Oct. 29, 2024 Council Transportation Committee

Video

Agenda

Speaker Summary

(23 speakers)
SpeakerWordsTime
Chair Ellen Kamei3,29121m
Economic Development Strategist Hinds2,57618m
Member Lisa Matichak2,09615m
Senior Traffic Engineer Galang1,70213m
Member Alison Hicks1,93212m
Economic Vitality Manager Lang1,52410m
Acting Public Works Director Arango1,69310m
Principal Civil Engineer Gonzales1,0877m
Bruce England1,2416m
Transportation Manager Lo6794m
Silja Paymer6003m
James Barrett4182m
Cynthia Haines4352m
Harold Schapelhoman5212m
City Traffic Engineer Lopez4422m
Charles De Vogelaere3432m
Mary Dateo3432m
Gary2291m
Cheryl Walterskirchen1841m
Catherine McGowan1551m
Matt Walterskirchen34<1m
Unknown Speaker13<1m
Public Speaker6233m

Transcript

2. ROLL CALL

[00:00:01] Chair Ellen Kamei: All right, I'd like to good evening, everyone. I'd like to call this meeting to order. Welcome to the Council Transportation Committee meeting of October 29, 2024. The meeting started at 6.31 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. So we'll move up to item number two, which is roll call. The acting public works director will take attendance by roll call.

[00:00:29] Acting Public Works Director Arango: Thank you, cheer. Um, I'll start with uh, committee member Metachek.

[00:00:33] Member Lisa Matichak: Here.

[00:00:33] Acting Public Works Director Arango: Cheer, comemay?

[00:00:34] Chair Ellen Kamei: Here.

[00:00:35] Acting Public Works Director Arango: And I'm noting that, um, committee member Hicks is not present, um, but we do have quorum. Great.

[00:00:41] Chair Ellen Kamei: All right, and I think before we get started, we'll just have a logistical update from our acting public work structure.

[00:00:47] Acting Public Works Director Arango: Thank you. So we had a power outage about an hour ago and I wanted to give 2 updates on the power outage. If we experience another power outage. We found that it takes about 5 to 10 minutes to get everything back to operation running again. So, um, people in the room and then people online, just be aware of that. Um, and then we do have um, backup power Etsy Hall, but for whatever reason, if we do need to exit. Um, I just want to call to attention that we'll be editing. This is the Plaza conference room. We'd be exiting out the door, turning right into the law atrium there, getting down the stairs, and then towards the front of city hall, we can edit the front door, into the plaza area, or save the area. Right? It's on ahead. Yeah.

3. ORAL COMMUNICATIONS FROM THE PUBLIC

[00:01:32] Chair Ellen Kamei: All right, for blue, I know, the item number 3 oral communications. This portion of the meeting is reserved for persons wishing to address the committee on any matter, not on the agenda. Speakers are allowed to speak on any topic for up to 3 minutes during this section. State law prohibits the committee from acting on non-agenda items. Would any member of the public on the line like to provide comment on nonagenda items? If so, please click the raise hand button and zoom or approach the lecterns. We'll take in-person speakers 1st if there are any, and staff will display the 3 minute timer on the screen. Do we have any in-person public comment? I am not seeing any, but I do see virtual public comment. So, Bruce England. Thank you very much.

[00:02:21] Bruce England: Bruce England, Wisman Station Drive, just a couple of quick things. I know this is your last meeting for the year, and then we're going to have somewhat of a new lineup for city council next year. Things will be sort of changed around them. So I'm going to bring these things up anyway, and likely I'll be repeating them at later dates as well, but I, there's things I'd like you to at least know about and maybe consider taking some kind of action on. So the 1st is at the city of Santa Clara is looking at for Benton Street in Santa Clara. They're looking at speed cushions as one of their speed control measures. This is something they can have in the toolkit. I looked in our NTMP list of solutions and cushions are not in there. We got speed humps in there, um, but not the cushions. And like using landscaping and elements like that to help manage traffic. Um, this could be another edition in there so that um, you have more options. when a neighborhood comes with a petition that they want to have some measures taken there as opposed to just throwing in really steep speed humps or something like that in the environment. And then the other thing is just we still have areas around schools with speeds that are inappropriate for a school setting, like 35 miles an hour in front of Landells. And maybe this is going to be corrected ultimately, as there are new rules. I think it's AB 43 that talks about where the city can potentially set reset speed limits. But around schools. I believe that it's appropriate to just do that now. Um, in some some school settings it is down pretty low, I think even down as low as 15, but 35 in front of Landell's, as an example, is really inappropriate. It's not just by a school, but they're very narrow bike lanes right next to a lane of traffic ice personally all the time. And I've seen many, many times cars just veer into that lane when they're driving, and then there are parked cars further up. past the school that park in the bike lane that's very narrow and when kids are riding their bikes through there, it just, it's not safe the way that it currently is. These are things that I'd like to have acted on sooner rather than later. And so, again, thought I'd bring it up now. Thanks.

4.2 2025 Council Transportation Committee Meeting Schedule

[00:04:47] Chair Ellen Kamei: Great, thank you. I don't see any other virtual commenters, so I will close public comment and bring it back to the agenda. We'll move on to item four, which is consent. We have 2 items. And 4.one is approved, the meeting minutes. Item 4.2 is the 2025 Council Transportation Committee meeting schedule. The consent calendar will be approved by one motion, unless any member of the committee would like to remove an item. Would any member of the public joining us virtually or in person like to comment on the consent items? If so, please click the raise can button in Zoom or the selector. We'll take in-person speakers 1st if we have them, each speaker will have 3 minutes. I don't see any in person and I don't see any virtual speed gooders. So I will close public comment and bring it back to the committee for deliberation and accent. Are there any corrections or comments on the minutes? Thank you very much.

[00:05:51] Member Lisa Matichak: Oh, since I will see here, these need for me to support more meetings for the CTC next year. But I feel kind of bad doing that. Um, But, um, I'll move the ink.

5.1 Personal Delivery Device Program Update

[00:06:05] Chair Ellen Kamei: Second. Okay, so you have emotion in a 2nd? All right. I also hope that maybe those are just placeholder meetings, and we might not have to have all sex. That's the silver wedding, I'm having. So, um, can we see uh, chasing hands for the motion? All right, that passes unanimously. All right, we'll move on to item five, which is new business. Item 5.one is the personal delivery device program update. The staff presentation will be provided by Kristen Hines, economic development strategist at Sean Lake, economic vitality hand trip.

[00:06:47] Economic Development Strategist Hinds: Okay, we're all good. Thank you, uh, for the introduction, so I'm Kirsten Hines, economic development strategist. I'm very online. I'm a vitality manager, and to talk about the personal delivery device pilot program. So we had talked with council transportation committee back in June. Um, and then we got, um, some feedback on, uh, proposed pilot, um, the feedback at that point focused on data, like getting useful information, um, from the PGD companies, um, putting that information out to the public. Um, operations, like yielding to pedestrians. I'm still continuing as a pilot program. I'm having known a very little stopping on curve ramps, looking at speed limits, and then looking at size of the devices and what other cities are doing, and what the standard size is. And then in general, how are other cities operating? PDD programs. So the presentation tonight will focus more on the changes and what we found since the June meeting. Um, but as just a refresher, um, for the public. So there was a PDP pilot program, a personal delivery device, pilot program that was created in 2018. That was with the Google Bookbot, where they worked with the library, delivering books around the downtown area and around the library. And then in 2020, the program pivoted. due to COVID-19 and Starship technology started operating in Mountain View and working with businesses, and doing deliveries around downtown again. So we have a little bit more information on Starship technology, since this is more similar to some of the companies that are proposing operations in the city. Um, so they operated from 2020 to late 2021 when the program sunseted. Uh, or sunset. So the area of operation is within this green area shown on the screen. Um, so surrounding the downtown area, um, they worked with 12 businesses. Um, I think the main contributors, um, were like Ava's market, one ounce coffee, um, Olympus Cafe. They also work with Dopio Zero, Boki Bar, Rumblefish, St. Stephen's Green, and a few more. And then we were able to get, um, we did have some data available from their operations. So, um, overall, um, what we saw from start through June 26th of 2021, um, they made 19,000 deliveries, um, They drove 17,000 miles. And then it's a, this is from Starship Technology. They estimated that they, um, reduced, uh, 5296 and CO2 emissions, and, uh, most of their orders occurred during, um, the day, daytime, so about 11 AM to 7 PM. Um, and they reported 2 incidents, um, and they defined those incidents by $200 or more work advantage. So we're bringing this back. as we said in June, we have in the council report. We continue to receive interest from companies wanting to operate personal delivery devices in Mountain View. Um, and then the scale of good, of delivery of goods is just continuing to grow. Um, we, we see it in the city and we see it um, throughout, um, But this is a trend that we've seen, that deliveries are just continuing. And so, um, we're trying to accommodate businesses and um, and consumers. And so to date, we've worked with both the downtown committee and bicycle pedestrian committee, um, in addition to going to uh, council transportation committee in June, and the feedback was focused on, uh, reporting and tracking of incidents, experiences, um, identifying information on the device, um, for people who to contact, um, city contacts and, um, contacts at the business, or at the PDD company. And then improving strapping metrics and performance measures. So we've set 5 goals for the personal delivery device program, and these are focused on supporting changes in, um, shopping and dining patterns, um, supporting growing innovation in Mountain View. Providing additional opportunities for local businesses to serve their customers, reducing pollution from single occupant vehicles. Um, and then we've added, um, an additional goal since the last meeting and that's reducing congestion in downtown from on street parking and double parking. So we see that in various areas of the downtown DoorDash or delivery vehicles, double parking, and blocking up, they wait, wait to accept their deliveries and, and, um, takes up quite a bit of space in the area. And then in addition to the goals, the personal delivery device program does align with one of our economic vitality strategy action items, which is to identify businesses with synergistic relationships, to mountain view strongest existing sectors, to promote and support new business investment. So as we said, we did speak with. several cities who have existing personal delivery device programs. So we spoke with the cities of Concord, Los Angeles, San Ramon, Santa Monica, and West Hollywood. They've all had generally positive experiences with personal delivery devices in their community. Um, LA, Santa Monica and West Hollywood. They, uh, they limit the use on sidewalks and crosswalks and just have, uh, allow minimal use in travel ins just to get around and across the sidewalks. And then Concord and San Ramon. They're allowing within designated bike lanes, and they're piloting the use of travel lanes for deliveries in specific areas of the city. Um, So each city is operating um, in a pilot program right now, um, so they don't have a full, fully operating program, but they're um, each is working with one to 2 companies, um, different companies in their cities. And then most of them are exploring some sort of program expansion. So um, these are the program augmentation. So they're separated out into a few different categories, um, on the left hand side, we have the original program. Um, this is what was originally in our um, personal delivery device pilot. And then on the right hand side, these are just changes that either additions or augmentations to the original program. So the left side, these are staying unless it's stipulated in the right side that there's some sort of change to it. Um, so in terms of company requirements, so they're, um, The proposal is to have no more than 3 companies operating at once. Um, and then having them maintain a physical um, local space, either a warehouse or office space, um, beyond just the devices operating in the city. Um, giving priority to Mountain View companies and then including uh, 247 contact. for law enforcement to be able to get a hold of. Then in terms of device operations. So, um, The previous company was a fully autonomous delivery robots, there's a difference between the fully autonomous, and then there's some that are, um, I guess partially autonomous. They have someone working behind the scenes to operate the devices. And so our proposal, one of the augmentations is to, um, for any fully autonomous delivery robots. maintaining a human handler for a minimum of 6 months, um, and then evaluating it at that point, seeing if, um, you know, maybe it's still necessary after the 6 month period. Maybe they're operating well enough within the city. Um, and then additionally, so requiring uh, local contact information to be on the robot. So that's city contact, who should they call if there is an issue. Um, and company contact. Um, and then the devices would be, um, we're proposing that they'd be allowed on sidewalks and within crosswalks and then considering the use in bicycle lanes. Um, and we'd work closely with um, the transportation division and police department to to make sure that if there is use in bicycle lanes, they're following all, um, sort of rules of the road. Um, And then one thing we did add from last, I'm from the June meeting was that the devices on sidewalks shouldn't exceed 3 feet in width. Um, and this is in line with uh, city code section 19.53 uh, operating bicycles, electric bicycles, and transportation defices on sidewalks. And we also reduced the uh, maximum gross weight of devices operating in bicycle lanes. So in June, um, the proposed weight was 500 and that was, um, after reading through, um, various regulations in different states and different areas. 500 was sort of an average. But we did reduce that because there was some concern around the weight of the devices. So the max weight is 3. And for data requirements. So, um, Previously, the personal delivery device companies were required to document incidents involving any, um, injury, um, to individual or just any incidents in general, or maintaining that, um, and we want to add additional performance measures, so things like miles traveled. estimated emissions reduced from deliveries, um, a heat map of routes showing where, um, the areas are most visited. Um, And then they should document any public inquiries that they receive. And will do the same as well. Staff will do the same. Um, and any incidents involving, um, the public or any malfunctions that are in the public right of way. And then we're proposing we'd hold, you know, quarterly check-ins, um, with the companies, um, to keep in touch and discuss the the data that they're providing to us. The next category is safety requirements. Um, so prior, so the safety requirements are focused on, um, the priority being pedestrians, cyclists, vehicles, animals, um, using the public right of way. Um, the personal delivery devices should yield, um, to any humans, um, vehicles, um, if they do come upon them, and they should, uh, move out of the way as well. Um, and we set the, we're proposing a map free limit of, um, 10 miles or sorry, 5 miles per hour in the sidewalk and, um, believe it was 15 miles per hour in the bike lanes, but the keys that they, um, really should use due care would, um, under the circumstances and conditions of their environment. So if there are people around maintaining a pace that's consistent with pedestrians, um, or with a cyclist, it shouldn't be speech and past, um, anyone. And then one thing that we did add is that the company should be identifying the safest corrective actions in any instance of conflict. Um, so of course they should still follow any existing rules, um, that are in place and operating in sidewalks or in bike lanes, but, um, it should be up to the company to identify. And then just a few additional items. Um, so just making sure that the, the program, um, once it's in its final point that it aligns with any other existing city policies, so like active transportation plan and, um, vision 0, um, as well as with the California vehicle code, and then adding, um, we'd add compliance measures to the agreement, uh, like revocation of permits, if we find that they're, um, non-compliant with any of the existing guidelines. And then companies would have to get a mobile vending permit and enter into an agreement with the city that outlines the pilot guidelines. So at this point, the guidelines are really in a, uh, simplified, um, version, and so we're proposing our next steps to be, um, based on the council transportation, transportation committees, uh, direction, um, to finalize the program, uh, put it into more of a final package, bring it back to the council transportation committee for, um, review and for recommendation to bring back to the city council. And

