are put on projects, We are thinking about other options hand in hand. So kind of more programmatic options, for example. Um, so, I, I, I think it's, they are very closely related because things that, um, you might not be able to do through the ordinance might be supported in other ways. And so those are things that we are thinking about.

[01:40:27] Principal Planner Pancholi: If I may add to that. Thank you, um, principal planner, uh, Diana Controlli. Just like any other ordinance, you know, we have been working on in the past. We will have a rollout strategy for a lot of our ordinances. We have like, you know, grandfather in class. Not saying that's definitely what we would like to have in this one, but I'm just giving an example of, you know, kind of strategies that we've been thinking about in the past. Similarly we'll have it in this one as well. The other thing that staff does is in, this is more from a, you know, while the projects are still in an entitlement phase, we start telling people, we're already working on this. We refer to all these meetings where council and other, um, commissions have given us direction. This is coming up. This is the tentative date we are targeting, so start thinking about it right now and start including that as part of your draft proposals and projects. So that will be another way there will be preparing people to kind of adopt to what's coming up. Because at some point in time, we'll have like more concrete direction from the console will bring the, the toolbox and stuff. So. It will be rolled out in that fashion.

[01:41:42] Chair Ellen Kamei: And then I, one final question is, um, as committee members mentioned, there's kind of a lot here. So, um, is this, uh, I know that tonight we're only talking about the ordinance. Um, I know that there's going to be phasing it in a variety of Different things on the horizon. Is there a way to, um, Share that with the committee or the council? I mean, I'm just wondering how we can. Uh, kind of continue that conversation, because I think some different questions that committee members brought up are worth. Uh, learning more about or hearing about and of just trying to figure out uh, when we can talk about that or, I don't, I, I. Thank

[01:42:33] Transportation Planner Pacho: you for your question. Certainly, um, we have a project website that would be a living, but page, um, where you can kind of access in real time, that, you know, subsequent steps of the project and where we are as far as maybe, or community engagement that's planned. Um, and other ways to kind of understand the various, um, parts that we'll be tweezing out in the framework. So, for example, you know, who will it apply to? How will we flesh out the teening performance standards, the tedium toolkit, how would that be framed, and then some of the ordinance management solutions and strategies that will support implementation enforcement? So there's a big chunks of the framework that we want to, you know, telegraph widely to the community and that will, I think the web page will be most, um, you know, the, the location, um, um, We

[01:43:30] Transportation Manager Lo: can also send, uh, updates through the council connections, because we'll be having outreach to immunity engagement, we'll be going back to EPC and BPAC and then back to either CTC or comes a lot, both. And I, for my,

[01:43:45] Chair Ellen Kamei: I guess, to connect the dots of my thought process. So we adopt the, we have, you, you noted earlier, I think in the presentation. Um, you know, we have a general plan, we have defice plans. Um, We have this, you know, greenhouse gas reduction program. Council adopts these documents. We're gonna adopt the ordinance, but, Perhaps as, you know, one of the things we're talking about is the flexibility or how there's kind of, um, instances where there's challenges, we're not really meeting the goals that we had originally intended because that's not the metric anymore, maybe it's legislation coming from the state. So I think what I'm trying to understand is we're gonna adopt this. We have our other documents, how do we keep what we're adopting evergreen, or how do we know that the goal, as, I think, committee member Mattachek mentioned, or I think committee member hits, we're actually meeting that, you know? Um, And I'm not sure if that comes to CTC. I don't know if that just comes in an update. I'm just trying to understand because we're in a shifting environment, right? Um, what the best venue is to talk about it or to make sure that we're needing those need, you know, coming, coming through community development as well, because it doesn't make sense. I think as one of the examples was mentioned, if we're mandating that transit passes, but we don't have a, We don't know, people are using them. We transit. Yeah, you know, so so I think that's that's the follow-up that I'm trying to understand. So, you know, happy to go into our comments on the ordinance, but how do we connect the dots to make sure we're actually being impacted. Yeah, or as you mentioned, Ms. Lowe, we, sometimes we, We don't have a residential parking permit program. It is my goal and hope that when I have done council that will have something implemented in the community. We don't have that yet. So I think are there the missing pieces too, that council needs to adopt too. So I just don't know at what point we'll be able to have that discussion. Since we're, you know, focused tonight just on the board list. Perhaps that's just a later thing. Yes.

[01:46:06] Transportation Planner Pacho: If you hear a question, I'll take a 1st step and then I'll pass it off. Right, there's so many different components to it, and to make sure that I think what we've discussed is a level of flexibility and maintaining that throughout the process. So, Understanding where the requirements will live will certainly be a substitute question, we'll discuss, um, in the study session, when we tweeze apart the framework more closely. So this would be the next time we come for you, and propose, um, kind of, uh, the ordinance structure and and the various subcomponents, um, think of their thoughts and inputs. And then this is kind of where Gary and Cyr will come in, talk about best practices and benchmarking, um, some of what they've done in other jurisdictions and ordinance development and really understanding where requirements have lived. Um, whether it's in code or, you know, in different statutory places, just so that it doesn't require, um, well, that it's a living, um, uh, a living document. So I think that's kind of what I would contribute.

[01:47:20] Transportation Manager Lo: Okay, we, we have talked about, you know, once the ordinance, citywide, or once development, then we go back to the fleas value, and so it might do some very simple, and it's consistent again. So

[01:47:37] Unknown Speaker: Okay, great. Thank you. Any other questions from committee members? Just one question, like, I forgot to ask, who is on the... Who was on the board? It's the MTMA board. Who's on that? So,

[01:47:56] Transportation Manager Lo: um, the Mountain View Transportation Management Association is a nonprovit organization member base. So they have, um, actual bylaws and governance that, um, Right now, it's basically every TMA member is currently on the board. Um, and that includes Mountain View. We are a member, so we have one seat on board. And, but they do have a process that when their membership gets much larger than it is in order to keep their bowler down to it. It's about 12 or so. Then, um, they'll evolve into where there's certain, uh, key permanent members, usually, is founding members and the biggest employers. But then the rest of the members will selective representative, they have different ways to group it, to keep the board smaller and manageable, but then having it all member meeting. You know, at least once a year. But right now, the board is the current members of the DNA.

[01:49:03] Unknown Speaker: Okay, thank you. I couldn't quite facialize them, so thanks.

[01:49:07] Chair Ellen Kamei: Great. All right. We'll now open it for public comment. Would any member of the public joining us virtually or in person like to provide comment on this item? If so, please click the raise handbun in Zoom or approach the lectern, we'll take in-person speakers 1st if there are any, and each speaker will receive 3 minutes. I'm not seeing any in person, but I do see virtual. So we'll start with Emil Abraham.

