Good evening and welcome to the Thursday Mayor March 12th, 2026 meeting of the Active Transportation Commission.

This meeting is now called to order.

Will the clerk please call the roll to establish a quorum?

Thank you, Chair.

Members, please unmute your microphones.

Member Hodell is absent.

Member Harris?

Here.

Member Gibson.

Here.

Member Wadwani.

Here.

Member Ratio Patel.

Here.

Member Gonzalez.

Member Haupt.

Here.

Member Tao.

Here.

Member Rubenstein?

Here.

Member Moore.

Present.

Member Amin.

His absence.

Member Banks.

Here.

And Chair Gonzalez.

Here.

Thank you.

We have quorum.

Thank you.

I'd like to remind members of the public and chambers if you would like to speak on an agenda item, please turn in a speaker slip before this item begins.

After an item is called, we will no longer accept any speaker slips.

And you have two minutes to speak once you're called on.

We'll now proceed with today's agenda.

And I'm gonna ask uh please stand and uh Vice Chair Gibson will read today's acknowledgement of indigenous people.

Please rise for the opening acknowledgments in honor of Sacramento's indigenous peoples and tribal lands to the original people of this land, the Nissanan people, the Southern Maidu, Valley and Plains, Miwok, Patwin, Wintu, Peoples, the people of the Wilton Rancheria, Sacramento's only fellow federally recognized tribe.

May we acknowledge and honor the native people who came before us and still walk beside us today on these ancestral lands by choosing to gather together today in an active practice of acknowledgement and appreciation for Sacramento's indigenous peoples' history, contribution and lives.

Thank you.

Thank you, Vice Chair.

Please remain standing for the Pledge of Allegiance.

Okay.

Our first business today is the Commission staff report.

Staff, please proceed.

Thank you, Chair.

Um for our staff report out today.

Um I want to start out with um my uh uh a staff introduction.

I'm very excited to introduce uh Virginia Morgan who joined uh the transmission planning staff uh last week and uh she is this is the I think third meeting in a row.

I've been able to introduce new staff.

Unfortunately, that ends this this meeting, but we're very happy to have her and we are fully staffed up.

Um I also do want to announce uh the Mary's vo uh Marysville Boulevard Quick Build Construction Project uh that we've seen here uh that starts construction on Monday.

So excited for that to move forward.

Um also want to report out that the Active Transportation Commission annual report was heard in front of the budget and audit committee uh on Tuesday this week and was then forwarded to council.

So that'll be coming to council at a uh a future time, and I'll let you know when that is.

I've got great comments.

I'd like to thank uh outgoing chair Hodell for uh doing that presentation uh in a very rushed way because we were very much behind on that meeting.

Uh but we got some great comments and uh we're looking forward to advancing that to the city council.

Uh did also want to announce that the both the Howe Avenue and Norwood um avenue uh plans uh were both adopted by city council, uh I believe February 24th.

Um then my last update, I wanted to address the the log item update uh that we talked about at the last meeting.

Um between the last meeting and when staff reports were due for this meeting.

I had approximately two and a half working days.

So I was not able to get the the that together as I wanted to.

So my approach is I would like to bring that as an item to back to the commission uh to discuss in in April.

So with that, I hand it back to the chair.

Thank you very much.

All right.

Next up tonight is the approval of the consent calendar.

Clerk, are there any members of the public who wish to speak on the consent calendar?

Thank you, Chair.

I have no speaker slips for the consent calendar.

Thank you very much.

Are there any commissioners who wish to speak on this item?

Not seeing any.

Is there a motion and a second?

I second.

All right.

Motion by Commissioner Hop.

And uh second by Commissioner Harris.

Uh all in favor, please say aye.

Aye.

Any opposed, any abstained?

Motion passes.

Now we're moving things up on the agenda tonight.

We're gonna instead of doing item three first.

We're actually going to move to uh excuse me.

Item six, which is the T Street Bikeway Gap Closure Project.

Is there a staff presentation?

Come on up.

Hello, good evening.

Can y'all hear me?

There we go.

Okay.

Um my name is Kelly Lacey.

I'm an assistant and uh civil engineer with the city of Sacramento.

Here to present to you this evening on the T Street Bikeway Gap Closure Project.

Is my handy dandy remote?

There we go.

Okay.

Thank you.

If I'm talking too fast, please just raise a hand.

I have a tendency.

Okay, so where is this project located?

This project is just north of SAC High Charter High SAC Charter High School.

The limits are 34th Street from Truckee Way to T and T Street from 34th to Stockton Boulevard.

So some background on this project.

The city's active transportation plan, streets for people, use public input to identify safety priorities for bikes and peds, identifying the need for continuous bike lanes on 34th and T, a PET crossing at 35th, and signal improvements at the intersection of T Street and Stockton Boulevard.

Similarly, the Stockton Boulevard Corridor Plan, which I'm sure we're no stranger to here, identifies safety improvements for bikes and peds, but for the benefit of the existing community and businesses along Stockton Boulevard.

The intersection of T and Stockton was further recognized as an area of interest.

So some challenges of the intersection of T and Stockton include a skewed intersection with an extra signal phase for northbound cars exiting Gerber Avenue and poor site visibility of cross-traffic pedestrians and bicyclists.

At this intersection, proposed improvements from the Stockton Boulevard Corridor Plan where to ban left turns from T Street on a Stockton, encouraging eastbound drivers to use 39th Street and westbound drivers to use 35th Street.

It also proposed to remove the signal phase at Gerber Ave, allowing right turns only from T on a Gerber, and add a bike lane on the southbound Stockton approach to T Street.

So why the T Street Gap Closure Project?

Well, T Street has a gap in bike facilities.

It's a key link between Central Sacramento neighborhoods, medical services, and employment centers.

It's got a lot of ped bike and vehicular traffic with a large rate of people commuting by foot or bike.

Because of this and the complex nature of the Stockton, T Street, and Gerber intersection, T Street is a priority for safety improvements.

Excuse me.

To reduce conflict points, improve traffic flow, and provide safety of bikes and peds.

The scope of this project includes the aforementioned write in, right out only at Gerber Ave with the elimination of the signal phase.

The removal of the existing keep clear area north of Gerber and moving that stop bar on T Street eastward toward the Stockton intersection.

Okay.

So some existing conditions.

Cars have a long queue waiting for their turn at the Stockton and T Street intersection.

I imagine that's makes them a little impatient.

T Street has non-continuous narrow bike lanes next to multiple vehicular lanes.

East of 35th, T Street narrows to one lane in both directions.

And at that intersection of 35th and T, a few of those corners need compliant curb ramps.

So some proposed improvements of this project are class two bike lanes with green conflict markings, compliant ramps at 35th Street with the median island, a rectangular rapid flashing beacon, and a high visibility crosswalk.

I know this exhibit at this time says that that T Street under Highway 50, eastbound is one lane, but we're gonna keep it at two.

We had some community input for that, so we're making sure we listen.

Additionally, there's no eastbound bike lanes on either side of the intersection of Stockton and T.

There's no cross or excuse me, the crosswalks need upgrades, and vehicular site visibility is not what it should be.

So some additional improvements include high visibility crosswalks across that entire intersection, relocation of an RT bus stop.

We're currently coordinating with them on where we're gonna put that, and shifting the alignment of vehicular lanes to accommodate the new class two bike lanes.

Project timeline.

Last fall we received feedback from our public outreach and community open house efforts.

We're currently in preliminary design and developing a preliminary estimate.

This summer we hope to get to final design and complete our coordination efforts.

Spring 2027 is our goal for advertisement and contract award with construction starting in the fall of 2027 and construction complete, hopefully by fall 2028.

And that includes my super speedy presentation.

Thank you.

I'm open for questions.

Thank you very much.

Clerk, are there any members of the public who wish to speak on this item tonight?

Thank you, Chair.

I do have one speaker slip, Dan Allison.

Seems like I have two speakers.

Our first speaker is going to be Dan Allison.

If you can have the lic turn, please.

Oh, I'm so sorry.

Good evening, Commissioners.

Um my comments are this should be an active transportation project because it does include pedestrian improvements as well as bicycle, which is appropriate.

Overall, the project addresses several known safety issues, but could be improved.

The modification of Gerber Avenue is appreciated.

As unsafe as bicycling through the T Street Stockton intersection is, it's even less safe for people walking.

It's important that the South Crosswalk be protected in some manner by a leading pedestrian interval or an exclusive pedestrian phase.

And there needs to be a no right on red there.

No RRFBs.

We know that they don't work in Sacramento because our drivers don't respect them.

So they should not be implemented anyways.

The presentation doesn't make clear why the Stockton Boulevard plan suggestion of a single through lane eastbound on T Street was dropped.

It now shows two through lanes.

I assume the time is up.

Oh, you had a few more seconds.

Okay.

It cut off my mic.

Okay.

So the last thing is Caltrans should be responsible for additional lighting underneath the freeway.

They intentionally did not place lighting when they darkened the underpasses.

They need to be responsible for it, not the city.

Thank you.

Thank you for your comments.

Our next speaker is Larry Bernstein.

Yes, good evening.

Thanks for letting me speak.

Crossing Stockton at T Street since Jenford Dolan was the bike person seven years ago.

So I'm actually thrilled that there are there are plans in place to actually do something because it's very dangerous for bicycles.

For bicycles to queue up at that intersection and proceed before the cars, but I realize there are a lot of moving parts there, and the staff is doing the best they can.

Lastly, I was at the community meeting last fall where the um diagrams showed T Street underneath the freeway reduced to one lane as it was during the construction project for a couple of years.

That's a big problem for anybody trying to drive in a car um eastbound into the Elmwood neighborhood because during busy hours during um there's a lot of traffic during rush hour.

