Sept. 3, 2024 Council Transportation Committee

Video

Agenda

• 1. CALL TO ORDER: At 6:30 p.m., Chair Kamei called the meeting to order. (00:00:10)
• 2. ROLL CALL (00:00:10)
• 3. ORAL COMMUNICATIONS FROM THE PUBLIC: The following members of the public spoke: Cliff Chambers expressed his appreciation for the Community Shuttle and asked about the potential for extended/late-night service. (00:00:40)
• 4. MINUTES APPROVAL (00:02:24)
• 4.1 Approve Meeting Minutes: There were no public speakers in-person or virtually. M/S Matichak/Hicks – To approve the Council Transportation Committee meeting minutes of June 4, 2024. (00:02:24)
• 5. NEW BUSINESS (00:03:37)
• 5.1 Active Transportation Plan, Project 21-36: Public Works Director Cameron provided a presentation on the Active Transportation Plan, Project 21-36. (00:03:37)
• 5.2 Pavement Management Program Update: Principal Civil Engineer Gonzales provided a presentation on the Pavement Management Program Update. (02:05:25)
• 6. COMMITTEE/STAFF ANNOUNCEMENTS, UPDATES, REQUESTS, AND COMMITTEE REPORTS (02:53:48)
• 6.1 Staff Comments: Senior Civil Engineer Houghton provided a verbal update on the Castro Street and Rengstorff Avenue Grade Separation Projects. (02:53:48)
• 6.2 Committee Comments: The Committee expressed that receiving project updates in the Council Connections is also helpful. There were no public speakers in-person or virtually. (03:03:00)
• 7. ADJOURNMENT: At 9:36 p.m., Chair Kamei adjourned the meeting. (03:05:28)

Transcript

2. ROLL CALL

[00:00:10] Chair Ellen Kamei: Good evening, everyone. Welcome to the Council Transportation meeting of September 3rd, 2024. The meeting started at 6.30 PM. This is a 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, um, move on to item two, which is roll call, the public works director will take attendance by roll call.

[00:00:33] Public Works Director Cameron: Thank you. Member Managek,

[00:00:35] Member Lisa Matichak: here,

[00:00:35] Public Works Director Cameron: member Higgs,

[00:00:36] Member Alison Hicks: here.

[00:00:37] Chair Ellen Kamei: Share Percy, can you get...

3. ORAL COMMUNICATIONS FROM THE PUBLIC

[00:00:40] Chair Ellen Kamei: Great. Thank you. We'll move on to item three, which is oral communication. 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 not agenda items. Would any member of the public on the line? Uh, or in person, like to provide comment on nonagenda items. If so, please click to raise hand button in zoom. Or approach the lectern. We'll take in-purses, speakers 1st, and staff will display the timer on the screen before we start just so we can. Hi, Clip Chambers. Just one moment later. We'll just do the tight end. Great. Good.

[00:01:36] Cliff Chambers: Uh, Clip Chambers, resident of Mountain View. I took the community shuttle here, and I often try to take the community shuttle as often as I can. I can no longer drive at night. So getting to this meeting is great if you're able to get home. After we passed the last revenue measure, which was measure P. There were some improvements, particularly in the morning, for the community shuttle, but I was hoping by this time we could have some, at least a few days a week so that you could not only come to meetings like this and get back home. But also come to downtown for dinner and get back home, maybe enjoy a glass or 2 of wine, and not drive. So, I'd like to see that revisited at some point. Thank you very much.

4.1 Approve Meeting Minutes

[00:02:24] Chair Ellen Kamei: All right. Are there any virtual public speakers? I don't see any hands rate. Okay, great. Thank you. All right, so we'll close public comment. We'll move on to 8 of 4 minutes approval. Item 4.one is approved meeting minutes for the January 4th, 2024 meeting. Would any member of the public joining us virtually or in person like to provide comments on the minutes? If so, please click the raise handbun in Zoom or approach the lectern. We'll take in-person speakers 1st each speaker will have 3 minutes. I'm not seeing any public comments on the minutes approval. Do we have any virtual public comment on the change? I don't see any hands. Thank you. All right. So we'll move this back to the committee for deliberation of action. Are there any corrections or comments on the minutes? All right, I'll entertain the emotion.

[00:03:28] Member Lisa Matichak: Oh, even ratchet. I mostly approve the CTC's minutes from June 4th, 2024. as because. Great.

5.1 Active Transportation Plan, Project 21-36

[00:03:37] Chair Ellen Kamei: We have a motion by Clearo Bachek. November Hicks. So we'll just do a raised handle vote. Great. That is unanimous. We'll move on to item 5, new business. item 5.one one is our active transportation plan, project 21 dash 36. The staff presentation will be provided by Don Cameron, public works director. Scammer.

[00:03:59] Public Works Director Cameron: Good evening. So this would be my last official presentation as public works director and appreciate the opportunity tonight to do so. Can we vote on that? Not on the agenda. Oh, how come that's not sure? But also just given the nature of this particular study and project and how very vitally important it is to this city, I appreciate having the ability to talk to you directly about it and how it's going to proceed. So, um, I want to start out by saying that as staff, we really appreciated the council's thoughtful deliberations and comments about the echo transportation plan when we brought it forward to you in May, to talk about scoring criteria, but council sat back and said, wait a minute, you know, we need more information, we'd like to see a little, uh, a different approach taken. And that was very valuable to staff. And we took the time over the summer to really look at the remaining steps involved with the active transportation plan, a good approach for it, maybe where some scope enhancements would be beneficial. Which is what's led us to coming forward with you tonight. Uh, with the recommendations that you're going to see here that we want to discuss with you. The other piece that we've all talked about and realized. Was, we really, um, appreciate that the council, we referred it back to the council transportation committee, because, We realized that we had not taken advantage of what a valuable resource this committee is. We've been we've been visiting this committee from various major projects and plans in other areas, giving us really good feedback. really kind of helping us steer the course until we are ready to go to council. And this was a project where we did not take advantage of, of, upbringing, coming to the council transportation committee, and that is something you'll hear towards the end that we want to rectify going forward because it is, you know, when I started, like the city, and then it's probably just direct, there's also transportation committee that maybe once every 2 years, and only dealt with, You know, neighborhood traffic management program requests and things like that. And we've really, over the last 2 to 3 years, expanded the breadth and the what we bring to the committee, and it has been incredibly helpful. So with letting that groundwork, um, tonight, we're gonna revisit a little bit with you the vision statement because we've not had a total airing sufficient statement yet with council members, as well as talk about some approach and scope revisions, um, based upon the feedback we receive from the city council. We can move on. So, um, this is, what you see up here and it's been played out in your memo was the plan progression of scope elements, uh, from when the project was 1st approved by council to move forward in 2022. Which was to start with existing conditions. And um, as you see here, that's complete. Uh, move on to a discussion about vision statement, which is in a draft form. And then the thinking was go into guiding principles and scoring criteria. more towards thinking that this would allow an objective review of floating criteria. At the same time, not all this stuff is happening one by one. Something, a lot of things are happening in parallel. Policy development. We know a lot of policy work, it has been recommended and needed. But then once that's set in place, putting together the holistic network concept with the balancing the different modal priorities, along with the priorities, prioritized project list. And as we're showing at the bottom, community and community engagement all through the way. Um, and again, as we heard from council, and it makes a lot of sense, a desire to kind of re, do these in a slightly different order, which I'll talk about a little further. But before we jump it all into that. I also wanted to spend some time talking about, What has been accomplished since the plan kicked off, what we've been focusing on, uh, that laid the groundwork for where we're at, because we acknowledge that it, You know, we really kicked off and got started in fall of 2022. So it's been nearly 2 years, and there are questions about why, you know, why has it taken so long? What have we accomplished? So we want to talk a little bit more about that also. Next life. So one of the key pieces of what we've been doing is, honestly, I've been involved in my career in many, many long range plans, transportation plans, county wide planets. And many of them have had really good professed community engagement. I was reminded recently. I won't tell you how many decades ago that, you know, I was involved in the 1st project that ever did a telephone survey about transportation, and that, you know, and and going all over the county for community meetings. I've been a big believer in this. But having done that, the community and committee engagement process that was set up for this plan goes far beyond, um, anything I've ever seen before. Really striving to reach every member of our community, special emphasis on our vulnerable communities, that was very impressive. I was just reading up a little bit more. And so what you see here is, as noted, you know, the community outreach tools were emails, social media posts, lawn size, posters, palm cards, but also a lot of direct engagement and meetings. So in addition to always using our bicycle pedestrian advisory committee, which has actually discussed and heard elements or pieces of the active transportation planets being developed 5 times so far. It's on nearly every other meeting agenda that they have. Uh, you know, an in-house technical advisory committee was set up, involving multiple departments. Uh, we also have the active transportation plan advisory committee, which actually includes 12 representatives and community based organizations and regional bodies. So these are a lot of different groups meeting, we're going to with information, but there also was the citywide survey, which received over 650 responses and an interactive map, where the community, I remember looking at the map as it was underway, where community members were actually showing us on a map. There areas of concern, whether they were bicycling or walking. But then there were the bike tours, the walking tours, at least one of these walking tours was done in Spanish, as I recall. There was, again, in it, really wanting to make sure we heard from our most vulnerable community members. There was a meeting with the day workers center of waiting, um, um, So this is agency, Community Services Agency. When we found that, um, through this survey and the other work, we still weren't hearing from more of a demographic representation of what the what the city looks like and some areas were still unrepresented, we didn't more reach out in order to make sure. Things were in multilingual. All of that. That takes time. Four year was spent on this, but the information gained was incredibly valuable. And then next, next slide. At the same time, existing conditions analysis went away, again, as mentioning these things aren't done in absolute sequence, it's things are done in parallel. And in fact, a lot of that community engagement fed into the existing conditions analysis, as well as the technical work. And as the conditioning analysis was being developed, and a report was produced. It was then presented back again to the technical advisory committee, the active transportation plan advisory committee, the BPAC, and that was last October. So that's pretty much where the 1st year was spent on the project. Um, since that time. That's, um, more work started to be done in terms of starting to look at developed, uh, policy development and then the scoring criteria work that was brought to council. So next line. Oh, I forgot, the slide also included just, just, um, a brief summary of some of the key things we heard from the community and came out of the existing conditions. You know, again, identifying really a need for more by head friendly, uh, city policies, and I think we're also going to be listing some potential, um, code, uh, ordinance changes that uh, we would suggest looking into those types of things. Um, the desire to support mobile homes, the multifamily housing, really, you know, making sure we're looking at all needs of our whole community, including those uh, needing to use wheelchairs, uh, pedestrian friendly signal operations, and of course, really moving towards more complete and green streets, because they really do improve the pedestrian environment and really promote active transportation, and a real focus on schools. So I'm sure you're familiar with all this, and of course, things like delivery bots start to come up and how do we integrate that into our transportation system. Um, oh, and and a big issue we are hearing more about is um, delivery trucks and so on parking and bike lanes and how do we, how do we do that? There's limited curb space and there's a lot of demand for the curb space and how do you manage your curb space? Alright. So here's where we're at, is we did, um, you know, work with the advisory committees, the community, uh, developed some scoring criteria and guiding principles, and brought that forward to the council in May, and as I mentioned very early on, did receive some really good feedback, and one of the ones was the desire to review the holistic network with modal priorities. To have a better picture what the vision is and what the full system could look like. Before starting to talk about scoring criteria, before trying to prioritize court orders of projects, that type of thing. Um, and council then referred to the council transportation committee, you know, let's please work with staff, you know, holistic network understanding, the vision. And then, and then uh, could look at revised criteria as needed, and that would be kind of a next step with the weights and scoring metrics. Council also indicate a desire to ensure that we're doing enough to look at the potential feasibility of what may be proposed. And we know from like the original bicycle transportation plan that was adopted in 2015. Um, we go back and look at it and realize that we tried to implement some of those. It turned out that, They weren't as easy to do as we thought, you know, we ran into some feasibility problems, and we had to make some design decisions, and they turned out to be a lot more expensive than we thought. Because, There's a lot of competing interests out there in the right of way, not the underground utilities, what it costs to move curbs, all of those pieces, some things you don't expect to run into until you get into design of a project. So, we, we understand that and we, we'll talk a little bit too about, how we want to, we do want to enhance the feasibility analysis, but keeping in mind that this is more of a planning document. It's it's not something that everything's going to be delivered in the next 2 years. It, you know, this, this will lay out a network that's okay, 10 more years to develop. It has to be that type of thing. So next slide. And before we then now jump into the changes of approach and the feasibility analysis, we want to step back. So, one of the things also, when we came to council in May, the vision statement that was developed and worked with, and all the committees had input into it, and then generally supported this as the vision statement, was more brought to counsel in May as a, Here it is, information, but there was no actual request for counsel to say, do you concur? Would you like to see it changed? Are you supportive? And frankly, vision statements form the foundation. On the basis of which these types of plants are done. And this is why you always see a precise plan vision statement, all of those things. So we're like, oh, we need to take a step back. So, one of the things on your agenda tonight is looking at the vision statement, and again, you know, a lot of outreach was done. But when we go back to council, we need council to say, yes, we agree with it or we would like to see changes to it. that the 1st step is for this committee to look at it. Let us know what you think about it. Would you like any reworking your thoughts to it before we bring it to counselor? Um, so that's on your agenda tonight and we can definitely pop back up the vision statement when you're ready to look at it. Yes. It, it looks longish. But when you break it down, it, it's a pretty, you know, it really covers the key things that we really want out of our active transportation network. So, um, again, we can put this back up when you're ready to talk about the vision statement, next step. So let's talk about the revised approach. Um, So again, you'll recall that, um, We had policy development to get started and then the next step was the guiding principles, the scoring criteria. And then, It was going to be, and then the next step was going to be the holistic network, blended with prioritized project list, you know, developed that, and applied the scoring criteria, come with your practice, and then go out and do another big round of community outreach, which takes several months to get through, and have them all react at the same time to the holistic network, and the prioritized project list based upon the scoring criteria. However, I will say also in my experience, it's not unusual and somewhat typical, that 1st you do develop your network, what your vision is, of what your in final buildout when you get there. What is it you want to see, you know, in terms of your bicycle, types of bicycos facilities, where and how you're going to need pedestrian needs? Where is there the opportunity, um, for enhancing or prioritizing bicycles on a particular road, but maybe parallel to it? We really want to focus more on enhancing the limited right away for pedestrians. Every street should meet all modes. It's just a level to which, the, the, the, the type of, uh, infrastructure that's in place, tends can vary from road to road, because again, revealing when constrained right away, and we want to make sure we are serving all boats. throughout our system. So, um, basically, what, what we're recommending is we do a little switching around and kind of see 4 and 5 where we say, okay, let's just switch gears. Let's start focusing now on the realistic network with modal priorities. And once that is developed and go through a full round of community engagement on this. And as after that's developed, we can bring that back. And uh, to the, this committee, to the council, and then come back to, do we want to refine or revise the scoring criteria based upon what we're seeing and apply that to the prioritized? Uh, you know, kind of to help prioritize corridors and projects. And then we're going to need to, want to do another round of key, physical PHM step by the way. Um, So, that's, that's what we're prepared, what we're recommending is staff, and turns out we change our approach. And, um, Want you to know that in order to not lose time, We are already asked the consult to get started on this in May. When we when we heard from counsel, because it was work they're going to have to do anyhow. Uh, so they've already started more, the compilation of the technical data, the all the old existing plans. What do they say? and starting to pull that together to get ready for something that can now be more brought forward in a public setting for community engagement, input, those types of steps? Um. And if you want more details on how, on the approach, we can definitely discuss it more further with you, but one of the key things that, uh, you know, it's been successfully uses the concept of street typologies, where, um, you kind of have examples of different ways, you can give multiple priorities and green street elements. You get to see how much right away they take. And there's a play back in your feasibility analysis in terms of, um, if you want to do it all, Do we have any streets with all that right away? But if, you know, where you want, you do protected bikeways versus you're okay with an enhanced bicycle lane, you know, what does that mean at where you want wider sidewalks versus more the standard 5 to 6 foot width, how you trade all that off? Um, So, I'd say next comment, next slide. So the other piece, of course, we heard from counsel is what more should we be doing to evaluate clipping stability as we move into um identifying what's possible? So, typically on a plan like this, that's citywide in scope and dealing with a whole system. Um, your usual feasibility analysis tends to be more high level qualitative evaluations. So it considers factors related to costs. and benefits, but more on a scale, high medium, low order magnitude, but does not attempt to develop dollar values. Because, telling you how much it's going to cost to put a protected bike way on this particular street would be a real shot in the dark without doing a little more analysis of existing conditions of that street, it utilities, all kinds of other aspects that can truly affect causes. But you still can come up with a sense based upon our recent bidding results and other pieces. How much it typically can cost. So you get a sense of it, but more in an order of magnitude as opposed to more of a real cost. The other piece is The benefit side of things. Uh, We all can easily recognize that there's a tremendous benefit when a mode shift to active transportation, to improving health, air quality safety, economic impacts. And yes, there's all kinds of models out there, and so on, where you could try to generate the value of what's one life worth, what is it worth in terms of reducing the potential of some kind of disease, from the air quality or something, but that is It's a tremendous amount of work, to try to come up with dollar values, to do a real true cost benefit analysis at that stage. But you can still do a qualitative assessment in terms of there are, there's a lot of value. To these improvements. And how much different infrastructure treatments can support a mode shift or economic impacts, but more on a qualitative. Ranged side of things. And that is what we're recommending if you go to the next slide. So we're recommending a 2 step feasibility analysis. The 1st step will be when we're dealing the holistic network development, where we're looking at it system wide, and this is where we start, you know, again, that vision is that balancing of the different modes, dealing with the constraints that we have to deal with. We have a general sense of our right away and curb to curb. We can't tell you it's exact on every single block on the whole. How many miles do we have a street? 400 and. 147. 147 miles. Okay, of streets, city streets. Thank you. Um, But we have a general idea. Right. And therefore, we can do an assessment of what the spaces that's available that can support the different kinds of approaches that could be made. And that'd be sort of the network level feasibility. So, We can recommend something that will require an additional 30 feet a ride away all along the court or, if that's what's desired, but the costs are going to shoot way, way, way, way, way, way up. So, you know, this is what this network feasibility starts to tell you on a grand scale of how your things could potentially fit, and then, If you want to think right away. Now, yeah, that's a whole different matter. And then when we get to the identifying projects, uh, we can apply certain factors and criteria to do a project level feasibility, and these are just some examples, and they can be done, um, on a, again, more of a, a scale, a qualitative order, magnitude. You know, we have an idea, we can come up with that, you know, technical project costs for different types of infrastructure. Oh, you know, might be some cases where we do say, this is so important, this corridor, that we may want to be prepared. Then there's interagency coordination and constructibility and environmental issues. So those are things that we can look at. Uh, you know, again, more on a checkbox or high reading and low to evaluate what it may take to deliver these projects. So with all of that, um, we are adding scope to our consultant agreement, and we would like to come back to council then in October, to recommend adding this scope, the additional community outrage, the additional feasibility analysis, we're working up a process in it with the consultant and the council to approve, and then you scope and adding to the consultant contract. This also will add some time to completing the project 6 to 9 months over what we may have been able to do. However, in terms of adding time, Um, when we want to be very thoughtful and have a really good plan for the city. But it doesn't mean we're waiting until the plan is done before we're taking action. And I think you're all aware that we have several projects right now in design, going under construction, that is, uh, working for complete streets. Uh, we actually have 3 projects in the last year where councils approve grow diets. of California Street Pilot Project, Maramonte, and El Monte. So, we've been able to use data from, um, the original access MV. But also the local road safety plan and vision sale action plan that's coming to counsel for final approval next week and you saw it a few months ago. Why did he, excellent data to inform staff of what we want to proceed with, and in fact, it's, it's, it direct, provides direct input into this plan as well. But, based upon that, we already, for instance, no, based upon that study and other studies and community engagement, ringstorf corridor is incredibly high priority. So rather than waiting for this plan to be done, staff already used the data we gathered and successfully apply for Caltrans grant. To do a, the initial design concept feasibility analysis for active transportation improvements on Rainstorf Corridor. And that's coming to council next week as well to see if council is will approve us accepting the grant and getting started on that work. So we really wanted to point out for you and the community. That even though it takes us a little more time to develop this plan. It doesn't mean we're not using the information we already have and still taking steps forward on active transportation. That's fine. So, oh, next steps is we've, but not work on listic network development and soon we'll start community engagement on it. Um, if you support, staff recommendations, the revised approach will come to council on October to uh, amend the consultant agreement. And we'll be planning to bring, uh, after we go through our community engagement and stick network, be back to count to this committee in early 2025 before we go to council. And that brings to the 2nd bullet a little bit out of order here. Um, We, we are planning to make, because this is such an important project, um, from now on, on every one of your agendas, you're gonna receive some kind of update on what we're at on the active transportation plan. Sometimes it would just be a verbal update. But we will be checking in with you. Staff will be, at least, so that you can see that progress is being made, that we are still looking forward and where we're at. So with that, I know I took a little while on this, but I really wanted a chance to play the groundwork here. So, we are requesting and recommending, uh, that you review the vision statement, and if you're okay with it, recommend it to counsel, or uh, ask staff to relook at a few things. And, um, recommend to counsel that this revised approach and the expanded scope. For approval.