[01:49:42] Emil Abraham: Can hear me? Yes. Cool. Um, yeah, so I'm a meal. I'm in, I'm on middle field. Um, so I'm very excited to see uh, a reduction in VMT, which is like vehicle miles traveled as an explicit project goal in our PDM. Uh, I think it's a fantastic metric, uh, to track, just like the B-Pack suggested. We should make sure that our goals are data driven. Um, and in fact, we're not the only ones, just like other staff members mention. Um, VTA is also looking at this. Um, I recently attended uh, public outreach session held by VTA, for their 2050 um, Valley Transportation Plan, and reduction of VMT is also one of their explicit goals. Um, so I think having our goals aligned with VTA is a huge opportunity um, to collaborate with them in many different ways, maybe securing more funding. We might have an easier time with that. Um, uh, working together on like signal, traffic signal prioritization for buses or our shuttle, um, maybe working together on any other type of transit oriented development projects. Um, so I highly encourage that our staff and everyone reaches out to them to coordinate, um, for future projects, um, and especially since our goals are aligned. Um, I think it's uh, a great chance to show that Mountain View can be at the forefront of greener and a more equitable future. Thank you.

[01:51:13] Chair Ellen Kamei: Thank you. James Kuzumal.

[01:51:19] James Kuszmaul: Good evening. Um, James Guzmo, just speaking for myself tonight. Um, firstly, I guess it's always good to say that this is a wonderful project so far from what I've seen. Um, I just wanted to call out, at least a couple things that I heard in the discussion earlier. One was, I didn't hear what exact figures got cited, but it sounds like there's some uncertainty about how much where ridership is out relative to pre-pandemic, um, per the Caltrain board meeting agenda for the day after tomorrow. VTA is at a bit over 80% for the past few months relative to pre-pandemic writership. Cal train is at 35%. Um, and has been hovering around there for a few months. The other thing along that line is I've just, I heard a couple comments about mass transit not being outstanding around here and while there are definite improvements we need. It is nonetheless usable for a great many trips, as I can attest to. I mean, this Thursday, it'll be the fastest, most convenient way for me to go meet a friend for dinner in Redwood City. Um, and later this year, couch are gonna start running electric trains, which make trips to San local trips to San Francisco, a bit over 20 minutes faster. Um, so, There are imperfections of the system, but a lot of CDM is about moving marginal trips from one mode to another, and there's a lot of marginal trips that could move to mass transit or walk in, biking in the city. Um, and the other thing was to, I was going to mention, was touching on, uh, some concerns about, like, how we, about, well, basically getting to what was alluded to a few times about parking permit programs, um, that those are, as I believe, a staff member noted, but I'm not sure if it was transportation manager, low, or director Cameron, um, that, that is one of the ways that, uh, various localities will address simultaneously doing parking cash out of the such, to have permit programs so that don't use a treat space. Um, That is also a way, uh, to address some of Council member Manachek's mentions about how do we make it to the existing developments. UsOR reducing their vehicle mile traveled. Um, Because if there's less street parking by those developments, and fewer people will drive to those, uh, developments. Um, And to, but along those same lines, I want to be careful about saying we should tie too much to direct the TDM directly, as was mentioned, the TDM program will impact how some buildings are built that will be around 30, 40, 50, 100 years from now. And as we all know from our housing element process, a lot of buildings are going to be built in the next 8 years in Mountain View. And so the sooner we can get a TDM program over the line to ensure that buildings are built sustainably, the the better we will be, and I don't want to say kick the can down the road for everything else, but I have full confidence that that we will be able to tackle the problems that, and challenge the way arise that arise.

[01:54:13] Chair Ellen Kamei: Thank you. Thank you. April Webster.

[01:54:21] April Webster: Hi, um, April Webster. Um, I would, I want to start with, um, saying, I think it's wonderful that you're talking about your different goals and potential metrics to look at, to evaluate and monitor. Um, one comment, um, I'd like to talk, uh, uh, one thing I'd like to address about it, is, um, the focus on performance and BMT, and I think BMT is a wonderful number, but it's very myopic in that, um, the TDM is supposed to understand how people make their decisions about transportation and influence and encourage them to change their behavior. And if you're focusing only on performance. That's really looking at one type of trip for the most part, and that's commuting. It also doesn't, I, you know, I've heard people take, speak about usability and user experience, but you can't evaluate that just using VMT just performance. And I know in the Bay Area and the tech industry were very um, performance. Pro performance. But there are other metrics that you can, um, use to look at usability and the experience of it, um, and dig a little bit deeper to get at, um, what enhances the experience. Some of these softer metrics. And I think this is really important. And where the industry is starting to move, you'll hear people talking about experience, the enjoyment, um, the joy of riding, and you need that really to see a wider, wider, wider population of people biking and making that shift because if they don't enjoy it, they're not going to do it. It's what you would experience in other industries as well. If you don't enjoy the experience of using, say, a Matt versus a Linux or something like that, the experience isn't good, you're not gonna make this shift. Um, one other comment on, um, equity and inclusivity. Um, and I've been seeing this in the industry. Um, it's quite widespread, but the way this is done, it often does not collect demographic data. And, um, I used my 1st careers as a statistician. And if you don't collect demographic data, you cannot evaluate whether your survey, um, your outreach is a representative sample of your population and you can make no real conclusions then about whether it's going, your, the design that you create, is going to satisfy all the needs of the people in your community. And we've seen how this has been a problem with AI, the data they used was incredibly biased. Um, white men. And so they weren't able to do prediction and really use that data because it's biased. And so if you really want to tackle inclusivity, And equity, you need to start collecting this data when you're doing outreach. And, um, we're pushing, like, this is getting pushed more at the regional level of state level, but, um, I think it's also important at the local level and and maybe to set an example for other, um, uh, uh, locales. Oakland's done something in their ATP if you want. Um, thanks.

[01:57:24] Chair Ellen Kamei: Thank you. All right, that concludes, um, a comment. Seeing any more fans. So I'll bring the item back for the committee for responses to staff's question. I believe there are 2 and deliberation and action. And I need to, too many months, I like to pick up 1st step.

[01:57:49] Unknown Speaker: I'll go first. Um, so, um, First, I want to, I want to, um, hang staff, this was a very information rich, but the staff report, the presentation and the answers to the questions. Um, It's a fascinating topic, uh, and one that I think we all want to get right, so I think some of us could talk about it all night, but, and so it's really good to hear, don't be an opportunity. Um, so I'm going to, okay, so I have my comment on the vision statement. is that it all looks good, except that I, I find myself not knowing what multi, exactly what multimodal transportation means. Does that include virtual travel? Um or is virtual a separate thing? If I zoom in, am I using, is that, am I using a different mode or is that not included?

[01:58:47] Transportation Manager Lo: Sure, yeah. Um, we can probably blush this out a little bit. Do you have a... Because if it's not included,

[01:58:56] Unknown Speaker: I would say, in the vision statement, I would say, uh, increased use of multimodal and virtual transportation alternatives or something along those lines, I would add that if it's not. But if it's seen as a part of multimodal, then you would need to add it. So that's one that, let's see. The question is on the vision statement. Oh, you put... And...