Most of the traffic on that section of T Street is exiting the freeway, making one block north on 34th and then turning right on to eastbound T Street, and there's so many cars there that they completely fill up those blocks and sometimes even queue up on 34th Street waiting to make the turn.

At any rate, the point is that if there's only one lane, there's there's no place for for cars, neighborhood cars to go into Elmwood.

I have no more speaker slips on this item.

Thank you.

Thank you for your comments and are there any commissioners who wish to speak on this item?

Okay.

Yeah.

Go ahead, Commissioner Moore.

Uh thank you for the presentation.

I uh just want to sh share.

Boy, this uh we'll get it.

Share the exuberance at the improvements that are being made, and then also share the I think concerns just at the intersection level.

Uh I second all of the improvements around Stockton and T Street, um, around dedicated phasing for cyclists and the the no right turn on reds, um especially at least for the conflicting movement there.

Uh the bike boxes were a big one that I noticed as well.

So, yeah, making the left hand turn eastbound uh from T onto Stockton is just not doable.

That that intersection is so congested.

Um for the scale of improvements that we're putting in on T Street, it would be great to see those at least bike boxes uh in front of the eastbound left hand turn to get uh cyclists some room to make that.

Similarly, in the current kind of broader network configuration, uh, where 34th meets T Street, it would be great to have there's a the setback line is pretty far removed.

It'd be great to use some of that space for a bike box.

Right now, you have a lot of people immediately coming off the freeway.

It's pretty uncomfortable to kind of start sharing the space with them as you're approaching that underpass.

Um but nobody that wants to get to downtown is gonna continue few people continue straight because you don't want to have to go down Stockton.

So you go left right there onto T Street to get to Alhambra.

So a left-turn bike box would be great for the northbound travel as well.

Um I think just to make the case for all of these, you know, specific dedicated provements carrying through the intersection where it gets the most challenging.

The city has very ambitious plans for Stockton, which are great to see, and if implemented is ideally gonna generate and induce a lot of demand for that from active transportation.

And so if we're gonna take the time and the investment now to start modifying parts of that, let's let's carry it through to meet the level of improvement that Stockton is is currently planned for.

Um I don't think that we're gonna revisit this intersection from the vantage point of T Street uh when Stockton is being done, and even if we were let's protect it now for people using it and not wait.

So just wanted to add that, but thank you.

Thank you, I receive Commissioner Recto Patel.

Uh I want to say, thank you, Chair.

And I want to say I agree with um Commissioner Morris' um comments.

I think that um paint alone shouldn't be considered adequate safety infrastructure.

I'd really like to see um some of these designs um maybe involving a concrete wall or something more substantial uh to protect cyclists on on that lane.

Um, especially um, you know, it's it's very easy to make a right into um T, I think.

Um, especially without like a no right on red signal uh like uh Mr.

Dan Ellison um suggested.

Uh it could be a potential uh hazard to pedestrians and cyclists alike.

Um I also think that um there is a center bike lane on 34th Street.

Uh I've I didn't note what page it was on, but uh this design has not been successful in places that have tried to implement this.

Um it's often intimidating even for most of the most experienced of cyclists to be between two vehicle lanes.

Um you know, in places like Washington, DC, where they have attempted and tried this design out, they're currently ripping it out and rethinking that.

So um I think we should strongly reconsider that.

I would caution against that.

Um it's just it hasn't been successful where we tried it.

Uh thank you.

That those are my comments.

Thank you.

Uh Commissioner Rubesc.

Thank you for the presentation.

Just some minor comments.

I think procedurally, I personally would like to see KSI and PCF data for all the projects that we are looking at.

I know there were that data was for in some of the presentations that we're gonna be reviewing today, but I didn't see it in the package for this one.

I think that would be helpful as far as letting commissioners know what safety countermeasures should be on all the projects.

On top of that, I like to echo Commissioner Moore's comments.

Stockton Boulevard is going to be seeing heavier traffic volume, especially with developments such as Aggie Square.

So should we should be considering future proofing it?

Um and then I think somewhere in the project there's some use of share rows to do a left turn.

Um I I just looking at the visuals, I think there should be more protections for that turn there.

That's one thing I noted.

Thank you.

Thank you.

Commissioner Hulp.

Thank you for the presentation.

Uh, just a brief question, and maybe this is as much for Mr.

Doherty as our presenter.

Is there any way to seek Caltrans uh to improve the lighting under the freeway?

Is there any mechanism for that to happen?

We're happy to look into that.

Um did you want to address that?

So hello, Judy Matsui from Department of Public Works.

Excuse me.

Um we've been working with uh Caltrans on the Highway 50 corridor project, just coordinating the work that they've been doing in the city.

And so even while during the time that we've had our community meeting in December to now, they've actually still been um adjusting and turning on the lighting under on in the WX area of this project.

So just recently have they turned on the activated the lighting that is supposed to be the lighting um in its like ink at completion.

Since then the lights have been off.

So um I think Kelly's been driving that area to see what the current condition is now.

It should be brighter than it's been over the last few years, though.

But this project does propose some limited pedestrian scale lighting, um, but we're not obviously modifying the soft it lighting or the bridge lighting for the highway 50.

Thank you.

Commissioner Banks.

Thanks.

Thanks for the presentation and welcome.

Good to see you, nice to meet you.

Um I'm just a plus one for these bike boxes on T Street for that left-hand turn.

Um, I actually ride my bike through there frequently, and I'm not afraid.

However, I can see how it would be incredibly overwhelming for a majority of people.

So bike boxes on both sides of T Street for their left-hand turns would be fantastic.

And I think it would be great to echo Dan's comment about letting pedestrians go first and letting cyclists go first uh in the cycle of lights would be amazing and very helpful for the dangerousness and the chaoticness of this uh these intersections.

Thank you.

Thank you.

Vice Chair Gibson.

Hi.

Uh thank you all.

Um in contrast to uh Commissioner Banks, I am not uh as confident of a cyclist.

I'm a much more risk-averse cyclist.

And so um I have driven on this section many a times.

I've never cycled on it, um, probably because I live on the other side of town.

But also um in this current conditions, I certainly uh wouldn't, especially if I had a kid on me.

Um so just a couple uh first of all, thank you all for identifying this as a gap, but I think there are a lot of deficiencies.

Um just to be specific on 34th Street.

It is up in this image right now, uh, a share road.

Um I think those are very uh have way too much conflict, especially for people getting on and off freeways, because I believe 34th is where uh is basically an off a freeway exit, and I think somebody's mentality rushing to work from a freeway is very different than your neighborhood street, where I'm fine biking in a share road when it's next to a school and the expectations to go slow, but um people coming off freeways are a different mindset, is my um uh prime for speed.

So thank you, Commissioner Harris.

Um, and then following that, as if you were to continue right.

Um so I noticed there are the um paint that goes um from just uh just uh the the bike lane paint then to kind of a whiter white um see that um that as a driver I would be kind of confused, like I can't go just straight.

I have to like turn left then turn a little bit.

On that eastbound, yeah, you're going to be it's gonna remain, it's gonna be two lanes.

Oh, that's uh I'd mentioned it.

We don't have the updated exhibit of this is from the community meeting.

So we brought you what everybody else was able to see, but that um eastbound lane underneath will be two lanes.

Oh well, um I would uh be very hesitant to continue with two lanes as opposed to one.

And if you do choose two lanes, then there must be higher level protection for cyclists at minimum a class four, um, having poured concretes, um, ballards, because it's easy for a car to drive in to a class two bike lane, especially if they're coming off from a freeway mentality where open car space or open freeway space or road space, some people take it unfortunately.

And um there are a lot of people who have lifted trucks nowadays.

So any kind of physical protection like um concrete, um poured concrete, actually goes way further to limit the people that choose to disobey traffic laws because those are the people who tend to cause the more problems, and that just continues throughout the corridor.

So um I really wouldn't feel confident cycling on a class two lane today, um, especially knowing how it's loud and there's low lighting, but if there was more physical protection all across the lane.

Um those are kind of uh the summation comments.

And I just do want to say I'm friends with a public commenter who mentioned that they weren't in your miss while cycling here.

Um so I glad it was a near miss for uh personal friend of mine.

Thank you.

And I hope he's okay.

Your friend.

All right, not seeing any other commissioners uh that wish to speak.

Uh I just want to thank everybody in the audience who came out to speak on this item tonight and everyone online who provided e-comments in advance.

I want to echo the comments of Dan Allenson about the no right turn on red on the westbound section of uh T Street crossing on the eastbound section of T Street crossing Stockton Boulevard.

There already is a no right turn on red on the westbound section currently.

Uh and I've watched it um pretty well.

There's a pretty good adoption right there.

People tend to respect that sign.

So we'll love to see as well.

Um my mic is on.

Yeah, sorry.

Uh also um I also want to echo the comments uh about RFBs.

RFBs are not a um mitigation method that anyone should rely on.

If anything, they provide uh many users with the false sense of security that they have now the freedom to pass uh without danger, but uh they are not respected in the city of Sacramento uh at all.

So I you know I'm adamant about that on many different occasions.

Um that's all for me.

Thank you.

All right, thank you very much for the presentation.

All right.

Now we're gonna move backwards to item three.

Uh the Fruit Ridge Road Safety and Mobility Plan.

I think there is a staff presentation because staff just got up and left, and I think they're going to the podium now.

Thank you, Chair, members of the commission.

Forgive me while I awkwardly come down from the dias to present.

Um the item in front of you uh this evening is the Fruit Ridge Safety and Um Mobility Plan.

Um wanted to uh bring up the speed as we are in our first gate uh first stage of engagement for this plan.