[00:32:02] Chair Ellen Kamei: Thank you. So we'll start with the committee member questions. I mean, start. okay? Oh, sorry.

[00:32:11] Member Alison Hicks: So one of my questions, this may require a little back and forth. But I'm wondering if, um, When you're engaging with the community or talking about the development of a network, How much are you including, maybe this is a question on street psychology? But, I have, in the past, and you can, correct me if I'm wrong, because that question is about, I mostly see, um, bike lanes that are direct corridors adjacent to heavy car corridors. This would be like California Street, El Camino, Rangstorf, Miramonte, pretty much, El Monte, um, and not so much, um, neighborhood bike neighborhood streets, bike boulevards, and Sheridan Slow Streets. And I know my impression is that if we're going to that other cities use those a lot, not just, I mean, don't get me wrong, the direct corridors, the El Camino, the California, et cetera. Those are important, but I think in order to encourage more people to bike. And I have to say personally, I will avoid that I voted for them. I think they're important, but I'll avoid them. And I know a lot when I say that, a lot of other people say they will too. When I bike, I bike on the Stevens Creek Trail and I take neighborhood streets to get there. When my kids went from downtown to Castro school, we took Latham. We tried to avoid that we didn't take California Street. We try to avoid oil, you know, we try to avoid those major car corridors. So, how much will, is this a question on street typology for, you know, how much will those alternative street types be, how much will they be a part of the network, and how much when we're, engaging with the community, do we highlight those, and maybe use examples like the, I have mangled the night, this, the Eileen Fletcher, the Brand Street. Um, Bike Boulevard in Palo Alto, or the Sheridan Slow Streets in uh, and neighborhood streets in Berkeley, where sort of 2 ends of them are blocked off. How much do we share those things that we're not doing very much in Mountain View, but that we could? And when we engage with the community, if they haven't seen those, they may not bring them up themselves. That's a long question, but. No,

[00:34:41] Public Works Director Cameron: we appreciate the question. And I think, um, starting with Bike Boulevards. That's, that's a, that's a key one to talk about because, um, we, we technically have a couple of detonated by boulevards, but they do not rise at all in any way, shape of, to the, to, what new best practices for a bicycle to boulevard. So I'm gonna invite Rita

[00:35:10] Transportation Manager Lo: to talk a little bit more. Yeah, I think, uh, this is something that we hope will come out of the community engagement on the Doministic network. Um, A couple of things to, you know, caveat, are that, for example, Berkeley and Palo Alto, they have a little bit more of a grid pattern. And so there are available in Seattle, same thing. They, so they, in those places they have those kind of parallel routes where they can put their bike boulevards. It's a little trickier here, where the city is sliced by the 237 and the 85 and the, and 101 and so trying to figure out how you get the whole way across the city. On a local street is a little tricky. There are some, I think there are some tricks that we could, like, for example, I think maybe Dana might be, but I think these, these, the actual roots, I think that we'll figure out. Well, a little kink in it doesn't really. It doesn't have to be old

[00:36:05] Member Alison Hicks: with strength if you move over one.

[00:36:09] Transportation Planner Whyte: And then, and then I think also having, we want a network. So it wouldn't just be one route, not south and east-west, but we want people to be able to not have to travel too far out of direction. So there would be multiple, a little bit of redundancy in the, in the network. If I may. Yeah,

[00:36:27] Principal Civil Engineer Gonzales: yeah. It's definitely a tool in the toolbox. And there are streets where that's the only tool. toolbox, for reasons that the director had mentioned, that there's just not enough space to do something else. And maybe that's not even appropriate to do something else. Maybe that level of volume. And speed. Um, lend itself to that treatment. Um, and maybe a little bit more speed control is necessary to get it into that area. But certainly internal to the city mountain view. I think there's really good candidates. And then we do have these kings that you both are mentioning, especially when we make connections to the other communities around us. Uh, so it's definitely part of the toolbox. That's something that we would consider. So when we build this holistic network, you know, we're starting with the previous plans that have been approved and reviewed and had a bunch of public input, and we're looking for refinements and where things so make sense, where they all make sense. A big part of our bicycle transportation plan has what we call class 3 bicycle boulevards in it. And so that's not going away.

[00:37:43] Member Alison Hicks: And do we bring it up? I I just don't, I don't attend all the community engagement meetings. Um, sort of provide leadership, not just ask, how would you like it? to people who maybe haven't seen different examples, but also show, like you say, um, best practices for bike boulevards or shared streets and slow streets. I feel like around the Bay Area and the U.S. there's particularly since the pandemic, there are more and more of these. Are we providing leadership and showing those examples, not just asking people, possibly have limited local experience. What do you want? Yes,

[00:38:23] Transportation Planner Whyte: and I think that there are good examples, even fairly close by. I looked at Chilco Street in Menlo Park today. I think that's a very great example of like a street that balances various different modes. The fire truck was going down there, the bus, there were people riding on the, on the, in the bike facility and pedestrians walking and there was things growing there as well. So, um, that's a particular street, but I think there are examples that we can take photos of that are in this climate zone and that are, um, you know, uh, you know, good examples of the different things that we're looking at. Okay, so great. Um,

[00:39:01] Member Alison Hicks: and are we also, as a part of this, are we looking at different sidewalk typologies? Because in my mind, there are a bunch of good kinds of sidewalks and a bunch of bad kinds. Um, you know, there's not one way to do it well. But there's a lot of ways to do it badly. Are we offering different sidewalk design typologies? Okay, good. With pictures and... Okay, very good. Um, let me see what my other. Um, Is Renstorf envisioned as somebody asked me this today, and I didn't know the answer, the upcoming Renstorf, is that, um, scene as a going to be, uh, designed as a complete green street or just? So

[00:39:49] Transportation Planner Whyte: Street. We, uh, when we put it in the application, we had a chat with Caltran staff and we said, we have this project that's called Ringstorf Green Complete Streets, and they said, We define complete streets, as including Green, so you can take that word out. So if they said that to us. Yeah, based on their design information bulletin 94 from this year. Um, so it is part of it and it's in the list of elements that will be considered for the corridor, um, but the title is just with the complex street parts.

[00:40:24] Member Alison Hicks: Somebody told me that Korean had been taken out and they were worried about it. So I'm going to make sure that it, whether the word's in there or not is in there in reality. It's

[00:40:33] Principal Civil Engineer Gonzales: in there in the list of elements, though. It's clearly defined in the in the council court that this is in the scope.

[00:40:40] Member Alison Hicks: And what about California Street? People told me the green elements were taken out of that? Is that similar or is that just a vicious rumor? No, they, the

[00:40:50] Principal Civil Engineer Gonzales: the scope of work that was brought to the council approved of the pilot project that included, um, and again, remember, that's a pilot. So some of this that's being installed isn't a permanent installation. But it does still include the planter boxes as one of the different methods of vertical separation. Remember, we're gonna use this because it's one. 2 miles long to also just test different vertical separations for the bicycle lane. So that is still included, but I will give you a heads up because this is actually on our website. The beds came in very, very high. And we're going to need more money. So it will be coming to council. Uh, to, uh, I recommend to approve the construction contract and add more money to make it happen. Okay. But it's worth it.

[00:41:44] Member Alison Hicks: It's a good project. That's what you're gonna use for staff. Those are the 2 streets, I had questions on the green elements from the public, and, um, Do you think all streets, you said something about all streets needing all of, to address all modes of, of, uh, transportation. Now, of course, that's not the way, you know, Stevens Creek Trail doesn't allow cars, and, you know, there's things that's not a street. Yeah, and we're talking... But I can imagine, you know, like in some neighborhoods, particularly gritted streets. You might emphasize, but a more complete by the brain laying on one street, you might emphasize walking wider sidewalks on another. They don't have to be all exactly the same. Am I right? or am I going down the wrong? path? You

[00:42:34] Principal Civil Engineer Gonzales: are correct. And that's, it's, there's no, There is not a one size fits all approach. So it is important that every street does accommodate all the modes, but the level of infrastructure for each mode varies. Um. Yeah,

[00:42:56] Member Alison Hicks: because I don't want them to all be the same expanse with green stripes on both sides. I want them to be different. Um, I think, some questions, unless I think of another one. I'll go for that.

[00:43:12] Member Lisa Matichak: Maybe a bit, remember about a check? Thanks. Yeah, so I keep on thinking more questions as we're sitting here based on what was presented in Council number Hicks's questions. Um, but one that's kind of, uh, shall be here. What's a pong car? It's

[00:43:30] Transportation Planner Whyte: like a postcard, but it doesn't get mailed to people. So it's like when we go to the farmer's market, we give them, it looks like you would, I call it a postcard, but apparently they're called palm cards and you just, people can take them and put them in their purse. Yeah, yeah.

[00:43:45] Member Lisa Matichak: Yeah, I never heard that term pardon me. Um, Okay, so, um, based on the questions that um, council number picks asked. Um, It also cut my attention when you said I, um, each street has to accommodate all loads. And I was trying to envision what that really means. And, um, if you're a bicyclist, does that mean, like at one end, nothing would change about the road and you kind of are in the flow with vehicles? Um, to protected, separated, um, or anything in between, because that, the, The lowest form, just nothing changes with the road, but obviously you're not prohibited by plus from using them. Basically, you

[00:44:39] Principal Civil Engineer Gonzales: know, there are what they call different classes of bike improvements, class one, of course, is your trails and paths, like to the Creek Trail. Class 2 is your traditional bike lane where you typically see just a stripe on the road and some signs. They have to have signs saying bike lane. And now there's also buffered bike lanes where it's more paint on the road. Class 3 is more of the share of the road, uh, approach where you have, you know, we'd have very low volume traffic and bicycles and and vehicles and usually can be somewhat of a narrower road situation. And class 4 now is the protected bike place where you fully protected with some kind of vertical element between the bike and the car. So, these, it varies what type of infrastructure that you would have that would serve the bicyclist on a particular road, and there are various things out, but, you know, the features that you look at, that, you know, determine that, including the volumes, speeds, graduated's available, types of uses, and, um, so that's what it's meant by, you're gonna serve bicycles one way or another, but as said, not every street is gonna have a buffered bike lane or a protected bikeways. That kind of thing. Now,

[00:46:02] Member Lisa Matichak: in terms of can it switch up along

[00:46:04] Principal Civil Engineer Gonzales: the road? It is important to be, uh, careful, that, it's just like for, for a pedestrian, you don't do a sidewalk halfway down a block and then you abandon them to walk in the roadway. You want complete segments, complete networks, that, you know, so that when you're done with a different comfort level of bicyclists, that they don't suddenly find themselves in a position where they're not comfortable because they're, you just kind of drop them off in there. Having said that, I'll turn it over to the experts to see if there's anything more that you want. Well,

[00:46:42] Transportation Planner Whyte: I think that you mentioned there could be streets also that don't have any of the above. And that's also a possibility. Yeah,

[00:46:48] Member Lisa Matichak: I guess I was wondering, so I'm familiar with the classes. I guess, um, I was asking, um, Yeah, is there also nothing? Um, and you're just riding your bike under loud. And and that will be considered, um, okay. Yeah,

[00:47:06] Transportation Planner Whyte: and I think there's, there, there is guidance now, the design, the Caltrans, design information for the time insurance, kind of lays out where the shared facilities, even without shares, are most appropriate. So, and actually, a lot of the city, you know, is kind of mostly, you know, fairly quiet neighborhood streets. So in many situations, that's okay. Okay. Okay. And um, let's see. Is

[00:47:37] Member Lisa Matichak: there a standard definition, um, of Green Street?