[00:20:20] Chair Ellen Kamei: so if that, you can take any questions. Great. Okay, great, thanks. Do any members of the committee have questions? Okay, can I remember, hey? So,

[00:20:30] Member Lisa Matichak: um, so I do have questions again, but I want to preface my questions this time by saying, um, I'm actually really supportive of personal delivery devices, and this is more to get regulations that, you know, asking questions about the regulations that we may or may not put in place doesn't mean that I'm not supportive. It means that I want good regulations that make a policy that works. So with that in mind, Um, the, I have met with, so, I've met with several companies, local, uh, Mountain View companies that I think are operating personal delivery devices, but maybe I don't properly know the definition. So I've met with, Bayou and Neural? Um, and they are doing personal delivery devices that operate on the streets. So, sort of like cars, honestly. Um, so are they apart? This seems to be solely focused on sidewalk, PDGs, and possibly by anyways. But I don't see the vehicles like bio and neuro in this, uh, analysis. Is there a reason, are they not categorized as PDDs or is there some other reason that they're not included in this pilot program or they're just not ready? Anyway, you can tell me what's the answer. Um. That's a good question. So

[00:22:02] Economic Development Strategist Hinds: I think the, I think that the, The devices that companies like Neuro has made, they're a lot larger than the devices that we're thinking of when we put together the personal delivery device pilot program. And I think that I'm almost positive those devices would have to follow different types of rules, they're proposing to operate in the streets. So, um, I think they would fall more in line with California vehicle code, um, and it's, I would say, a little bit beyond the, um, the realm of this program, but, um, John, if you have anything to add. Sure. Thank you. John

[00:22:46] Economic Vitality Manager Lang: Mind, the economic phytology manager. Uh, excellent question. Uh, the neurodevice is uh, much bigger form factor, when we talk about personal delivery devices, we were really talking about a small phone factor. So the neural is an operating vehicle. It's effectively, um, an autonomous vehicle is what it is. only designed to do delivery. So, that is a, very much to stand out. value actually got started as a personal delivery device, a much smaller form factor. And that is one that we have engaged with and had discussions with, and they do like to operate within a right of way, i.e. the shoulder or in a bike lane. Um, but they operate in a much smaller form factor. So Neuro, I would say, is in a different class because they operate exclusively on roads, and they operate under the vehicle code in the guidance of the vehicle code, where, um, serve value, orders, a few others are really much smaller form factor, the payloads that they can carry are much smaller and are really designed to, um, generally stay either very close to the shoulder or on the sidewalk, is the major distinction between a neural and most of the other players.

[00:24:13] Member Lisa Matichak: I always have trouble with the difference of questions and his moments. They kind of segue from one to the other varies, but, um, I, uh, Probably would prefer to work, I would prefer not to put vehicles on the outside blocks. So I would prefer to work with them. But more questions. Um, What does it mean to yield to pedestrians because when we had these same devices earlier, they were, I mean, they were going down my sidewalk all the time and they were incapable of yielding and particularly if you were so, so I walked in the street when they came because if I stopped, they stopped and they beeped at me. I had no choice. So, but if I were in a wheelchair, I would not have been able to easily go into the street and they apparently couldn't back up. So, has that? So I don't know between them and a wheelchair, what happens with it? There's a standoff. Does something changed? Are they able to maneuver better than they were in the biggest pilot program?

[00:25:13] Economic Development Strategist Hinds: It appears so, yeah. Some of the some of the other companies that we're talking to, it sounds like they, they have more, um, they're, it's a little bit easier for them to move around now and, um, they've, um, improved the, um, mobility of the devices. And in terms of what yielding means. I think with this proposal, what we want to see is that the device will move out of the way and let someone pass. So whether that's trying to back up and go to a different location. Um, and that's what they should try to do. I

[00:25:55] Economic Vitality Manager Lang: would just actually supplement Kirsten's answer by saying, uh, many of the players in the space right now are operating remotely. So the one distinction between the pilot that existed in Mountain View for a long time, it was an autonomous vehicle. So it was really just relying on, I think there's an object here. Trying to understand what this topic's doing and making decisions. Now, you look at vehicles, um, whether it be Waymo and others that have cameras and other sensor technology. Um, that has, um, evolved quite rapidly, a lot of the PDDs in this space right now have gone away from the fully autonomous, like the starship, which it's using sensing technology to try and understand, is that a tree? Is that a person? Is that a bike? To someone with a remote control driving it. Um, Starship did have the ability for an operator to take over at some point, but only when it was signaling it, it didn't know what to do. was stuck. Um, Most of the operators we've spoken with now actually have remote operations. So it's a physical person driving the vehicle, using cameras as a way to understand, oh, there's a tree there. There's a person there. And they are able to turn, um, as a small form factor turn very rapidly or back up. Um, unfortunately, The early lesson learned was Starship, obviously it was very new in the technology, um, and it's evolved pretty significantly since that pilot, um, and most, I have really gone to the, all right, we really need to come up with better technology to understand the treat, the operations on the sidewalk are very different than a street. And having the sensing technology in the street, like, some of the providers we have in this community neural, we know of some of the truck providers, where they use LIDAR cameras and a range of sensors to determine, I'm coming up on a traffic signal. I understand the traffic signals, red, where the PDDs were equipped as well with that early sensing technology. And so a lot of them moved into the robotic operation. I think distinction now. Yeah,

[00:28:23] Member Lisa Matichak: I was recently in LA. where they had PDDs also on the sidewalk, but they stopped. They couldn't maneuver around you. They would just stop and you could walk around them, but they were 10 foot wide sidewalks, not like the 5 foot wide ones we had in the area you mentioned. Okay, so where are they going to park? Because when they're not in operation, because where I, the photos I've seen online in other cities, they park on wide sidewalks. And, like, 20 of them all on the sidewalk, making a narrow sidewalk, even an hour. Do you envision someplace where they'll be parking?

[00:28:59] Economic Development Strategist Hinds: You know, I don't know if we included that in the augmentations, but what I would envision is that they have a, if they have a, they need to have a physical location through this, um, and that they should hold the devices at the physical location. Whether it's um, at an office space or warehouse, they should be found kind of put away from the public while they're not in is. So,

[00:29:24] Economic Vitality Manager Lang: and just supplementing that. So the types of operators we are currently seen and talking to, uh, one operation, one model of operation is they are actually stored in a warehouse and, Um, product is actually putting in the robot and being distributed out from a warehouse to the end user. So they're, they are stored in a warehouse, leaving a warehouse, going to the drop off, and then coming back. And so there is no storage on sidewalk. The other side of the model, um, which is something you may have experienced in Southern California, is the operators work with particular businesses and the businesses, that they are an extension of the business. That's another type of business model. Um, and that business model is, they basically gets stored or stacked. While in use, um, or while they're operating near that business, and then the uh, employees come out, fulfill the orders, and they go off. We can certainly revise language or put in language that if that is the model that they would need to be brought in in non-operational environment or non-operational times, if that is the vendor. This is a space where these devices are operating different models. So we're trying to create a one size fits all when the models are somewhat different. So, um, I think we're trying to achieve some, uh, broad guidance and then where we can individually address these issue. Are you operating with, say, downtown businesses? Well, that's gonna require this type of storage solution. in non-operational hours versus if you're doing the warehouse model. Um, it's less of an issue. Yeah,

[00:31:12] Member Lisa Matichak: it's warehouse. Yeah. But if they're, when they just was using them, they all parked on the sidewalk and they were very few of them, but if they're, you know, they're not in a pilot program and each restaurant has 10 restaurants have 10 of them, that's a 100 vehicles all over the. So that's a concern I have. Um. And, uh, have you done out, so I think that the main people who would be concerned would be seniors, disabled people, and the neighborhoods, where people live, where the sidewalks are narrow. Um, and have you, I know you've talked to, like, the downtown committee, and beat pack, but have you talked to, Seniors, just group disabled groups, people in wheelchairs, um, and, uh, neighborhoods

[00:32:08] Economic Development Strategist Hinds: that have been impacted. The outreach has been focused on the um, at the committee level. Okay. So I hope that, yeah, we can expand that. Yeah,

[00:32:18] Member Lisa Matichak: I think that there are particular groups. I think that the groups that experience the greatest challenges have not been spoken. Let's see. And do you have any idea how many, from the other cities you're benchmarking, how many you expect to have after the pilot? How many bookies? Uh, operating?

[00:32:44] Economic Development Strategist Hinds: How many of these, how many of the PDGs? Uh, we've heard from 6 companies, um, and the, the, We're proposing to limit, um, the number of companies in operation to 3, um, 10 devices per company. So it could be 30 at a time. In terms of device. 30 devices.

[00:33:09] Member Lisa Matichak: And are you thinking of doing more than just downtown like you do? Blossom Valley or Mountville, I definitely want the name of that one. that. Yeah. So there are any number of others. Are you thinking of maybe focusing on some other, uh, shopping centers and neighborhoods?

[00:33:27] Economic Development Strategist Hinds: Yeah, um, I think one of one comment that came from the conflict transportation committee was to ask the companies to provide a preferred route. Um, and where they want to operate within the city. So some may propose to just kind of focus on downtown to start and then expand as they, um, you know, get used to the area, um, but, um, our intention is to allow it citywide with some, um, sort of restrictions on where the operations are happening. In terms of like trail use or, um, don't want to allow it on trail use or if they propose a route and, um, there are certain streets that are high traffic or, um, high, there are high numbers of incidents too.

[00:34:10] Economic Vitality Manager Lang: I can just supplement one. So, when the original pilot got started, this was very nascent technology, um, and so downtown provided kind of a good testing ground for it. Um, just given the dynamics and it could be geofense to a very isolated geography. Um, and so, you know, obviously lots of lessons learned, uh, Clearly, if we could go back in time and maybe rethink how that pilot initially operated, we would love to do that, but we got what we got. Um, so, Part of retooling it and thinking through the different operational, um, issues is we would like it to be city wide. We have heard interest in um, having some, um, more B to B delivery. So looking over at North Bay Shore area where companies could actually be sending stuff to other businesses. So it's not A B to C. It's a B to B arrangement. So there is, and we've, we've heard also operating, I guess, would be, I'll say it that way, which would be going north, Northwest that way. Um, we've also heard interest in operating in that area. But downtown was the geography we define for this very early technology, and that's why it was focused on downtown. So

[00:35:39] Member Lisa Matichak: this next pilot, will it be in other places or just in the downtown? We

[00:35:43] Economic Vitality Manager Lang: are asking to have it via citywide pilot.

[00:35:45] Member Lisa Matichak: I see. Okay. I didn't understand that. Thank you. I think those are my questions.

[00:35:50] Chair Ellen Kamei: Committee member about a check. Thank you. Um,

[00:35:53] Member Alison Hicks: I was wondering if you could clarify, and then train the section on safety requirements. In the words that are written here, let's see, it talks about going at the place of people who are walking with little cycles. But when we, like during the presentation, you said, um, no more than 5 miles per hour. So, is it, you go with the pace, but no more than 5 miles longer? Yeah,

[00:36:24] Economic Development Strategist Hinds: I'm sorry, I did miss speech. Um, we should not exceed, um, 2 miles per hour faster than the average walking speed. Um, I think on average, um, it's about 3 miles per hour walking speed, um, average. Um, And so it would be about 5 miles would be the max.