Uh this project kicked off in January of uh last year, or I'm sorry, of July of last year, uh, and we've just completed its first stage of engagement or about to complete its first stage of engagement.

And the goals for this project really are first and foremost, uh we've been out asking the community what are your visions for this corridor?

Um, and you know, are the concepts that we're trying to bring bring forward, you know, reflective of that.

Um we're really trying to connect multiple um modal options across this corridor.

It's a four and a half mile long corridor.

Uh it's quite long, so there's a lot of uh opportunities here.

Uh and also really we need to create a network that really addresses daily needs along this corridor.

Uh but first and foremost, uh also uh how do we economically activate this corridor moving forward?

So as I said, it's a very long corridor.

This is Fruit Ridge Road that stretches from Riverside Boulevard.

Uh actually that western section is known as Seamus Avenue, all the way to Stockton Boulevard.

It's uh four and a half miles because all the way even in includes a section through the county.

So it's quite a long and diverse section of uh roadway that we're looking at in this in the study.

And why are we doing this?

Well, parts of uh Fruit Ridge, actually, most of Fruit Ridge lie on the city's high injury network.

Uh and uh it's been uh highly prioritized under the transportation priorities plan.

Uh it is identified as a you know a class four separated bikeway opportunity in the Street for People plan that was adopted in in December.

And also the general plan uh identified this as an area that could see uh future roadway reallocations, or as we call them road diets throughout this corridor.

So we have some um one of the one of the primary issues on this corridor is safety.

We have a lot of uh collision history on this safety or on this corridor, um, whether you are either in a vehicle or walking or on bike.

Uh this um graphic uh shows about a nine year uh vehicular collision history.

This is the slide I think that really kind of tells the story for why we're doing this project specifically.

You'll see in the uh graph at the at the top about 14% of all collisions involve uh a pedestrian or a cyclist.

Uh the the rest uh involve a uh a both vehiculars.

Um but the KSI collisions or the killed and serious injury collisions on this corridor uh are predominantly uh people who are walking and biking on this corridor.

Uh it really needs some options uh uh along this corridor to really meet the needs of all people who are using this corridor.

As I said, um there's some good opportunity for some proposed bikeways for the Streets for Peoples Plan.

Um our consultant team and some of the project team did bike this entire corridor, and it was a uh they've it's been included in several of our engagement opportunities uh for their their presentation through.

Uh and definitely stress that the it is not a comfortable biking environment the way it currently sits.

So where were we now in the project?

Uh we are in this phase one, that listening and aware uh and awareness uh portion of it, and that will be wrapping up uh at the end of March.

Uh we are we had a community meeting uh last Wednesday.

Uh we had about 40 attendees and some good press events.

Um good press attendance from that and some great feedback from that meeting.

Um so we were really happy to hear that.

Um the community vision that you know really aligns with the city's vision on this corridor.

So we're gonna then move into that design discuss corridor or uh phase of the project, excuse me.

Uh that will be done uh towards uh summer, maybe into early midsummer, and then we'll come back to you with some of the proposals that we have and and concepts that we have for this corridor.

And then from then we go into fall.

Uh well, we will be uh adopting a final uh draft plan and coming back uh again, checking in with you to see if does this meet the mark.

Uh and then we're looking for that final adoption that'll happen in spring of 2027.

And this adheres to the grant guideline goals for the Caltransplanting grant that we got to fund this project.

That concludes uh my presentation, and I'm available for any questions uh we have.

I also have members of the consultant team here in the crowd as well.

Thank you very much.

Uh clerk, are there any members of the public who wish to speak on this item tonight?

Thank you, Chair.

I have two speakers.

Our first speaker is Matt Anderson.

Good afternoon, commissioners.

Uh JDW, Megan, if you're up there.

Uh good to see you.

And I'm here uh briefly to chat about this project.

Uh didn't put my thoughts all in order, so I'll go quickly and it might be a little jumbling jumbled.

Apologies.

Uh, but feedback I would give on this is gonna ask you to break the rules here, because if I were an engineer, I'd look at this and say 37,000 ADT, no road diet.

Get out of here.

Uh but I think there's some great ways you could get around that.

Um, and really ADT doesn't matter, it's the intersections anyways.

But um, I really hope that all of the options are evaluated for this.

Um that a lot of opportunities are you know taken.

Um there was the last fruit ridge plan that was just approved.

Kind of in the Ulta sense of the word gave up at the intersections a little bit.

So I hope to see that in this plan that continues through its continuous class fours.

If class four is kind of what this was talking about, it goes through all the way.

Um also there's a couple slip planes as you go quite a few slip lanes, actually.

So I don't know if that's on the plan to close or not, but I hope that's discussed.

Um, and then there's a lot of driveways, and that's not really a conversation that's been had, but every driveway is another point of conflict, and there's a lot of driveways on corner lots where they have access on the side road.

And so I really hope.

I mean, that's a heck of a lot more work for staff.

Um, maybe that's something ATC could do.

Talk to your neighbors.

I don't know.

I'll leave that one there.

You all can figure that out.

But that would be really cool if that were um addressed during this phase because I think that will affect the design pretty significantly.

And then I'm just curious, a general question about SAC RT and um transit on this corridor.

I didn't, I know this is like preliminary, super high level, but um that's a lot of cars going through there, a lot of people.

So wondering what the SAC RT has planned for this and how that coordination is gonna happen.

So appreciate you letting me get all those random thoughts out, and thank you so much for this project because anything that's more safety on high injury network is always appreciated from all of us.

Thank you for your comments.

Our last speaker is Zach Trowbridge.

Hello, commissioners, I'm Liza.

Um I'm a resident of Mendocino Boulevard, which intersects with East Fruit Ridge, just west, just east of Highway 99.

Uh the area from the infographic you just showed with like the heat map showed that intersection is very dense for collisions.

Um and I just want to call attention to the fact that Mendocino Boulevard is a direct connection between Oak Ridge Elementary School that was just completed, a brand new finished elementary school immediately adjacent to Christian Brothers High School.

Uh we see a ton of kids walking down Mendocino towards Fruit Ridge, and I think that uh there's a project going on that I hope everyone knows about that uh will cause that to increase a lot.

There's a huge investment going into Fruit Ridge Community Center right now, uh is an active project funded with seven and a half million dollars from Prop 68 in 2021.

Construction's happening uh already.

It'll be a huge improvement, and I believe that the South Oak Park neighborhoods will utilize the community center pretty significantly, along with obviously the Oak Ridge kids and probably the Christian Brother kids.

So Mendocino Boulevard uh and the intersection with Fruit Ridge is very close to the community center.

Um, and the crossings there are not protected at all right now.

Uh so I hope that that's like a high priority for this project that that's going to be outlined to be like very well protected crosswalks for kids to be able to get to the community center and back.

Um crossing around the uh community center across Fruit Ridge should be I think a top priority for stuff east of uh 99, um protected protected pedestrian crossings uh in preparation for use by all of the kids coming out of these schools.

So for anyone who doesn't know, the construction at Fruit Ridge Community Center includes a brand new soccer field, two footsal courts, and lighting for them, group picnic, barbecue areas with shades, pool shades, uh structural and sitting areas, community gardens, welcome plazas, looped walkway paths with exercise stations, themed demonstration, plant gardens, game areas with table games, corn hole, public art throughout, uh new restrooms, a full renovation of the existing aquatic center, uh a new soccer field, new basketball courts, lighting, playgrounds with shades.

Thank you for your comments.

Your time is complete.

It's gonna be amazing.

Let's make it safe.

Thank you for your comments.

Uh Chair, I have no more speakers on this item.

Thank you.

Are there any commissioners who wish to speak on this item?

Uh Commissioner Dow.

Thank you, Chair Gonzalez.

Um, my question is it sounds like for stage two of the project, we'll be engaging with additional partners into the project.

Um, just wanted to see if that would include the RT and their plans for this corridor as well, if any.

Yeah, we'll definitely be working with RT on this uh on this.

It's a I failed to mention it is a pretty vibrant transit corridor as well, including criss-crossing light rail uh station there at Fruit Ridge.

So we're looking at a lot of connections to that transit to uh to make it additional ridership and more feasible commissioner banks.

To the point about um transit and the intersection here.

Sacramento um RT is currently has an open survey so that people can put in their comments about transit, especially on Fruit Ridge and the light rail station there.

Um they are collecting information about it.

We happen to be a part of a tack about that.

So there's no doubt about it.

Um I know that um Mr.

Doherty and the SAC RT folks are starting to work on how those intersections work, but I highly encourage everybody to weigh in on the SAC RT plan because they're doing community engagement right now.

Commissioner Harris.

Would it be possible to go back to um the overall picture of the high injury network?

Oh that one will work as well.

Um that's one I was looking for.

I know it's really small, but your last image also uh highlighted this.

You know, a lot of our high injury networks are right next to the city-county divide, and the last image you showed really highlights that um as somebody who's in district two.

We have this issue as well, where um some of our high entry networks and Arden Auburn, which we're gonna talk about, is again at that divide.

Can you talk a little bit about how you're addressing that?

I know it's a planning challenge to work with a different entity.

The county has its own solutions, but it does feel like sometimes, and I know we're working to address that.

Um, these are the margins that get forgotten about.

Um, they sort of the here be dragons um for providing connectivity.

Um, and people who live in the city and the county don't necessarily um have that same experience.

They cross those lines.

So could you talk a little bit about how you're coordinating and addressing that issue?

Yeah, we do a lot of coordination with the county, especially on these projects that do um crossover into the county or a butt to it.

Arden Arden Bull Arden Way Auburn Boulevard project is a great example because that project ends at Ethan, and then the county is from there on.