[00:47:42] Transportation Planner Whyte: The, there are several definitions. The US EPA has a Green Street handbook, um, and it's really defined in terms of green stormwater infrastructure, and I think that traditionally that has been the focus. My understanding in Mountain View is that we have a more expansive definition that also encompasses issues of heat and canopy and species. Biodiversity. And,

[00:48:10] Member Lisa Matichak: um, when residents talk about it, complete, straight, were they envisioning, um, what is going to be done during the pilot on California, or were they envisioning? Like, are we all talking the same thing here that we'll talk about going streets?

[00:48:29] Transportation Planner Whyte: Oh, I think the pilot for California. I mean, we're not digging up Asheville. And so, when we think of like the final product of a green street, it's going to be different from, like we, we don't want to do green streets just with planters long term, because that's going to be more maintenance. Um, And less permanent. Um, so I think when we think of long-term green streets, that's a bit different from what we're thinking in terms of what we're testing for pilot, and hopefully I haven't spoken out of turn, Robert. Yeah, that's good. Okay. Um.

[00:49:04] Member Lisa Matichak: I still, um, struggling a bit with, um, what will the network look like? Like the consultant is working on this. Can you describe to me what visually, um, will be prepared, like, what is their end product when it comes to the network? Oh, okay.

[00:49:27] Senior Civil Engineer Houghton: Do you mean the end at the end of the plan or do you mean what's going to come for the next round of communication? Because they were excited. I think

[00:49:35] Member Lisa Matichak: for a holistic network. Is that what you're talking about? I

[00:49:37] Senior Civil Engineer Houghton: understand holistic network, yes, but do you think? I'm

[00:49:40] Member Lisa Matichak: talking about the end point. I guess if there's substantially different, I want to know. They're

[00:49:45] Senior Civil Engineer Houghton: iterative. So the 1st step is we're, we've already done this. Look back to the previous plans and If it wasn't NGI, I spent most of it was. We wear it all together. And then we take our community input, we learned that, staff and foot, we learned that. And now we have this, this map, which is largely maybe 80% what you see in the bicycle transportation plan. But with more stuff to it. And so in that map, you'll see lines, and the line says class one, four, two, three, whatever it might be. And what we'll be doing. So that's all gonna happen. And that's more or less, that 1st stage of community engagement, and that's where we're starting to get people's feedback to you, like, this idea. Do you like that again? Then we're able to score and get a certain set of projects, and then we're gonna dive into those set of projects, which is about 5 years worth of work. So we look back in the past 5 years to see what we can do. Then we forecast out the same amount of work for the next 5 years. And then for that, we're looking to create a cross section. So it's a good concept, but it's typical. It is not the details about, This road has a curve like this. It's just the basic road with, it's like this. Can we fit it in? This is what it would look like, and then we bring that to the public for review there. So, so you have that line map, which you had in the bicycle transportation plan, and then the evolution is now we'll have a cross section. So we'll bring you into it. And you could see one cut. of what that roadway would look like and we'll get that input. That has been so important because, um, just as an example, one of our streets in the bicycle transportation plan. That suggested a facility that if you had done that cut of the roadway, you would have seen it and have the space to do that.

[00:51:45] Principal Civil Engineer Gonzales: If I, however, let's let's step back for a minute. It's not just about the bicycles. So, a realistic network, and this is where we get to the street typology and the different ones that can show, you know, you can have a street that is providing a class for bike way, so now that it's protected bike way, it uses up the most right away, and then we're gonna have, you know, kind of like a 6 foot sidewalk with a park strip that has your trees and so on, and that's what that typology would look like. And then another one where it might be more of a enhanced bicycle lane situation, and one of these pedestrian treatments look like and so on. And this is where we get to balancing the modal priorities where one street may have a higher level of infrastructure for bicyclists, but then another one that parallels it might put a higher priority on infrastructure investment for the pedestrian, that type of thing. I know this is going to be tricky, but that's really what the holistic network map needs to look like and it's a lot more than a 5 year plan to develop.

[00:52:58] Unknown Speaker: If I can, yeah, go ahead. If I can add one more thing. So I think kind of at a basic level. There's some north-south routes and there's some east-west routes and maybe there could be a couple of other routes, different angles, but we'll see. Um, and so I think in terms of the bicycles, there would be kind of key, like, I guess, like recommended routes through the city, and we are also using the suggested routes to school as part of this as well, because they're some of our key destinations. And then thinking about where the pedestrians go as well with these particular focuses. Um, And so one route might start off as a class 4 facility. It might, you might merge into a trail halfway down and turn it into a linear parkway with, you know, a class one facility, but it's, this is kind of the key, that's key north-south route along that thing. And so, and we want the, we want there to be various options throughout the city. And so it's basically like a network, um, overlain on our city roadway and trails, uh, map.

[00:54:04] Unknown Speaker: And if I'll build off for both of those things, and I, we're doing the same thing I described for bicycles for pedestrians. We have the network, uh, the GIS layers, where the sidewalk gears, where it isn't, where you're getting information on the width, and the surface quality. Um, and then mid block crossings are an important part of that network also an extremely important part. That all airs together. And then when we go into that cross-sectional view, I, I, definitely was talking between the Kurbs, but we're not looking between the Kurbs. We were looking between the right of way. And in order to deliver green streets, we're going to have to look. through the entire right away section. And where does that sidewalk? How big is that sidewalk? Does that sidewalk and those green streets? They will be. They need to be prioritized against that individual road, the community's input and the other modes. And in many cases, choices will have to be made about what to do inside of that right. right away. So while I neglected to provide it as my example, I have already seen that holistic network map for the pedestrians. And so we'll have them. We did attempt to lure them together. It is really, really busy when you do that. So it probably won't be something to do there, but won't we look at that cross section when we actually think about the road is absolutely something that we will be doing together. And

[00:55:34] Unknown Speaker: can I just, like, one more theme on, which is that in some cases, these are going on to our streets. There could be spots where our network is going along and then we have a super block that kind of blocks the whole thing. And in that case, we might have a dotted line that's somewhere between here and here. Eventually, we would like a paseo. So when if something develops in this area, we're going to request that that super block be broken down. So that's... This is probably

[00:56:06] Unknown Speaker: built on some of the precise plants because some of the precise plants also looked at super blocks and recommended, and that's very important because if it's not in the precise plan, or another planning document, we have to wait for the redevelopment to happen. And so all that does have to merge together because some of this we're not going to be able to do on our own as a city. We have to wait for an area to redevelop. It's what we've been dealing with with El Camino real, and that precise plan to get the wider sidewalk and more room for trees and so on. is that precise plan set it up that as new development happens, we can require that they dedicate 4 additional feet up right away. Because play immediately tried to buy it. Cost would be astronomical. But as they develop it, we get to a situation where we can evolve the streetscape. To what we want it to be. And I think that's the final piece. Now, as we talk about it. This active transportation plan, the holistic network can't be a 5 year network. If you really want to see where we want to get to, we have to understand. It's 10 to 20 years. If you're looking at the whole city, because the more you're going to talk about, we're actually going to rip up and reconstruct a street and move curves. You're now getting into the tens of 1000000s of dollars just to do one street. So that's going to be the challenge when we come out the other side of this, is there, there can be, uh, like there was with the bicycle transportation plan, sort of the, the top 10, and these are the ones we want to try to accomplish in the next 5 years. Some of this may have to be faced. We may not be able to get to a complete green street everywhere, because it's just open enough money to do it all at once. Do we make some interim improvements and we keep building our way there. And that's basically what's not going to happen with California. At one. 2 miles long. After this has been put in place, to convert it to more permanent setup, move away from the planters and actually plant trees, to change the protected intersections. Based upon something Palo Alto did not that long ago. We're looking at 35 to $40000000 project. But maybe we can take it block by block and break it into chugs. But meanwhile, we have the advantages of the pilot program. That still improves things for bicycles and pedestrians and lose us in that direction. So, I, I, again, and then my final piece on this is when we do prioritize projects, it is important that we're, it's sort of a group. We're not a stickler saying, this absolutely be one, two, three. It's, we'll want these, but. The high priority ones. So that we can take advantage of grants. And they have criteria, and sometimes your number one project is not going to score well, but your number 2 project will score or hate, or a major redevelopment's happening. Oh, the iron's hot, let's strike. So that will also be the thing is. Even though you might see the number, it's important that there's

[00:59:14] Member Lisa Matichak: flexibility and how. So how much is feasibility. Taken into consideration as you play out the networks. For realistic, like, and this really happened.

[00:59:30] Unknown Speaker: So definitely as as we um, mention it turns that 2 step feasibility approach. Do you have that one? Um, on the holistic network piece that they're talking about. We're gonna do an initial assessment of the space needs. Uh, because, Honestly, you can imagine to get to complete green streets for ringstorm court, or if it's something that requires more than the right way we currently have, that's going to be incredibly check marching. Um,

[01:00:05] Member Lisa Matichak: so isn't it? Sorry. Well, I've been just space. It's also, um, like, fair road tracks, freeways, all kinds of other issues. Will that be taken into consideration as the network level?

[01:00:24] Unknown Speaker: Maybe not as much at the network level because those are just constrained barriers at a point in time and you don't want to have your whole corridor set up based upon what's happening there. And so you, you know. Yes, going through a freeway interchange area or dealing with an existing bridge structure and you can't just promise to rebuild the bridge. May require some, you know, special design treatments or techniques to get past that particular barrier, but it wouldn't necessarily shape how you want to approach the entire pool. Okay. Maybe

[01:01:01] Unknown Speaker: that goes on the wish list for the interchange project. Oh, my dollar trip. Um, okay, to see. I think

[01:01:12] Member Lisa Matichak: that's it right now. Thank you. Great. I have a couple of that she made me think of what I

[01:01:16] Chair Ellen Kamei: got. Oh, absolutely. Um, all right. So um, thank you very much for the comprehensive overview of everything. Um, I my questions have a little bit to do. Yes, with the unnamed tissue, which I think is cars. And, um, so my 1st question is, How are, how will our active transportation plan take into account, like, opportunities to remove complex streets? So, for example, middle field and shoreline. So what I'm often seeing when I'm middle on middle field and shoreline is people going into the bike lane and creating a 4th lane. to make the right turn where the gas station is, if you're going down middle field in particular, I'm sorry, so going south on middle field and turning right onto shoreline. So, I mean, there's a couple different things because you can make them right on Friday, California, but people are using that as like a, as a look as a lane. And how might they, that's just one, what

[01:02:31] Member Lisa Matichak: I would call in my mind. It might not be the correct technical term, but like a conflict little area.

[01:02:37] Chair Ellen Kamei: Can how can we use the ATP to address that? Because I see often people on their scooter or their bicycle or trying to cross that, you know, shoreline middle field, and it's very unsafe, and I've seen people almost get hit on multiple different buggies.

[01:02:55] Unknown Speaker: So I think some of these issues have been actually highlighted in the efficiency reaction plan based on the collision history. Um, and so some of those issues can be addressed with things like protected bike ways and protected intersections, which would be focused in, you know, the areas of greatest need. So

[01:03:15] Chair Ellen Kamei: those would be identified as areas of greatest need for

[01:03:18] Unknown Speaker: the more protected facilities in the ATP. Or in the network. Actually, how would In both. So some of them have already been identified in the Vision 0 action plan. Um, And then the active transportation plan also addresses the issue of connectivity as well. So one thing

[01:03:38] Unknown Speaker: we're going to look at is, is, is, is part of the scoring criteria, is, is crashes, and that, Well, it is not a perfect proxy for the public is definitely an important metric and it does represent real conflict. And so that will help us prioritize where to go. Um, I, it will also, definitely to some extent, uh, prioritize the level of, uh, facility or separation, whether you're pedestrian or bicycle that's provided, uh, We will not get detailed with the active transportation plan, though. So, when it comes to that intersection level of, like, protected intersection. We have a statement, supporting protected intersections. But that level of detail comes later in a project, process. Precisely on CIP the yes.

[01:04:38] Chair Ellen Kamei: I wasn't trying to understand how they're connected, because this kind of goes into my 2nd question is, how do we update residence on existing approved projects, right? So we're talking about this and this, you're telling me it's part of what we've already identified in our vision 0 plan. I know that there's many different people brought up to me and some of them we talked about, right? There's improvements along California on, um, Mirabonte. That haven't happened yet. And so as the active transportation thing is coming forward, residents are asking questions, okay, well, what about these other projects that are on the list? So I'm just not sure how do we take those into account or how can we answer those questions because people are hearing about our active active transportation thing?

[01:05:20] Unknown Speaker: So we have done some work to clean up our website. Oh, we had like 2 different lists of projects. One were transportation projects and other, but capital projects and people don't necessarily know what's in what shop. Um, and I understand that, do we have some other work going on in terms of a, project? Um, We have so much. It's Robert Gonzalez, please. Yeah, and introduce yourself. Yes,

[01:05:45] Principal Civil Engineer Gonzales: thank you. Republicans ask the principal civil engineering civil infrastructure group. We have several resources on city's webpage. One of them is the planned capital projects. We put it on a map, and we label it by year. If we try to label every single element. It would get really busy, very quickly. So we just do it by year. So we show which sections of the roads are planned for improvement. So, we're working on making that a little bit more interactive, we're trying to get more, more GIS features there, but right now it is essentially a PDF that shows planned improvements. And then if you want to go further, you can certainly do a search or you can go to the capital projects, um, web page at 5 individual projects like California, like the, um, like middle field that is just kicking off, that describes scope of elements for those, those of those things. So we need to get you, like, a little, a home card.

[01:06:46] Chair Ellen Kamei: I would just say, you know, I think that the community engagement piece that staff highlighted is really critical. And so being, I think, as part of this being, counsel being able to update residents on these projects that are a profile hike discern are hopeful so that they know, yes, we're doing this, here's the update, and we're also trying to do, you know, something else. So, I mean, that would just be me, because

[01:07:11] Unknown Speaker: it is definitely a goal and something, um, Because I don't think that needs to be done too, really, we, there's a lot more work we can do with our website to, uh, provide information on projects currently in design, in construction, what it's going to look like. And in addition to that, you know, as as you do community outreach and so on. It is helpful that since California history, we know what the pilot project's going to look like. We have, you know, we've been doing those to be, say, this is already what's planned. Uh, middle field and shoreline. you know, when we go in and put in the shoreline project that's under design, it's going to add some protected bikeways and it's going to add some protected intersections, which starts to address those right turning cars, you know, because it's giving the bicyclist a place to be that, that cars cannot go into, when it's a protected intersection. So, I think it's a very, very good point and it's an area that has been long on my wish list for soon as we had staffing time and capacity that we could really improve, how we put out, how the public information available. We've got a tremendous number of projects in the course. Well,

[01:08:28] Chair Ellen Kamei: thank you. I think that was one of the things I grew from residents. And then for the existing condition analysis, so I know that one of the things, um, Seth mentioned was, um, maybe code and ordinance changes. I think something kind of, that dovetails off of my 2 questions are, Um, I don't know if, like, would we incorporate enforcement or incorporate? Would an existing condition be existing state, uh, or city law related to how, uh, How vehicles currently operate, I guess. So, because I'm just thinking about, you know, the crossing into the bike lanes, but also the right turn, and I'm just, that to me is an existing condition, and I'm not, not sure how to exclude that. So, apologies for being, um, eloquent in how I'm asking it, but I feel like to me, that's an existing condition, and I'm not sure how we're capturing that. Like, is it just, we accept it, we know that this is an existing decision?