[01:59:23] Unknown Speaker: And the goals. Yeah. Yeah. So, and then in terms of goals, the goals, The goals all look good to me. I can't, you know, who would disagree with predictability, effectiveness, sustainability and equity. I think that the discussion tonight has kind of focused on effectiveness, you know, really making sure that what we, I liked a lot of the answers, a lot of the questions and a lot of the answers around that, and that's something I'd like to continue. focusing on whether, um, whether, and I, I, whether, um, what we're doing is effect, because that's, that's really the important thing. And then the other part of question number 2 is other feedback. Um, So my other feedback that is that I really liked what, I think maybe it was Diana, but you couldn't correct me if I'm wrong, who said it, focusing, or maybe it was Dawn, I don't remember anymore, but focusing on mandating outcomes. Um, from a toolkit, not on mandating certain tools. I really liked that's in in line with being effective. I really like, um, like that concept. And I think it would, several of the things that we brought up, are, are a part of that, you know, how to make cash out effective as opposed to just being paid to park on the street. And, um, making sure that transit passes are an effective tool, how effective. Um, and I like the comments on demographics as well. Those are all my comments.

[02:01:01] Chair Ellen Kamei: Great. Thank you. Coming, men. I had a check. Thank you. Okay, great.

[02:01:08] Member Lisa Matichak: This is my 3rd committee meeting of the day, so bear with me. Um, let's see, so the, um, draft vision statement. I liked it, um, but I would take out for new development.

[02:01:22] Chair Ellen Kamei: You're all editing what I would end.

[02:01:28] Member Lisa Matichak: Because I want this to apply. Um, citywide, everything. Well, almost everything. Um, more than just new development. Let me put it that way. And so I would take that out. Um, The goals, um, I agree. these are good ones. Um, certainly when I looked at this, I thought, oh, um, the benefits um, are, in my mind, sort of the metrics. And that we would then be measuring. And, and I totally agree that we, what we should be doing is focusing on the outcome, um, and not necessarily how they get there. And I also, uh, want to make sure that, um, see, if it's city wide. It goes with the land. Um, And I was kind of disappointed to read that it doesn't. I guess I thought it did, all these ones that we've approved. I thought that plant.

[02:02:35] Transportation Manager Lo: The conditions of development, the conditions of pool aboard the development. So they stay with the development while it's there. But if, um, the property owner wants to come in in the future and tear down and build a new development, then they'll get new conditions of approval. Well, that would be at that time.

[02:02:55] Member Lisa Matichak: Yes. So it stays, it stays. So are you saying currently it stays with the development.

[02:03:00] Transportation Manager Lo: Exactly.

[02:03:01] Member Lisa Matichak: Okay. So I guess the distinction is staying with the development versus state of the land. And it's kind of

[02:03:09] Transportation Manager Lo: the same thing then, because that is, the development is the, you know, permit with the use of that land.

[02:03:15] Member Lisa Matichak: And if you have a different development, you might have a different goal for it, because it could be a different use now, or a different scale. Okay. Okay. Um,

[02:03:27] Unknown Speaker: but it also seems to give you the opportunity to update it if conditions have changed.

[02:03:31] Member Lisa Matichak: Yes, exactly. Exactly. Um, And is it everything else? Um, certainly, we want this to be effective. So I really appreciate the, as I said before, all this additional information and discussion, um, because I think they're definitely improving this versus what we've done in the past. Um, and I think that's in that view way, um, we're out there at the beginning and we're fine enough time. Um, see. And that's it. Thanks. Great.

[02:04:09] Chair Ellen Kamei: Thank you. Okay. Um, so, I'm really excited that we're moving forward with it all, and that, um, we have the, we have the abundant position, we're able to kind of take all the things that we've worked on as a council and aggregate it and see what's working and not working and do this whole Siwok analysis. It was great. Um, because I think, uh, we want to be as effective as possible. So, um, in terms of the vision statement, I agree with the with the tweaks that my committee members have made. I think, um, it really shows the direction that the city is going into, which is, it's not just for new development. It's for all. I think we've had so many conversations about being a walkable psychopal community, where there's good flow, where, um, we're trying to create more, you know, connections between green spaces and other things. So, um, I think that that makes sense and, um, increase of multimodal, you know, virtual transportation options. I think, you know, increase use. So I don't know if it's also like mode shift, right? I think a lot of it is California, sorry, car centric, and creating the opportunities for for mode shifts. So I'd be comfortable with that word as well. Um, For question 2 about the goals or the other feedback. Um, I appreciate how they're grouped. I think the only, um, what I struggled with was, was equity because I didn't, I didn't feel like I had enough information to determine how we're measuring that equity. And I know in the transit space, I know, looking in particular husband, kind of trying to spearhead, kind of getting more, uh, demographics, trying to understand, um, the, kind of usage. But I, but I struggle because, you know, one of it says expand access to affordable and reliable transportation options for all the live and work in Mountain View. But I know, for example, VTA is not, um, is shutting down or rerouting, some of their roots, which many people use as their, you know, daily, um, commuting or to get places, and I think that's where we have stepped up with our community shuttle. And I see pie usage in my neighborhood of people using that because they're not seeing that option from their, from public transit. And so, um, you know, I don't know if it's equity or if it's like access and we're trying to build the equity in the access. But it's also difficult for me as we are hearing about those trying to aggregate all of the like transportation agencies or we're hearing about potential price increases at the fare box, right? So, and that's not something necessarily that the city has control over, right? So I just struggled with that bullet just because I think there's the layer of the public, um, transportation option, but also what the city is trying to do with our, uh, TNA partners, right? And providing that. Um, so I, I feel like that could use a little bit of, of tweaking our little bit more thought there, um, because it's not just totally within our control on the, on the axis and the, and then the reliability, right? Um, has been a struggle. So that's, uh, my comments there. And then any other feedback kind of to my questions earlier. I think that this is something of interest to probably the entire council, which is, um, you know, not only the ordinance, but the programmatic elements. And I think that, yes, the outcomes are what are important to us. And so if we're, um, doing things that are antiquated or where the industry is not going anymore because of, you know, coming out of this very long pandemic. Um, where we still have a lot of question marks. I think, and we're gonna be talking about one of those as our next item. Um, I think if we need to make pivots, um, making sure that we have the opportunity for council to be able to be nibble with stuff to meet those needs. Um, is something, a feedback. Great. All right. Any enough?