It actually butts up to the county's project that they just finished for an active transportation project there.

So it's really a good you know forgetting the word I'm talking about, but those projects work will work well together.

This for this project and uh specifically we've engaged the county, they've actually identified the section of the county that Fruit Ridge goes through as a um their board of supervisors have adopted that as a road diet opportunity as well, or as a re sorry right away reallocation.

So we're working with them, we're also working with our partners um in Caltrans to identify you know the the projects that go that cross over into Caltrans right away.

Um usually uh have a lot of coordination that we have to do with Caltrans uh because they're really concerned about um backing up onto the freeway.

Our concerns is these high-speed slip lanes that go on to the especially these older style um interchanges throughout the city.

So there's a lot of opportunity we do a lot of coordination with Caltrans as well.

I appreciate that, and just any continued yeah, engagement.

I know you guys are really doing it.

I really appreciate it.

It does feel like a uh cultural shift, um, at least in the built culture, um, to to really treat these areas as um locations that people live versus places people drive through.

Thank you.

Right.

And just to reiterate, I mean most people you know this.

When you go back and forth between the city and the county or different cities, most people in this region don't recognize that.

They're just going to where they go.

So it needs to be fluid and work together and and and partnerships formed.

All right.

No other commissioners, I'll just take a few moments here.

Um I just want to say thank you for the presentation.

Um, and speaking about the county and city um boundaries there, I want to say I believe the county of Sacramento did a grave disservice to the residents and the everyone else who uses Fruit Ridge Road when a few years ago they repaved basically everything from Stockton to Highway 99 and didn't change anything in the striping.

No road diets, did no additional improvements whatsoever to spend that much money and not make one iota of improvements to the active transportation corridor at all.

It was a huge disservice.

And when I say the word grave, I mean grave.

Our first pedestrian fatality of 2026 was on this road, right where we're talking about it right now.

And on the active transportation, uh uh Vision Zero crash desport of the city of Sacramento between 2013 and 2025, just between the light rail station and Stockton Boulevard, we have at least seven fatalities that we can record.

That only goes back to 2013.

If you go back to 2012 and just pass this jurisdiction, that's where Michelle Minrugi, uh sophomore from West Campus High School was killed in an intersection in the crosswalk.

Fruitbridge Road is such a dangerous road.

We know this.

There's we need no more data to prove it.

So thank you so much for doing this work and for doing anything you can to eliminate it.

I live now right now in um South Tahoe Park.

One of my favorite entertainment locations is on Freeport Boulevard near the old Rayleys.

And I drive down the street two or three times a week.

And last night I had probably I actually had three cyclists into the lane.

We talk about driveways.

The driveways cyclists can easily leave a parking lot and get right into the lane.

And unfortunately, for whatever reason, they don't always look accidents happen, but they become KSIs and and you know, fatalities because of the speed, the speed of the vehicles, which no cyclist, no pedestrian can have any influence or whatever.

When people feel comfortable driving as fast as they do on Fruit Ridge Road, that's where we end up with fatality.

So anything we do to slow cars down, anything we can do to improve the infrastructure for active transportation is highly, highly, highly highly needed.

Thank you for your efforts, and we look forward to continuing to hear more updates as they come out.

All right.

With that, we're gonna move on to item four, and that's the Arden Auburn Mobility Plan.

Is there a staff presentation for this?

Thank you, Chris.

All right.

Hi, good evening.

Oh, do I need to start over?

Thanks for waiting.

We just while we can hear you, anyone at home can't, so let's wait till we'll get the microphone settled out.

We've done that.

And to IT's credit, they've made recommendation.

They've acted on previous recommendations.

So thank them.

Yeah.

Oh, don't call it QuickBill.

We haven't even hired QuickBill.

We barely one year later by our equipment.

And while you're working on the mic, we also work on the AC in here.

A little warm.

It is warm up here.

No, it's not a good idea.

So it's a lot cooler without the broccoli.

Thank you.

All right.

All right.

So today I uh I'll be giving a high-level update on the Arden Way and Auburn Boulevard mobility plan, really how we got here, what we've done so far, and what's to come.

Here's a quick overview of everything that I'll touch on.

So to really orient ourselves, um, this planning effort is focused on two major commercial corridors in North Sacramento.

Arden Way, uh, the endpoints are from Del Paso Boulevard to the west all the way to Ethan Way on the east, and then the segment of Auburn Boulevard that includes a bit of Harvard Street from Arden Way up to Marconi Circle.

If you're familiar with where the Marconi Light Rail Station is, that's that's our focus area.

So for those of you that regularly travel around this section of Sacramento, you're probably familiar that there is a bit of unique grouping of land uses here.

There's a lot of destinations, jobs, schools, public transit stops, um, as well as shopping entertainment with the mall and Cal Expo, but also quite a few healthcare um centers as well.

So we know that people are traveling here quite often.

A lot of people live around here.

Um but what you might not know is that unfortunately both segments of these corridors are part of the City of Sacramento's high injury network, which I'm sure you are familiar, uh, really means that they experience the highest number of serious and fatal crashes in the city.

And the most eastern segment of um Art and Way is actually on the city's top 10 uh corridor list.

So obviously, we know that there is a very serious need to address safety and multimodal connectivity and access throughout this project area.

And the city applied for and received a Caltrans grant to do a safety study and develop a safety and mobility plan for this project area that will include some high-level conceptual designs for safety and access improvements, as well as a prioritized list of projects that our team can then move forward and pursue funding for engineering, final design, and construction phases later on.

So something that our team has developed is a list of draft goals and objectives.

Um we really want to, in addition to getting your input on these as the commission, also get the community's input.

Right now we're looking at safety, equity, multimodal mobility, livability and placemaking, and feasibility and implementation as our top goals and objectives for this.

And this is important because this is really gonna ground our future improvement ideas and designs to ensure that anything that comes out of this plan can meet at least one, if not all of these goals.

So just think about this back of your mind today.

You can also email me later on if you think that there's something missing from here.

So work on this project so far has been pretty parallel to um the Fruit Ridge Road Plan.

So we began work back in July of last year.

The project team went out, walked the area, um, and we recently um finished our existing conditions analysis, so data collection, some analysis on data that includes looking at traffic speeds and volumes, level of traffic stress for people who are walking and biking in the project area, as well as collision history on both Arden Way and Auburn Boulevard.

We took a look at transit ridership, so both light rail and bus stops, um, uh boardings and alightings, as well as census data really honing in on our population density and job density, as well as level of service for for the intersections that uh that are stop controlled here.

Oops, too fast.

Um so ultimately all of this data uh is really helping us start to get a picture of how are people traveling in the area, where are they going to, where might they experience um some challenges or pain points.

Um but as we all know, data doesn't tell us the whole story.

Um they are just numbers, uh points on a map.

So we recently kicked off our first phase of community engagement for this effort.

We held our first community workshop yesterday evening.

We had about a dozen community members come out, so not a huge turnout, but I will say that folks that came spent almost the entire workshop time with us, giving their very detailed and personal experiences of what it's like to use all modes in the corridor area.

And it's not our only touch point with the community.

We have an online survey that's open now through the end of March.

And we'll also be going out to the community in two pop-up workshops in a couple weeks.

The first will be March 21st at Arden Fair Mall.

And then the second will be on March 24th.

Our team will be at the Arden Del Paso light rail station.

So we're going to take all the feedback that we get from the rest of this month and then come back to you around the May June time frame with those initial early draft ideas for improvements, things for all of you to respond to.

So if you want to go ahead, if you haven't already, scan that QR code, sign up for updates on this project.

So that's all I've got for today.

Happy to take questions.

Thank you very much.

Is there any speaker slips on this item?

Thank you, Chair.

I have thank you, Chair.

I have one speaker on this item, Dan Allison.

Oh, my apologies.

That is for the next item.

Uh Chair, we have no speakers.

Are you sure, Dan?

All right.

That's weird.

All right.

Are there any commissioners who wish to speak on this item?

Excuse me, Commissioner Harris.

I want to say I'm a little disappointed that Dan Allison isn't speaking about this project.

I'm taking a little personally as a district two member.

I'm looking at you, Dan.

And others that regularly come.

So this is an invitation to take your technology and give us your best ideas.

I went to the meeting last night.

I know it's a shock.

Um and I just want you to know I'm like half the comments on there.

It was a great workshop, but I'm probably the most vocal opinionated person who showed up.

Um but it was really really well done.

Um and I just want to compliment um the staff working on this, the consultants, it was it was great.

Um if you can't make one of those pop-ups, please please engage.

Um, this area is like I said, also one of those challenging boundaries.

Uh, a lot of people don't think of uh the Arden Mall as part of the city, even.

Um, and it's a really con conflicted or or diverse area of uses, and so the you know, a road diet just isn't gonna solve all the problems.

It has a lot of complicated crossings.

Um it's also an area that's really overlooked.

So we talk about the rail product or the whatever the infill project in West Sacramento and around the new stadium, all the great stuff happening around Sack State, but this area has a ton of new developments.

So if you're not aware, um you had a picture of it in there along Arden Way.

There's also Wood Lake is getting some infill right there.

Um there's another one I was gonna bring up.

Oh, and of course, at Arden Mall itself, there's if you're on the freeway, you're gonna see it there as well.

So this is an area of a lot of growth and a huge area of potential.

So if you care, if you're interested, if you're interested in rail-based transit, bus transit, and everything else, I'm really encourage you to reach out.

So thank you so much.

Vice Chair Gibson.

I think I believe on slide five you caught that uh new development that came in just a few years ago.

And it really does actually capture in one snapshot if you're um a road user where there is the uh oh there isn't the light rail there, but I was hoping light railers.