[01:09:45] Unknown Speaker: Well, the 1st thing we have to be aware of is the California vehicle code, overrides local code. It's 1st and foremost. So for instance, the vehicle code allows vehicles to enter the bike lane. What is it? 100 feet before the intersection? Dependent on speed. Dependent on speed. Okay, yeah, no speed. Please don't take me in front of the driver exam. That they don't ask. This is why you have to dash lines at that point. to signal. It's actually even longer than the test launch. Yeah, that's true. But I

[01:10:18] Unknown Speaker: see a lot, no dash lines. Yeah, that's what I mean. It's actually, drivers are permitted to enter. Before that. Typically before that. Some

[01:10:26] Unknown Speaker: kind of guidance, but yes, I think I thought it was longer too. But that's where, uh, where, we cannot regulate certain things if they're regulated by the California vehicle code, but then we can look at our infrastructure options. So again, that's where protected intersection creates a situation where the vehicles can't enter the bike area. Because it has vertical separation. Well,

[01:10:57] Chair Ellen Kamei: I'm also wondering about speed. So I know that that is something that I see a lot as well is just a lot of speed. So, I'm just, I'm just, then that to me is also an existing condition that is affecting why people may not bike or walked, to be honest. So I was just trying to figure out how to incorporate that. Um, The next question I have is extending our existing networks. So, for example, um, actually CTC, I think last year talked about, um, creating bike lanes along cultural, which already exists. But once you get to Calderona, Dana, it's not the same type of, of, facility for, um, biking. And is that where, Ms. Lug, you were talking about, it may move from facility, this type of facility, to maybe is, cosmomatic, was saying, no facility, and we're going, the AT&T, that into account? So

[01:12:09] Transportation Manager Lo: Calderon, there were bike facilities that were uh, completed between, was that Mercy and El Camino just recently? So they, there's, they're both class two. Um, so it is actually the same classic facility, but the, But

[01:12:25] Chair Ellen Kamei: like when you get to, you, when you go from El Camino and you say you're going to date, and I'm just thinking about if people might be going to, what is it, landwolves, right? It's different. Once you make that turn for Calderon onto Dana, is my recollection. So I'm just, I'm trying to understand how the ATP takes into account takes that into account. So you had talked a little bit about. It may change, is the idea that we would go, What is that those projected for or not? So we, you know, the gold standard is four, but you, it may turn into a one, but we're trying to prioritize our safer it to school. I'm just trying to understand how. So I think Um,

[01:13:14] Transportation Manager Lo: you wouldn't want to go from a 4 to a nothing, for example. Um, But you want to have a, a, if that's the corridor that you want to prioritize a biking, then you want to have a kind of a consistent quality, a consistent experience or level of traffic stress along that facility.

[01:13:34] Unknown Speaker: Part of the constraints are curb to curb and right way. So those are data points that we're going to need to have that we don't currently have with a bisol transportation plan. Um, so to make those evaluations. Uh, speed, volume. those are other data points that we did collect as part of the existing conditions. uh, phase of this plan to make those evaluations. So the, the locations of those data points were thoughtful, uh, to prepare us for some of the questions you're asking. Um, But yeah, I mean, as the road changes, no, you're not talking specifically about Colorado or Dana, but... I was just trying to find an example

[01:14:20] Chair Ellen Kamei: that we might all know about.

[01:14:21] Unknown Speaker: San Antonio, for instance. If you go far enough north, it gets really calm and quiet. And so, maybe you do drop the class down and don't provide the highest class at that point. If you have the space, you continue it for reasons of consistency, but, um, there are other reasons of cost and things that have to be kept in mind. Um, so it's a long way to say is, even one single road name is context sensitive. Right? Bringing store for another example. Thank you. Yeah,

[01:15:02] Chair Ellen Kamei: I think. One of the, Well, we're talking about our active transportation, I just, I'm trying to understand if there's an opportunity to talk about what we're doing in terms of, like, our vehicular traffic, right? And it's great to talk about how we're trying to get people, like the, what we're trying to do in our vision statement, which I know we're going to give feedback on later, really resonated with me, but I feel like we also need to do, shift. Um, and so I, I don't know how the active transportation plan can encourage our ships in our, our using our roadways. Because some people may still need to use cars, right? And so, um, multimodal is always great. I can understand we're trying to increase, um, opportunities for people to not use their cars or for when we do, how do we make sure it's a safe environment for that as well. And I'm, Trying to figure out if that's a place where we talk about it in the ATP at all. So. Okay, great. And that other question. Yes. So, uh, questions

[01:16:16] Member Alison Hicks: growing up for the 2 other committee members made me think for some more questions, but only a couple. So the 1st jumping off what the chair just said about car oriented rules. The one that comes to, the big one that comes to mind for me is no write on red, and this happens to me all the time and other people too. I, Live near St. Joseph's Church. I always shop at AFIS in the farmer's market. I hesitate to go to Rose Market. Equal distance, but I have to cross El Camino, and I'm almost run over frequently by people taking right on red. totally unapologetic about it, even when they almost run into me. Um, and I think that's true. You know, that's the example near me, and I know other people, they won't walk to the hardware store. They won't, you know, it means that it's hurting those businesses to some degree. Um, or we've gotten our cars. And I think that's true all over the city. So, no write on red in particular. That seems like something you can, is that a part of the ATP? It seems like something we could. I know Palo Alto kind of moved it up front. Is that something councils should do separately? How does that fit in all this?

[01:17:25] Public Works Director Cameron: I mean, so I'll start by saying that, um, No, right on red, you will see, um, it's also listed in the local road safety plan, and Fishershow action plan, as, uh, a counter measure, that Kathy apply, and we continue to work, um, with traffic engineering to evacuate locations, where, um, where we would like to see no ride on red, you know, of course, just come up about Alchemia, real and the paving part, you can Palo Alto. We definitely are in discussions with Caltrain. Captions, excuse me about no ride on red along El Camino. You will actually see any of the report next week on local road safety plan. Uh, uh, you know, where it specifically says, there's definitely going to be a no ride on red that, you know, we've talked to Calb Transport at Grant Road and El Camino. We have about 6 other 7 other locations we're looking at and talking to them about. Um, putting in, and there's plenty of time to do that as part of the paving project. One of the ways we at staff is looking at this is, um, it isn't, we want to say no to no right turn on ranch. We want to make sure we're prepared for it. In some of these locations, um, The no right on red will mean that where you were clearing a lot of cars and there was a high right turning demand, you're going to see a lot more queuing back. And that's okay. Except when you start blocking a lot of driveways with the queue. The question is, what are you going to do with those right turning vehicles? And we're very aware in some locations. El Camino Castro's definitely, Definitely looking at that. But we're also aware. I don't know if I told you my grand experiment one time, where I said, what if I follow the no right on red, and I'm on El Camino Tourney right on Castro coming to City Hall. It took me 2 signal changes before I could make my ride, because of course, I'm gonna, I'm not gonna go on the red, even if there's nobody crossing, no pets. I'm gonna wait for the green, but now people aren't crossing Castro, and I have to wait. Oh, they just finished. I'm read again. I can't go. Now, there are solutions. There are changes to single timing that could be done. There's ability maybe to look at, you know, blank out, right turn signal tides. There are things that could be done where you can balance the need to make those right turns happen. But not have them turning right on red. So one of the things we want to evaluate for you, each of these locations is that we're really worried about, there's a high volume of right turns. Can we work with Caltrans to get signal timing changes, make, get other changes made? Because also the back, when you have a backup of a lot of right turns, you know, grant is when we're watching, got to watch very carefully. People will start going through that shopping center to make their right turn. It's very dangerous to have a lot of cars cutting through a shopping center, a lot of pedestrians in that area. So we don't want to set up a situation where they're going to start doing that. Um, and then the other piece is you, then you start seeing it start to block the through lanes, and now we're blocking an intersection down. Further upstream, that's a safe route to school, and now that's all getting blocked up. So, We believe it can be done. We, and and we're working with Caltrans, and I think you will see several no right turns on reds go in on El Camino. But we want it done thoughtfully. And of course, these are controlled by Caltrans, so we have to really work with them. Also, even after they go in, we'll look at what's happening and we'll work with them and say, okay, can you fix the signal timing? Or can we make a different change to signal infrastructure, something like that? So, That's what we're going to work because unfortunately, This is what we're dealing with. Way back when these streets were designed. In such a way that right turn on red, handled your, some of your right turning capacity. So now we need another way to handle the right training capacity. So I hear that you're working the answer is you're working on it as

[01:21:45] Member Alison Hicks: part of vision 0 and as part of...

[01:21:51] Unknown Speaker: But for the Caltrans situation, and the right on right and all that. The transportation division and traffic division have had multiple meetings on right from a broad perspective, not actually excluding El Camino because it's Cal Transfer away. So, It's part of step three. Yes, absolutely. And and that would be for across the city and where we are on that is our consultant working on looking at best practices for selecting locations and measuring metrics. Before and after, so that we know the effects that some of the things that the director is speaking about. So then this was months ago. So we're aware of the situation and tend to talk about it, bring it to you. for further discussion inside of AT. I

[01:22:45] Member Alison Hicks: mean, honestly, if people would just look before they go, that's the problem. I mean, I'm clearly visible. They're just not even, they just think they have the right to go forward in pedestrians. don't exist. Um, so my other question was, there was the, the, Different, the class one through four, um, you know, bike ways. But, How do you slow and share? And then, um, remember, Mattachek asked about, you know, streets where you do nothing. But, um, Some of the slow, the slow and shared streets that I'm familiar with often have, um, their neighborhood streets, and they have something kind of blocking you from just blasting into the neighborhood street at a very high speed, and that tells you that it's neighborhood street, you have to slow down. So there's nothing on the street itself. There's no green stripe, there's no protection, but they feel very, they're protected only at the opening to the street, at the intersection by kind of blocking you from, I mean, it's no longer a street that you can just blast your way down the whole thing. So that's a, is that in the type one through 4 or is it a whole different animal? Is

[01:23:57] Unknown Speaker: it type 3? and those are... Yeah, class three, which counts for nothing, counts for Bike Boulevard, counts for the most, um, heavy handed by Boulevard, for lack of better work, where, where you might have like control. You might have complete volume patrol, so cars can't go in and out, cars might only one way, might do speed humps. We base and then also very, very important, but our designs and the pavement marketing so that you don't feel like you're lost. And so we have a lot of candidates like church. Basically, like Boulevard, if we just put a label on it. Put that marking, put the put the pavement markings down, put the signs. Odd opportunity. And then, when

[01:24:43] Member Alison Hicks: you're talking about the, um, You know, the, the, uh, footage, the distance you need in order to do all the things you want. Do you ever for streets like Rankstorf, consider. So there's, you know, you might want. sidewalks, and bike lanes, and parking, and, planting strip. Do you ever, um, if you don't have room for all of that, do you ever consider in this, uh, bowl bat so you can have car parked and then a bulb bat with a tree and then another car parked? Okay, good, because I don't see enough of that here. And it's kind of a way of not needing to buy more space, but getting a little bit of epic. And maybe eventually, getting

[01:25:26] Member Lisa Matichak: rid of all that parking when we get

[01:25:28] Member Alison Hicks: luck, these cars, we have.... Okay, there's all my questions.

[01:25:35] Member Lisa Matichak: Go ahead, too. Of course. Um, so I appreciated the question about, um, what do you tell best friends, um, and how do they know what projects we have, where do they find all this? And, um, I think I talked about this last time, but I'm wondering, Why, what is preventing? Why can't we just have one, one plan, and not have, like, vision 0 separate from, um, psychotropic plan? Separate from the week, saving plan? Why can't they all just be one one?

[01:26:11] Transportation Manager Lo: They do serve different purposes and they have different focuses and they're optimizing different things. So, for example, deficiency 0 action plan slash lecoro secular, we actually combine the 2 of them. Um, They're optimizing for safety. And they're also required for certain grant sources. We

[01:26:32] Public Works Director Cameron: actually have to have a plan that says local roads.

[01:26:35] Transportation Manager Lo: The active transportation plan. Safety is one of the elements. Connectivity is another one and so there's various, it's, it's, it's got a few other, uh, goals. And it's just focused on active transportation, the vision zero action plan is actually all modes. So, and then Axis MV was compiling all of the past plans of putting them all in one thing, and it also included transit as well. So, um, they do serve different functions. There is overlap. So for example, that what we achieved with the vision 0 action plan gets fed in as an input to this one. And so we're not starting from 0 each time. Yeah,

[01:27:14] Member Lisa Matichak: so it could be that the active transportation plan. Could, um, could be the one plan, and that residents could look at, and we have the others for other purposes, but the active transportation plan could be like the, This is the entire plan, and it pulls in elements from the others that are taken into consideration to develop the active transportation plan. Is that true? Um,

[01:27:42] Transportation Manager Lo: well, the active transportation plan is not addressing a vehicular element. So some of the, so there could be, for example, I should have said for bikes and pants. Yes, for bikes and pets, yes. Okay, okay. Okay. Um, that's it for now. Thank you. All right.

[01:28:03] Chair Ellen Kamei: Um, I think this, we're done with committing questions. We can move on to public conference. All right. Would any member of the public joining us virtually or in person? I would like to provide comment on this item. If so, please click the raise, hand button and zoom or approach the left turn. We'll take in-person speakers purse. Each speaker will have 3 minutes, so I'll pull up the climber. And start with in person. I

[01:28:27] Public Speaker: don't know who's presenting today. Say that again, sorry. I don't know who's presenting. I have a video, but I emailed to the clerk and previously to Brandon. Not for this meeting.

[01:28:43] Senior Civil Engineer Houghton: I don't have access to the city clerks. If I may, I believe, the video you're talking about, many of us have seen by the...

[01:28:54] David: So, you know what I'm talking about? I

[01:28:55] Public Works Director Cameron: have no idea what you're talking about. Well, we can, we can, um,

[01:29:01] David: I can do much very fast, if you want. Provide it. In fact, I can also email it while we wait for, if there's anyone online, although maybe there's not. Is anyone waiting?

[01:29:11] Senior Civil Engineer Houghton: Yes, there are speakers who would like to speak. First

[01:29:14] David: online going, I'll send you an email right now. Okay.

[01:29:19] Chair Ellen Kamei: Is there anything else in, sorry, just to clarify, we're gonna do it in person first? So... Sure. Do you have my email? So with you? Yeah. I can I can forward it. I'll do that. I tried to give staff a heads up, but this might be coming. Um, Can you set the timer? Yes. Hello,

[01:29:42] Lada Adamic: my name is Lana Adamic. I'm commenting as an individual. I forwarded written comment, and this is to compliment that. Um, and I'm just going to read so that I don't garble it. Um, what I wanted to mention here is regret that reasonable and helpful suggestions by counsel are now producing a delay and additional cost. So I'm in support of the revised approach, but I wish that there had been feedback sooner. Even though these suggestions will hopefully in the end result in our city being more active transportation friendly sooner, I wish there was a way to get this input from council at earlier stages so that it can shake the project where these delays would not be incurred. For example, it makes sense to me that in the significant time this plan has been under development, there hasn't been a holistic network study, and that there hasn't been an attempt to review the prior plans and figure out why more of them were not implemented. Instead, it is now a late stage add on. Mountain View is a small city, 12 square miles, most, oh, some of which is inhabited only by owls. It only has so many streets, as we saw, during questions. So many schools and so many neighborhoods. Our staff are very knowledgeable. The federal and state guidelines and serving all modes of transportation are robust and data backed. There should be a way of figuring out how with limited resources and within a finite amount of time, I think vision 0 goal is 2030. Uh, it will be just 6 years from now. One can accomplish the most for the parts of our community that most needed now. I think that the modified scope will take us in this direction or rather I hope. And for the overall comment, for any planet project, I would hope that the council and committees will be able to shape outcomes without it necessarily resulting in significant delays and cost overruns. The staff presents that staff would present options at a time when it is not only take it as it is or risk it happening much later or not at all. So it's very heartened by Director Cameron's comments about things such as this coming more frequently to the CDC. And I'm looking forward to seeing how this will develop. Thank you. Thank you.