[00:36:43] Member Lisa Matichak: Are you gonna take that in the requirements?

[00:36:45] Economic Development Strategist Hinds: We can, yeah.

[00:36:47] Member Alison Hicks: Okay. Um. Should I have more questions in it? Um, so the content for the city, um, is such a part of the fact.

[00:37:06] Economic Vitality Manager Lang: It is community development, perfect. So, uh, there is a ASCMV category for PDDs, which does come to our department, and it's like the division of the economic development. Okay. So,

[00:37:22] Member Alison Hicks: um, obviously, you guys don't work for until 7. Oh, maybe you do. Um, but, uh, If there's an emergency, then they will just solve skiing. Okay. Um. I was curious. Uh, again on the safety requirements, um, minimize stopping on a curb ramp. Versus, like, not stopping at all on the curve. Did, um, you all talk about that and come down on the side of just minimize it? I'm kind of wondering what to think, was it? Versus can't stop at all on a curb brand. Well, um, there

[00:38:02] Economic Development Strategist Hinds: will be some scenarios where they'll need to stop to allow a vehicle to pass or, um, so there will be scenarios where they'll need to stop at a curb ramp. Um, so, but we want to minimize the amount of time that's spent on that group ramp. Um, I know there's been experiences, um, with the last, uh, personal delivery device, um, where a PDD stopped, um, for too long and confuse people and vehicles. And so we want to minimize the amount of time that it's spent there. Okay. Um. Mm.

[00:38:45] Member Lisa Matichak: Um, in the section on. Vice operation. It says semi, autominus, PDDs may not be required to have a human hand order. I don't know, it's something. Real criteria for when they're not required to have it when they're not.

[00:39:06] Economic Development Strategist Hinds: Um, that's a good question, and, um, it's not something we've necessarily defined in here, um, but something we could research further to, um, or if there, if there's any feedback, then what, what you would want that to look like, too. Okay. So this, is

[00:39:22] Member Lisa Matichak: it typical? Oh, sorry, go ahead. I was just

[00:39:23] Economic Vitality Manager Lang: gonna say, just in in the terminology, semi-autonomous would be the remote operator. So, and maybe using different language to reflect that, but the intended language of semi-autonomous is the remote operated device versus fully autonomous, which is strictly relying on sensors to guide how it moves, stops, turns. So that is the distinction in the language, but maybe we can be a little more clear on remote, remote, operated personal delivery device. And this, once again, as guidelines. If there's some consternation or concern, we can certainly require a PDD, um, a handler for that. Uh, the thinking was that as someone that has the ability to look 360 through cameras and drive it, we probably don't need a remote handler, but that is certainly an option we'd absolutely consider in terms of, uh, wanting to make that inclusive of the pilot, say, it needs to be required for all devices, and then it was 6 months. So

[00:40:40] Member Lisa Matichak: it'd be interesting to see their business model for this, but if you have, um, a handler for HPDV. Are they managing more than one per person? Or is it one for one? That would be so inefficient. Like, how does this really work? Um, I

[00:41:00] Member Alison Hicks: mean, I know the, with the previous pilot, they said they had people operating them, but they weren't there, and that's why they called. Oh, my question was, was it one person? I know, but it wasn't functional, it wasn't a functional operation.

[00:41:16] Economic Vitality Manager Lang: So the, when we say handler, they would need to have a physical handler. So, part of this is, is, do we, So once again, from a program guidelines, um, I think staff is very sensitive to the comments we've heard from the community and the concerns. I think there were a lot of lessons learned from the last pilot, we certainly want to improve upon that. We recognize there's both a business interest. We recognize certainly people are getting deliveries just based upon the number of, uh, delivery drivers that wait for orders certainly in downtown, but you see in other locations. So we know there is a demand for delivery. Um, This could help us get vehicles off the road to some degree. Um, but we also want to make sure that there's a level of comfort uh, with this community. And if we need to say, we would prefer to have a handler for 3 months, 6 months, to really ensure and build trust with the community, then we, we operationalize that in the guidance. Um, At the end of the day, uh, you know, there's lots of goals of this, but we want to make it safe for everyone. And so if there's sentiment that we should have some aspect of human handler for whatever that period of time is for the semi problems. The guidelines are able to flex and we want to be able to provide that and certainly want to be mindful of the community's concerns about. Okay. Um, I

[00:43:00] Member Lisa Matichak: think those are all my questions. Great. Great. Um,

[00:43:07] Chair Ellen Kamei: I think that we'll move on to do public topic. So would any member of the public joining us virtually or in person like to provide comment on this item? If so, please click the raise hand button in Zoom or approach select turn. We'll take in-person speakers first. Each speaker will have 3 minutes. Is there any in person? All right, name that seeing any. So we'll move on to virtual, and we have Bruce. Thank

[00:43:33] Bruce England: you. Bruce England, West Wind Station Drive. Oh,

[00:43:36] Chair Ellen Kamei: here we go. The timer's ready. Go ahead, Bruce.

[00:43:38] Bruce England: Okay, see. I should have started talking to get some extra time, but that's okay. Okay. I do have several comments. Let me see, I got to bring this up. Hold on. Okay. Um, and somewhat random order, but partly it's page by page, and I'll go as quickly as I can. So I do support the PDD program in some form, primarily in the interest of those unable to get what they need due to mobility limitations. So that doesn't mean pizza for the big game. And to support our local small businesses, but I do have concerns. I would like this general program to include non-PDD solutions. This was brought up a few minutes ago, and John responded to it. Even if this project has a focus on PDD robots. To focus solely on PDD robots means missing the bigger picture, in my view. More on this idea in a moment. There's a line here about consulting with the after transportation committee on best routes. I'm not sure, that came from you all at your last meeting, I think. But I'm not sure that's the best means to get at the best routes. Why not ask the goods vendors where they tend to deliver to within the city, at least as a starting point. And then, you know, go to the committees from there. But you need data to work with. There's a line in here about incidents being defined, I think this is brought up already, but incidents defined by $200 or more of damage is reported by Starship. I'm not sure where that was determined, and complaints and near misses really ought to be included in here. You only add a couple of data points, and that's really not a lot to work with. I think that could be enriched. Um, and not take it just from Starship or any of the other vendors. In table 2, you've got the um, cumulative data, um, from Starship. And, but you don't give the, or the staff board doesn't give the formulas used for the calculations. So since it came not from the city, but came from a vendor, I think it's reasonable to want to know what the formulas were used for the calculations, what was included in what wasn't. This is an important point for me. Greater consideration for e-bike delivery. It's in the report, but I really strongly feel like this should be emphasized. It takes care of the problem of putting these robots on the sidewalks and it keeps robots out of the bike lanes because it's a person riding a bike and it keeps delivery off of the roads. And by the way, the issue with car-based delivery, as we have it today, is that people are looking at their phones and their, and the address is on the street and they're not paying attention to what's on the street. It's a really awful way. for us to have our delivery, home delivery option. So sure like that to be de-emphasized as soon as possible. I think the Day Worker Center would be interested in talking about this with the city has helping, you know, with labor, but then there are questions about how is it funded, who buys the equipment, who manages the program, and who covers the liability, because Day Worker Center probably would not want to be left holding that. I'm not sure I'm doing it on time, but tell me if I'm about to run out because I'm not watching.

[00:46:42] Chair Ellen Kamei: You have 5 seconds. Okay,

[00:46:44] Bruce England: I'll stop there and maybe I'll forward the rest by email. Thank you. Thank you. Okay,

[00:46:50] Chair Ellen Kamei: next is Celia Paymer. Hello?

[00:47:00] Silja Paymer: Can you hear me? Yes. Okay. All right. So, um, I'm Celia Paymer. Resident Mountain View. I'm kind of on 2 minds about this program. On the one hand, you say you want to get vehicles off the road. But I don't think that should be achieved by putting them on the sidewalk. Um, pedestrians and cyclists should not be pushed into traffic at the sidewalk, pinch points that we know exist on any of the roads with the no parking over 7 feet tall signs. Uh, on the other hand, though, I'm really excited that this program may require actual upgrading and maintenance of the sidewalks for them to be wide enough and actually be level. Also, when cars are parked in the bike lane. Will these vehicles move into the traffic lane or will they stop and wait, in which case, I'm sure we'll get more enforcement of getting vehicles that out of the bike lane when they're not supposed to be parked there? So, uh, in one sense, I don't love this because I think we have less than a 3rd of our city streets are dedicated to alternative transportation modes and taking even more of that away seems against a lot of our stated goals by our city. But on the other hand, I would really like an ally in, uh, really promoting better pedestrian and bike infrastructure. So, I guess I'll leave that up to you. Thank you.

[00:48:21] Chair Ellen Kamei: Thank you. Catherine? Oh,

[00:48:27] Catherine McGowan: hi, my name is Catherine McGowan. I'm a resident of uh, downtown Mountain View and uh, I am really against these devices on the sidewalk. Uh, they do not really yield. The person must yield to them. I think they're better suited to the roads. Also, the sidewalks, they're not really flat, like other people said, in their driveway, they slant, and that's also a problem for walkers, but it makes more of a problem when these devices are there. They're low. At least, um, you know, a few years ago when they were driving around, it would be very easy to trip over them. Uh, accidents can happen, and you know, the sidewalk is a small portion compared to the street. I think they should just go in the street and leave the sidewalks to people to enjoy without. Uh, you know, these devices. To worry about them. So that's my comment. Thank you.

[00:49:30] Chair Ellen Kamei: All right. That concludes public comment. So I'll bring the item back for committee comments. So there's no motion that we're, um, needing tonight. I think it's just any, if there's any other questions or any other comments, um, for staff.

[00:49:48] Member Alison Hicks: Okay, so my comments are. Um, 1st I would like to, um, Really emphasize working with, um, vehicles that, well, 1st of all, highlight what one of our public speakers said that I don't want to get vehicles off the road by moving them onto the sidewalk. I don't think that that's a good, good plan, and there's only one place for people to walk. And people used to be able to walk in the streets, echo necklace courses and peep cars. Now we're confined to sidewalks and I don't want vehicles to encroach en masque onto the sidewalks. Um I would far prefer to emphasize, and these are local companies, you know, bio and neuro, who are particularly biosomes, almost ready to go, who would work in, as you said, the travel lanes. So I would really, I encourage you to work with them. Um, and, and also as, I guess, BPAC members and comment during BPAC meetings have said with, um, any sort of bicycle delivery. Um, I would like no parking on sidewalks in with the past pilot program, there was parking all over the sidewalks on Castro Street, and if they're even more, um, you know, and if they're operating another Blossom Hill or whatever, other shopping setters, thus even further narrowing the sidewalks, I don't want that time. happen. Um, I'd like data collection from the city. Because I know because they were operating around where I live, a lot of my neighbors called in with problems, but the only 2 problems we have here are from starship. So I think there was a list of city problems that we're, you know, somehow that data has been lost. Um, I, in DC, there, the speed limit discovery per hour, and in San Francisco, it's 4 miles per hour. I don't like this idea that they'll go several miles per hour faster than people are walking. I would like to pick a slower speed limit. Um, just like I wouldn't like. To be driving on a street where it's 30 miles per hour, but the autonomous vehicles can go 40 miles per hour. That doesn't make sense. Um, Um, In San Francisco, they have no operate, the regulations are no operations on high pedestrian areas or um, sidewalks that are less than 6 feet. That's how they get them to maneuver because they can't maneuver around people at this point. So, That's one thing I would look at. Um, and I would like outreach to neighborhood groups. Uh, seniors and disabled people, um, to see how they feel, um, with, you know, with these vehicles on there, probably narrow, make up those sidewalks. Um, and and I'll just emphasize again, there are cities that are not allowing them on narrow sidewalks that are only, they're operating a lot on college campuses and places where the sidewalks are 10 feet or more. is what I've seen. I mean, I'm sure there are other places as well, but I think that's where they're more suited. That's my, okay.

[00:53:08] Member Lisa Matichak: How many do my magic? Thank you. So, uh, I agree with, um, cancel member Hicks about the outreach to additional groups. Um, because I'm not sure. I would know all the challenges that others might face. Um, and also I agree with no parking on sidewalks. And we wouldn't want a ton parking downtown in front of all the different businesses. Uh, in terms of the goals. And number three. Uh, I, um, Struggled with a little bit of work partners, and I should use a partners in the city. I'm not sure I want a position, just part of the city. Um, they're basically in business, it's the, you know, business is safe. Um, so I would say they all might live in the city. Um. I wish I'd clarify a little bit more about the handlers, about that really means, for those of us who are not experts on PDDs. Um, and I would. I would add in the data requirements, um, where they need to document all probabilities, incidents and complaints. I will make it, um, very clear that and that needs to be shared at the city. We've had challenges with that in the past, not with PDDs, but with other types of businesses. Um, I would also, Clarify that, um, they, when they're on the sidewalks, they go in the pace of pedestrians. And the max would be 5 miles per hour. But it's up to a max of 5 miles per hour, but generally 8 pace. Um. I really like the PDD companies shall identify the safest correction. Corrective actions in any instance of conflict. Uh, and I was wondering, do we need to be more specific in terms of prioritizing people, pedestrians. I'm sorry, people, uh, bicyclists, animals, um, just so that they are very clear what we're worried about. Um.