[02:08:26] Member Alison Hicks: Yes, actually, one of the things you said, made me think about something, I agree that we didn't, we didn't spend very much time talking about equity, and maybe that's because there, there, there are other times to talk about it. But I also did like what the, one of the public speakers said about collecting demographic data, because that might tell us if there are particular demographic roots that this isn't working for. For example, maybe parents who have to link going to childcare with going to work or maybe lower income people who are essential workers and, I don't know, have to bring tools with them or, you know, those are only 2 examples, but maybe more demographic data. We can see whether somebody's being shorted. There's something we should do. Or,

5.3 Shoreline Boulevard Interim Bus Lane and Utility Improvements, Project 16-58-Scope Phasing Options

[02:09:14] Chair Ellen Kamei: you know, for our rising senior population, you know, are they kind of what they need? Same time. Great. All right. That'd be a great thing. Great. Thank you very much. Yes. Copy of interest. So we'll move on to item. Thank you very much for that. Uh, the Shoreline Boulevard interim Buzz Lane and utility improvement. Project 63 dash 58 dash scope phasing options. That presentation will be provided by Ed Orango, Assistant Public Works director. Oh, and we have Robert. And Robert... Robert is, yeah, it's... principal civil engineer. Any of us here? Give

[02:10:16] Assistant Public Works Director Arango: us a second. I think it's set up here. Okay. Thank you, chair, committee members. Um, again, Edarango is his public works director and uh, city engineer. Um, and we're here in front of you tonight to discuss the potential scoping from the shoreline, interbusting, utility, improve this project. Um, for background. Um, this project was identified as part of the, um, as a priority transportation improvement, um, in the North Bay Shore, precise, to accommodate the growth, anticipated in the North Bacial area. As part of the precise plan, the strategy is to support mode shift without adding vehicle capacity, done by reducing single occupant, vehicle travel, and implementing infrastructure improvements to encourage higher commute modes for bicycle, pedestrian, and transusers. As a result, the Shoreline Boulevard corridor was identified to have several focused recruits. including protected bike lanes, wider sidewalks, a median bus lane, and a bicycle pedestrian bridge over 101. Prior to March of 2020, Shawne Boulevard was very congested, as we can all remember, with substantial delays during the peak morning and evening commutes. At that time, Cal Train Roundership was extremely high, including connecting MP go and corporate shells. VTA also ran a bus route through an occupacial area, which they continue to do. Um, and staff estimated that during the peak hour, about 20 buses per hour, would use the meeting bus. So this diagram shows the project elements and the limits of the project, which begin from Middlefield Road, and then go to Pear Avenue. When the project was initiated, the scope included both active transportation and utility improvements. Specifically, traffic signal modifications, upgraded utility lines, a medium bus lane, bike lanes, and protected intersections. As previously mentioned, another corridor improvement along Shoreline Boulevard is the bicycle and pedestrian overcrossing project, had the Shoreline and US 101 intersection. This bridge, highlighted here in the yellow box, would provide connectivity for bicycles and pedestrians, with a dedicated walkway for pedestrians, and a two-way cycle track for bicycles, as shown in the crossway on the right. Since 2020, the context of the area and traffic flippers have substantially changed, including roadway usage. As seen in this chart of the gateway monitoring history, traffic volumes have been increasing since 2021 but are currently lower than expected, being approximately 70% of pre-COVID levels. We're seeing reduced ridership across multiple areas. Caltrain ridership is approximately 35 to 40% compared to pre-pandemic levels, which has also reduced ridership for connecting MV Go and corporate shuttles. In discussions with ETA, they've indicated that they may not initially use the bus line due to minimal time savings and potentially create confusion for customers at the bus stops. And as currently designed, the bus lines don't allow access from the US 101 on and offerings at Shoreline Boulevard. And due to this, some employers have indicated the bus lane may have lower anticipated usage. Lastly, within the past year, development plan for the North Bay Shore has been delayed a result of the economic conditions, and continued flexible remote work schedules, including several employers reducing their staff loans. In response to these changing conditions, staff is proposing a 3 phase approach to the bus link project. Phase one would be focused on the bicycle pedestrian and utility improvements. As seen in this typical cross section for Schoen Boulevard, the sidewalk and bike lane improvements can still be constructed. But the median bustling component would be deferred to a future phase. The 2nd phase would include a feasibility study of interim bicycle improvements through the US 101 interchange from Terabella Avenue to La Avenue or Pear Avenue. An element that would be studied is a visibility and construction if supported by council. Of a two-way medium bike path along this section to facilitate a lower stress bicycle facility that may avoid conflicts with the freeway on and off ramps. Finally, when conditions support a need for media bus lane, The construction of the busing component would move forward. This phase would run parallel to the construction of the bridge overcrossing project to replace the interim medium bicycle lane constructed in base 2. Staff would also evaluate design modifications to the bus lane, to allow shuttle access from the US 101 on and off ramps at Sean Blord, as well as meet with VTA and coordinate transit lane educational and operational needs. So moving on to funding and costs, as noted in the memo, design funding is fully committed, but construction funding is available and funded from several sources, mostly restricted uses. They fall into 4 main categories, shoreline funds, developer contribution, CIP reserve, and utility funds. Currently, the project's at 95% design, with an estimated construction cost of $23 million. A detailed analysis of the cost savings for deferring the medium bust analysis hasn't been performed, but staff expects a savings to be approximately one.2 to $one.5 million, which can help cover some of the escalated costs for the project. Finally, for next steps, after receiving feedback from the comedian tonight, staff expects to take the phasing approach, option 2 counsel in early 24. That brings us to the 2 committee questions. Question one is, does the committee recommend deferring the medium bustling elements and phasing the project? And question number two, are there other phasing options of committing with life, except to explore? That concludes the presentation. Great. Thank you. Does

[02:16:56] Chair Ellen Kamei: any member of the committee have any questions? Oh, did you remember? I

[02:17:02] Member Lisa Matichak: did hear, but I'm just starting to... answered some of my... Can

[02:17:09] Member Alison Hicks: you explain to me a little more how the, um, I forget what you called it, the, the, uh, bus lane, the median bus lane, how you'd get up, so I'm bicycling down, it's gonna, One option is to have an interim bike. bike lanes there. How I'm biking down shoreline from wherever from downtown. And I'm in a regular bike lane. How does that work? How do I get on it and off it? Can you? I'm having trouble visualizing all of it. Sure.

[02:17:44] Assistant Public Works Director Arango: So, um, you would really access it at the, um, singleized intersections. So, for example, if you're coming from downtown Mountain View, you're going upshoreline. Yes. Going up Shoreline. Once you get to the Terabella intersection. That's a signalized controlled intersection. I see. So we expect that the bicyclist would wait at the northeast corner. Cross Terabella, waited northeast corner, and then once they get the green, they're an ability to cross, but they wouldn't do the full cross, they would enter into the mean, the bus. Sorry, the interim bike lane, in the meeting. Um, we're still coordinating the specifics. You know, we haven't figured it all out yet, but it's a concept that we wanted to, um, we thought would could be feasible, but a feasibility said wouldn't be needed because equally, it's in both directions. We'd have to figure out how we would, uh, get bicyclist out of either, um, the medium bike lane at La Bonita or at pair.

[02:18:41] Member Alison Hicks: I see. So you're still choosing some on and off point.

[02:18:45] Assistant Public Works Director Arango: Correct. Yeah, there's definitely entry and exit points. Um, and then in between there's, um, there are intersections. So we'd have to evaluate how to making sure that it's green and it's green for the bikes and it's safe. Central.