What fit on the slide?

Yeah, crappy.

Where unfortunately there are a lot of people who um walk across the street, the active transportation network there is um inconsistent at best.

Um and then specifically when you get right before the mall, if you are traveling uh westbound towards the mall, there isn't sidewalks.

I was hoping Commissioner Harris would bring up a lack of sidewalks, but there's a lot of lack of sidewalks from there.

So, you know, from one of our population-wise most densest neighborhoods to our um densest commercial center, um, it is very hostile um to get there.

And I've I've used this road actually as one of my it's personally one of my top three strodes I use in Sacramento.

So um very aware.

And so I just want to thank you again for your efforts.

Um, but just for specific sidewalks and recognizing there's a lot of infill development with all the light rail there.

Um, our cities and housing shortage, so hopefully we can build more housing in those areas.

But if it's uncomfortable, the nice way to put it to walk somewhere else, then maybe we shouldn't be encouraging that much.

So thank you.

Thank you.

I will add on that we have been meeting one-on-one with a couple of the different property management companies.

So for the EAMS, the Palms, I believe tomorrow we are meeting with the Salvatore department manager.

So we should be able to reach those tenants and also have them be part of the process.

Thank you, Chair.

I want to I'm curious to know what community organizations and what business you've you've been in partnership with, and like to what extent is this for outreach or for like the development of the design.

Do you want me to list them off?

I have them here.

Okay.

So uh earlier in at the end of February, we held two focus group meetings, one focused on business interests and another on more of our community-based organizations and advocacy groups.

So for business interests, we have several of the different chambers of commerce.

Um there's about three or four out there.

So the Howe Art and Shopping Center, uh, North Sacramento Chamber, um, Greater Art and Chamber of Commerce.

Uh we also had Sutter Urgent Care come out since they have a facility there.

Um Arden Fair Mall came out to that, um, and a couple others that were invited but just didn't attend.

We are still trying to get a contact for a Cal Expo.

So if anybody has a best friend who knows them, please leverage that.

Our community advisory group, we had representatives from Saba there, AARP, Mutual Assistance Network, the Greater Sacramento Urban League, um, the Rancho Del Paso Neighborhood Association and Vita de Oro, um, and several of the schools and other community groups and neighborhoods in the area were also invited.

So I'm happy to send out the full list.

Um I'd like to suggest also reaching out to certain like um, I guess faith-based organizations, they generally have a really strong relationship with a captive audience.

Um so they may be um willing to get the word out and and help get people engaged on this project.

Yeah, thank you.

Commissioner Moore.

You probably have reached out, but I would just to tack on to the uh engagement group civic thread would be a great one in this area for the C Francis school.

Um the two things that are done.

Uh is this this is within the planning area of reconnecting communities.

Are we okay?

Yeah, because um it's around like that 160.

Back to the map.

Yeah.

So on the western segment, we end right at Del Paso.

So there is a bit of overlap there.

Okay, are we I just want to make sure that things are kind of coordinated for those two efforts?

Fantastic.

And then in terms of the like ways that Auburn Boulevard is being analyzed, it does parallel that um kind of I8, I think it is.

Are we looking at how much of that is kind of like bypass traffic and where some of those traffic patterns are coming from?

And I guess I'm curious if it shows that there is a significant amount of uh just kind of bypass traffic from congestion.

How aggressive is the city willing to be in modifying it to make it a more uh locally serving road?

Yeah, that's a great question.

I think it's just anecdotally, we have heard from some of the property owners and the general manager of the Hilton who also uses Auburn Boulevard to bypass the freeway and get to his job every day.

Um, that a lot of that traffic is is to bypass the freeway.

Um I'm also gonna point out that just based on some like preliminary looking at Strava, a lot of bicyclists use this route in order to connect to the bike trail.

I think they connect to fee and then get down to the trail.

So I think just knowing this, that's just something else that that can give us that lens of added context.

But um, I can go ahead and check with our consultant team for specifics on that traffic question.

That's it for me.

Commissioner Banks.

Uh thanks, Nicole, for the presentation.

I've already given comments on the project.

Um, but it's more of a question actually for you, um, Chris.

Um in all of these presentations that we sit through and listen to, we hear a lot about the crashes on the road and the streets that we're trying to change.

All good, no problem.

But what I don't hear about, and when we were at when I was at your meeting um a couple weeks ago, it dawned on me, it's like what I don't know is who are the families that are living around this road.

We don't get any information about the ages of the people that are, you know, give or take, how many families have kids, kind of what those ages are, and we can find that information out.

It's accessible.

So the presentations always still feel very car-centric, not people-centric.

Because if we know who lives around these areas, then we are starting to also consider designing for the families that live there, or how many people are passing through to get from point A to point B versus those that are stopping to get into their driveway or into their you know smaller neighborhood.

So it's a larger question about how do we start to also collect that information because I think it gives us also a broader context of who are we redesigning for and how do we make those streets safer, not just for the vehicles on the street and the bicyclists and the pedestrians, but for the larger neighborhoods that we're working on.

Thanks.

Thank you.

No, we're happy to include that.

I know for both these projects, we have taken a look at the demographic data and uh definitely have influenced our decision.

We're happy as we come go forward to include that into our presentations moving forward.

Uh so yeah, but you know, this is a unique area because it's emerging, especially for residential housing in certain uh areas of it.

So it's it's rapidly evolving.

So it's it's it's very interesting to take a look at some a fresh look at some of these streets.

Oh, wali.

Thank you for the presentation.

This is just a curiosity question.

You mentioned that you reached out to Arden Mall.

It's rare when we're looking at a project like this to have an entity with quite that much land use.

Um I'm not clear on exactly what the entity is, how they can engage, and what their perspective would be.

If you want to just talk a little bit about how that engagement has gone.

Sure.

So we had two representatives from the Arden Fair Mall.

They're really the like property management group, um, attend our first focus group.

Um they actually shared with us that they are going through a revitalization effort right now.

Um, so they're looking to connect with the city's economic development team.

They're looking at updating a lot of the frontage and facade pieces, potentially some driveway changes.

So I think in terms of timing, they're quite engaged and would like to see where there are efforts, right, for us to partner and see how how we can make the space a bit more inviting for people who are coming to the mall.

Um, you know, they firsthand experience what it's like driving in that parking lot.

Um so I think you know it's very top of mind for them.

They want people who are visiting their facility to have an enjoyable time.

And so I think this this project can help um help enhance that as well.

Commissioner Harris.

You know, I can't help myself.

So I'm so excited.

Um we'll answer yes, it's a bypass on Arden for uh for traffic, as I've said, um, in my notes.

And yes, um, it is one of the bikeways uh along Roseville.

So if anyone was curious, that is definitely anecdotally the way it goes.

But if I have to give you another reason you should be excited, Dan and others, uh, on why you should engage, is looking at this map and talking about Cal Expo.

If you don't know what's really exciting going on, is there is a bridge crossing that we talked about in this commission going across just in that blue section, sort of blue-green, dark green.

Uh so we are getting bikes across the river to Cal Expo.

And then if you give really good comments and we get this through, you could make it to Arden Mall all the way.

Um, so it is very, very exciting that we could actually get bicyclists and walkers from the central city all the way with your input.

Thanks.

Thank you.

Thank you for the presentation.

I just have a few comments.

Um, I was lucky enough to work on the Dixie N Cleaning Green Alleyway project with Sparky Harris uh a few years ago where we completed the uh rehabilitation of some abandoned closed alleyways north and south for the Dixie A neighborhood, and Dick CN 2.0 is coming.

So that contract is uh in the final negotiation now.

I'll be on that project as well.

And when you showed that housing there uh on Ardent, you know, that's gonna help do some great connectivity and active transportation there.

So I hope that's out into some consideration too.

Um just uh looking forward to seeing the next steps of this.

So thank you very much.

Thank you.

All right.

Uh next up is item five, or at the Stockton Boulevard Safety and Transit Enhancement Project.

Is there a staff presentation for this?

Hi, good evening, Commission.

Uh Jesse Gotham with City of Sacramento Public Works Engineering Services working on the project delivery for this project.

So this is a partnership.

We're delivering this project along with the county and SAC RT staff.

These funds were um provided to us in the SACOG uh 2023 funding round.

So the consultant team uh was selected um last year, and we burn working very hard, doing our data collection, doing our analysis, and so we're very excited to roll out some alternatives for you.

And I'm very happy that Greg Kyle was able to be with us this evening.

Greg has extensive experience with transit improvements in the LA region as well as in Seattle.

So I was really happy he could give you the overview rather than myself.

So over to you, Greg.

Good evening, everyone.

Um I'll walk us through our slide presentation.

I'm gonna go pretty quick because we have quite a few slides.

I'm gonna go pretty quick because we have quite a few slides, and some of it is information that you probably already know that's more geared for the general public.

But as Jesse mentioned, this project is being advanced in partnership with both Sacramento County and SAC RT.

And right now the project is funded for the first few two stages, the alternatives analysis, which we anticipate completing towards the middle of this year, and then the subsequent environmental review and preliminary engineering phase, which would occur over the second half of 2026 and 2027.

Um this slide shows a project area map, and the project includes two primary components.

One is a bus rapid transit component that will extend on the south end from the Florin Town Center north to the Sac Valley station.

Um and then layered in there is also a complete streets improvements project, and that limits are on the south end from Stockton and Florin up to the Stockton Alhambra intersection.

And similar to some of the other presentations that I saw today, we've also developed a vision for this corridor, and some of the primary components include enhancing safety, uh advancing a complete street project to really transform this corridor that has been geared towards vehicular movement into a multimodal corridor.