[00:55:36] Member Alison Hicks: And That's it. I mean, thanks.

[00:55:39] Member Lisa Matichak: And oh, I guess I should add. I am supportive of this program. I think it's important that, um, you know, it's like Mountain View, heart of technology, that we embrace new technology, new new business models, and this is one of them. Um, but as Kanselman Hicks says, we just want to get it right. Thanks.

[00:55:57] Chair Ellen Kamei: Thank you. Um, so 1st I just want to fake stop. I think when this item came forward in June, I had like a really robust conversation. I think there were a lot of questions. Um, and so I really appreciate the time and energy to bring the item back and what we're seeing today. I think it's really, uh, reflects a lot of the conversation that we had then, which is why I just, I didn't have any questions. I just have comments to provide tonight. So, um, I appreciate the staff report. I think that something that's come out in both June's discussion and today's discussion are lessons learned. Yet I didn't see that reflected necessarily in the staff memo. And I think, Because this is a pilot 2.0 program, I think that it might be helpful to call out the lessons learned because I think one of the things that has continued to come up from the public was the data issue, but we don't have the data because it was not provided. Um, therefore we don't have anything to share. So I think that that is really important for people to know and, um, I think that the tables are helpful. Uh, but this is kind of all we were given, and that's why we're looking to do the pilot again. So I think being able to give a little bit more background on that will help, I think, for, um, just clarity. Um, as we're talking about where it's, it's retooling, and what I really like about what we saw tonight is, much more, I think, meat to the, you know, um, the program, much more revisions. And I think we've, I've heard from coding members like further in weeks to, to bring that transparency. So, that's what I'm looking forward to. I do agree that there's the missing piece in terms of the the feedback and the community input, but I know that that will happen. Um, before it comes back to the entire entire council. And I think all along the way. So, I think being able to have a, Robust answer for non-business hours, um, incidents as well as weekends for the public to know. Um, what they should or shouldn't do, um, would be helpful, right? If something happens on Friday, they're just supposed to put it in ass Mountain View or wait till Monday, I think we need to be able to be a little bit more, um, thoughtful in how we might address that. And then the other is I know we gave feedback on, uh, trying to take the active transportation plan into account. One of the other seasons is, obviously, the safe routes to school as we're prioritizing our vision zero. What I really like as well is we're gonna see maybe some mapping and some understanding of where people will operate and I want us to be, one of the things I noted was just the proactive city communication as the pilot is adopted and goes forward, people to know the area, maybe see these maps. I think would, um, also be helpful. Great. Do

[00:59:12] Member Alison Hicks: committee members have anything else? All right. Great. Thank you very much. Well, just working with the, just working with, um, I just want to make sure you work with value and Nero and see if they can, uh, you know, provide a lot of what the sidewalk robots would provide without taking out the sidewalks. Well, and I, I

[00:59:31] Chair Ellen Kamei: didn't comment on that because I wonder, too, we, we were talking about, Amy's and having a, like, relationships for that, so, I feel like they fall into

[00:59:40] Member Alison Hicks: that. So the I think the volume may be a little different.

[00:59:49] Economic Vitality Manager Lang: So bio would definitely fit within the sphere. Neuro is really a different class, but the bio conversation. Yeah,

[00:59:57] Member Alison Hicks: to me, they sound like they may be, we're not talking about them a lot, but they have the potential to provide a lot of these services without taking up the sidewalk. Oh. Thank you for the feedback. All

5.2 Neighborhood Traffic Management Program - Wasatch Drive

[01:00:09] Chair Ellen Kamei: right, thank you very much. Thank you. We'll move on to item 5.2, our neighborhood traffic management program. The staff presentation, we're divided by Darwin DeLang, senior traffic engineer, and we'll just have a quick changeover. Dude, this is a nice group. We'll just start with the staff presentation whenever you're right.

[01:01:28] Member Lisa Matichak: Oh, shit, stuff. It was something. Different stuff. Yeah. All right. But

[01:02:22] Senior Traffic Engineer Galang: do you think else and embers? My name is starring Galang, senior traffic engineer for public works. I'm scared, but it's a Lopez, a city traffic engineer. I'm here to present the proposed improvements on Wasage Drive, following the neighborhood traffic management program or NTMP. In this presentation, uh, I'll start with a brief outline of the NTMP process, and then dive into background and concerns on watch drive. And I'll talk about analysis and outreach, uh, staff completed, uh, in the process, which will then lead us to the proposed evaluation, the next steps, and the recommendation. Here's a quick overview of the NTMP process. It starts when staff receives an inquiry or petition from residents, about speeding or cut through concerns, which are then verified through traffic accounts or traffic study. It verified a neighborhood meeting, It's held to discuss possible solutions, These solutions are then sent to the neighborhood via postcard surveys. If super majority of the neighborhood, uh, support the solutions, the devices go through approval, installation, and evaluation. Tonight we will talk about Wasage Stride, highlighted in yellow. It is an L shaped residential street, and it's about 1400 feet north of the Mountain View High School, which is highlighted and reading below. It has a posted speed limit of 25 miles per hour, and it connects to 2 collector streets, 11 Avenue on the north, and Derek's Drive to the east. In January 2023. The city received multiple complaints from a residence of West Side Drive. Uh, regarding vehicle speeding, under street, and using it as a cut through, mainly to bypass the queuing leading up to the always stop sign at Derrick's 11. During school travel times. Staff conducted vehicle speed and cut through studies in September of 2023 to verify the complaints received. The counts showed that both speeding and cut through criteria were met. Therefore, what such I qualifies for the NTMP. After the concerns were verified through traffic counts, staff held the 1st NTMP neighborhood meeting on February 8, 2024. During this meeting, staff presented several traffic calming devices for discussion and consideration. Staff recommended installation speed ups, or electronic speed feedback signs, or a combination of these devices. Because the neighborhood had been working with the police department in Longview High School. To address the concerns. They requested a different solution. Nearly all the attendees for an agreement that their preferred solution was a closer street at their extraction. After some discussion, and since this is the 1st time the city is exploring to close the street through the NTMP process, staff identify that another neighborhood meeting is needed for further evaluations. After the 1st meeting, staff review different alternatives. Staff also met with fire department, orcology and solidway section from the public works department, to make sure we address any concerns they may have for closing one such drive, for any street, for that matter. And summary, city staff and recology do not oppose the street closure, as long as its treatment allows street access, for vehicles and equipment, for their vehicles and equipment. The 2nd NTMP neighborhood meeting was held on May 9, 2024. During this meeting, staff presented 2 alternatives for discussion and consideration. Alternative one proposed to close Vasage Drive, but Derek Strive. Alternative 2 proposed a close, wasage drive at Leban Avenue. All the residents in attendance came to a consensus to close massage drive at Derek's drive. In the next slide, I will share with you a concept of this alternative. Here I can see alternative one, proposing to close massage drive. At Derek's Drive, with the use of rubber curbs, the linear posts, and signage. Just a reminder, this is a concept only. To the right is a sample of rubber curb and delineator setup, insulation. This alternative proposes something similar, but not exactly the same. What's not shown here, and what will be finalized during the design, are details of rubber curb spacing, the types of, uh, knockdown delineators that we will be installing in between to make sure emergency and trash vehicles or equipment will have access to the street. The plan is knock down delineators will be installed within the street closure, to ensure emergency and trash vehicle access is there when needed. After the neighborhood meetings, the next step is postcard service. In June 2024, postcard surveys were sent out to all residents of Wasage Drive. The return postcards showed an overwhelming 88% approval of closing massage drive at Derek's drive. After receiving support for the closure, staff perform additional field observations to assess traffic patterns, Derrick's and Levin intersection. The goal was to observe and collect data of school traffic patterns from late August to mid-September of this year. Staff observed that, Peak occurred between 8 AM and 830 AM. The field observations revealed that the queue varied with a maximum of 11 cars, 11 Avenue as you approached 11 and Derek's intersection. And this queue happened only once or twice and consistently cleared within 90 seconds. During this time frame, the typical queue was between 2 and 6 vehicles. If existing, 32 cars were applied to the lavender intersection, these 32 cars turning right from massage currently, and with current maximum of the serve Q of 11 vehicles clearing within 90 seconds. Staff anticipates, a minor added delay of about 22nd at the intersection. Recognizing that the closure could add minor queuing at the Derek's 11 intersection, staff conducted additional outreach to the residents, Fronting and near the intersection, where existing queuing is taking place. As part of the neighborhood output, letters was sent on September 6th of this year to 25 residents, along 11th Avenue and Derek's drive. Eight email responses were received. Staff contacted all 8 residents and was able to speak to 7 of the 8 residents to get a better understanding of their concerns. A summary of the feedback received included the following. Frustration over queuing at the Derrick's Levin intersection, and confusion about why traffic was being diverted from Wasatchler streets. Questioning the fairness of using their residential street to resolve traffic issues on Wasatch drive. Concerns about speeding, caused by lack of sufficient stops, and traffic calming measures along Derek Strab, 11 Avenue. They also have concerns with non-compliance with existing stops, And 2 residents requested traffic calming measures along the Levin and Derricks. In response to the feedback received, staff is recommending the following measures to address these residents concerns. In the short term, staff will initially increased police enforcement, and educational outreach by Mountain View High School staff, to students and parents to reduce speeding, and improve stop sign compliance. Saff will also conduct stop warrants, various intersections for possible conversions to always stop controlled intersections. Stop sign warrant is a condition that an intersection must meet to justify installing a stop sign. Additionally, staff will also initiate NTMP process and leaven, avenue, and Derek Strive, without a petition, consistent with the NTMP guidelines, due to the diversion of traffic from Wasage truck. This process will include neighborhood feedback and support. And which may include installation, speed ums, or other traffic calming devices to address speeding concerns. Or the NTMP guidelines, once the proposal has been approved, staff will arrange to install demonstration traffic calming devices with a one year evaluation period. Since a feasible alternative at this location has been developed, and postcard survey was successful. A trial demonstration for the closure of Wasatch Drive is recommended with the use of temporary devices like rubber curves and flexible divinators. In addition to balance the requests, for the closure and feedback received from residents of Levin Avenue, Derex Drive. The evaluation period is recommended for 6 months instead of a full year. This allows sufficient time for staff to evaluate the project, and reduces the total trial period to identify how the measures are received by the community. Evaluation of the project will follow NTMP guidelines, includes staff analyzing any significant changes, or safety concerns caused by the close. As for the next steps, if staff recommendations are supported by the CTC, staff will request city council approval in December of this year. If the proposed improvements are approved, Staff will finalize design details based on conditions in the field. Install improvements by February 2025 and evaluate the impacts during the 6 month demonstration period. And now to wrap things up, we have staff recommendation. Staff recommends the CTC forward a recommendation to the city council. To approve the closure of Fossage Drive at Derek's Drive, with a 6 month evaluation period, starting from the date of installation. And that concludes my presentation. Thank you.

[01:13:40] Chair Ellen Kamei: Thank you. Do any members of the committee have questions? I

[01:13:46] Member Alison Hicks: have questions I'd like to hear from the community.

[01:13:51] Chair Ellen Kamei: Okay. Let me remember about it. Uh,

[01:13:53] Member Lisa Matichak: did we look at any other solutions besides the ones that are in them, sent to you, empty in full box, and closing history, like, um, No right turn into the street during certain hours or anything like that? Paying

[01:14:13] Senior Traffic Engineer Galang: for the question? Yes, we did look at the options to restrict certain movements because that is also part of the NTMP toolbox. Signage is also part of the NTMP tool docs. And we've actually done that for other several streets too. And that is also not something that the community recommended. As a solution that they prefer. Where

[01:14:37] Chair Ellen Kamei: else have we done that? See,

[01:14:40] Senior Traffic Engineer Galang: um, We recommended that for, um, Slap key, has it?

[01:14:49] City Traffic Engineer Lopez: I'm sorry, uh, Lorenzo Lopez, city traffic engineer, sled key has, um, restrictions on to sled key during certain hours. Um, Off the top of my head, that's the one that comes to mind, but we have done it. And the idea of enforcement of it is a concern, we could put the signs up, but police has to be there to actually enforce it. And, as we know, police can't be everywhere all the time. So that's why that wasn't moved forward as an option. Did

[01:15:21] Member Lisa Matichak: we look at anything else? Any other options? Did staff consider any other options, even if they weren't supported by the exit? For

[01:15:32] Senior Traffic Engineer Galang: this specific street? Yes, we did look at speed dumps. We did look at speed feedback signs and those were the initial recommendation by staff to, to, Uh, as you know, we have a toolbox of, uh, traffic comedy devices and based on that toolbox, we look at what, you know, applies to a certain street. typically. For example, we have trees as part of the toolbox, but then when you already have a built street, it's really hard to install new trees and, you know, evaluate that as a demonstration. So typically we use that for, you know, newer streets. So we did look at the toolbox and we asked staff, recommendation. We ended up with speed ups and speed feedback sign initially when we met with the neighborhood.