[01:32:12] Cliff Chambers: I am Cliff Chambers, resident of Mountain View, and let me just, um, compliment Ms. Cameron, you've been excellent, uh, public works director. It's a very thoughtful presentation and your professionalism is really going to be missed by the city. So good luck with retirement. Um, I really support, um, The vision statement. I think it really sets the right tone. And I really like the overall concept of the holistic network with the mobile priorities. There hasn't been a study. I don't, that I've been involved with. It hasn't had more opportunity for public input, and I certainly welcome the additional input that we're gonna have for the holistic, um, network. One of the reasons I wrote you in a letter about the benefit cost analysis, which I'm really a fan of, is I went back and looked at the 2015 bicycle plant, and what was implemented, and what was not. And there were priorities set, and that certainly MV access had priorities. But I really didn't feel that there was a kind of feasibility analysis, and you pointed to this earlier, that was very costly and complicated. And I think we need to have a framework for feasibility that includes economic out, you know, analysis that will allow us to proceed in a timely way to things that will actually be funded and do it. Benefit cost analysis is really tricky when you get into the benefit side. You have a lot of good cost data. But the important part is, is, for example, we were talking about bicycle boulevards where bicycles really have priority over cars. And Most bicycle boulevards, cars have priority, they're relatively inexpensive. But they generate a lot of new writership. And I actually lived on Bryant Street and Palo Alto when it was being constructed and advocated by Ellen Fletcher. We had 10 to 15 cars for, um, every bicycle, before it was built, after it was built, but totally flipped. We had 15 to 20 bicycles for every car. It really generates a great deal of opportunity for increase bicycle utilization. And that benefit really needs to be documented and really a driving force in a lot of this. How are we gonna make the kind of muddle shift you were talking about earlier. So the kind of thing with slow streets, it enhanced the neighborhood, bicycle boulevards are difficult because there's a lot of, not only economic feasibility, but there's the, um, the political feasibility because bicycles have to have priorities sometimes and cars don't have the kind of access that they used to. But it's really important to look at that whole thing holistically in order to really get projects done. So thank you for your time.

[01:35:17] Public Works Director Cameron: I haven't got it yet. online, that one I come. You already said it? Okay. Oh, you said it. I said to all 4 again.

[01:35:37] Chair Ellen Kamei: I've gotten it. You know, do you got it? You just scroll to the autumn? There's a link. Oh, okay. Sure. Sol share, isn't it? Yeah, for the public commentary. Okay, this will be part of the 3 minutes. Okay. Oh,

[01:35:54] David: in a talkover. Oh, look, I'm on camera this time. Just move to Angleside.

[01:35:59] Chair Ellen Kamei: I can do the timing of the three. Could you do the time? That would be beautiful. Thank you. Hold on, Justin, that's good. Settles here. All right, so be you ready? Okay.

[01:36:15] David: Hi, I'm David. Uh, but I, uh, I bike, uh, to, uh, to work and also to pick up and drop off my kids from, uh, uh, preschool and after the care of care, and I go through this intersection, this is Farley in middlefield, uh, very, very often. Um, and I got like this camera on the front of my bike, and uh, the reason I got it was because I kept seeing people uh, run red lights. And you can sort of barely see the light. I have agreed, and that was one person running a red. And then here's another, and one more, and running the red light at Middlefield and Farley. And that's, you know, it's really annoying. And uh, I uh, was thinking that um, it might be good to uh, to, to get a red light can, because uh, red light cameras are uh, allowed in California. There's a specification of California law that's pretty straightforward, that building we just have to have a certain length of yellow light. So that's the, you know, also the video. Uh, um, I, uh, I think that they could be very cost effective. They, uh, ideally, you, uh, you don't want to collect any revenue, but, uh, uh, I suspect that, uh, especially when it's 1st put in, um, it probably makes enough revenue that will cover the, there's a good chance it will cover the cost, especially if, uh, people run lights as often as they seem to. here at Middlefield probably. So it would be nice if that could be added as some part of the active transportation plan or is the vision 0 plan for an interview. Because I saw these signs all over town. I thought it'd be to bring them pine. Thank you.

[01:37:47] Chair Ellen Kamei: Thank you. Great. I think that concludes in person public comments, we'll move on to virtual. I will do 3 minutes. Do you want me to time them? I

[01:37:59] Senior Civil Engineer Houghton: can, I can, you can just take a couple seconds.

[01:38:01] Chair Ellen Kamei: Okay, no problem. Okay. Thank you. Thank you. Bruce, England.

[01:38:07] Bruce England: Hi, thank you. Hello, CTC members and staff members. Um, uh, congratulations done on your retirement. Yes, you've been doing a great job. So hope that you enjoy your retirement years. David's video is crazy. I mean, it's one thing for drivers to run a red light at Grant El Camino, but at that intersection, I mean, really, they can't wait. That's a crazy video. So I agree with him on the point that something is needed in places like that or throughout Mountain View. Um, to Cliffs Point, I, um, was on Gwenda, uh, street in Palo Alto today, and it just struck me that one thing that Palo Alto has in a lot of locations that we don't have in Mountain View are just really nice tree lined street. So even if you're not on a bike boulevard, it's just a nicer experience. So, again, we need more tree canopy and green complete streets and called green complete streets. I think it's, you know, a problem to not have that word green in there because a lot of people are going to only read so far. And some people only read the heading. Um, if we really want to highlight green, and we have a particular definition in mountain view of what we want green to mean, and I really would like to see that name included in there. And just hitting on some things that I hear a lot within the community related to the after transportation is some things you've already talked about, the no right on red policies, protected intersections. You haven't, I don't think you've talked about improved bike and pedestrian presence sensing and signal timing, but it really is pretty horrible in Moundview. Policies related AB 43 and getting our speed limits in check where we can better than we have right now. Promoting e-bike delivery is an option in the delivery tool kit. And, you know, we need all kinds of bike ways. It's people talk about commuting on El Camino. That's great. Great to have it. California Street goes a nice long stretch. We also need the streets within Mountain View for short tracks to be decent too. So I favor a mix of all kinds of bikeways and great sidewalks. Thank you.

[01:40:15] Member Lisa Matichak: Mary Datio.

[01:40:19] Mary Dateo: Oh, good evening. and um, congratulations to Dawn on her retirement and thank you for so many great years of service. Um, I'm very excited that the vision statement emphasizes the experience that, uh, people are going to have a low stress experience, um, and then our Ralph Doubles quarters of shade, encouraged biodiversity, Amity's climate change impacts. This is given actually has significant. It's a significant part of the vision. It's given a lot of space. So I hope the project selection criteria reflect this. So that the eventual project designs reflect the importance that this is given in the vision. Um, I'm a cyclist like Allison described. So I avoid busy streets, I use less busy residential streets. I think there are a lot of cautious cyclists who need such a network in order to be willing to get out on a bicycle. So these types of networks are really important. Um, to make connected residential streets work because our neighborhoods are pretty small. Um, at the safe intersections to connect those neighborhoods are extremely important. Um, so that you have safe bike and, um, intersections to cross, you know, really busy, scary roads, like El Camino, Grant Road, San Antonio, et cetera. Um, I think incorporating Bike Boulevard, best practices to improve the smaller streets sounds great. I hope this includes reducing the number of stop signs in the biking direction. Like on Bryant in Palo Alto. Um, I hope it's going to be a mechanism to make it easy for neighborhoods to request traffic calming measures. For example, there's been a lot of discussion recently in my neighborhood about car speeding on Hans, which is a residential street. Someone mentioned cars going 40 miles an hour. So it seems like some uh, traffic calming measures like speed bumps or quarter bump outs are relatively small and simple projects, hopefully. So hopefully there will be a mechanism to make it easy to request and approve small projects easily. Um, finally, I haven't researched traffic cameras, haven't really looked into this issue, so I don't know all the pros and cons, but I hope, um, After seeing that video, uh, at the BPAC meeting again today. I hope red light cameras are being evaluated as a tool. Um, to at least consider the pros and cons. I frequently see red lights being run on Cuesta at Montalto, which is on a safe routes to school and it's also a major pedestrian access to Cuesta Park. Thank you.

[01:42:46] Chair Ellen Kamei: Thank you Celia Paymer.

[01:42:58] Silja Paymer: Hi. Um, hello, good evening. Um, so I did want to 2nd the need for enforcement. I understand that state laws overrules ours, but they're not being enforced already. Um, so not just the red light traffic cameras, but as far as I know, no one's ever been given a ticket for failing to yield um, at implied crosswalks in Mountain View. In fact, I've seen police cars themselves violate that. Um, and similar to the right turn on red, they do need to stop 1st and passing bikes within 3 feet. of these things are really being enforced in our city. So sending a message that that is a priority is still important. Um, Next, I'd like to see, in addition to the other policies listed, policies on bike and pet diversions during construction, um, because right now they're just generally shoved into the street and there's no real method for their, um, for which how they can proceed safely when there's construction over the sidewalks. Um, next, I would like to see um, an overhaul of the sidewalks and street design standards to serve all users, wheelchair users and strollers should not have to move single file with their family and friends to move along sidewalks. Intel standards are fixed. I would actually argue for fewer sidewalks instead of more on sleeper. You can see where sidewalks are installed, the space for cars actually gets wider, and the space for humans and trees gets removed. Next, I would like to know which plans get priority. All community input, um, through cast for looking at Castro asked for bike lanes on Castro from El Camino to California, uh, that included from BPAC and the downtown committee. And yet this committee decided not to proceed until a downtown precise plan was complete. If ATP does not have priority over precise plans, is it all a waste of the community's time to give input. You said you wanted to ask our for our input. But I don't think it's worth community time if it's not going to be used and prioritized. And finally, um, I would actually like to see a balance of modalities. Having a super majority of traffic space for cars is not balanced. Um, earlier, it was said, we may have to take space from cars, um, as if that was not the balanced approach. I see it as we're reclaiming space from cars for children, humans, and the environment. Thank you for your time.

[01:45:30] Chair Ellen Kamei: April Webster.

[01:45:36] April Webster: Hi, thank you. I'd also like to congratulate Dawn on her retirement and years of service. I hope, um, she really enjoys having some uh, free time. Um, on the, um, are the vision statements. I'm really happy to see climate resiliency and biodiversity, et cetera. I'd really like to see user centric, added to that and making sure that we're people 1st and user centric, people 1st alludes to what Celia was talking about and just this very focused priority on carving out uh, room in our streets for people and um, their requirements. Um, Also, um, on the user centric, making sure we address the needs of all different types of people. And this comes into play for the Bike Boulevards. Most of the time, we're designing for, uh, um, vehicularized cyclists. And so this came up at the Caltrans Mountain View meeting where someone, you know, the type of cyclist wants to weave in and out of the bike lane in traffic, that's not the majority of cyclists. So, when we're looking at things like all ages and abilities, it's not just children, but it's other types of users like women, people of color, and people of low income. I'd like to see that in there. This also plays into bike boulevards. Um, as a few people brought up, those tend to be more comfortable and enjoyable for, um, some of these other types of users, um, during the pandemic. I have videos of this, but there are so many people using that street, of all different types of user groups. I led a, uh, last year for women's international day. I led a group about 15 plus women along the Ellen Fletcher Bicycle Boulevard and they everyone was very happy to be biking along there and it's an enjoyable experience. On, I agree with. Um, Bruce on being very explicit in green complete streets. That's generally what is being done elsewhere in the Bay Area, um, and more, um, generally, um, I think it's a slippery slope to remove it. I want I think we should be very explicit in that. And, um, regarding like the definition of, uh, green complete streets, yes, in the Bay Area, it has been more on GSI, but, um, EPA also includes canopy and in, um, an upcoming technical workshop that MTC and BTA is putting on, um, we will be defining green streets to also include canopy. And, um, you know, I'm really excited to see 11 of the Mountain View staff coming to that, um, to that workshop. And then finally, no write on red. I really think we should prioritize that as Palo Alto has done. And, um, really push Cal trans to do that. I don't think we want to, um, just use the, the idea that, We're going to have cars backed up. Um, Andre Ratana's life was sacrificed for that. Thank you. You. Or

[01:48:49] Chair Ellen Kamei: no more raised parents. Okay, great. All right. So I don't think we have any more in person or virtual speaker, so we'll take the item back for committee comments, edit sessions, and as a as a reminder, The recommendation is that, um, this committee recommend that the city council approve the vision statement and a revised approach with added project scope for the active transportation plan.

[01:49:21] Member Alison Hicks: Well, I liked the vision statement. Um, and I don't, Like, do you want the vision statement go? Yeah. I think that, Lisa, do you ever twease you up or... Always, why don't you start with your tweets and then?

[01:49:38] Chair Ellen Kamei: Yeah, I am... Okay, great definition speaking of now. Sure. Okay, so we'll start. Maybe we'll start with the vision statement, and then we can talk about that and revisor kept with that.

[01:49:50] Member Lisa Matichak: So, um, I guess I thought the vision state could be more succinct. Um, and um, focus more on, like the end result, as opposed to, um, Well, like that it enables us to, uh, create programs and policies and things. Yes, it does, but I feel like a vision statement, usually just paints a picture, really, and all that. Um, and so I would shorten it. Um, and I was thinking something along the lines of, um, Mountain View leads the region with an active transportation plan that defines a series of connected, low stress, and green corridors that invite active transportation. The corridors include shade, wildlife habitat. And public open spaces. Um, and the plan enables the city to intentionally support a culture of walking and biking. Um, took out the section on access to housing employment schools and other destinations because I think it's the entire city. And, um, yes, those are included, but some are, you know, um, yes, other destinations kind of, is a catchall, but like retailed. Um, you know, daycare, as we heard. Um, and it's really a citywide plan. So I didn't think that was necessary. Um, and as I said, you know, I don't think you need to say, um, about the plans and policies that it supports. How was my status?

[01:51:46] Chair Ellen Kamei: Or I can. Yep, whatever. You can go if you want. I don't care. I like the. I like that we're coming forward with a vision statement. There are many elements that resonate with me, and I appreciate the tweak on the end results. Because I have, what I've been in my notes is, um, Yep, how do we explain the plan to residents? Um, and as you said, an end product. So what will they see in their day-to-day interaction with the city? If we go forward with an active transportation plan. So that's, I appreciate the tweaks on, on that. I'm open to it. Um, And I like that inning, that your tweaks included elements here. about inviting, will, uh, it shows that, uh, we're being proactive in the decisions that we're making. I don't know if you can message that to everyone. Yeah, all you can say it again. And then she could

[01:53:04] Principal Civil Engineer Gonzales: put it up on the summer. Well, I thought you could almost. Okay, well, sure. She'll type.

[01:53:10] Member Lisa Matichak: Mountain View leads the region with an active transportation plan. Oops, I do anything. Yep. That defines a series of connected, low stress and green corridors that invite active transportation. The corridor's incredible shade. I think she reads. So that invites her active transportation, somebody said. Yes, yep. Corridors include shedding. Wildlife habitat. Other golden spaces. And enables the city. To intentionally support. The culture of walking. Okay. Oh,

[01:54:01] Principal Civil Engineer Gonzales: let me just pick some spelling nurse. Um, okay.