We want to advance the bus trap bus rapid transit to provide a premium transit service, uh really building upon a strong core of ridership.

The existing Route 51 along Stockton Boulevard is the highest ridership route in the SAC RT bus system.

We're looking at sustainability with this project also and being able to adapt to a changing climate in particular for active transportation users and for transit riders, making sure that there are better amenities and for folks that are waiting for the bus, and then really providing a project that is going to foster access and opportunities for uh the community along the corridor.

And we've used those purposes to then drill down with objectives in terms of improving safety, reducing the fatal and serious injury crashes along the corridor, uh providing safe corridors for walking, cycling, and accessing transit, wanting to build upon that strong base of existing transit ridership and increase the transit ridership and the modal split for transit in the corridor, supporting economic development and access for the community to jobs, education opportunities, and so forth.

And then our final purpose is we want to develop a physically responsible project so that we don't do a study that becomes something that gets uh put on a bookshelf, want to be able to advance something that is going to be able to be fundable and built within a reasonable time frame.

Um, first going to focus on the bus rapid transit component of the project, and uh some of these slides are geared towards the public, providing them a definition of what bus traffic rapid transit is, and that's a high quality bus system, sometimes referred to as a light rail and rubber tires that provides more frequent service and more reliable service also, where it's a more consistent travel time along the corridor for the transit users, and there's several components of the project that could be advanced to provide as part of the BRT improvements, including dedicated bus lanes and portions or all of the corridor to provide the faster and more consistent travel times, traffic signal priority measures where when a bus is approaching an intersection, the light may extend in green for a longer duration in order to allow the bus to uh proceed through the intersection with improved travel time.

Um, the enhanced stations providing amenities such as better shelters, uh protection from the elements, as well as speeding up the boarding process to help speed up the route and uh building on what's already pretty frequent in service in the corridor, but maybe even increasing that service a little bit more so there's less time waiting for the next bus.

And an important portion uh component of bus rapid transit is the branding of it, differentiating it from a local bus service.

It's something that's faster and more frequent.

And for the project right now, we're looking at two alternative alignments between the Florent Town Center and the Sac Valley Station.

Uh the alternative one is just following the existing alignment of the Route 51.

So it uh proceeds along Stockton Boulevard, north to Broadway, uh, travels west on Broadway, and then comes into downtown along 8th and 9th streets.

And our second alternative we're calling the hybrid alternative or the Route 5138 hybrid alternative.

This route would run along Stockton north to Broadway, similar to the Route 51, but then would take the Route 38 alignment into downtown to access the Sack Valley Station.

So it would continue to run along Stockton north to T Street, then along 29th and 30th streets, and then continue to the Sack Valley Station along J and L Streets.

And what we're seeing is a as we're going through here with the alternatives, these two alternatives is that some of the advantages of the alternative one.

You have a strong ridership along the Broadway component of the project that would benefit from the bus rapid transit also.

Some of the advantages of the Route 251 38 hybrid alternative is that it serves the medical district, Aggie Square, where there's a lot of future growth that is already occurring and would provide access to that for the communities to the to the south.

Pivoting now to the complete streets in our complete streets definition for for the public is it's a road that's designed to be safe for all users.

And it's the goal is for the street to be accessible for everyone, no matter which mode they're using, as well as their the level of their abilities.

And we say may include for the complete streets definition, because we'll get into some of the trade-offs, but things that are being looked at include uh dedicated bike facilities, wider sidewalks, um improved pedestrian crossings, as well as dedicated bus lanes.

And on the right side of this slide, we have a travel mode hierarchy that we've developed to apply to the project.

And we start with the most vulnerable users at the top of the hierarchy, those walking and rolling, um, and work our way down to cyclists and users of micro-mobility, electric type of devices with public transit, and the the lowest on the hierarchy is the vehicle traffic in the corridor.

And now I'm gonna walk through a sample corridor segment, and we've divided the corridor into several segments, generally based upon uh the width and the cross sections of the corridor and the amount of space that we have to work with in terms of developing improvements.

And so this section between Elder Creek and 20th Avenue, uh, slide here just shows the existing conditions.

What you see is there's uh the picture on the left uh generally five foot sidewalks, uh not much separation from travel lanes where vehicles move at fast speeds, often utility poles and other obstructions within those narrow sidewalks.

Uh the pictures on the right just kind of show even behind the back of sidewalks.

Uh, if we do look to widen, there are uh quite a few considerations, uh trees within there that you know have value within the community as well as utilities that will be expensive to relocate.

Um in the bottom picture, what we see is that there's quite a few driveways with the commercial uses along the corridor, uh, which really makes it challenging for pedestrians and cyclists along the corridor.

And so I'm gonna walk through three preliminary options that have been developed for this section of the corridor, and they range from the um kind of the quick build, what can we do uh quickly at a lower cost to more intensive improvements that are higher cost.

And so this first uh set uh of improvements really looks to keep the improvements within the existing curb-to-curb width of the street, uh which is about 64 feet wide.

And so what we show on this slide is introducing dedicated bus lanes adjacent to the dedicated bus lanes.

We do have bike lanes that do not have a buffer, but the bus lanes do help provide a buffer from the vehicle uh traffic.

And so some of the advantages of this, it is cost effective, could be built relatively quickly, um, less destructive disruptive, uh, there's not going to be many impacts to uh the utilities along the corridor or to private property, which uh in a lot of locations has actually expanded their parking lots and into the public right-of-way.

Um, and with this, we do see that there could be some opportunities to explore sidewalk widening at locations where there are utility poles or something that's presenting an obstruction for the pedestrians.

Some of the trade-offs or negatives associated with this, we have narrow class two uh bike lanes.

There's not a buffer, although the bus lanes do help provide a little bit of a buffer.

Um, and in general, there's nominal improvements with this alternative for cyclists and pedestrians.

So now I'll go to the next alternative, alternative B.

And this alternative begins to look at extending the improvements beyond the existing curb to curb width.

And so with this option, we actually maintain that existing curb on one side of the street, but on the other side of the street, we introduce a shared use path.

Some of the advantages of this alternative is that it widens the existing sidewalk on one side of the road, so you've got a better facility.

Also, the improvements within this alternative do not extend beyond the back of sidewalk, where we see that there's a lot of challenges that would be associated in added cost to the project.

In terms of some of the negatives or trade-offs, there is a higher cost with this.

It requires sidewalk curb rank curb ramp and driveway reconstruction on one side of the road impacts to drainage also.

Some utility relocations would also be required just to maintain adequate clearances along the corridor.

And in general, it's a constrained narrow width of a shared use path on one side of the road.

It's a little bit less it's not as wide as desirable.

And our final alternative that's under consideration is a more intensive commute uh alternative that really reimagines the Stockton Boulevard corridor.

It uses all of the right-of-way, even beyond the existing back of sidewalk to be able to provide separated buffered facilities for cyclists for cyclists, and then also a separate facility for pedestrians.

And so those are the benefits.

The higher the trade-offs are the higher cost.

The roadway widening requires sidewalk, curb curb ramp and driveway reconstruction as well as uh redoing the drainage system along the roadway.

Um and there's a lot of conflicts that need to be addressed behind the existing back of sidewalk, including impacts to the overhead utility poles, the street trees, and property improvements with it that have encroached into the street uh right away, uh which include often parking or sometimes the um on-site drainage.

So, in terms of our project status, um, as I mentioned, we're in the alternatives analysis phase right now that we anticipate completing by this summer.

And what we would like to do by this summer is select the preferred route for the BRT service and to define which complete streets improvements would be advanced into the subsequent environmental review and preliminary design phase that would start the second half of this year.

Um as we continue to work through the project, one of the uh other tasks will be to identify funding sources so that the project can be advanced hopefully seamlessly into final design and construction.

And so that's what's shown on this slide that an ideal world final design could start in 2028 and construction by 2030, but that is subject to uh being able to secure funds for those subsequent phases.

And that wraps up this the presentation, and um anxious to receive some fight feedback and happy to uh answer questions.

Thank you very much.

Uh clerk, is there any uh members of the audience who wish to speak on the sideup?

Thank you.

I do have one speaker slip, Dan Allison.

There he is.

Uh Dan Alison, District 4.

Um, these are similar to comments that I made in the stakeholder meeting, um, but for the benefit of commissioners and the public.

Um safe crossing of Stockton should be a priority in the project.

It's not just a transit and bicycle project, but it's really important that walkers be treated well.

Um driveway ramps are abundant in some sections, and most of them slope across the sidewalk, which is no longer acceptable.

Pro Wag requires um flat crossings in the sidewalks.

Um driveways are going to need to be modified.

And I think part of the project should consider closures and narrowing of driveways.

Um the public requested in every phase of the Stockton project, and this is the latest trees.

That's what people talked about.

There need to be trees to shade walkers and bicyclists.

They're absent in some parts of the street.

Um and healthy trees require a sidewalk buffer to grow in, and eight feet should be the minimum.

Center turn lanes are appropriate where there's a lot of driveway turning activity, but to continue center lanes throughout the project is just a waste of roadway space that could be used for other things.

So they should occur where they're needed.

Otherwise, left hand turn pockets at appropriate places where they're really needed.

The realignment of Route 51 to Route 38 is intriguing, and I would like to see more information on it.

I'm I'm very interested in that idea.

Nothing in the design of the BRT project should preclude later elevation to light rail corridor.

We shouldn't do anything that would prevent that if the uh ridership justifies it.

And comment not on this particular project, but um there's a lot of housing going in on Stockton, particularly around Ninth Avenue, and there's going to need to be improvements to sidewalks, sidewalk buffers, and trees related to those, well short of when this project actually goes on the ground.

Thank you very much.