[02:18:59] Member Alison Hicks: So it may entail some differences in some changes in signalization. Is that what? It

[02:19:06] Assistant Public Works Director Arango: may not, um, not major differences in singleization. I think, it's a bike call that we would want to include. Um, like call? Yeah, so every singleized intersection. There are the vehicle calls, which is automated. Either there's sensors on the ground, that sensors are equal there, and the traffic control cabinet, there's a computer that says, oh, I sense a car is there. Or when you push the button across the street as a pedestrian, that's a call. And so equally... never heard that term. There's, um, there's, uh, it may be, basically be a push button or some kind of activation for bicyclists to activate that they're there and they need to get out of the bike lane and into the symbolized intersection rather than waiting for a cycle. They can call it, and then that way it knows. So it'd be minimal. Um, it wouldn't be full signalized changes, but it'd be some changes that we would need to implement with the, um, the signal. And

[02:20:01] Member Alison Hicks: then do you envision, I haven't looked at it that carefully. Do you envision multiple places? So again, I'm riding my back down there that I can get on and off or is it just kind of to get me over the freeway, which I have gone? I have done that and it's not plus biking by the freeway entrances and exits. So is it just to get me over that pretty much? and then I go to the side by lane so that I can so there's not constant entering and exiting at different intersections.

[02:20:29] Assistant Public Works Director Arango: And is the on and off ramp conflicts that we're really trying to focus on. Right. That's where it's very congested. We're coming on and off the freeway. And those are free turn onto the freeway. And then, so there's no, it's this weave between the cars and the bicyclists.

[02:20:45] Unknown Speaker: And so then there would be no bike lanes. Would there still be a bike lane like the one that's there now where I can cross the freeway and maybe get killed while I'm going to a concert or will that not be there anymore? So

[02:20:57] Assistant Public Works Director Arango: they think that'd be part of the feasibility analysis? I see. You know, we haven't got into the details, and that's we, yeah, because we're on board, can I evaluate, you know, how do we want this portion of showing like to look? Is it feasible? What improvements would we need? Do we want to include both bike lanes along the side of shoreline as well in the median? Um, And

[02:21:15] Member Alison Hicks: then my next question is, will it be available to pedestrians? Because actually, I walked there more than I like. So, would it be available? pedestrians or do pedestrians still get to run across the freeway?

[02:21:31] Assistant Public Works Director Arango: And so I think that's part of the analysis of, um, so the medium bustling, we had, um, we have carved out approximately 12 feet of kind of curved occur interior to use for. So we can use that for a two-way bike. Um, We would have to evaluate the feasibility of making this sort of a class one, you know? Is this something that we could do? Um, and we, again, hire a consultant to, can identify the feasibility of, Can we turn this into a class one kind of pathway that's mixed use?

[02:22:02] Unknown Speaker: Okay, so those things are still, those are the feasibility. Okay, I understand much better. Thank you. And, um, when you, so question number 2 is, are there other phasing options? Um, do you, I imagine when you ask that, that you might have some in your mind. Um, So, because you've been thinking about this longer than we have. Um, are there other? You know, it seems like things are really in flux in terms of land use. Uh, in terms of mass transit use, and then also there's now possibly AVs, automatic vehicles, you know, maybe that in the, you know, in automat AV, we've gotten, we've gotten letters from Waymo just recently. Maybe look up two, um, enabling them. And I know that that in San Francisco, when they were rolled out, that kind of changes the transportation mix also. Um, and I won't say more about that. But many things are changing. So do you have other scenarios that you're thinking about? Like, maybe we don't need the bus lane and we should just do better bike and and pedestrian, uh, stuff, or maybe we use it. We use that lane for, I don't know, a carpool lane or electric vehicle and do you have, you know, have you been mulling other things before we take a step at other phases? Oh,

[02:23:32] Unknown Speaker: since you're the expert. So, um, Let me just see if I can take this in a more systematic approach. Staff is definitely recommending that phase one be to do the utility projects, because those were needed to upsize water and sewer means for our city, for our city. And they also, they're very aging and they need to be replaced. And the reason we combine utility projects for street projects is if you're digging up, do the underground 1st and build on top. So that really needs to get done. And that's a big part of that construction costs the utility work. We also, um, you know, acquired property, and did a lot of work to get ready to put in these protected bike ways and better sidewalks. So, we're saying for phase one, We, we, we want to finish these improvements and get them done. Um, the idea of a phase to, um, having a place for bicyclists to be, to get over the, um, interchange area, especially since the bike pit, by pit bridge, we envision will be delayed for quite a while. Um, just seem to make some sense, but it's not, we don't have to pursue that. That's probably what we were putting out as a, you know, question mark in terms of, do you want to do this? Do you want this incorporated in the phasing? We thought about, Can we get that into the 1st phase? But the problem is, that will send us back to redesign right away. We haven't done the feasibility study. And frankly, the longer we sit on getting these utility equipments done in the bike improvements, just the more expensive they get. As you know, we previously started construction, we pulled it back. We want, we need to get it done. It's just getting more expensive. Um, in terms of the transit lane. Well, we are recommending that at this time, not making dramatic decisions to change the project at this stage for a couple reasons. One is, we still don't know what the future is going to be, and we could find five, 10 years from now. Shoreline Boulevard is as bad. As it was pre-COVID, that, you know, cars are stuck in stuff and go, and we may be back to a point where as part of an overall transit system, especially as transit evolves. Um, we may want that bus lane after all. But at the same time, by pausing and waiting to install it, we give time to see how things developed and over time, Counselor could decide, okay, things, we've had enough time. things have shifted enough. We might want to consider approaching this in a different way. The other piece to keep in mind is we have the North Bay Shore precise plan. We have their CIR. We have its mitigation requirements. We're still planning on that growth to happen. It just may take longer than we thought it would originally, and this is one of the priority transportation improvements. So, Again, we'd recommend that any decision about not pursuing the bustling permanently be made in the greater context over time of really looking at all the circulation needs of the motivation. Okay,

[02:26:54] Member Lisa Matichak: I think those are my questions. commitment to that, right? Thank you. So, on page 3 of the staff point, it talks about the right away back position. And, um, it says we've completed, Bridges of 9 arsons, portions of partial, of course, yeah. Sorry. Yes. And Is that all? Like, Is it 9 of 12 or 9 of 9 or, no, it's all, it's all. Okay. Okay. Um. And I was curious if this is very run by the, um, BPAC yet. We,

[02:27:36] Assistant Public Works Director Arango: we haven't read this by. Okay. We wanted to have a kind of a larger context. discussion with the CTC before we get into any of the details of the specifics, it is a strategy approach. Okay.