[01:16:22] Member Lisa Matichak: Okay. Um, Okay, thanks.

[01:16:30] Chair Ellen Kamei: I just have a kind of a question building off of that. So I understand that we have a toolbox of different items. But is there like a tiered process? So You know, for example, in my neighborhood, we're doing speed humps first. So is it speed humps, if that doesn't deter the behavior, then would you go into something like a street closure? I'm just trying to, or is it just, these are all the different options. And people submit the feedback. I think that would be a helpful understanding for the committee.

[01:17:01] City Traffic Engineer Lopez: So we do have in the guidelines, if you install a certain treatment, and when we come back and we do a reevaluation and it's not working, then we can look at additional measures to help bring those speeds down. But in this case, we had proposed, we looked at everything in the toolbox and said, really, What we suggested are speed hubs and and or the electronic science to bring the speeds down. And when we went to meet with the committee in the 1st meeting, that initially, they, that's what they had proposed to us, but then, upon further discussion, they want, they decided, we would like you to explore a street closure. And that's how we ended up where we are. So we had recommended speed humps. And they say, we like, we would like, to not only reduce the speeds, but reduce the cut through traffic. It's on our street, and reroute everybody to the collector streets, Levin, and Newrics. So that is how we ended up, like Darwin had mentioned, we hadn't really explored street closure in the past. You know, the changes of circulation, and this happens to be one that is a very minor circulation change to the neighborhood. So we agreed to pursue it. Right.

[01:18:23] Chair Ellen Kamei: But my question is, before we go to the closure. We explore anything before we go to closure. Because in my recollection, he's not done a street closure like this before, and I think staff mentioned, we've never closed a street before in the city.

[01:18:41] City Traffic Engineer Lopez: Yes, correct.

[01:18:42] Chair Ellen Kamei: Okay. So going back to my initial question, is it a tiered process where we try cert treatments 1st and then if that doesn't deter, then we do the street closure? Because I feel that knowing, listening to stuff, knowing that we've never done this before, just trying to understand, when we pull certain triggers. our lovers. Sure,

[01:19:07] City Traffic Engineer Lopez: sure. So let me try to re-answer that. We don't have a tiered program. We base our our devices that we install on the neighborhood feedback. Really? We get their feedback and then we try to implement it. And we try to recommend speed hubs as a, as a, I guess, an earlier tier, but they said, we would like to just eliminate the trap additional traffic on our street entirely and go straight to uh, uh, street closure. So we don't have a tiered process like you're asking.

[01:19:42] Chair Ellen Kamei: Is something stopped would be able to look into or would that require house of direction?

[01:19:49] City Traffic Engineer Lopez: Most likely it would be fine a council direction because it's not built into the guidelines, so we would have to revive the guidelines to add that. That, um, additional tirian system. Yeah, I think, okay.

[01:20:03] Chair Ellen Kamei: Just wanting to understand. Thank you. Okay. All right. And go question on this. But closing the street is also not part of the NGAT, right?

[01:20:12] City Traffic Engineer Lopez: It is. It is part of it. It is. Yeah, it's part of the toolbox.

[01:20:15] Chair Ellen Kamei: Okay. So there's just a list of items and you can, I think, choose what you want.

[01:20:21] Acting Public Works Director Arango: If I can, speaking to your tiered approach, um, so we really try to implement measures that are proven solutions. And we've really been successful with the ones and we haven't had a need to do a tiered approach. It wasn't like, let's try this a little bit, and then let's explore other things if those don't work. We've really been successful with like the speed helps, for example. This is why we recommended it right out of the gate. Um, we don't look at it and approaches, um, let's try this and see if it can help. It's, we've, groom measures that we know work. And we go to the community with that right out of the initial recommendation. This was different and we were truly trying to find a solution. Um, that could, um, address the community's concerns, um, but also, um, tune it down a little bit so that way it's something that we could pilot, and that's how we got here.

[01:21:16] Chair Ellen Kamei: I have more. I have more questions, but I'll wait. Okay. Great. Any other committee questions? Okay. So, uh, would any member of the public joining us virtually or in person like to provide comment on this item? If so, please click the raise handbun in Zoom, or you can approach the lectern. So I believe there's a sign in sheet if you're going to speak, so please, um, feel free to sign in. And we'll take in person 1st so you need to approach the lectern and you see the green there. You need to speak up so that those virtually can hear. So whomever would like to go first. Okay. And then once one person has done something, the best person can come so that we can make sure we get through the item. Thank you.

[01:22:04] Cheryl Walterskirchen: My name is Cheryl Walter Skirching. I live on Mossack Drive. Um, the main reasons that we did not want speed humps and we did not want this, the speed alert signs. We've seen them unsuccessful on Dereks, the children race down the street to see how high they can get up on those numbers. Or sometimes they want to figure out if they can get their age or whatever. So they use those as a game. We've also had kids flying down, Sleeper and Eunice flying over the speed bumps. I know adults that also fly over the speed bumps, completely ignore them. We also have another problem. It isn't just a matter of speed. We have enough traffic, that the cars are backing up, down, the east side of Wasatch, coming around down, the, um, the, the north-south side. So people cannot get out of their driveways. People come flying around the corner. And then they come to a stop. And every year, that line gets longer and longer and longer. This is why we wanted this to be closure. Thank you.

[01:23:17] Chair Ellen Kamei: Next person, please.

[01:23:23] Gary: My name is Gary. What is 3 special time? My name is Gary and I was such a resident. I have been come close to 5 accidents in the last few years. My heart facing myself, when I pull my car. I am really nervous in the afternoon, I need to go pick up my daughter, and I take my camera, look around for the cars, look at other people, and barely make it under restraint in that, you know. It's it's really a nightmare. One of my good friend, he's on the council and Mountain View High School. We try to influence, go to mind, mountain high, go, plead with them. Nobody listens. And as she was saying earlier, on sleepers, on other streets, 5 or 6 speed bombs. I have the same car flying through. And and this is just gone so out of control. Um, and my neighbor cannot, and he's crossing the street. He is really, really nervous and we are making lifestyle changes where we don't want to come out between 3 and 4 o'clock. This is just really insane. And I don't know what Mountain New high school is teaching their kids or if every high school is like this. Uh, we want to make sure just that our voice is heard, uh, repeatedly, it's been tried for many years. Please consider this.

[01:24:55] Chair Ellen Kamei: That's true.

[01:25:02] Public Speaker: Hey, I mean, I'm a resident in Washington Drive. Um, so I, um, um, not a fan of the speed hump is because, uh, the uniqueness of this stream, it's a L shape, and then it's also a, a, um, connected to, um, living and a direct drive, where I've seen like patterns of, um, the students like, especially like after, um, office moved through and through in the fall. Like this is where like the scariest part, like they turn into a racetrack, which means like people are driving, like, like with craziness, like across, like, um, the, the, the, the L shape, and then they, they race towards, like, the, the exits towards the 11th Street, and then they, um, I've seen, like, instance, um, like, instances where they try to race against each other and then meet at the, um, at the joint. So I don't believe that with this, like, what people are trying to do, like a risk themselves so that people will respect, like, speed humps, like they would, they, um, I also have seen like the people flying over those speed humps on other streets. So, um, and also it's a, It's a, uh, season, season that, like, it has a, the high school has a, they, people come and go, like, um, every, every few years, people get their new license, and then this is like, they, it's not the, um, like, adults that reputedly live in, in the southern area where, like, uh, a Spiham, we will help them understand this, but they will go through this period, anolescence, and then they will get excited about driving, and then when they see this situation where there's a they will go and do that. And if this be humped, they'll add more fun to them. And then we have plenty of kids and like pets on the street as well. So, like, I just want to, outside ski reset, like, you can throw in the Ford. This is where like it's a racetrack and it's really messy. We are not, like, my family and me personally, like, we would not, um, Feel safe to be out there.

[01:27:10] Public Speaker: Stutesty. During the afternoon, it is a racetrack. I mean, hearing that, you know, cars, typically, you hear them squealing around the corner. I live in the middle of a long part, last action. And as they come by my front, the front of my house, they're probably doing 5060. something like that. Because everybody's trying to get in front of the line of all the people that they pulled off, you know, trying to get around on Jerks. So, in order to do that, you gotta speed, right? And they come down and they slam on the brakes and... You know, squeege to a halt at that corner. Um, but, you know, going back to the question of, um, signs or speed bumps, the speed signs would be a good reason for them to go, how fast can they get to a high score and then get to 0 by the stop sign. Uh, my other request, you too, is on the 6 month evaluation period if it does happen. Um, from February to August. So a bunch of that is during the summer months, where there is no traffic. So it's not going to really have that much of an impact. So it'd be nice to have that, at least, you know, start going into somewhat of the next school year, you know, call it 8 months or 9 months. Um, so it's not, you know, just in a period where, There's nobody using that, you know, using the sheet outside of residence. Right. Thank you.

[01:28:35] James Barrett: Yeah, my name is James Barra. I live at 2732 Wassach, which is right at the bend. My family was the original homeowner on Wasatch. So I've watched the Wasatch Feedway my entire life. And the fact of the matter is, uh, the committee that looked over this, they were pretty thorough with the understanding of what the people on the street live. I didn't speak at those, I attended those. But everybody that talked about the Speedway, is only one part of it. We've seen children almost hit in my lifetime. We've seen cars nicked in the lifetime. Now, the cars have gotten faster, more efficient, and when they come around, they used to be more like hot ride cars when I first lived there. But now the cars that are coming around, I high performs BMWs, Audis, Porsches, and they are trying to race the other cars that are going up Jurich to live in. So they're actually cutting through Wasatch, to make that cut, to get in front of their friends, and are racing up to your ex. So, the idea that, somehow, a speed bump may stop them is great at some level. But in reality is, the speed bumps on sleeper and units don't slow down the high schoolers. Speed bumps that slow down cars would be too high for normal suspension overall. Now, we've had animals almost hit. We've had children almost hit. Everyone that's spoken here has lived long enough to watch this happen, but I've been at the crux. I've seen the cars, and if you look at the history of Mountain View traffic enforcement, you will find that there have been times when officers were posted on motorcycles, on Wasatch, on one side of the turn of the other, trying to catch speeders, that has stopped for almost 20 years. I have not seen a motorcycle police officer. But the fact of the matter is, this problem has gone back 50 years, and it's very exciting to have people finally start looking at it as a danger to the community. Everybody that's sitting here. and sad children. I know he has young children. And it just, it's shocking that we would be questioning the result of what stopping this kind of racetrack on Wasatch, and how every family here would be feeling safe, as they back out of their driveway, as they drive down Wasatch, hoping that the next BMW doesn't tailgate them into the stop sign. Thank you.

[01:31:33] Chair Ellen Kamei: person. Yes, please. All right.

[01:31:39] Charles De Vogelaere: Oh, thank you very much. Uh, council members for allowing me to speak today. Uh, my name's Charles the Vogel Air. I have been a member. I've been, um, living on Wasatch Drive since 1986. Of, as you've heard before, Wasatch drivers frequently uses a shortcut. Um, although we've got stop signs at Derek's and Levin, there are no stop signs for entering Wasatch. And the wide curve at the end really encourages drivers to speed through. Over the year, I have seen that there have been at least 4 cars totaled. Destroyed. By dangerous drivers on this very short streak. We were like wondering if there's any other street in Mountain View that's had like 4 cars totaled. On a very, very short street. We worked with Mountain View Police Department, as people have mentioned, and effectively there's been no change. We've worked with past high school administrations. With effectively no change. We've worked with the city, and the city has installed an extra stop sign, and they put in 15 mile per hour warning sites. effectively no change. So what does change every year is what you mentioned, is that we get a new crop of inexperienced teenage drivers going to and from the high school. So why do we close Wasatch Drive? Well, was that drive was never really meant to be as a street. I talked with Katrina, who's one of our original residents there. It was closed off. It was not a through street. Significant, we have significant safety concerns. This is a short local street, and it's seen multiple accidents. With cars being totaled because of dangerous driving. Previous traffic calling measures have not worked. Well, such drive poses an attractive nuisance, like an unfenced swimming pool. People are drawn to the open access and it's unsafe. Ultimately, we're looking at an inevitable strategy unless some action is taken. But let's take a pedestrian cyclist and everyone who calls this neighborhood home, Closing Wasset Drive is the only possible thing to do. Thank you for your considerations.

[01:34:15] Harold Schapelhoman: Well, I guess I'll go. I can't speak of the lecture. Okay. But I'll go here, I gotta speak up.