[01:54:09] Unknown Speaker: So I'm just gonna take over the share. Yeah. So is that it?

[01:54:41] Member Alison Hicks: What can we see up there? So, did you have more to say? So that looks good to me. It includes everything that I thought was important with the exception of one thing. I would like, the word climate change added back in at some point. That's good. Wherever you think. Uh, that. there I don't think we could add that back in because that's the reason for some. Maybe here? I

[01:55:09] Chair Ellen Kamei: liked I liked the enhanced biodiversity and reduced climate change. Oh, say that again, that Enhance biodiversity. and reduce climate change. Those

[01:55:28] Principal Civil Engineer Gonzales: who are actually added to the last sentencing the efficiency, so that might be quite a price. Yeah, this network of streets and trails won't courage biking and walking. Alma, enhanced binodiversity, comma, change. So you wanted to, I

[01:55:46] Member Lisa Matichak: would add it to the last sentence because we're intentionally sporty, walking and biking as well as intentionally addressing climate change. That's how it was, for example,

[01:55:56] Member Alison Hicks: too, just a act of too enhanced biodiversity and reduce. Actually, it's a culture walking. Or as... Oh, yeah. I think we're in the suburbs. Yeah, if you're at home. Yep, that captures everything that I wanted and is more succinct. Well,

[01:56:20] Chair Ellen Kamei: and I, and I think, Mountain View, we're fortunate that we lead on some of the issues that were in the 1st sentence, right? Housing appointment schools and other destinations. So to me, um, I under, I understand where a committee member managed, I could say, is that's part of our turning mountain view. Um, And then this way, it focuses on the AT pieces, specifically. You comfortable? Yes. Okay. So we're all comfortable with the missional statement. Okay. Um, so the 2nd part was, um, you know, recommend to the council, 1st was the vision statement and then the revised approach with the added project scope or the ATP. Um, could

[01:57:15] Unknown Speaker: you go to the snob lifting, um, I

[01:57:18] Chair Ellen Kamei: believe the, I believe the revised approach had 3 components. It was a ballistic network, our via the feasibility analysis, which includes network level and project. And then the scheduling costs. There you go. Did committee members have any comments or feedback on this revised approach?

[01:57:55] Member Alison Hicks: Well, I'll start out by saying that I like the revised approach. I like having the, um, policy development and holistic network before the guiding principle to develop the guiding principles and scoring from after looking at those. So I do, I like that. I appreciate that. Um, I'm wondering, uh, some of the public comments brought up, like, cost benefit analysis, and you spoke to that a little bit,

[01:58:26] Principal Civil Engineer Gonzales: that's sort of the feasibility analysis that we're recommending, which is going to be expended scope, and that'd come into play. Again, at 2 points during the holistic network development. And then again, on a more project constructibility, feasibility as part of the prioritized project list as well. And

[01:58:48] Member Alison Hicks: then I also found all the comments from, um, fellow committee members and members of the public, um, very, um, have to say, informative and constructive. So, I imagine you're taking notes, and I hope that can be part of the input for the plan in general. Um, I'm particularly concerned, as you can tell, from my questions about bike boulevards and neighborhood streets and sharing streets as a way, actually, to read. I think they, um, are less costly than some of the things we're doing now, although the things we're doing now, you know, California Street are still important. I think these allow people to shift mode and allow us to add green elements less expensively. So to me, Doing more of those, which I haven't seen a lot of is an important part of feasibility and mode shift and fulfillion. So, um, I guess that's my big overall comment. At this point, unless what other members say. Yeah,

[01:59:59] Member Lisa Matichak: um, I appreciate the revisions, um, that have been made to this process. Um, and I appreciate the comments about, um, we've already started working on them things, so not losing any time. Um, I think it will result in a, um, a great active transportation plan. Um, I would like to, um, you know, have one place that residents could go, uh, to see what all of our plans are, and if there's a way to pull in the bike and ped projects from other plans into this, and maybe they're labeled, you know, these come from the vision era. Um, so that people can go one place and see what's happening. Um, I said my Disneyland analogies when I worked there. Um, there were some great things about working at Disneyland, and that I will always remember. And they said never force our guests to speak our language. So when they come up and say, what are those little cars that you drive? Um, you tell them where those little cars are that you drive? And you say, okay, but, you know, but you should look for the sign that says utopia, because that's what it was actually called. But you use their language to respond to them. Um, And I think of that all the time, and since I worked in marketing, use language that our customers would use. And I think in this case, you know, our residents want one place to go and they don't want to look at the funding source to figure out where they should look to find a project. So having one stop, I think would be good. So I appreciate whoever brought it up. Um, about residents where it is, you know. Yeah. Um, So, um, let's see. I do think, you know, some of the things that we ask for about cost benefit, feasibility, I'm totally fine with using, um, relative measurements, low medium high, very high. Next to impossible, something like that. We won't get to that that far. Because I think it gives everybody an idea of the scale. Um, for both you know, work as well as for cost, and I think that's what we're trying to get at. I totally understand you can't do. a cost benefit on every single project. Um, And I also appreciate. the comment about every road needs to serve all modes. It's just how they serve it, but we are thinking about that. as we develop the plans, which I think is a good thing. Um, let's see. I think that's it for now. Thank you.

[02:02:58] Chair Ellen Kamei: Great. All right. Well, um, I, I, I think that we're gonna need a emotion. Is that right? To bring it forward. Okay. So I'll just provide, um, my comments and then I'll close one minute, uh, a motion. I just want to think that. I know that this came forward and there was hope to kind of, make sure that we stick to our timeline, but the brain is to CTC, just the thought and the hair with which you've, um, made these revisions. I'm really excited about this opportunity that the city has. And, uh, my questions on how we might be able to inform residents is because I know we're doing so much and how do we communicate that? And, um, that that would be the biggest thing. And, um, initiate, maybe remember Mattachek's comments on, um, scaling, the feasibility. I think too, if there was a bucket for, and I don't know if this would go into what we might call low is for the things that we're already doing or already underway. So also being able to put that into the feasibility analysis bucket. I don't even know if that would go low if we're already doing it. Um, So I don't know how we might want to categorize that, um, as it comes forward. That's really appreciative. I think that this is gonna, um, be something that the community is really going to come behind and excited for to come forward in October. So we have a lotion. To

[02:04:29] Member Alison Hicks: on a motion to accept, the, uh, approved the revised vision statement, um, and the revised approach with added project scope, the active transportation plan. Did you want to add anything to you? And by revised, you made the right. It was a method, yes. Yes. Yes.

[02:04:52] Member Lisa Matichak: The recommended advantage. Three, let's say. Uh, is there anything else that we need to include based upon the statements that we need about what we appreciated? In

[02:05:09] Principal Civil Engineer Gonzales: terms of what to recommend to council, because we want to come to council in October, with the vision statement, and with the revised consultant agreement, based upon the approach and scope, and the new cost. And with the new cost at that point.

[02:05:23] Member Lisa Matichak: Yeah. So I'll 2nd that.

5.2 Pavement Management Program Update

[02:05:25] Chair Ellen Kamei: Okay, great. So Bush in by committee member Hicks, 2nded by committee member of Metachek, all in favor. All right, that is unique. Thank you very much. Yeah thanks so much. I appreciate it. And thanks to the public for guesting. All right, we'll do a transitioning to item 5.2, the pavement management program to empty. Staff presentation provided by Robert Gonzalez, principal civil engineer of civil infrastructure. Okay,

[02:05:53] Member Lisa Matichak: it's...

[02:05:58] Public Works Director Cameron: Well, um, this is setting up. I thought I'd shifted a couple of infroductions. I'm gonna just set up a little bit here. Um, so, one of the things that we were talking about of stuff is that every, every year, when we bring the capital improvement, paragraph 4th counts, or 15 considerations, the question we can count on every year is what is our payment condition index? One of our planned projects to improve payment. Um, what would it take to improve the payment condition index? And we also realized that a couple years ago, we started taking our upcoming planned payment project list to the BPAC as part of the discussion with them of where we would add on bicycle pedestrian incidents as part of the pavement project, and that's been working out very, very well. Uh, and stop. Well, why aren't we doing the same thing? And honestly, we didn't know this would take, because I would take 2 hours, we thought that would be over an hour, hour and a half and we, so we thought, let's, this is a good time. This is some very good information about pavement condition index. Um, and um, you know, the challenges that we are going to be facing and having to consider in the next 5 years. CIP in terms of the different strategies we can put into place to maintain our pavement, but also looking at what we can do to enhance our streak network. So, this is meant to be an inflammation, and just to start giving reason, one background that we don't usually get into with council members. Right?

[02:07:51] Principal Civil Engineer Gonzales: Thank you. Good evening. Robert Gonzalez, principal, civil information. I'm joined to be on camera. So I appreciate your time here today. So we'll begin with an update on the city's payment management program. Um, borrowing a phrase from the prior presentation, our street network is intended for all modes of transportation. We built the roads and we provide streets for everyone, so we build this, um, up here to try to encapsulate as many modes of transportation as we could. Um, as Don mentioned earlier, we have a, We did say the right number before, 417 miles of streets. Do

[02:08:36] Member Lisa Matichak: you know what it was? I did. Yeah, I really have 10. I think you'd be a fry. I

[02:08:43] Principal Civil Engineer Gonzales: think I am. I saw the wrong number here, so...

[02:08:46] Public Works Director Cameron: I'm sorry, I was thinking Johnny Rhodes. From my previous job. That's

[02:08:53] Principal Civil Engineer Gonzales: not a problem. So 147 miles of street network. All serving modes of transportation. Making the streets safe and accessible for all is a priority for the payment management plan. So today we'll be discussing details of how the city's payment management program is developed and managed. We will discuss how the street network is assessed. How payment segments, segments are selected for treatment, funding sources, um, current funding sources as well as related elements such as public safety enhancements. So a lot of, some overlap from what we talked about earlier, but a lot of the nuts and bolts of how we get there. So pavement condition categories, we score pavement sections on a 0 to 100 scale, 100 being a brand new street, uh, newly paved. And a failed payment being below 50. Um, VTA establishes 70 as a threshold. for a good street. Um, and they tie. So under 78, they actually tie their, their funding requirements to that, to that, network uh, score. So anything under 70, cities must use their allocation of measure V, streets, and roads funding for payment work. We can't allocate any of that to transportation, uh, related, uh, nonpayment related transportation elements. So that's kind of their stand of the VTA. So it's a good guideline for us to use at work programming our streets. So currently we have a three-year average network PCI of 67. Um, we use that as a snapshot of the the average PCI of all the street segments in the city and to give an overall barometer of the pavement condition. Uh, the Metropolitan Transportation Commission helps the city. They assist the city in, um, administering a 3rd party consultant that comes into the city every 2 or 3 years to, um, do the technical work of assessing, and then we can focus in on what that means for the city, recommendations, um, economic reforce come out of that assessment. Don't ask me this, uh, last week, so I should give an example of what it really means to do an assessment on the ground. So a technician actually comes into the city and they're responsible for assessing every single street segment. So, for example, Castro might be broken up from El Camino to Evelyn. So that person needs to select what they would consider a representative, uh, area of the street, and then they physically go out there with their tools, and they measure every single crack, and they measure the, uh, areas of every single alligator crack, or deformation of any sort, and they score it. So every street begins with a score of 100 and each deformation is, is, that the score is reduced from there. I imagine something like the dental office. does the same thing. But that's essentially the plan. And it takes them a matter of months because they do every single street segment exactly like that. every 2 or 3 years. So, it's a really time intensive effort, but it's valuable for the city to look at that every, every few, every few years. Um, so the 3rd party takes those raw segment scores. the overall network score and recommends treatments for each of those sections. The report helps us shed light on how different street segments may deteriorate at different rates, and how, uh, recent treatments might improve the PCI. So the report also provides economic scenarios. So it'll give you a, um, kind of a maintain, increase by 5 PCI, or if there was no, If there was no resource constraints, what would it take to actually bring all the streets up to, of like a, like a 100, uh, like a 90 condition.

[02:12:57] Public Works Director Cameron: It is important to remember, 100 is a green blue street. So, The next day, you're already almost below 100. So. That's

[02:13:09] Principal Civil Engineer Gonzales: correct. They actually, when I went to a training a few years ago, um, to understand how the scoring was, and the trainer specifically says that, unless he sees a sheen on it, like it was just newly placed, um, he won't score it 100. He'll score to 98. Um, which I thought was silly. But okay. So that's the criteria, and everybody gets trained by one person, and that trainer probably goes to every single city in the state. So that is how it's established as the, as, as the, as the training, as standard. So this here is my favorite slide. The graph illustrates that pavement deterioration is nonlinear. So you can see that at the beginning, the early life of the pavement, you see very little deterioration. You know, like a grace period of like 4 or 5 years where it's very, very nice pavement. Um, and we can, we can live with that for a while. And then it's followed by a steep decline. So beginning in year 5 to 7, it starts falling off. Oh, punch, okay, it's okay. Um, so the cost of the payment treatment is also nonlinear. So you see here that there's a couple inflection points. One arrow there says spending a dollar on pavement preservation before this point. Um, eliminates or delays spending $6 to $14 on rehabilitation or reconstruction further down. So as you go down that, um, nonlinear curve, you're also experiencing very rapid, um, increases in cost. So with that in mind, the, the best approach is to actually keep the good streets in good condition. So the 1st element of a, the multiple elements of the pavement management plan. So if you look at our CIP, we have, um, nondiscretionary pavement maintenance, uh, every single year. And then, on top of that, we have discretionary pavement treatments that can, based on, we always recommend them. Staff will always recommend those to move forward, but it's at the discretion of the council to do that. But the nondiscretionary elements are the maintenance efforts of where you want to keep your good streets good. So, those streets, streets that have a fair or a good rating, we will apply a slurry seal to those streets to keep them in that pristine condition, protect them from the elephants. Some of the things besides, um, besides loading like big trucks or, or, um, garbage trucks, the other part of, of damaging a street is actually oxidation, um, sunlight and just age. So if you put a slurry seal on that, it's protective of some, some of those elements. Water, if you get water intrusion in there, it can, it can start deteriorating your roads faster. So we implement a good, you know, keeping the good streets good first. Um, this kind of counterintuitive. A lot of people will come and say, um, uh, applied the worst treats 1st and fix those, the ones that are highly deteriorated. That approach actually cost more in the long run. Um, because you end up seeing many of our good streets falling down that slope. So if we're, we're only investing in those streets, say below 50, a lot of the good streets are going to continue to slide down that, that, that curve. So, for example, investing in a fair street is actually better long term than investing in either a brand new street or a highly deteriorated, like, or street. So this is our PCI by neighborhood. Um, the 3rd party report that we talked about uh, and software allows staff to look at PCF by neighborhood. We assign each street segment, um, the specific neighborhood it lives in. Um, and then we, we, um, do a network, uh, report or network PCI just for that neighborhood. Staff works on streets, projects in 2 to 3 neighborhoods per year and then rotates those projects through each neighborhood. So each neighborhood gets a little bit of attention every couple years. And you can see the ones on the right are the planned paving projects that we listed. This shows active planning projects, so I have, before I forget, just... Um, there are 2 maps on that handout. They can be found on our websites for those people at home listening, you can go to, um, The pavement management program on the city's website, you'll see that we have the active implant projects color coded by year. Um, and then on the other side, there's another map that I'll go through, go through. But these are the plan projects over the next 3 years. And as we, as we send our staff out to do assessments and prioritize our next projects, we update the map on the website. They're all looking for your street. And looking for where, where there's a bunch of good ones and a bunch of bad ones. So we talk a lot in the prior presentation about transportation improvements. So this is where we kind of intersect a little bit here. So payment striping previously was delivered as a standalone project, separate from paving. But now we're incorporating a lot of those transportation elements into our paving program. We're still exploring best practices on how to do that. But we're, you know, we definitely want to look for opportunities to bring those 2 together wherever we can. Um, so we try to be more efficient and we are doing more striving enhancements and refreshing through our paving projects. Funding. Um. So we give you every year we give you a CIP memo, and this is a lot of similar information. So it's more of a conversation here, we can talk this through, but pavement projects are funded by a variety of local, regional, state, and sometimes federal funding, state gas tax, SB1, along with BTAs, license fee, vehicle license fee, and measure B, all provide funding to the city for paving maintenance. However, however, the contribution for these funds are not keeping up with the rising costs for paving projects. The gas test revenue has been declining in actual value over the last several years. And we expect it continue to go to decline more as more gas powered vehicles are converted over to electric vehicles. Additionally, some of these funds, funding sources are also intended for other types of transportation improvements. Um, so some of the things we talked about earlier. So the net available for pavement maintenance just shrunk. We're putting more into some of the striping, the available, the available balance for paving goes down. Um, so you can see on the left, that means all the transportation related funds combined, and they have decreased significantly over the past 12 months. Um, and then on the right side is the unrestricted fund, which also have those additional demands on them. Um, so there's also federal investment. Um, in paving, and some of which MTC used to be able to just distribute to cities and counties through the one Bay Area grant program, and that used to be pathor funding formulae. We would just get, um, an amount of funding and we can invest it the way we, as appropriate. So the project selected for Santa Clara County. Oh, sorry. So in the past, OBEG would do it that VTA was the VTA and OBEG allowed the formula funding. Um, but recently, based on the new direction from the federal government, FHWA, uh, the formula, uh, method no longer applies, and now these are competitive programs, then emphasized sustainability and equity. So we have to go in there and we have to apply for them. We have to, we have to compete with other, um, projects that are also, you know, good and good, good in their own right. So, the 3 we've mentioned multiple times to council, and to be packed into this body, most recently, the, uh, El Monte Escuela intersection is a, uh, is a, um, project, but it's a, it's a, um, protected intersection. It really doesn't cover a lot of pain. Middle field is a good example of a complete street that we had to compete for rather than get pass through funding and Moffat Boulevard. So both of those are going into design. Not going to be multiple $10000 projects. But we had to compete for those. So we can't we can't promise that each year we're going to be successful in competing for those types of projects. Um, the city also invests local funding and pavement maintenance from the city's CIP unrestricted funds. So those funds are very competitive. Um, and so we often get city facilities, capital maintenance needs, um, sustainability improvements, like solar uh, solar panels, bike and patent, improvement projects, uh, park maintenance, comes out of the CIP, comes out of a bunch of unrestricted funds often. and regulatory requirements. So all of these are important strategic priorities for the city, and we have to balance all of those needs with streets and sidewalks. When