I have no more speakers on this item.

Thank you.

Is there any commissioners who wish to speak on this item?

Commissioner Russell Pasil.

Thank you for the presentation.

Um I want to echo Dan's comments.

Um Route 5138 hybrid alignment.

I think that that is a very interesting um alignment and alternative as well.

Um I just to kind of give some context.

I other transit use uh agencies also use um JNL.

So the project does go with alternative two and take those lanes, then this could benefit everybody else.

Um YOLO bus uses it, Roseville Transit, Placer, El Dorado Transit.

So it could potentially have a big regional benefit.

Um so if we're talking about multimodal, the multimodal goal and you know, bringing improvements to the trans trans to transform the corridor, um, then alternative two I feel would be more transformational in the long term.

Um I'd like to, I mean, I guess we're still in the early stages of like presenting this information and exploring alternatives, but like I'd love to have that emphasize as we're um talking about um this facility because it's not just SACRT that would benefit from it.

Thank you.

Mr.

Walwali Thank you for the presentation.

Um a two-part question.

Uh this is really about the design alternatives for the roadway.

First, uh the the cost discussion is already what was really abstract to me.

When you're talking about the cost differences among the alternatives, is these are orders of magnitude?

Is it like 50% more?

Um is there some way to understand that?

And then maybe following Dan's suggestion about not having the middle turn lane everywhere.

Can you get alternative three in the same costs as alternative, and I think they were A, B, and C.

Maybe I'm using the wrong A, B, and C.

Alternative uh C for the cost of alternative A if you avoid some of that using some of the roadway for a middle turn lane.

Good questions.

I think I can answer the second one.

Uh I'll do the second one first.

And so I think the intention is not to have that center turn lane, the the extent of the corridor, and similar to what was suggested, open it up with left turn pockets at locations.

Um, however, you know, that still does require the space and so and kind of dictate the layout of the overall corridor.

We still need to represerve that space in the in the median, and so um there are opportunities for landscaping and improving safety by limiting some of the left turns um in and out of driveways uh with the median, um, but it doesn't it wouldn't preclude it wouldn't lead to us being able to implement alternative B or alternative C at the cost of alternative B.

Alternative C costs more because we're reconstructing both sides of the roadway.

Alternative B is one side.

So you could almost think of it as you know, when you go from um A to B, it's twice the cost, and when you go from B to C, it's two times the cost of uh of B in terms of a matter of scale.

Commissioner Harrison, um I lived in DC.

Uh went back to visit uh for extended stay uh last year.

Um and I can tell you big city savvy er drivers with more of this familiarity, and no one knows what to do with bus lanes.

We have special Sacramento drivers, as we all know, um who have trouble understanding uh what I have been told by city staff is clear clearly understood other areas.

Um I hate alternative A.

I think it's the colorful what we already have option, and I have zero faith that it will be understood and respected by Sacramento drivers.

I don't think it should be considered.

I don't think it is an alternative.

I think that's the lipstick on a pig alternative.

And I will go further to say if that is what the city chooses, I cannot imagine they would choose the same thing for the central city.

I don't think it would be tolerated.

We have divided protected bikes throughout the grid.

If we can do that in the central city, and we really want to imagine Stockton as a place people want to be, that isn't just a place people fly through on cars, we can do better.

I'd like to see an alternative D that has trees, that has actual improvements.

Um I love the idea of the bus.

I know that's what we're talking about, but I do think this sells Stockton Boulevard short and frankly is kind of embarrassing, considering how great the central city is.

So those are my comments.

Commissioner Rubeside.

Thank you for your presentation.

Um, first of all, I want to appreciate everything that you're doing, working with all these partners, because that is not an easy feat.

And if this project is done well, I think it could be really a model for how we do transportation in the future.

Um regarding the hybrid alignment, I personally think the hybrid alignment is better.

It does service, I think the Sutter Medical Complex.

It also services there's a um a complex, a state office complex at the 30th and R intersection.

So I think that should be kept in mind.

Um, especially since state workers will likely go back into the office starting July 1st if that plan continues.

Um I'd like to echo Commissioner Harris's comments.

Um, somewhat of an anecdotal story.

I think San Francisco has bus-only lanes.

I've driven in San Francisco.

I've seen people use those lanes to just jump traffic and speed down the street.

Uh that happened to me last time I was in San Francisco, and it was not a safe experience for myself.

I understand the cost predic predicaments.

Personally, when I look at projects, especially projects such as this that might be the first ones in the region.

I like to start small and scale up based on our success.

But for this one, I think we should go big or go home.

Um out of the given alternatives, I would do alternative C.

I want to see that protected bike lane if we can do it in the central city.

If we're gonna use Stockton Boulevard as a connector to the central city, then I think we need to go as big as we can with the safety.

Thank you.

Commissioner Tell.

Thank you, Chair Gonzalez, and thank you, Mr.

Gotham, for the presentation.

Um my question is uh related to the middle turn lane.

I think you had spoken about it a little bit.

Um wondering if there was feedback on removing that entirely.

And then cars can kind of use the intersection if they needed to make a turn or uh make a U-turn and just to have that real estate to kind of perhaps work with a little bit.

So I just wanted to see if there was feedback on that.

Um there wasn't feedback on totally removing the left turn pockets, and I think from a traffic operations and safety perspective, they do provide a valuable function.

Uh, in particular, if we're looking at um repurposing travel lanes, um it'll be important to to have that space for left-turn movements.

Got it, thank you.

Commissioner.

Oh, sorry.

Got it.

Uh thank you for the presentation.

Uh I will start off, I guess, small.

Uh in terms of crossing frequency across Stockton for pedestrians, because we can't control those as much as we can control the signalized intersections.

Have you all looked at or anticipating uh yeah, average crossing or average frequency of pedestrian crossings?

Um we haven't identified specific locations, but we do know that that's an issue is providing better and more pedestrian crossings, and also something that we know is an issue is aligning the bus stops in the corridor where there are pedestrian crossings to encourage people to use the crosswalks when they get off the bus instead of darting across the street.

Okay.

Yeah, and that's a love BRT.

I want to see it here.

I haven't actually taken it all.

I would love to experience it.

Um but I could see that be there's that tension right with the BRT systems that you are competing with a lot of other modes, and so just thinking about the balance there.

Um how are you all thinking about connecting stops or I guess integrating the stops and the bike lane and the BRT?

Are we wrapping bike lanes around stops?

Are we putting in transit connection points?

Sure.

We've been putting quite a bit of thought into that and developing different um prototypes for the BRT stations, and they include options where we do route the um bike lanes behind uh the BRT stations to try to minimize that that bus bike conflict.

Um there are locations where we have a little bit of space, less space to work with where we're trying to figure out solutions if the the bike lanes have to stay in front of the stations.

Um but um I think our preferred option is to route where where we can achieve it is to route the bike lanes um behind.

Okay.

Detail questions.

I know we're at the high level stages.

Uh yeah, I'm glad uh some other folks talked first because I am in the minority.

Uh okay.

I think in terms of our alignment, um, everyone's a big fan of this continuing it down Stockton.

I think if we think about who needs transit, it's Stockton current 51 uh provides a lot of equity considerations in terms of going down Stockton and then it goes through Oak Park, which has a high need, parts of Broadway have a high need.

Um I think we now are experiencing significant amounts of significant amount of development along Stockton.

Oak Park is getting gentrified, it's it's where I live.

Um we are going to implement this wonderful new BRT system, and we're just gonna pull that further from that community and then just give it to Aggie Square, it feels like.

And I have a really big apprehension and problem with that, I guess.

Um yeah, I personally would love to see this still routed and address the more equity uh forward issues that those communities who are currently uh receiving Route 51 continue to experience that and receive the better investment rather than again thinking about um who we can serve because of the either state workers or development.

And I'm curious if either Chris or you can uh shed any light on conversations between Aggie Square and the city that may have occurred um partnerships agreements between the city that have uh predicated this project around BRT supporting Aggie Square.

Um there is no agreement like for Agnesquare in this project um specifically.

I know Aggie Square is under development agreement and they uh are required to uh provide funding for certain intersections that you know they had a demonstrated impact on.

Um but it's it's it's not um related, you know, uh to this project specifically.

In terms of Aggie Square's involvement, um we're you know, we're having a external stakeholders engagement committee.

Um they are they're they're part of that, and along with a lot of the P bids in the neighborhoods uh associations.

So that about that about some of the things.

Okay, so I guess I in early uh environmental impact reports or things when Aggie Square was being developed or sought for approval, there was do you know if there were contingencies around needing to have B I'm I'm concerned, I think in the background that BRT continuing down Stockton and bypassing these underserved communities is kind of wet ink that hasn't dried yet.

And I'm I'm just curious to what extent maybe that is just me spinning out about it and what concerns uh yeah.

So our analysis is technical analysis is underway right now to help inform what's gonna be the selected alignment.

And so as part of that, one of the things we look at is the existing ridership.

That's very important to look at.

And the existing ridership is stronger along the Route 51 than the Route 38.

So that's something that rides that it is in the favor of selecting that alignment.

As I mentioned, we also will run models that will predict the future ridership based on um uh future development.

And then some of the things you were talking about.

We look at transit propensity.

What are the demographics along the corridor?

Zero household uh owner cars with zero house or zero car households, cars would be that have one household that you know, but multiple people, so that some people are still more dependent, looking at the the age of the people and the the income levels and different things, and so that all will kind of weigh in and help us uh on the technical side um be able to provide data and information that can be taken into consideration for which alignment is selected.

Okay.

As a closing statement, I think as long as we can put equity as a weight in addition to those technical studies, I I would appreciate that, and I'd hope to think that uh that community would appreciate that as well.