[01:34:22] Chair Ellen Kamei: Yes, the speaker's right up. Yeah,

[01:34:24] Harold Schapelhoman: Harold Chappelhoman. My wife and I are the owners of 2725 West, that's just the inside corner. Um, I'm not gonna give you the same perspective as everybody else. It was my in-laws that were referred to, uh, that lived there originally. Street was built. The street was supposed to be a ful-de-sac. And they referred to that often, and then they made the street go all the way through. Um, you know, let me give you a different perspective on Livin and Derek's. If I lived on those streets, I could understand the concern those people have for additional traffic. But those streets are meant to have that traffic. The street was never meant to have the traffic that it has. If I lived on both Derrick's or Levin, and I'm in a wheelchair trying to do landscaping or maintenance, low leaves in the street. I wouldn't be out there. Because it's a thoroughfare. Why is it just not a thoroughfare? And I know you talked about speed bumps. I spent 4 years in public safety, so I'm very familiar with what speed bumps are intended to do. I was in the fire department. So, you know, we would eventually get the cutouts, but those are, those don't always work, I think, the way people intend them to. A lot of these traffic devices actually can create a hazard based upon drivers that don't know how to navigate and crash and have other problems associated with that. If I sit out on Wasatch on a weekend and I'm trying to blow leaves or whatever, I feel comfortable going in the street. If I do that on a weekday. I'm taking my life to my hands, especially when you have these kids in school. That's the biggest problem. I grew up in Mountain View, Los Altos in the area, and I can tell you that, you know, when Mountain View closed and all the kids went to AWOL and AWOL was changed the Mountain View, basically doubled, if not tripled, school, there's 3 campuses there. The parking area now lines up directly with a street that goes right into the neighborhoods there. So those kids are going to take the least, the path, the least resistant, which is coming into that area. Ideally, if you took the bridge out over the creek, everybody would be better off, but I'm not here to propose that. The reason for the closure is because it is a short, smaller street. So even if you were to say let's put speed bumps in. I think if you looked against the other streets that maybe where that would be considered, it's really too short for that with a corner and then 2 stop signs on either end. So I would suggest the closure, even as a temporary measure, just because it is a quiet neighborhood street, never intended for this level of traffic, and certainly not to be used as a cutthrough. So thank you. I

[01:37:06] Cynthia Haines: have, um, some props to share. Those are only a couple of examples. For your information. Thank you also for allowing us all to speak. My name is Cynthia Haynes. I've lived on Wasatch for, um, about 40 years. And we My family and I love our neighborhood and our neighbors, but this is a long-standing issue. So much so that my earliest recollection of experience was with my son, now 34 years old. When he was a toddler. And we used to go down the sidewalk with him, I would let him go on his little scooter down to the end and back. And the photographs that you see happened not long after that. Where the car ended up on the sidewalk. And I said, okay, I can't even walk on a sidewalk on my street. Because the student came around the corner too fast and ended up virtually in the neighbor's front yard. That was 33 years ago. And here we are still. Begging for a solution that we can work with. I had personally worked with Mr. Grissom at Mountain View High School. And, um, also Sergeant Yeager was the traffic sergeant at Elton View Police Department. They said, yes, yes, yes, we'll do this. We'll do that. And they have the best of intentions. But things just don't change because as everyone, people have already said, every year we get a new crop of students and every year they come in and they're, you know, they're driving dangerous. We had one car come around the corner and hit the curb so hard in the corner that he broke the axle of the car he was driving. This is not speed bump problems. This is dangerous driving problems. So, and then just to give you, I forwarded the video from my front yard camera not long ago, I was trying to turn left into my driveway. And the car, the student from behind me, came around my left side as I was trying to turn left and nearly T boned me. This is about a dangerous driving on a very short street of only 24 homes. And as, um, Harold said, it was, uh, it was intended to be a dead end, um, straight. I think Katrina said even was when they 1st were there. But we've just reached a point where this is the only solution that's logical and reasonable. And we just really look for your support. Once and for all, please support us in what we have been working so hard for so long to get a solution for.

[01:40:04] Chair Ellen Kamei: I mean, just Paris. Uh,

[01:40:14] Matt Walterskirchen: uh, Matt Walters Girchen, I live at 2728 Wasatch Drive, and I just wanted to emphasize that this is a safety issue. Right now, it's not safe, and we've exhausted all the other options.

[01:40:26] Chair Ellen Kamei: Yeah. Any other speakers in? Nope. Okay. I'm gonna move on to virtual bit. Okay. So we have some virtual hands. Uh, Celia Paymer.

[01:40:41] Silja Paymer: Hi, thank you. I'm Celia Pammer. Um, I'm a resident of um, the varsity park neighborhood. Some of you might know. I actually work at Los Altos High School and I bike to work there. Um, I also I bike every day. And so when we have trainings at the district office, which is next to Mountain View High School, I also bike there. So I have to experience biking in the neighborhood during school start times. Um, and then I often um, jog on sleeper at the, um, at times that are the end of school when I can. Um, and so I fully support the closure. If anything, I'm jealous, we didn't get the same city response to our neighbors' NTSB request. But I hope this is the 1st of many street closures to slow cars and encouraging encourage alternative transportation. Um, My only concern is that currently, uh, Dereks is the official safe route to school. If you look at the map. Um, the descriptions of cars racing are apt and accurate. I've seen the behavior as far away as sleeper as well. Um, so what I ask is that either CTC or the council directs city staff to research a traffic safety plan for the entirety of the Waverly Park neighborhood. All of the North Mountain View students who bike to high school pretty much use the Stevens Creek Trail. Um, and that is going to be, that route is going to be impacted by this closure. Um, I don't mean that to say it shouldn't happen. I mean that we need to take a bigger picture and consider things like a four-way stop sign at Katrina and Levine so that bikes can turn left from Katrina if they're no longer using Derex. Um, so there needs to be a safe route to school still, um, from the Stevens Creek Trail and from, um, Martin, as most of the Questa Park neighborhood goes through there. Um, so I hope this does go through and I hope that this is the start of a bigger plan for traffic safety in that region. Thank you.

[01:42:44] Chair Ellen Kamei: Great, thank you. Bruce England? There we go

[01:42:52] Bruce England: Hi, Bruce England was been stationed drive. Um, yeah, this um, solution sounds like it's more than reasonable for this location. One thing that I did want to bring up, which goes back to my earlier comments during open public comments, is that we're still allowing speeds that are inappropriate around school. So regardless of the traffic management program and the solutions that might go in here. We're just lacking whatever it's going to take to slow people down, lowering our speed limits, increasing enforcement. We've got to get these things done about the city. In terms of solutions through the NTMP program, as I said before, I want more options available for people to consider. And in this case, there are opportunities to put an increased landscaping, which also helps with the city's biodiversity goals and tree canopy goals and so forth. So if you're going to close off the street, there could be a really good opportunity there to put in trees and other landscaping around there and not just make it another place where we've got hardscape, may as well take advantage where, um, opportunity strikes, as in here, but otherwise, um, seems like a very good thing to do. Thank you. Great.

[01:44:09] Chair Ellen Kamei: Thank you, Catherine. Did you get the request, Catherine? Mary? Maybe she lowered her. Hi, uh, Mary. There you go. Hi,

[01:44:38] Mary Dateo: thank you. Um, I, uh, bite this every once in a while, um, on the way down to, like, all of this to high school where I've, I've been working on some, uh, volunteer projects lately, and, um, Um, I think this sounds like a great idea. Um, I'm, uh, great place to pilot this idea because I do think there's some other places around the city where this type of treatment would be great. Um, I agree with, um, what Celia was saying, because I'm, as I'm looking at this map and you see if kids are coming from the bike path all the way down. Franklin, which turns into Katrina, there, um, if there's a way for them to make a safe left turn onto 11, then, you know, they might start taking Wasatch and totally just avoid that intersection with all the cars at it at 11 and and Derek. So, I, um, I think that, uh, 4 way stop, and it would also help accomplish what staff was talking about, which is slowing the traffic a little bit on 11. Um, especially I want to make sure that the, at Wasatch and Derek's, um, or yeah, that the, the, uh, bike access, um, be well designed, both exiting Wasatch, and also going from Derek's on to Wasatch, if people are making a left turn. Um, so that we can really encourage the um, cyclists to, uh, be able to safely use that intersection. Of course, pedestrians, although it looks like there are some, uh, Lots of sidewalks there. So, um, I think that hopefully the pedestrians are going to be well taken care of already. And finally, um, I'd like to echo what, um, Bruce said in that, um, if and when this becomes a permanent treatment, that, uh, possibly a, uh, a tree or something could be added as, as part of the, um, the space, um, part of the, uh, closure there at Wasuch and Derex, if we can add some, some green there. Thank you. Great.

[01:46:42] Chair Ellen Kamei: Thank you. All right, that concludes our public comment. I don't see any more misery, and I don't see any more audience members wishing to speak. So I'll bring the item back to the committee. Um, for comments and actions. So this would, uh, need emotion. Should we like to go in that direction? So I just wanted to clarify that and what any they'd ever like to begin. Okay,

[01:47:09] Member Alison Hicks: so I'm basically supportive of the staff recommendation and the closure. I've lived in other places that have, um, if not the exact same problems, similar problems, and with closures, and overall throughout the name. It does affect surrounding streets, but those, then it's, uh, an impetus for, um, I think a sum of, uh, our, I would have said, wider traffic safety plan and wider, um, bigger, um, traffic calming in other areas as well, which, it sounds like there needs to be, but this sounds like a good 1st step. I don't know why if it was originally planned as a cul-de-sac, why it can't eventually, I mean, the pilot I'm supportive of. But Wyatt eventually can't become a cul-de-sac again. again, I'm not sure why it, if it was originally designed that way, why it needs to have emergency access from those, both ends, but maybe someone else knows. The pilot can I still support them going forward and those other things can be explored in the future. I do agree that bike access, um, you know, how bikes go through during the closure is something that I'm interested in. And it ought to say my children are no longer high school students there, but they used to be and they biked to school. And they also, I think it's not just neighbors. It's also the well, as you said, the kids biking and walking. And it seems like hopefully we can work with the, and they did not take the trail. They went through the neighborhoods. Um, and hopefully we can, um, work, uh, work with the school. I, I, honestly, in this little off, off agenda comment. I don't know why there's so many people even driving there at this point. There's more students. And I would like to see a larger percentage of them biking because we live pretty far. My family was pretty far away from outfield high school. My kids made a fine on bikes, and I think more people. But anyway, for now, I support the closure. I support this staff. Recommendation. Thank you. Yeah,

[01:49:18] Member Lisa Matichak: so, hey, if you could, um, I think you mentioned it during presentation, there would be bike access, but could you describe what that would look like? Or do we know yet?

[01:49:27] Senior Traffic Engineer Galang: Those will be, uh, finalize her into design, but we envision it as, as we've shown you, uh, earlier as a concept, you see rubber curbs and delineators, but we have some space between those, and those can be openings for bike access, and also for beetle access for fire and forcology. Okay. Um.

[01:49:49] Member Lisa Matichak: So, um, I appreciate y'all coming out tonight and sharing your thoughts with us. Um, it was incredibly helpful, right? Um, I didn't know the history. That was, I was going to ask that, so I appreciate the history, um, and the reasons why this is occurring. And that very interesting. Um, you know, I came into this thinking, wow, uh, closing street is a pretty, um, uh, major step. Um, but, um, having heard more about it. Um, I understand it. Um, and I'm supportive of it. I do appreciate the comment about we should make sure that we're catching the school season, um, when we're analyzing the impact of this. Um, so we're not catching the summer. And because that would be important to see it in, like, for a long period of time when it's most active. Um, And, you know, I think we do need to keep our eye on the surrounding area to see what else needs to be done, um, or the potential impact of this, um, and address any issues. Frankly, I feel like I've kind of gotten to the point where it's so uncomfortable to drive because so many people are bad drivers. that I, it's, it's really bad. And, you know, you, a light or stop sign, you think, I hope the person about me is gonna stop. Um, because I'm not sure they're going to, um, people speeding. Um, people just ignoring. The

[01:51:32] Member Alison Hicks: rules of the road just will not blows me away. Yeah,

[01:51:35] Member Lisa Matichak: I thought that, that, you know, in the ancient times when I learned how to drive. Yeah, that was not how, you know, you were taught to drive. I don't know what has happened. Um, so I can appreciate the concern. So I am supportive of doing this. Great. Thank you. Okay. Um, so,