[02:27:51] Member Lisa Matichak: Um. I guess, um, yeah, I am kind of interested in a comparison of the cost and timing and, you know, will it ever happen? The bridge, bike bridge that's separate from Shoreline versus doing an interim. Um, I certainly like the light bread and bridge that's separate. Um, but is it, That much more expensive or that much more uncertain? Like what would prevent it from going forward besides having money? Or

[02:28:39] Unknown Speaker: is that the major thing? Yeah, go ahead, yeah. All right. Well, one, it's definitely going to be a lot more expensive than this interim meal. We're talking, we're probably talking in the range of 30000000 at this point. to build a design and build that bridge. Okay. Maybe more. Um, but what's coming? I want to just generally talk about, what's, what we're working on and thinking of overall? And you'll start seeing this, uh, if everything works out as part of this upcoming CIP and then really put in position for the 5 year. is we have a circulation plan and transportation improvements planned for North Bay Shore, again, based upon the precise plan, which the Google Master plan, of course, was implementing a major portion of the precise plan. And we were really pushing ahead to deliver many of these projects as quickly as possible because the growth was happening quickly. Now we need to kind of sit back and look at which projects do we really need to keep pushing forward very quickly versus which we kind of pause and wait and see? There are 2 reasons for that. One is, does, you know, some of them, it's gonna be, when does it make sense? When does it make sense to put in place? But the other piece is the slowdown in development is affecting our funding sources. You know, a lot of these improvements are being funded by impact fees on the office development in North Bay Shore. If that slows down where it's going to slow down, that's any of those fees. Shoreline fun was another big piece of it. If development slows down, the growth in the shoreline fund will slow down. So that's gonna be another piece of it. And there are other factors. So we are looking at it saying, what we want to come to council with is say, These are the 3 or 4 infrastructure projects that shape, the transportation system in North Bayshore, that we need to finish. We're well into design. We've done right away acquisition. And they reconfigure things, and it's great to get them in before the development happens. It's harder to do. But there's a lot of other pieces to the circulation plan that probably should be timed and more wait for the development to start happening again, which also brings us back our funding sources. An example of that is another project that we had already assigned funding too, that we hadn't yet started working on, was the landings frontage road, which was eventually going to extend over permanent day creek and provide another kind of connection into the master plan area. But with the landings office development. you know, not proceeding at this and eventually there'll be another development on the site. The need to pursue that landings frontage road. So we'll be looking at, okay, can we take that money away and put it on the 101 off wrap the alignment project, which is going to need more money. So you're, So you're going to see some shifting around that we're, Thinking, you know, working on right now to present to council for your consideration. Again, we're not recommending dropping any projects. With the buildout of the precise plan, they're all needed. Yeah. It's more when we do them. So I know that was a long response, but I want to put, but the reason this is coming to you tonight. If we were nearly home of design and we wanted to get this out to fit like this spring and summer, right? So, If there's general agreement on the strategy of, right now, phase one is the, um, utilities, bike, and pet improvements, uh, and by the bike, that I need to protect a bike lanes that we were already planning to put in. Um, we can, we can finish the design still and get something out to bid. Soon so that we can get this going. Uh, while phase 2, if there's agreement that we should study this interim bike concept for the median. Can follow. Okay,

[02:32:53] Member Lisa Matichak: um, that's it's my questions. Okay Thank you. I don't have questions. So

[02:32:59] Chair Ellen Kamei: I will turn this over for public comment. Would any member of the public joining us virtually or in person, like to provide comment on this item. If so, please click the raise hand button in zoom or approach the lectern. We will say in-person speakers first. Each speaker will have 3 minutes, and I see an in-person speaker on this as well as a virtual. So we will start with our in person first. Yeah,

[02:33:22] Albert Jeans: see, I don't I don't even appear on the video. They're almost on. Right. Anyways, I'm Albert James, of course. And this is going to be pretty short because as you know, I just sent you guys an email last week proposing that the reversible bus lane be, you know, a standby, so we can speed up more funds for the great separation projects, all the way we now find out there's so much to be transferred. But in any case, yeah, of course, I support staff's recommendation that we, it was phasing and put off the bus lane until, you know, we think it's really needed, because I do still disagree with staff's assessment of how useful the bus lane would have been, even pre-COVID conditions. I won't go into that again. And it's just obvious right now that it's really not used, you know, needed right now under the current climate, but the, how it, it decreased mass transit, people telemuting, and all that stuff. I have no objections to the sewer upgrades and bicycling improvements from Shoreline Boulevard. I always, I'm always riding over to one Bay Shore. Um, as far as, yeah, the phase 2 bike wing and the media and I too, I mean, I, I don't know what, yeah, whoops, prostitute go through. I would like to see this bounced off. BPAC committee or at least have some more public discussion. I mean, I ride my bike over there, and I can see how median would be attractive in some ways, but I almost, I'm also concerned about safety because I did ride on a median bus in Foster City. There was one on one of the bridges that goes, you know, from one island to another. But it was, you know, it's very protected all the way. I mean, there's absolutely no way you could fall into a traffic lane or a car to come into your fear. Here, if we only have some, like, little 6 inch curves or something. They'd be a little hairy to ride down this, you know, 2 bicycles going both ways, the traffic going both ways. Suppose you have to swerve to avoid a bike. you know, what's gonna happen. So, I don't know, you know, if it makes sense to talk to beat that before you start feasibility studies, just to see how the bicycle community thinks about it, but that's just my, you know, suggestion. Um, that's all I have. Thank you. Great.

[02:35:32] Chair Ellen Kamei: Thank you. Well, now move on to a virtual public comment, April Webster. Hi,

[02:35:39] April Webster: um, April Webster. I'm sorry, I'm unmuted. Okay, great, thanks. Um, a few things. I wanted to start by saying, I think a phase approach is wonderful. Didn't

[02:35:57] Chair Ellen Kamei: read her. Sorry.

[02:36:00] April Webster: I'm not unmuted. I'm talking. Okay. I'll swear again. I just wanted to say, um, I think following a phased approach, um, is it provides a lot of benefits over the waterfall approach, especially, um, in getting things implemented and improving on them, and being able to, um, respond to changes. And um, I say that because, um, there are changes coming down the pipeline. So, especially for interchanges, which, I have a few things to say about interchanges, actually probably more, but, um, they're the most dangerous, they're like intersections. They're really dangerous, um, point of conflict, given the speed and the on and off, um, for both pedestrians and bicyclists. And, um, Caltrans just released their design standards for a complete streets. They have left interchanges, unfortunately, off the table. Um, which means that it's going to be harder to get complete streets and to narrow lanes and put in those sorts of, um, uh, treatments. It's not impossible, but it's harder. Um, the good news is that they have the, um, Uh, complete streets team has formed uh, a sort of like a subteam to evaluate the 16 different interse- uh, interchanges types of interchanges throughout the state. And they're looking to provide some best practices, and that should be coming down the pipeline by next fall. Um, I would also suggest that, um, there's some more progressive designs coming from Caltrans from District 4, which is what we're part of as part of their bike plan. Um, Jasmine Stitt, who's leading that, has put together some really nice examples of um, best practices, which include a partial clover leaf, um, squaring off the freeway, the ramps, um, at the, um, at the on and off ramps, grades separated crossings among a tight diamond, amongst other things. So please take a look at that as reference, the draft has been released. Um, and then, as a bicyclist and someone, a pedestrian myself, um, I would ask maybe, if an interim, if, uh, you know, if we can't get to the state of some of these more progressive designs, maybe consider something like a, um, a bike, um, instead of a a pet, um, oh, what's it called again, you basically shut down all the lanes and um, everyone walks, either walks across or everyone bikes across. And then that reduces any sort of confusion or conflict because it's just the bicyclist moving or just the pedestrians and not the cars. Um, I think that can provide a lot of benefit and maybe making it, um, default that bicyclists, it change the, if there's a light and a sense.