[02:22:57] Public Works Director Cameron: we say park maintenance, we're talking major maintenance that are almost like a cap that are more like a cap project, we're not talking, just

[02:23:04] Member Lisa Matichak: mowing the grass or anything like that.

[02:23:07] Public Works Director Cameron: Yeah, things like that. Where, yes, where we don't have, it's not, you know, really tap into parkland, fun. you have to city funds. Yeah.

[02:23:17] Principal Civil Engineer Gonzales: Some of those amenities that wear out. So where possible, we do incorporate, uh, complete Green Street elements, great complete Street elements. Um, we find this most cost effective, um, to do this as striping and pavement markings. So obviously we're working hand in hand with transportation and traffic when we develop scopes for a lot of these projects. So when we develop them, we are scoring them. We are prioritizing them based on their pavement condition, and then we're having direct communications with our other, with their counterparts, in transportation, and in traffic, and in utilities, about which projects make the most sense for us to do now, and which elements we want to incorporate on top of that. Um, also new, uh, the, there is a new regional stormwater requirement from the regional board, um, that also complicates our project, projects that take longer. So, um, Stormwater capture. The original Green Street was the Stormwater capture element of it. So that is on the right-hand side over there. Those also take time and attention, um, and more investment into, to get those and money and funding all of that stuff. Um, and you have to find locations for it in the city. So, um, it's important to do. We recognize that all of these things make the project more complex. We want to do them. It also challenges us more in terms of delivering projects on a timely basis and getting these projects through this kind of design. design home. This 1st bar. Okay, so this is the bar graph. This shows past investment in paving. Um, it was in the 6 to 7000000 range uh, several years ago. And then it fell below 5000000 recently. And it's rebounding back towards a kind of a stabilized spot at about 5.8 million. So this is part of this is COVID related, not all of it, but part of this COVID related, and the gas tax that we talked about earlier, um, you know, we're simply seeing lower revenues as it go as, so it's not going to bounce back all the way to 6 to 7. It's going to stabilize somewhere below six. And The orange line is our construction, our um, pavement index. So it correlates to the bar on the right side, the axis on the right side. So we are currently today at 67. Um, and we expect, let's see. Um, so baseline funding levels are approximately 50000000 per year. So we expect that the PCI will continue to slowly decline based on that investment level, to maintain PCIs. Um, there will need to be an increase in baseline funding on the right-hand side says 8000000 annually to maintain and 14000000 annually for 5 years to increase by 5 PCI. That gets us above a 70 threshold. And then we have a little bit more latitude on how we are investing our measure beat fund.

[02:26:36] Public Works Director Cameron: If I could just add in real quick. So again, that 8000000 is about 2200000 more than our current annual and so one of our challenges in our next 5 years, CIB, is again, where can we find opportunities to achieve this kind of investment? Um, because things do come up that we're not, you know, totally, you know, we can't always predict. For instance, whereas the federal funding used to be pass through funding, we could actually build it in and assume we'll have it. Now we have to compete, and if we're successful, which is what we did with Moffatt and Middlefield. You competed well, that is bringing in federal money, that is also going to be used for pavement work on Moffat and Meadowfield. Um, when new development comes in, if it's large enough and there's a certain amount of work that they have to do, can we? So, part of looking for these opportunities isn't just saying, we need more money. It's strategizing and being, uh, able to take advantage when opportunities do present themselves. Um, to also help take care of the paving that needs to be done and timing it right, as Mr. Gonzalez was saying. So

[02:27:56] Chair Ellen Kamei: we'll all stop there. Great. Um, do committee members have any questions? Questions, tomorrow, first. Do you wanna go?

[02:28:05] Member Lisa Matichak: So when it comes to the PCI for the entire city, Um, and then look at each street. Is it like a weighted PCI based on the, Like the street or is each street counted the same? Waited the same.

[02:28:19] Principal Civil Engineer Gonzales: Yeah, I've thought about that too. They, they, they develop the formula based on the square footage of the street, so they do take in the width. Other cities, larger cities have much larger boulevards. So that's, that's a way for them to, um, in a sense that does weigh, uh, weigh the streets differently. Uh, residential street that's narrow, is looked at differently than, than, uh, maybe, uh, a ring store for, you know, something like, like, a central expressway or something like that for a county, for a county PCI.

[02:28:55] Member Lisa Matichak: And, um, how long after a development is done? Um, did we decided they had to fix the road, they done that.

[02:29:11] Public Works Director Cameron: I think, um, that, um, that, uh, Randall, we talk about, uh, the conditions we put on development projects, in terms of our roads, as well as when we're, again, doing facility projects, all those things to play. Um,

[02:29:28] Assistant Public Works Director Arango: that, that orango, some bookwork or some of them. Can I get you to repeat the question, please? Thank you.

[02:29:33] Member Lisa Matichak: Yeah, so um, Actually, I think I'm going to change the question. based on what Ms. Cameron said. And yeah, I'm trying to understand the requirements we do put on developers to repaved roads that they've dug into. And when does that actually happen? that do we assess it after they're done with their project, or do we anticipate at the beginning and say, oh, you're also going to need to do X, Y, and Z. Um,

[02:30:05] Assistant Public Works Director Arango: thank you for your clarification. It's the latter. So we go out and assess their furniture purpose, and it really is focused on the frontage. We are limited to impose conditions and refinements on them, just based on their specific frontage of their development. So, um, going outside of their frontage isn't within scope. So we look at their front edge, identify what it permits are needed. Um, and we typically do, and we're also limited to the um, the half street. So we can't ask them to go clearly to the other side of the road and you pay. So those, those are constraints. So we typically do have straight, um, but if they do, um, trenching work, that they need to tie in utilities, and it reaches on the other side of the street, and they're doing multiple of those, we typically can require them to provide payment improvements that, um, kind of restore it to, as what was before, um, or better condition. Because typically you're doing 2 or 3 utility cuts, you might have to trench across the street for 2 utility, a sewer line, a water line. And then they're all generally close together. Trying to avoid those multiple cuts. So you might do it just a, well, patch. But we do that in advance. We get that information as part of the conditions on the project. And then when we develop the plans, we identify exactly. We do the site visit. We identify where they're planning on doing this because we do require them to show us exactly where they're cutting, where they're tying into. And so that's our planning effort. It's okay. Now we've seen it. Now we can identify, this is exactly the area that you'll be restoring. So

[02:31:40] Member Lisa Matichak: they know upfront, the areas. Um. And then how long after they finish are they required to restore? When you finish the develop? So

[02:31:56] Assistant Public Works Director Arango: it takes part of the occupancy. Yeah, there's part of their developed. If they were party to it. And so they cannot get occupancy. So they fulfilled all the conditions, which is frustration of streams. Sometimes through working with a developer, they're doing multiple occupancies. And so we'll release some occupancies without having all the improvements done, knowing that we actually have leverage on other units before their occupancy, but we do use that as sort of our, um, our enforcement to re- ensure that we really need to get these restorations done prior to releasing the full occupancy because they're motivated to get this. Yes the other.

[02:32:41] Member Lisa Matichak: Okay. Thank you. But yes.

[02:32:48] Member Alison Hicks: So, um, what are the features that make you

[02:32:52] Public Works Director Cameron: most competitive for the grants? Well, now that they have made it competitive, it is, um, as Mr. Kazalas mentioned, sustainability, complete street features. So, And this is one of the challenges that we have now is, um, in order for Middlefield and Moffatt to compete well, we had to add in, uh, a lot of additional improvements as part of the project. And granted, they're good improvements, like on Moffatt, we're filling in a sidewalk gap and so on. But it does mean the projects get that much more expensive. And we have to commit even more city funds because the federal funds aren't coming close to it. So that is a key difference because the, the previous, uh, OBAC cycles were, it was allowed to just be formula and BTA was allowed to just, they took money off the top, and they spread it among the county and cities, um, based upon population. And you could just build it into your budget and you could use it strictly for pavement work. But now we have to add in all these other improvements and we had a slide up there where we talked about. There's a point at which, as you add these in, what you're trading off is the length of pavement maintenance you can do with the same amount of money. So, who do they, is it sustainability and complete strength? Well, it's sustainability, its equity. So for instance, they um, give extra points for, um, they have a mapping system where they have certain areas that they determine to be disadvantaged communities and they have their own metrics to, um, scoring mats and so on. And I know they changed the way it's not here yet right now, but, um, they used to have one map that they would use where there were, you know, areas in Apple View that qualified for those points. Because of the way it was determined. So it was all East San Jose, Gilroy. And so we automatically knew we weren't going to get any of those points as we tried. Now, they did make some adjustments, and I believe, there are certain areas now in the ring star variant, so on, that are on their map that do allow us to tap into it. So, it's the location of the project, it's which, what you're, what the whole project scope looks like, and it has to be a lot more than paving to score well now. Yeah,

[02:35:23] Principal Civil Engineer Gonzales: I'll add to that, that we specifically called out, uh, Middlefield and Moffett. We identified those because they were on the high injury network. They were listed in multiple transportation plans as critical areas that served, you know, disparate communities, like, lots of different parts of, of, of the city, use Moffat and Middlefield. That helped us score high as well. So when we go back and we're looking for other, other projects to promote, to compete, those are the projects we're looking at, as those that are really high impact.

[02:36:01] Public Works Director Cameron: As was OBEG 3, and as a city, we did excellent. We, we, I mean, San Jose always gets the most. They have the most streets and so on, but we were on top of turns. But that's not going to happen every time, and many cities didn't receive a dime, and they just lost that in terms of how you went for pavement.

[02:36:23] Member Alison Hicks: I would think, wouldn't the areas around the, like, looking at the right place, the mobile home parks, would they? But they don't they don't necessarily show up on the map. They're,

[02:36:36] Public Works Director Cameron: they're archmans. I don't mean in the park. I mean, like surrounding it. So, yeah, they base it on census tracks. They are looking at income levels and I think they added some new factors, but that one is part of a much larger systems tracking. Okay. It's got it. It lends it. But, you know, we get creative on our application. Some of them, we said, you know, there is one in this neighboring city, and by doing this, we're providing a better connection. We try to go at some point.

[02:37:07] Principal Civil Engineer Gonzales: Middlefield is a good example of over multiple jurisdictions. So it does serve larger communities.

[02:37:15] Member Alison Hicks: So are you then looking for additional revenue sources?

[02:37:18] Public Works Director Cameron: Is that another piece? One of the last time we did the five-year CIP, so not to school wrap, but the previous one, we did actually a staff, we received directional council. continue to look for opportunities to uh, increase our commitments to uh, our revenue sources for paving. So for us, what that's meant is, um, for the unrestricted funds, for instance, you know, private to visit, money, money, towards behaving, but balancing that out with the other demands, on those unrestricted funds, as well as are there opportunities with some of the other projects and funding sources to build a paving into it. Right. So, because

[02:38:04] Member Alison Hicks: then my last question is that there's, uh, slide, allowing, I guess, where you say the most cost effective elements to add are striping and pavement markings, other bicycle pedestrian, green elements can substantially increase the project cost leading to trade-offs. But it seems like those are the ones that help you score high, maybe, maybe. So it may be coming up with some way of doing match, and they also hit multiple city goals like, you know, biodiversity and carbon sequestration and so forth. So it seems like maybe finding some sort of, there's some sort of synergy here, like finding some matching funds so that then you get the grants,

[02:38:47] Public Works Director Cameron: which is what we've done. Okay. So we're using our unrestricted transportation funds or matching funds to get those OB through. Oh, back. The other thing, just for federal money to be aware of, you can only use them what's called federally aid, eligible projects. So we're limited to arterials and collectors. Right.

[02:39:08] Principal Civil Engineer Gonzales: They need to be on, um, the state's, um, I guess street network. So it's really just a handful of streets like Moffat and Metal Peel, Frankstorf. Otherwise,

[02:39:21] Public Works Director Cameron: um, you know, so our neighborhood streets, that level, you cannot be special funds on it. Yeah, so, also, that's where we get very strategic and how we determine, well, funny. Thank you. I have a bunch of clearer future. Okay. And

[02:39:39] Chair Ellen Kamei: there's a way for residents to be able to see these maps online, correct? Yes,

[02:39:46] Principal Civil Engineer Gonzales: both of those maps came off of our website. Okay. Um, all right.

[02:39:52] Chair Ellen Kamei: Um, any other questions on this? 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 we have no more public comments, so I won't say that. Um, we'll take any refill speakers 1st if we have. Yes. Okay. They can have 3 minutes. So, yeah, paymer. Nice.