[01:51:57] Chair Ellen Kamei: I have a couple different comments. Um, The 1st is just thank you to the residents for coming and letting us, uh, you know, your feedback. I feel that this is an unfortunate situation on many different levels. I think that, It would be helpful to have communication with the high school and try, you know, they're not here tonight. We didn't get any feedback from them. It sounds like the community has been working with them for decades on this, and yet the issue persists. And so to me, that's the most unfortunate part is that this is not as, I think, residents repeated over and over. Not a new issue. It's an ongoing and persistent one that I think has resulted in the recommendation we're seeing tonight, which is that there's been so much in action, that this is, that we are looking at closing a street for the 1st time in, you know, for the 1st time. So, I would say, I really want to make sure that we have some sort, I don't know what the communication is with the city on this particular area because it's obviously not just, uh, while such, it's Levine, it's Derek, it's sleeper. I mean, I guess for the residents, like, I grew up on Brian Avenue, so I know all about the high school traffic. I did not go up to that high school, but I know traffic. So I think that, for the issues that persist, we need to, um, be have a partner in addressing this issue when we know who those drivers are. Um, so that's that's my 1st. And I think that couples into, You know, I'll be supporting the recommendation as well. I really worry about the communication because as we're implementing this treatment, if students are unaware, how many students might be able to get around that corner to the street being closed and not knowing it's close, right? So I feel like we really are gonna need to do a lot of education, a lot of partnership. I see our staff member who works on safe routes to school here, working with them on the safe routes to school as well as making sure that their drivers know that they cannot go my, my fear hearing all this too. is they'll go around, it'll be closed. There'll be an accident. Something's gonna happen. And, um, I, before this comes to, to council, in December, having some sort of communication plan with the school district, I think is going to be really important on both of the items, on both the closure, as well as the safe routes to school, because, um, we all know no one's going to pay attention during the holidays and then coming back to school, which makes me happy that it'll at least be February, because hopefully we'll be able to capture people's attention a little bit. I suggest the evaluation period be February to at least November or December because there will be 3 or 5 school is not in session. And there'll be new, new drivers, and I think another, uh, opportunity in August where you're going to need to reeducate the, you know, drivers or reeducate people that this is in fact closed. So there's going to be those 2 periods, right? February, and then into August. Um, So that's, that's, uh, the 1st, I think, the, the other is, um, how, we might think about the NTFG toolbox and maybe moving to tier recommendations. I think this issue that the community is bringing forward is when we're gonna feel a lot more. And how are we going to make sure that it doesn't get to a point where residents are here? What can we do to be proactive so it never gets this bad? So I think that those are, maybe as we're looking at the active transportation plan will be able to look at those problematic areas, but it's, you know, I think we even be speaking about that. Um, I have a comment on that, but go for all the comments first. I just, because I, while we're only talking about one street tonight, I see this as a, like, kind of prevalent pervasive issue a lot across the whole city, kind of, anywhere you go these days. So I just want to make sure that residents don't have to be to this point. that we can do something prior to that and I kind of look to staff on what that might be, some best practices. I know that there's like regulations coming from the state, new laws, new other things. So I really look to all of you as the professionals. I think, um, We have some public comment on maybe even some more options in the NTMP. Are there better, newer solutions that work, the traffic, comics, circles, the other things, you know, um, I'd be interested in in that. Um, So I think those are, oh, and then the last comment is, Well, I'll also be recommending the trial. I think that how do we address the issue that may spill out onto the other streets, and how, what is the outreach or the ways that we might be able to address, uh, resident concerns who may be on the other arteries? Um, And was mentioned if speed humps aren't working because people are racing over them. How do we address that issue? Of this V house now, people. Try to... Aim of 5 of them. Um, Again, look to stop. I think that's a, that'd be an ongoing shoot. Those are, those are my comments. Great. You had something else. Yeah, triggered you of comments treat of one another.

[01:58:05] Member Alison Hicks: So I basically agree with what other council members have said, and they just add on that, I, in looking it up with other options, I don't see them. Uh, I agree that it's important because once you, in the cities I've lived in, once you start closing one street, the streets around do start re-examining the way they're operating as well. And that's been in the city I lived in, that was a good thing. Um, you know, general slower, kind of addressing the things that the vice mayor brought up, you know, kind of addressing better behavior in general. Um, I don't think that traffic calming measures are necessarily hierarchical or steps. I like the fact that the community talked about what their needs were in not necessarily a stepwise way, but what was appropriate for their particular place. And I do think, I just want to emphasize what you said. that chair, that it intersects with the act of transportation plan, and maybe some of the other things, the greening things we're doing, that it might not be a hierarchy of tools, but it might be some different tools. Yeah. that wait, wait, there's post-COVID, there's a lot of more slow and shared streets, and maybe that's something that people would want to look into, just other kinds of traffic coming. But anyway, for this, I support the staff recommendation, the street closure and the revised timeline that you mentioned.. Yes, I read it. So

[01:59:35] Member Lisa Matichak: I'll move that we review and recommend the city council approve the closure of Law Such Drive at Derek's Drive, with a 10 months, uh, evaluation period, period, starting from the date of installation. That we work with the school district on communication to students about the closure of the street, as well as take a look at our safe routes to school, um, to see what, if any changes, would be made to that. And then we also monitor the impact on other streets, um, and address those. If may be. Don't think so. I

6.1 Castro Street and Rengstorff Grade Separation Projects

[02:00:13] Chair Ellen Kamei: mean, I think I all like, I just want to pause. I think I'm only thinking about tiered or something because... If, If we're looking at the NTMP in other places, people may want to close their, everyone may want close their street. So I just want to make sure that we're doing other things. I think this is a unique case where they're surrounded by speed bumps. They've tried other things. It's a 40 plus year issue. But I just want to make sure that we're doing everything else that we can in other areas before we have to go to this place, but I think it's the severity of the situation over decades has like brought us to this point. So that's where my comments are coming from. So I think staff understands and hopefully, I'll be able to take that into account. future conversation. Yeah. Great. Okay, I 2nd that. Okay, we have emotion in a second, so all those in favor. That is unanimous. Great. Thank you. Thank you to staff. Thank you to the community. Thanks. We will move on to item six, which is... Thank you. Each project update. I am 6.1. is the Castro Street and Rank Store. Great separation projects. The presentation will be provided by Robert Gonzalez, our city and city. Principal, civil engineer. Almost

[02:01:37] Principal Civil Engineer Gonzales: got a promotion there. Sorry,

[02:01:43] Senior Traffic Engineer Galang: I don't...

[02:01:46] Acting Public Works Director Arango: I think... You can get... I prepare my... I'm sorry. This is just updates. Yeah.

[02:02:01] Member Lisa Matichak: Yes, she got... Yeah, and she can probably...

[02:02:13] Member Alison Hicks: I do. I'm just telling them, you're going to watch them on TV. Oh, yeah, yeah. I watched it from the show office.

[02:02:20] Chair Ellen Kamei: Sounds good.

[02:02:25] Acting Public Works Director Arango: Yes. I will not be providing the specific updates to the products. I wanted just to give an overview of it. We've been writing the council of... Council Transportation Committee, with regular project updates, really focused on the rate separation projects because they're so significant. Um, and so we are with that theme every time we come back to CTC. There's an effort to provide just a status update. The intent is to be verbal updates, with just high-level slides, um, to, um, meeting members. recognizing that we continue to have a lot of popular projects and highly visible projects. We thought it'd be appropriate to start introducing other updates, which you're going to be seeing tonight. So tonight, Robert will start with the, um, the presentation for the 2 great separation projects. And then we'll be moving over to the active transportation plan and the transportation demand management ordinance, which, um, transportation manager, uh, VLO will be providing. So, this is a new theme. building off an existing theme. So we're going to continue this process going forward. With these main projects being consistent, and then we can evaluate if there's other projects that we want to bring, provided updates, but we're really seeing until we get through these projects process. We're going to do high-level touch points with updates to just bring in there. Sounds

[02:03:56] Member Lisa Matichak: good. Thank you. Okay. Maybe not a technical issue. A

[02:04:01] Principal Civil Engineer Gonzales: little bit. Maybe we might need another minute or so. Um, I can check it.

[02:04:07] Acting Public Works Director Arango: Oh, you want sometimes? Yeah. Sometimes. Sometimes it's a harder.

[02:04:13] Member Lisa Matichak: Wow, that would be cool. Oh Oh, yeah. Yes. Okay, right now. No.? I can try. I didn't

[02:04:27] Principal Civil Engineer Gonzales: know. If you don't mind screen sharing, 'cause I don't know if I had it directly. disconnected

[02:04:32] Acting Public Works Director Arango: and reconnected. Robert, yeah. Yes. Yeah, I try to... Oh, that looks like it might work. And now try shooting. Oh, right on the speed behind you, Laura? Oh, man, away. It

[02:04:51] Member Lisa Matichak: disappeared? I love. Unlike you? Yeah, so, yeah, it's

[02:04:56] Transportation Manager Lo: very fratshaw. Finicky. Yes,

[02:04:59] Member Lisa Matichak: on, on, we have to do this. Oh, thank you. Let's see, okay. Okay. Yes, your connection. Oh, there it is. Don't touch anything. Okay. Yeah,

[02:05:18] Acting Public Works Director Arango: very good.

[02:05:20] Principal Civil Engineer Gonzales: Well done. Shall I start? Okay. All right. Good evening, committee members and chair. My name is Robert Gonzalez, principal of civil engineer, and I'm here to provide an update on the city's 2 great separation projects, Castro Street, on the Doorf Avenue. As a as a refresher. Staff presented information on the tube. Great separation projects, including status, benefits and costs to city council in January 2024. Due to the limited funding sources and a very significant funding shortfall for the Castro Street project, staff recommended the city council to prioritize the ringstroke, ringstroke Avenue great separation project. Council supported this recommendation, given the following. There is an interim solution for the Castro Street location. Ring store is more challenging for pedestrians and bicyclists compared to Castro. Prioritizing reg store means that the city would focus its funding resources, including the city's share of measure B funding, towards uh, towards spring store, great separation, which would reduce the funding shortfall. As the ringstore project has a need for clearance, There are federal grant opportunities the city can pursue for Ringsdorf, and the project would be more would be more competitive with a reduced project shortfall. So what does this prioritization mean for the 2 projects? For ring store, if it means completing final design and right away acquisition, considering value engineering options to further reduce the funding shortfall, and constructing the grid separation. And for Castro, For Castro, it means completing, it means staff would explore, complete in the design, for the full undercrossing and obtaining NEPA clearance to be eligible for federal funding. Constructing the city utilities relocation project to prepare the city utilities for the future undercrossing, implementing interim improvements, which I'll share in the next slide, and constructing the undercrossings when funding is available. For the Castro interim improvements with an unknown timeline for construction, for the Castro undercrossing, city council supported the proceeding with interim improvements to the Castro Street Moffatt and Central Expressway intersection. The improvements will permanently close the rail crossing to vehicles while retaining the existing at grade rail crossing for bikes and pens. It will convert Evelyn Avenue at Castro for westbound traffic only. Uh, with bike accommodations. The improvements would reduce vehicle conflicts for bikes and pedestrians and allow elimination of the railroad signal, preemption for Central Expressway, reducing bike and pet wait times to cross the expressway. Um, and then onto the new updates, uh, and next steps. Since the last update, uh, to the CTC in September 2024, staff continues to negotiate a design contract with a consultant and Caltrain for the Castro interim improvements. Staff will return to city council in early 2025 with updates on the great separation projects. And then onto the rank store for updates, the great separation updates, since September 2024. The city has received updated project costs based on 35% design, which I will share on the next slide. And staff anticipates announcements of results from the FRA Chrissy Grant project before the end of the year and the FRA RCE Grant program early, early next year, and staff will provide project updates to the city council in early 2025. Um, as I mentioned, the, the, the city has received updated project costs based on a 35% design from the construction manager slash general contractor, and also from a 3rd party estimator. As a refresher for the project, uh, when the project was presented to city council in January, The project was uh, estimated at 325000000 with a, with a $31 million shortfall. At the time, we thought we could close the gap with the value engineering and pursuing grant. Grant opportunities. Since receiving the cost estimates, the project team, sorry. The last numbers we have for the CMGC and the 3rd party estimators were shown, is now it's in the range of $394 million, $420 million with an approximate shortfall of 100 to 126 months. Since receiving these updates, cut, uh, updated costs, the project team has been tasked with value engineering, and evaluating cost reduction options to bring the project costs down, and we will sharing updates with the CTC and city council early next year. Thank you. Thank you.

[02:10:58] Member Lisa Matichak: Any questions from? Okay,

[02:11:01] Member Alison Hicks: one question. So what are the principal things that are going up in cost, or is it just everything? I mean, are there name things that they've got? Well,

[02:11:10] Principal Civil Engineer Gonzales: one of the big cost drivers of schedule? The, the, the, the, the longer you, it takes for you to construct a project of this caliber. One costs to go over time, but also just the production rate is extended. So, um, It's a complicated project because it just, it's immediately adjacent to the expressway. So since we're low in the expressway intersection, all of that traffic, we're working very closely with the counter and county and they're working. They're being very flexible with us, but the reality is this is a big thrift, but thoroughfare has a lot of volume. So we want to try as best we can to keep, um, traffic flowing in that, in that area. Weekend closures are an option, but week, day closures are really not an option. So we need to keep that moving. So yeah, there's a lot of stages that have to go through for that part of the closure. Um, so that extends the, the, the life of the, of the, the project. So shortening that schedule will help drive costs down.

[02:12:09] Member Alison Hicks: So that's how you're thinking of value engineering. But what I want, that was always the case, you know, in January of 24 on October of 24 and January of 25. We were always going to close it for half to close that traffic flow. What's the thing that's changed? Is it just general inflation or are there one, two, 3 line items that are especially, if I may? Import.