[02:38:46] Chair Ellen Kamei: Sorry, your time is up.

[02:38:48] April Webster: No problem. Thank you.

[02:38:50] Chair Ellen Kamei: Yeah, thanks. Sorry, there's multiple people with their hands raised and here. Sorry about that. So next is

[02:38:58] Valerie Fenwick: Valerie Fenwick. Can you hear me? Yes.

[02:39:13] Valerie Fenwick: Great. Sorry, I was getting a call at the same time you called my name. Um, thank you so much. I am on the bicycle pedestrian advisory committee, but I'm not speaking on behalf of that committee. I'm speaking for myself. I really love this idea of doing a phase approach. I think it's really important to do it this time. Um, and I just like to remind the CTC and others that, you know, I've, the more than 20 years I've lived in the Bay Area and specifically in Mountain View. We've had lots of tech downturns. We had the dotcom bubble birth. We had the 2008 as well, and public works projects take time. If we are only designing them and planning them for what is in the moment. We will always be behind. And the number one comment I often hear from other residents is, you know, why didn't the city start this project sooner? So I love doing the phase approach. Um, that is so important for the ebb and flow of tech industry here specifically. Um, I think as we exit the pandemic and different, you know, phases of life happen for up in shoreline, in particular, with I know some of the housing developments that are planned up here. We'll see different traffic patterns on here. I am really in favor of this idea. I like testing out a bike lane on the median. Um, I like, um, also, you know, as we do this, design like where the pedestrians go. I'm, uh, like, uh, one of the council members mentioned, I often just walk that area. More likely to walk it than bike it. But that's okay. I see a lot of people on bikes as well. It is a major commute and also it's a way people get into the park to have recreation. And one thing I did not hear, either here and it doesn't really apply to the TDMA, that was the last presentation, but concert traffic. Uh, concert traffic has not gone away, um, and by not being able to move things, um, you know, a dedicated bus lane with a bus that just took people from like certain spots to the concerts and back. I know we're not talking about the bike lane right now, but that is something that concert traffic is horrendous. It was, I know we're out of concert season right now, but, um, that's one of the reasons why I primarily walk that route, because I will walk there rather than drive any day, um, and I don't feel safe riding my bicycle home after an event there because of the car traffic. So that is suddenly keep in mind. I'm really in favor of this. Thank you so much. Um, uh, just thank you so much. I really appreciate it. Bye. Great,

[02:41:40] Chair Ellen Kamei: thank you. All right. Anyone else for public comment? All right, not seeing any more hands raised in person or online. I'll bring the item back for the committee, responses to staff's questions, deliberation, and action. Okay, I don't care.

[02:42:08] Member Alison Hicks: Okay, so, um, question one is, uh, do we recommend deferring the medium bustling, et cetera. And basically, I say yes to both. Questions, um, and if they're, yeah, and I did like what several people said about running it by beef pack, see if they're any ex- additional comments. Um, I do like the idea of the interim, uh, interim biking, and I would like to see a picture to handle pedestrians, but if not, um, and I guess just for bikes. I think that's my comments for now. Great. Thank you. I made my magic.

[02:42:50] Member Lisa Matichak: Um, so, yes, I do agree with defraying the reversible transit lane, um, and proceeding with the utilities and then protected by lanes. Um, I'm not, sure, I have a perspective yet on, whether or not we should do, um, a bike lane, where the median is, an internal pipeline. I, um, Kind of feel like I need to understand what that experience would be like. Um, And what would be the cost of that versus the cost of, I really like the separate bike head bridge over 101. And I think that would be very useful, especially during concerts, um, when so many people are trying to walk and bike over shoreline, um, to have that completely separate, I think you would feel more safe. Um, especially after the concert, it's dark. Yes, to have it completely separate. So when I think about, what would the experience be? having bikes in the median. I don't know. Um, it doesn't sound all that great to me, but if it is great, then I'd be for it. Um, so I guess I feel like I need more information on that one. But

[02:44:15] Member Alison Hicks: it's a study only that we're talking. It's a feasibility study.

[02:44:19] Public Works Director Cameron: What's recommended is we do a feasibility study 1st and then a decision could be made. to

[02:44:27] Member Lisa Matichak: the VCM into it. So I think to me, feasibility means is it possible? Yes, it might be possible, but is it attractive and something people would use? Would that be part of it? We

[02:44:38] Assistant Public Works Director Arango: can build that into the feasibility. Yeah, yeah. There are other examples in the area. Um, you don't have to go too far. It's not like it's a different state. Monterey has a medium bike lane. And so they can evaluate that. you know, how is those users feeling that experience is? How would that apply to this specific location? Um, it's, you know, again, it may not be a one-to-one, but they can, we can incorporate. Okay. So, and it'd be 2 step process. It's a feasibility. We come back to council to confirm, you know, this is sort of the recommendations. Would you like to move forward? So,

[02:45:14] Member Lisa Matichak: and when I say attractive, I don't mean just physically attractive, I mean, is it attractive to people to use?

[02:45:20] Assistant Public Works Director Arango: Yeah, agreed. Yeah, yes. I just wanted to clarify that.

[02:45:23] Member Lisa Matichak: So that's good. I would want to incorporate that into the feasibility setting in. Um, so I guess, you know, doing a feasibility study would make sense. Sorry, any other questions? Um, Any other phasing? No, because then the reversible us like space three. .