[02:40:17] Silja Paymer: Thank you. Good evening. Um, so one thing I do want to point out is, um, if you look at the acreage, our city has 3 times the pavement, um, acreage, then um, parks outside of Shoreline. So I hope we prioritize accordingly. Um, I know that a lot of our city goals are around parks and biodiversity, and if we have 3 times the paved acreage. Maybe we do want to consider how we convert them into spaces that all citizens can use, including children safely. Um, I do want to point out, well, I appreciate it at the time, the goals, um, of delaying paving projects for when we're going to cut into the streets for water or sewage, et cetera. Um, I live adjacent to the Miramani project, and what I'm seeing is, We're not shovel ready when that other stuff is done. Um, so all of that other projects got finished in June. And Miramani, the paving project, still hasn't started. And the reason I'm really disappointed in that, especially, is because it's a safe route to school for our students and we were supposed to have a two-way cycle track for kids going to Gram. So now, not only do they not have the cycle track, but at some point, they're going to have their route to school be made very unsafe. Um, so I would like to have in our pavement plan, also consideration for safe routes to school, and larger projects on those routes be done over the summer, so that all students can walk and bike to school safely, because even with, um, they're being detours. Kids do not always feel comfortable attempting a new route on their own. Um, On top of that, um, I was sort of shocked to see that Mermani is still shown as fair on that map. It was yellow. It currently is pure gravel. It has 4 inch deep cracks and chunks, and there's no way a slurry will repair it. So I'm not sure if that's been updated recently. Currently, there's large sections that do not have the crosswalk painting anymore. I brought it to Rhea's attention and someone came out and put reflective flags. But because they were glued to gravel, they were gone in less than a day. So nothing's going to stick to that road without some really significant repairs, which is another reason why if we're going to wait for all the other projects to be done. We need to be ready to go when they're done. Um. And then another thing to consider, I heard a lot of, we can't charge developers for the impact they have on the rest of their roads, so we might want to consider some sort of developer fee structure generally. Because we know those heavy trucks have an impact. For instance, all the cow water work on Miramani. They repaired all their cuts to the road on Miramani. But all the damage their trucks did when they stored large backhoes and large trucks on the side streets was not repaired and it does not look like it's going to be. So all of this work does need to be accounted for, um, and not just pushed on to public works as a lot of the, like how water is at least a public utility, but, um, for private developers, they should have to pay their fair share. Thank you

[02:43:40] Chair Ellen Kamei: Bruce England? Bruce England?

[02:44:02] Lada Adamic: Sorry, this is lot of, you've unmuted me maybe instead.

[02:44:08] Bruce England: There we go. Thank you, Lotta. Sorry. Okay. Hi, everybody again, Bruce England. Um, Wisbon Station Drive, resident of Mountain View. Yeah, I just, um, couple of things. One is, I mean, this is all all sounds, it all makes sense. I've seen repaving projects in our own HOA community and familiar with how you have to track the um story ceiling and things like that over time. So it all sounds legitimate and right and no problem with that. But I still would like to hear more discussion about how bicycle lanes will be dealt with and accommodated. The place that I always bring up in Mountain View. really awful is Dana Street between the overpass 85 Overpass and Moore Park is really miserable on the north side and the south part of Wisman Road. The roadway seems kind of okay. So that probably is the reason it doesn't make it to the list. But the bike way is horrible. It's been horrible for years. I don't know how many years I've brought this up. And so the calculation of street condition really should take into account the bike way too. And we also have an ongoing problem of debris showing up in the bike lanes. Everything seems to float off that way because that's the way the road is crowned. And so bicycles suffer. It sends the wrong message. If people want to be encouraged to bike right, they need to have bike ways that don't give them the impression that they're being treated like 2nd class citizens. And then lastly, and yeah, lastly, being forward thinking in terms of how the roads are handled. So repaving a road just as it was 10 years ago or whatever isn't necessarily where we want to be. We want to accommodate, um, progressive ideas about stormwater management and the green complete streets we talked about with the last agenda item. All of that sort of thinking ought to be baked into how are you going to repave this street? Are you just going to take the plans from several years ago and repeat them? Are you actually going to make improvements that will get us on the right track for the kind of things like incomplete streets and improve stormwater management? Um, when the bike waves are repaved, when it does happen, a lot of times there are these seams that are created, because there are material changes, like old pave, old paving is in one part of the bike lane, new pavings, another part of it, or it goes from asphalt to concrete. And then in your bike riding, you're not gonna be in the full lane. You're only going to use the part of it that's decent and avoid the rest of it. So you have a narrow, uh, bikeway that's even narrower because you probably one part of it that's usable. I think the entire bike lane, side to side, should be, um, usable. And if we do anything with rumble strips or anything like that. We saw a presentation recently where the rumble strips showed up partway into the bike lane. If that takes up part of the bikeway real estate too, then that's taking a narrow passageway and making it even narrower. Those are the things I wanted to mention. Thank you. Thank you Lotta

[02:47:10] Lada Adamic: Adamic. Hello? Um, I know that this presentation was mostly about, uh, gaps in funding for the pavement um, programs. So I feel a little bit bad suggesting additional ways to spend money. But I hope that you can consider cool pavement, um, that, uh, would make, I guess, uh, all modes, but especially walking and biking, more comfortable because, um, it wouldn't be as hot, um, so people could hang out on the street more. We would have less of a heat island effect. Um, also, I mean, I don't know that this would compensate exactly for the upfront cost, but asphalt that does not get as hot, is significantly less impacted by slow heavy trucks that tend to create those ruts that then must be repaired. So it could be that by investing in, uh, cool pavement, we would actually have longer lasting, uh, pavement as well, things.

[02:48:35] Chair Ellen Kamei: April Webster.

[02:48:39] April Webster: All right, thank you. Um, I'd like to, um, just 2nd what, um, Leda brought up about, um, exploring alternative types of payment, there's a lot of research going into climate tech. And it would be great to see Mountain View exploring some of those. Um, I'd also like to 2nd what, um, Bruce had to say about, um, like tighter integration and in, um, and in terms of evaluating the scores for roads to also look at the bike lanes. And I'd like to expand on that as well. Um, to working with the folks who are responsible for, um, making sure we meet our municipal regional stormwater permit requirements. That's MRP 3.0 I believe, Don Mabel, um, sort of alluded to that. Um, the folks who are working on that are in the fire department, it's um, Carrie Sandal and Brian Jones. And I think getting that integration between the different departments and being having that more holistic view on how we designed streets is really important. Um, coming back to MRP 3.0. Um, we have a target of 5 acres to convert of impervious service like asphalt to convert to um, pervious, and we have to do that by June 30th, 2027. And each time the permit gets updated, they've made those requirements more strict. So I think it's really important that we start looking at, um, Mountain View is, um, lagging behind other cities of its same size in Santa Clara County in the Bay Area. So we are currently not really keeping par with our neighbors. And I also want to push, just in case this might be a consideration, that we don't look at offsets, um, to meet this, these requirements as opposed to actually using permeable pavement or other options, which are sometimes seen as less expensive, but they're a quicker fix and not really forward thinking or long-term solutions. They don't help deal with storm water management. They don't help deal with pollution or flooding like we're seeing on ECR. Uh, and so I'd really like to, Council to be aware of that. And, um, I did want to bring up one more thing. Um, Oh, it had to do with the funding sources and O bag. So the MTC manages 0 bag, and um, if you're interested in equity, their equity map, they've just updated it. It's on their website, if you just Google MTCO bag 3. Um, it's Bay Area Plus map, and if you want to stay on top of it. Um, that changes and requirements for funding are communicated through MTC's active transportation working group. And I'm just going to make a plug for it. going to encourage staff to attend that. Carl Anderson, who is responsible for a lot of the funding and policy than TA technical assistance programs. He talks about those programs in that regular meeting. Um, thank you so much.

[02:51:48] Chair Ellen Kamei: Thank you. There are no more raised hands. Okay, great. Um, I'll bring the item back now. Many members have any comments. This is just a informational, we have any comments for staff.

[02:52:07] Member Lisa Matichak: Thank you, um, some of this was spot canceled and um, I really appreciate it. I especially appreciate, um, the slide. Um, sure, investment planning slide. And I feel like I've been talking about it. I think I'm one of the more vocal council members about this, because they are used for all modes, almost all modes of getting around. And so it is important, I think, to maintain the condition. And we do have the challenge, though, of finding additional money. Certainly, the castle is trying to do that, um, without revenue measure, uh, to put some toward boarding conditions. Um, so, thank you very much. Someone still get, don't worry, nothing shit on this. Thank you. Appreciate it. I'll be great. Appreciate it. Thank you. Thank you. Thank you.

[02:53:06] Principal Civil Engineer Gonzales: I wanna stick around. Stay

[02:53:08] Member Lisa Matichak: ahead. We'll do... Maybe just... Yeah. I'll try to zoom in. Well done. Oh, my ID wants to... Hey, I don't know. See, it's on... Well,

6.1 Staff Comments

[02:53:48] Chair Ellen Kamei: I want to, um, any, I forgot, it's just a separate item. Sorry. Wow. Oh, signalated it. Okay, so we're on to the committee staff now, see, updates requested committee reports, and we will start with 6.one. Which is staff comments and I believe this is about an update on the grade separation projects.

[02:54:08] Public Works Director Cameron: Yes, well, it's just going to take a few minutes to do the update and then I have a few additional staff comments there. Okay. Okay. So are you? What's that?

[02:54:29] Senior Civil Engineer Houghton: Good evening, um, committee members and chair. My name's Joey Howell, Senior School Engineer in Public Works, and I'm here with Robert Gonzalez, principal civil engineer. And Don Cameron, our public works director, um, to provide you updates on the city's 2 great separation projects, Castro Street and Regdorf Avenue. As a refresher, staff presented information on the 2 grade separation projects, uh, The council in January 2024. I'm sharing the status, benefits and costs, um, on the 2 great separation projects. And due to limited funding sources and a very significant shortfall for the Castro Street undercrossing. Staff recommended to city council to prioritize the Ringstorf, having a great separation project. Council supported this recommendation given the following. There is an interim solution for Castro Street. Friend store faced more challenging to bikes and pets compared to Castro. And prioritizing rank surf means that the city would focus our funding resources, including our share of the BTA measure B funds, towards Reinstorf, helping reduce the funding shortfall. As Springsdorf has kneebug clearance, it's eligible for federal funding, um, and can pursue grant funding opportunities, and the project would be more competitive um, with a reduced funding shortfall. What does this mean for the 2 projects, um, for rain store, if it means completing final design and right away acquisition, considering value, engineering options to further reduce the funding shortfall, and constructing the great separation. For pastro. It means that staff would explore completing the final design of the other crossings and obtaining NIPA clearance to be eligible for federal funding, constructing the city utility relocation project to prepare our city utilities for the future under crossings. And implementing interim improvements, which I'll go over shortly on the next flight, and constructing the undercrossings when funny becomes available. Which an unknown timeline for the construction of the Castro undercrossing, city council supported proceeding with the interim improvements for the Castro, Moffat Boulevard, and Central Expressway intersection. The improvements will permanently close the rail crossing to vehicles while retaining the existing upgrade crossing for bikes and pits. And converting Avaline Avenue at Castro for westbound traffic only with bike accommodations. Improvements would reduce the vehicle conflicts for bikes and pits and allow elimination of the railroad signal preemption for central Expressway and would help reduce the bike pad wait times to cross Central Expressway. On to the new updates for Castro. Um, and next steps, since the last updates to the CTC in June 2024. Staff continues to develop the concept for the Castro Street interim improvements and negotiate a design contract with the consultant. The Castro undercrossing design activities have been suspended for reasons I will go over on the next slide. And staff will return to city council in early 2025 with updates on the 2 great separation projects. Since the council direction in 2024 staff has been exploring, moving forward with the Castro undercrossing interim improvements design and NIPA clearance, and discovered that pursuing all 3 activities would result in the following. It would add at least 6 months to the projects there, because we have been told by Caltrain that the undercrossing design would need to be on plus until we have need buck clearance. Duplicated work in effort, not knowing what the undercrossing would go into construction means that a lot of the design work and environmental studies would have to be revisited in the future.

[02:58:58] Senior Civil Engineer Houghton: And significant additional costs to the city, as the current castro design funding is insufficient to complete final design and update the clearance. And summary to complete the final design and obtain NIPA clearance for that castro undercrossing. Well, redirect our measure B funds and or local funding back from rainstore to Castro. Therefore, focus has been, um, on the Castro interim improvements and also the race door for avenue create separation project. On to the rest of Avenue, updates and next steps, um, again, since the June 2024 update, the city has acquired a residential property through a voluntary sale that's needed for the project. In August, Caltrain approved the CMGC or construction manager, general contractor contract, and the CMGC has started attending and participating in our design meetings. This month, staff will be submitting a grant application for the FRA rail crossing elimination program. And we also anticipate receiving updated cost estimates from the CMGC as well as a 3rd-party estimator from Caltrain based on the 35% for Riksdorf design. And lastly, um, staff will provide updates to city council in early 2025 with updates on the 2 great separation projects. And this concludes my update for tonight. Thank you.

[03:00:37] Chair Ellen Kamei: Thank you. Have other updates.

[03:00:43] Public Works Director Cameron: Yes, so thank you very much. Um, We continue to look at, uh, how the council transportation committee is evolving and the agendas. And one of the things that, um, we're realizing is, um, it is helpful to be able to provide you kind of verbal updates, maybe with just slides on critical projects and things that are going on on a regular basis. So, what we're planning to do going forward, starting with your next meeting is instead of just calling this understaffed comments and updates, even though there's still going to be informational nature. Adding a standing agenda item, which is going to be, you know, E project updates. So we talked about every meeting giving you an update on the progress for active transportation plan. We previously committed that we'll keep the in the grain separations. I might be one or 2 other things that come up. So we're recommending a standing agenda item, which is meant to be updates. We're requesting that um, we'd be able to just do that via slides. We have no problems with posting the slides on our website after the meeting. It's all public information. But not having to prepare formal memos, which take a lot of staff time, and this is a quick and easier way to keep people up to date. could just focus on slides. So that's, that's, one change we would like to make going forward. And the 2nd one is to continue what we did start 2 years ago. Anticipating that there will be 4 meetings a year for this committee. And so at the next meeting, which is the last meeting of this calendar year, uh, probably proposing the 4 meeting dates for next year, so that we can get them on record. And of course, if it turns out that there's a change in committee membership, a date that was picked really won't work. We'll adjust it at that time. But by just presetting now, what your 4 meetings are next year, we get to plan, we can make sure they're spaced down. So that was the rest of the staff update and our thoughts were moving forward with agendas.

[03:02:57] Chair Ellen Kamei: Great. Thank you. So

6.2 Committee Comments

[03:03:00] Member Lisa Matichak: in this section, we don't really have questions in public input. But, um, if, um, uh, they tired? No, it's just, it seems so much less formal here. Did you have any questions or comments?

[03:03:17] Member Alison Hicks: It all sounds good to me. All the changes.

[03:03:21] Member Lisa Matichak: Yeah, um, I would also suggest, um, the council connection that comes out of differently, and putting updates in that. I actually have prefer, um, updates on projects, other things in that, um, then maybe some of the information to get in there now. Um, because then we can pass along, the investments ask us about things. Instead of asking you, we just look at the most recent council connection. Paying attention.

[03:03:54] Public Works Director Cameron: Yeah, I tell you, every once in a while, I'm like pushing it out, saying, come on, and eat stuff for council connection. There's plenty of stuff to let counsel know.

[03:04:02] Member Lisa Matichak: Absolutely. There's a lot going on. It does. Yes. Um, yeah, so I, I think, um, having updates, uh, standing agenda item would be great, um, and I don't mind just lines. It's great. Yeah, I appreciate it hearing this. Thank you. And the committee membership will change. Thank you. Yes But you'll be at the pub. Right. Right, right. Right there on my calendar. Um, okay, so, um, so, what's that?

[03:04:42] Public Works Director Cameron: Um, oh, we are gonna take both comments. Sorry, I turned the page. You know, I understand that anything that's off the agenda is, um, But usually we do committee comets 1st and then we can do, we do public comments on the entire item 6. Okay,

[03:05:01] Member Lisa Matichak: are there any? Do you notice the card? Is raised? Let's see. I think you have any comments, right? There's no, no, I was watching. I was like, that's interesting. Okay, so we'll close public comment. And we'll turn it back to the chair. Oh, okay. To save her. Perfect.

7. ADJOURNMENT

[03:05:28] Chair Ellen Kamei: Um, we'll move on to item 7 at German. Thank you so much for joining us. Our next council transportation committee meeting. We'll be on October 29th, 2024, and our meeting is adjourned at 9.36 PM. Thank you.

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