[02:12:31] Acting Public Works Director Arango: So, this is new information. So we recently got this. Um, and we have the detailed cost estimates from um, Caltrain and the 2 estimators. We're going through them now. We really haven't had the opportunity to really identify what changed, what really moved the needle as to why these costs are so high. Robert had mentioned duration, and that's one of the things, but again, we haven't gone through the detailed review to compare what did they presume before in the preliminary design and what has changed since, but I expect it's just labor costs that we're seeing that have grown. But until we go through that, which will provide an update once we have more information, we'll let you know exactly what we're seeing. Okay. I'll

[02:13:17] Principal Civil Engineer Gonzales: have one more thing. 35% estimates that we shared with you in January 24 were developed by AECom, our consulting design engineer. And the ones that we received just, um, a couple months ago are from the con general contractor and a 3rd party estimator. So what we're getting is different processes of building a project cost. Uh, bringing the contractor on early, we, we, we talked about this benefit, uh, when we recommended the CMGC process a couple, about a year and a half ago. Um, one of the benefits is to get these more realistic cost estimates earlier in process. So that's what we're getting. getting the bad news earlier. Okay,

[02:13:58] Member Alison Hicks: that's more information and you give us even more on the page. And

[02:14:01] Acting Public Works Director Arango: just to clarify, Robert mentioned that we got these numbers a couple months ago. We got these numbers a couple weeks ago. So it's very fresh and very. So, um, again, we'll be going through it, and um, we are motivated to identify what the drivers are, and then we'll go back. Thank you. Thank you. So, um, How

[02:14:24] Member Lisa Matichak: many times or what does the process look like going forward? Are they getting stingy to re-estimate things? Or is this it? No,

[02:14:34] Principal Civil Engineer Gonzales: this isn't it. We're in the process of really looking at those cost drivers and how we can, how we can really think about how to proceed. We brought in the county at the same time to have those conversations about different types of staging. weekend closures, extended closures, um, uh, So production rates. So

[02:14:52] Member Lisa Matichak: we get that we're trying to reduce the cost, but can they, like, say, oh, if we're going to estimate this whole thing again. And now the gap is $290.

[02:15:03] Acting Public Works Director Arango: So as part of the effort of bringing on a contractor early, is we're getting this contractor, um, actual numbers that they have identified that they can deliver the project once based on a, um, design package. So right now we're at 35 options design. This is their aspect based on what they're saying. The benefit of bringing a lot of contractor early is that we can start working with them early on, rather than do going through a traditional design, and then fit it, and then realize that the numbers are the actual construction costs are higher. So what they, what we do is that every, um, design stage, a deliverable design stage, um, we turn these 65% design, 95% design, um, which is typical for a project. We will get a new cons estimate that will be nonstage. The intent is, um, there's less surprises later. But as we work with the contractor, which is the benefit of this, is that we can now work with the contractor, identify what the cost drivers are, and then adjust the design according. And so when the new package comes in for the next phase, we'll have a better intent on driving down the costs. And then they re-reel, they'll do a re-estimate of what they're seeing as for the design package. Because the design packages are evolving. Um, we give them certain amount of information. We don't do a full blown design, um, initially. We do sort of as much information as we can early on, and then we kind of build up on it and further develop it through the stages. But this really allows us to shape it as we go through the process. So

[02:16:44] Member Lisa Matichak: we might be looking at, um, central design changes at every step a long way to reduce cost, not just right now. So, okay. Okay. Um, are there any comments? We don't have any public haired persons. Anybody on the line basing your hand? No, okay. Great, thank you. Yes, thank you. Thanks for the update, but oh, man. We

[02:17:13] Chair Ellen Kamei: wish we had better news. Yeah. Yes. Hey,

6.2 Active Transportation Plan and Transportation Demand Management Ordinance

[02:17:18] Member Lisa Matichak: so, and if that's it for this one, then we can move on to the next one, then active transportation plan, transportation to man management. Thank you. That one. All state. Okay. So

[02:17:37] Transportation Manager Lo: this is just a quick update on essentially on schedule for for the 2 uh projects, the 2 planning projects. So if you can move to the slide. Active transportation plan. So as you, uh, might remember, um, the active transportation plan came to council in May and there was a referral to the CTC. So we came to the CTC at the beginning of um September after, Thinking through process and recalibrating with a consultant. And um, and then just went on the 22nd of, um, evocation to counsel with the new process. So now we are embarking on the new process. What we're currently working on is the holistic network development. Um, we have some uh, new data collection for that, and we're also in parallel to the network analysis. We're doing helps and policy development. So that's kind of running on a parallel track. That will be, take us through to the end of Q4 of this year, and then in the new year, there'll be a lot of community engagement. Um, and who'll go to B-Pack. We expect to go to beatpack in February of next year and then CTC in March of next year and we have the, you know, more policy development going on at the same time. as that as well, while we take the holistic network and criteria to the committees. Um, and then in Q2 of 2025. We will get into the identifying and scoring of the projects. Um, and, and then prioritizing them in Q3 of 2025. At that stage, we expect to go to, to another round of community engagement, and this round will be by neighborhood. Um, There's another, little effort that we've been working on kind of on the side to do with Evelyn Pikeway, and um, we have some technical assistance funding that we got through MTC. We didn't even have to execute the contract. They just send us the consultants and we've been working with them on Evelyn Bikeway. And so we will insert that work into the ATP as well. So one of the neighborhoods where we do this outreach will be that neighborhood as well. So there will be a little bit more specific focus there, tips of the postcard distribution. Um, Because you will be doing 2 things at once. And then we'll be going back through the committees again and we expect to wrap up the whole project in early 2026. Um, and then for the other one, the TDM ordinance, we've been working a lot on the framework. Actually, the framework has taken quite a lot longer than expected. There's a lot of little pieces, and a lot of discussion, and then going back and kind of researching, um, you know, each element, metrics, thresholds, uh, criteria, uh, you know, kind of the foundation for each of the pieces in the in the framework. Um, And we will bring this to the community in the 1st quarter of 2025, some community engagement. It's going through both the beat pack as well as EPC because it will be like a city code change ultimately. And then I'll come to CTC and Council in Q one of 2025 and then we'll turn that framework into actual ordinance language and bring the draft ordinance language through in Q2 and Q3 through EPC and have the expect to have the final ordinance completed in at the end of by the end of 2025. Thank you. Um, Alison,

[02:21:22] Member Lisa Matichak: do you have any questions or comments and?

[02:21:26] Member Alison Hicks: Is the, as far as the Evelyn Bikeway goes, are you coordinating with Sunnyvale? Because I know they have plans for a bipray along Evelyn that is? Yes, that's actually a key. box, tree lawn. Yeah, it would be nice to be able to bike between the 2 downtowns. Yes. Uh,

[02:21:46] Transportation Manager Lo: so that was always the plan and and we've been, we've been talking to them about what they're planning there. Uh, it's not just the biking. It's also the walking. So my understanding now is that Sunnyvale is considering a class one, which would allow walking as well as biking, and we want to match whatever they're doing on that site.

[02:22:05] Member Alison Hicks: Yeah, I know it's something that the mayor in Sunnyvale has been talking about. It's one of his, the, he says it's one of the, right, for mayor, and then he wants to connect the tough cities. So I would love to hear about that. Yeah,

[02:22:23] Member Lisa Matichak: so I was wondering how that one got prioritized. I don't know, right in there, it's been talking about that, but to me, to me, to talk about it so much is because people who live in Sunnyvale and other voses around there, want to bike them out, to catch the, um, bullet training to San Francisco. So, It's not really connecting to downtown Stood, you know. Well,

[02:22:49] Member Alison Hicks: I have to say, my kids, there are 2 other cities, they don't go to San Francisco, you think, I thought, I'd have kids here. They could take the train to San Francisco. No, they go to Sunnyvale and Redwood City, and a lot of young people do. There's a lot going on and I think people from Sunnyvale come here. But I think when you want to experience when you're, you know, like all of us when you're 20, and you want to experience another downtown, that's one of the, that, there's some hot downtowns, and people like to go just one, you know, walk or bike or take a train, just one city over. But where the lot is down. And I think it's more than it's more than connected. There's the 2nd hottest. So we like to go back and forth. Sorry,

[02:23:31] Transportation Manager Lo: interrupting. It's more than connecting the 2 downtowns. It's also, we've we're building new affordable housing along the way as well. And so it's a key connection for that as well.

[02:23:41] Member Alison Hicks: Yeah, and I have to say, I have friends who live in some of those, and my family won't walk with me along Evelyn, because they say it's brutal, walking along Evelyn, and so I would like, I would really like that to improve because they, we are doing deaths housing and more and more people living there, and I don't think it's just my family. I think the people living there don't, are driving downtown.

[02:24:06] Member Lisa Matichak: Yeah, so I'm glad that it includes walking and not just hiking. I think that's a major approach. Yes. So thanks. Back to you.

[02:24:17] Chair Ellen Kamei: Any other comments or we with comments or questions? We would do both. Oh. Yeah, that was. No,

[02:24:25] Member Lisa Matichak: I, I, I, I, I, I, Okay,

7.1 Staff Comments

[02:24:33] Chair Ellen Kamei: and I don't see, yeah, I don't see any hands raised for public comment. So, um, I just want to thank staff for both of these updates. They're of piatrists to counsel. So it's really great to as updates. All right. So then I think, uh, we're a closer item, seeing that there's no public comment and no further questions. Thank you. Thank you. Thank you. Thank you. Stand up, so letic. Yes. I'll move on to item 7, which is committee staff, announcements, updates, requests. committee reports. We'll start with item 7.one, which are staff comments. At Orango acting comic works director will provide some staff comments. Thank

[02:25:18] Acting Public Works Director Arango: you, cheer. Um, so to end on a positive note, I wanted to provide some just general staff comments, um, we've been very busy, um, on, uh, working on our active transportation digits. So, um, and in general, um, we we put out regularly the, um, projects off reconstruction. We try to provide council with nothing on that. We're going to come out with a council connection, but I wanted you to know about it. We recently did 2 big projects. The annual sidewalk repair project. That was recently bid, and the good news is that came slightly, your engineers festive. So we're very happy to hear that when we're proceeding moving that forward. And then, um, the very much anticipated grant sleeper intersection project. I went out to bid, and that was one I was really fingers crossed. That came slightly over engineers estimate, but within the project budget. So we are moving that one forward as well. Yeah, we're excited to do this. The grand sleep intersection project also includes 2 other intersections. Um, It's Sleeper Franklin, um, which is right at the, um, end of Sleeper. And then on the other side is Jale Heatherstone. We're providing intersection of permits for those. So this 1st phase is those 3 intersections. And then we actually have 6 other intersections we're going to be improving with this 2nd phase of this project. Um, and that's gonna, that's in process as well. We're working through the design. We didn't want to slow down the grant sleeper intersection because we got ambitious about all the other success we were looking to improve based on community feedback. So we're moving that forward as well.

[02:26:57] Unknown Speaker: So when might that? Oh, I'm sorry. When might that one, um? Uh,

[02:27:04] Acting Public Works Director Arango: be done. So, um, grand sleeper intersection. That, um, we just opened bids, I want to say last week. Um, so it'll probably, um, working, I kind of, mentally working my way through the process um on the different milestones. Um, that does require, um, the order of the larger materials, such as the steel poles for that. And there's usually a longer lead time. finding that the lead time has been cut down a little bit from what we've been seeing sort of a 9 month to a year process that we're seeing closer to what we had seen before the COVID, which is about six, 7 months. So we're hopeful that, um, Next summer, you'll, it'll, we'll see some significant changes with the construction. And by fall, hopefully that's all done. Great, great. Any other updates? Yes, I have one more update. As we've all, this is the 2nd and last update, we, um, the news release on the new public works director came out. Jennifer Ink, so we're very excited for her to join our team and lead the public works department. She starts November 18th. as you might remember, from the news release. We are very much looking forward to having this. And then we have a long list of things that we want to get up to speed on. And one of them is the CTC. So next time CTC meets. It'll be Jennifer, they'll be sitting here, kind of leading the effort, and I'm joining you. So, um, Just wanted to give that update and then just in a few short weeks. Hopefully, um, you'll be able to meet her, there'll be a, um, citywide works director, um, celebration, um, that will, the notice will go out to very soon. Um, and so hopefully you can make that.

[02:28:52] Chair Ellen Kamei: Thank you.

[02:28:53] Acting Public Works Director Arango: That's all for my updates. Okay.

8. ADJOURNMENT

[02:28:55] Chair Ellen Kamei: Any questions on the updates? All right. Um, then we'll move on to item 7.2, which are committee comments, do any committee members have comments or reports to share with the committee? All right. Would any member of the public joining us virtually, there's no in person, no one in person, to provide comment on this item? If so, please click the raise hand button and zoom. Okay. I'm not seeing any hands in Zoom. So we'll close public comment on this item, so we'll move on to item 8, which is our adjournment. Thank you so much for joining us. Our next council transportation committee meeting will be on February 4th, 2025. The meeting is adjourned at 9:01 PM. Thank you. Thank you.