[02:45:45] Chair Ellen Kamei: Um, and so that's sleep sweet. So for question one, uh, yes, I support the facing, um, for two, I think that, um, you know, I agree with where committee members are going. I, um, I don't, I think my biggest, uh, thing that I want to share with staff is that I'd like this to proceed forward. And so I think that many people were going to have feedback on this topic. And so one is the right entry point for the for the feedback. Is it that this goes, the CTC, we make the recommendation to council staff goes and does the feasibility, and then we kind of include BPAC or other community members, or at what point are we going to have that? Because I think, um, It had a lot of input before. It's going to have a lot of, and I wouldn't want, um, us to lose the funding options or slow anything else down. And so really look to stop on when the right entry point is for the feedback because there is going to be that from the community. And so is it when we actually have something to react to versus, you know, theoretical hypothetical impressions that we may have in our mind, you know, so that that is, like, what I've put under question 2 for things for staff to explore. Yes, the usability and the likelihood and that feasibility study, but also at what point? Because one of the things, um, that I have been thinking about is, you know, the, the user experience, and I do cycle out on Stevens Creek Trail, and I do bike shoreline home because it's the only, like, lit way for me to get back. So I have, But I also understand the conflicts between pedestrians. If you're on your bike and the vehicles, right? Because pedestrians start going into the bike lane. And so I'm not, I'm pushed into the car traffic, right? So when I'm on my bicycle. So, I think, um, you know, that's been my experience. So I don't know how we would do that. Um, and I would look to the feasibility to be able to like answer some of those questions. Um, You know, and I wouldn't want us to, to get a bunch of feedback and then go out to the consultant and then do the feasibility. I think it makes smart sense to get the usability study first. Just thinking about it.

[02:48:19] Public Works Director Cameron: The steps that we're really looking at. Yeah. is we want to get to council ASAP to agree on phase one because we can't finish the design to put something on a bid on phase one until we we've got buyoff on that. So, when we, you know, with your support, when we go to council, that would be their main decision. Do you agree for now, we're deferring the bus lane, and these are just the elements we're going to get out, finish the design package and get this out to bed. And then there's agreement that there's interest in studying the phase 2 concept, a peasability study, what we would do is, we'd have to create a budget for it. That should see a CIP. So we'd create a CIP as part of the role for, and that will be its own process that absolutely involves speed pack, it involves outreach, and involves looking at, you know, how it could be designed, how it would feel to be using it, but that, we're setting it up to be its own process. Now it's off on its own link and it will all that. feedback incorporation. So

[02:49:31] Chair Ellen Kamei: really tonight is so that you can move forward with baseball.

[02:49:34] Public Works Director Cameron: We really need to move forward to face. One, if there's interested in the phase two, then we'll incorporate that as a project and the CIP. Yeah. Okay. Great. All right. I'm

[02:49:48] Chair Ellen Kamei: supportive of those steps. I think that it makes the most definite sense and then it doesn't quote out the utility upgrades, I think else, right? Great.

[02:49:56] Member Lisa Matichak: Did you have a question? Someone will line us. Oh, yes, go. And then I, oh, okay. Okay, let me interrupt. Um, I guess that's part of the, uh, piece of leave for the 2 I would also want to know, um, Do folks want us to just wait, um, and do the separate, um, bridge, um, or do they want something intern? Um, because I think I, Knowing what I know tonight, obviously, I don't know all of this, um, I guess that's what feasibility study is, but I, you know, my gut feeling is I strongly prefer the separate bike pen bridge. And so I want people to know that that's still out there as an option, but it's a lot longer. Um, and do they want us to wait? My

[02:50:47] Chair Ellen Kamei: recollection of that bridge was the funding source, right? And not, not, that there might be a private partner that could help fill the gap to at some, at some point. So I don't know if that's still on the table as we talk about gateway, but that's what I...

[02:51:04] Public Works Director Cameron: That was part of it too. hoping that, you know, it could be developed as part of the gateway area. Yes. Yeah. Okay. Okay. Okay. But

[02:51:13] Chair Ellen Kamei: I think Steph has what being, you know, um, unless you would like us to do a formal

[02:51:18] Public Works Director Cameron: motion on, on, Well, it is nicer when we can say recommended by the CTC. Okay, no problem. Do that? Yes. And

[02:51:31] Member Lisa Matichak: we took some on our move, we, um, go forward, and we need some utility, and we are, like, protected by things, um, on Shoreline, um, as phase wine. That, um, and actually could, should that just be the recommendation for that? Are you going to bring up the other stuff? Well, It

[02:52:00] Public Works Director Cameron: would set the basis for if we're going to show it as a CIP project, the disability study. Okay. And that we,

[02:52:08] Member Lisa Matichak: um, so about the feasibility of being a bike lane, long median. Um, engine 3rd is, uh, if you defer something. Reversible last name. Fensaline. I'll

6.1 Staff Comments

[02:52:26] Chair Ellen Kamei: 2nd it It's almost 9.30. Yeah we're ready. Okay. So, almost in favor? Great. You know this. Thank you. Great. Thank you very much, this stuff. Wonderful. So we'll move on to item six, which is our committee, staff announcement, updates, request, committee reports. We start off with item 6.one, which is our staff comments. Found camera, public works director will provide staff comments. All right, I will keep it short and sweet.

[02:52:57] Public Works Director Cameron: Um, take off the name with a different name, huh? So yes, effective Thursday. I will be interim or acting director of community development, and Ed will be the acting public works director until such time as a new community development director is hired. Your next meeting is in May. I hope to be here with you, but I'll be here in spirit at least. Because we don't know, you know, how long it would take, but it's, it's, it's going to be interesting and fun times, perhaps. Optimistic that

[02:53:38] Assistant Public Works Director Arango: you'll be, yes, May will, well, we turn back to normal. Wow,

[02:53:44] Public Works Director Cameron: and we'll do a great job. Yeah. I try. Congratulations. Great.

[02:53:48] Member Lisa Matichak: Thank you. Any other than what?

[02:53:52] Public Works Director Cameron: The announcement. Just, yeah.

6.2 Committee Comments

[02:53:56] Chair Ellen Kamei: Um, so we'll move on to item 6.2, um, committee comments. Do any member, committee members have comments or reports to share with the committee? I have a very simple comment. You know, the staff report,

[02:54:08] Member Alison Hicks: good as they are. They, uh, content copying is disabled and I usually copy them into some notes. From my, um, you know, from my council reports that I'm not able to do that. Can

[02:54:24] Member Lisa Matichak: we not have cooking disabled? I mean, what else does that?

[02:54:30] Public Works Director Cameron: Let's date, yeah, that's document processing. That's a bigger discussion because all of our reports go through dark and then they lock them down. Well,

[02:54:40] Member Lisa Matichak: why did they be doing that too? To the CTC reports and not the castle. Well,

[02:54:45] Public Works Director Cameron: it should be handled exactly the same as the council because our council reports, we do the same process. We send in a document processing and we get a math. Okay? Well, I'll bring my comments. And they send us the PDF version to post. It's like they do for council reports. That's odd that they would end up doing. I mean, copy one and copy that. Anyway,

[02:55:07] Member Alison Hicks: I'll bring that elsewhere. Thank you for that. Yes. I

7. ADJOURNMENT

[02:55:11] Chair Ellen Kamei: noticed that too. Okay. Any other comments? Okay. Would any member of the public really has virtually one person like to provide comment on this item? If so, please click the raise hand button and sue or per select turn. We'll take you versus speakers. First, if there are any, CNE. And I don't see any virtual hands raised. So we'll close public comment on item 6 and move on to item 7, which is adjournment. Thank you so much for joining us. Our next council transportation committee meeting will be on May 7th, 2024. Our meeting is adjourned at 9208.