And just in response to that, I'll let you know.

We don't we we don't call it equity right now.

Yeah, fair enough.

All the things that we do to measure equity perpetual uh poverty.

Uh whatever you what's we we just rebrand it, but we don't have to.

I want people who need transit and who have historically not been invested in to have the benefits of major city investment that is coming currently through the neighborhood and not immediately diverting it around.

Um it's like the opposite of freeways crashing through your neighborhood.

Uh okay.

Last thing on the complete streets.

Uh I was kind of in alignment with the like this is a big project and start with what we can achieve and build up from that.

Um I'm not at this point persuaded to diverge from that.

I think a five and a half foot bike lane, yeah, is not great, but you have 15-minute headways, and then you have uh a what is that 16-foot bike lane, which again for the cost differences of having at least a protected bike lane, I don't think way in.

I think where we start getting into that being worthwhile is the physical protection between vehicle travel lanes and BRT, which would include bike lanes, but I would love to see and echo the sentiment around vehicles not having access to BRT.

And I think that is a worthwhile investment for preferring a more enhanced alternative as far as the bike lane goes.

If that for some reason falls off the table, uh a five-foot lane that is 16 feet and goes down to five feet every uh 15 minutes for 12 seconds is okay for me.

The other thing with the class one path, I it's a sidewalk.

Like you have so many people walking there, they're not thinking about bikes, they're gonna have families, they're gonna have bags.

I don't want to compete with all of the pedestrians on that sidewalk.

That's just gonna lead to more conflicts.

Vehicles leaving in and out of driveways are not thinking to look for bicyclists on the side.

It's I get it.

Um I I am recommending it in plans in other areas of my work, but I I'm not a fan of that uh kind of proponent, at least in in this location and in this context, especially around again, just the magnitude of Stockton.

I feel like I think I'm partially confused.

I've seen earlier plans of Stockton's complete streets efforts, and they are significant.

The bike lanes are really wide or protected or class one path.

So I'm curious, I think, yeah, I guess why we're seeing such minimal uh accommodations in this iteration.

Sure.

I think one of the things that we saw when we saw some of those previous plans is that they looked at the entire width of the right-of-way.

Okay.

Which often extends beyond the back of the sidewalk where there has been a lot of encroachment.

And so our alternative C that I showed was one where we looked at the full width of the right-of-way, and that's where we have the you know, the grade separated bicycle facility that more space to work with if if we don't restrict ourselves, but it adds a lot of costs.

Okay.

Yeah, I think I'm okay with that.

I think also, yeah, the notion it does add cost, that's unfortunate, but this notion that like over time people just slowly take over city right-of-way, and now we all reap the cost of like I I'm frustrated by that.

So I am supportive of option three or one C, I guess.

Uh the caveat being that the physical protection is for the BRT lane and not just the bikes.

Um I think five and a half feet unprotected is is okay otherwise.

Yeah, we'll just add though that you know w it's not always private property encroachment, but it's also mature street trees and a lot of use.

Get rid of them.

No, I'm just I I want the more trees.

I echo those sentiments as well.

Uh just just joking.

Um yeah, okay.

Thank you.

I guess maybe that's on record now.

The sound bite.

Mr.

Banks.

Thanks.

I don't know what he had for dinner.

Maybe that's the problem.

Um I've given you comments already during the stakeholders' meeting, so I won't go into those, but I want to echo two things.

One is protected bike lanes.

Please do not put that bike lane um up on par with the sidewalk.

We are seeing more altercations already, especially with people who are on e-bikes and or inappropriate e-bikes that are really actually e motorcycles.

So let's separate bikes from Peds and bikes from cars and cars from buses.

That would be really great.

So I'm all in on the most expensive um option, the one that um gives us everything because I think Stockton has the opportunity now, and it won't this opportunity doesn't come around very often.

Take the gold ring.

Let's get the money and build something that we're all gonna be really proud of, because Stockton Boulevard is a really has been a really beautiful corridor, and it deserves to be a beautiful corridor and the connections points on both sides yet again.

Thanks.

So I've been talking about BRT and all these different enhancements for seven years now.

And also to it's my neighborhood.

I my neighborhood of Butts Stockton Boulevard.

I've traveled up and down it since I was a little child.

My first memories of Stocking Boulevard are visiting the Wing Wall Market before I went to AJ's karate as a little boy.

Cold floors and karate on Sunday mornings is something I used to do a lot as a kid in the Lemon Hill neighborhood.

And I still travel on this uh road almost daily.

Um and with the addition of the housing elements, the Mercy housing element that just went in recently near the Goodwill, uh the parcel to the south of it, which is also slated for housing, the gateway projects uh closer to Broadway, additional housing maybe by Luigi's and Enhanced Retail.

Um, we're seeing a lot of just you know um uncontrolled crossings, right?

A lot of people who are just like, I am here and I want to be over there, and the fastest way for me to do that with my feet is to put one foot in front of myself and get to the other side of the street, regardless if it's a controlled intersection or uh crosswalk or not.

See a lot of it at Wells Space Health, see a lot of it at the shopping center with the Ross um uh right right across the street as well.

Um and you know, you think about opportunities to partner maybe with some of these organizations and businesses.

Um I know Ross, for example, has a community benefit grant program that they put out there.

When I try around the city of Sacramento, I see a lot of Rosses in neighborhoods where people are walking.

Let's do some Ross walks.

Let's do something, you know, branded, do something different.

Um also on I know on 14th Avenue right now uh in Stockton Boulevard, there's some aggressive um grant opportunities that are being pursued uh to put in creative crosswalks.

So uh as we're doing um crosswalks uh on this uh stretch, you know, why not beautify it, right?

Why not go get it?

I love what uh Commissioner Banks just said about grab grab the golden ring.

Like let's think uh big and and do some really cool stuff on here.

Uh in relations to the um the center turn lane and the turnpockets, you know, we do have some really great mature trees.

I know that palm trees aren't native, but we can go down to San Francisco Boulevard.

We have a great corridor full of beautiful palm trees that are actually now finally being revitalized by the city and their their dead FROMs are being trimmed and it just looks wonderful.

So anything we can do to enhance and continue to uh uh grow our tree canopy, unlike how Commissioner Moore thinks that we should move it all.

No, I'm just kidding.

Um you know, let's keep doing that as well because it does slow it down.

On a serious note, um, same dashboard, vision zero, uh, between 2013 and 2025.

We have eight deaths uh in this project area.

So uh this um this project is very very much necessary, but we gotta think about how people actually move.

You know, uh people as a crow flies, as the feet walk, uh they go where they want to go.

So let's um consider all use types, not just BRT, not just cars.

Um, and with that, um this is a receive and file.

All items tonight were received and file.

I neglected to say that, so there's no vote required on this item.

But yes.

One announcement we're having our first um public meeting on April 15th at the Oak Park Community Center.

It's a fantastic 5.30.

5 30.

So it'd be great if uh some of you can make it.

Fantastic.

And if you get a chance, uh I know Colonial Heights Library is open again, and this Saturday, the meeting room is gonna be uh ribbon cutting.

So um maybe next time if you want to as well, right on the boulevard.

Colonial Heights is a great place to have that meeting as well.

Flyer for that meeting.

Descriptive word of mouth.

Yeah, it it'll yeah, we it'll be distributed through the City Express City Media Channels, and I'll share it with Chris.

Just so that we can also put it out on our socials.

Okay.

All right.

We have two items less on the agenda, and we're 14 minutes up against the clock.

I don't think we're gonna need to make a motion to approve unless anybody has a lengthy uh thing they want to share.

Okay, great.

So uh next up is uh uh Commissioner Comments, ideas, questions.

Any commissioners who wish to speak at this time?

Uh Vice Chair Gibson.

Uh as uh uh Chair Gonzalez mentioned a moment ago, these are quite serious issues since our last meeting.

Um there have been at least three fatalities in the um of pedestrians um in the Roblo neighborhood around 8 p.m.

on uh March 7th.

A 44-year-old man was struck on Norwood Avenue and Jesse Avenue.

Um, this was a hit and run.

Uh a 86 or sorry, 89-year-old man was uh hit and killed in Greenhaven Drive in the pocket neighborhood on March 2nd, and then a 45-year-old woman uh was struck on near the intersection of 22nd Avenue and Franklin Boulevard on February 22nd.

Thank you.

Uh Commissioner Risha Patel.

Yeah, I just wanted to follow up and kind of uh express something I noticed.

A lot of the um fatalities that we hear about every month are um older citizens and older residents.

So I think that as we're talking about equity or whatever we're calling it these days, we want to also consider uh that demographic in our conversation.

So thank you very much, um, Commissioner Gibson for um your update.

Commissioner Banks.

I've got three things.

I'll keep them quick.

Number one is I wasn't at the uh budget committee where uh Commissioner Hodell presented about the ATC report, but she told me that it was really well received and that it was really great that we had dollars associated, and it was very clear, and and that's why it's moving to council.

So I think we have a really great opportunity to push to um have maybe something um funded.

I know it's always a long shot, and we know we're facing a budget deficit, yada yada yada, but let's push and let's see if what we can do to get some things moving.

So that's number one.

Number two, Saba was just a little little plug for us.

We just got a grant for two bike e-bike pulled bike lane sweepers.

So all the conversation that we always have about how we can't clean up the bike lanes, we now have some bike lane sweepers that we're gonna be able to deploy and clean up some of the um bike lanes that are such a mess often because it takes so much time for the city to get around to them.

Program around that is being developed, but we're really excited about it.

And we hope to have we're we we're getting two, we're hoping to have one here by May.

They're being built right now.

And that leads me to number three.

Maybe Spike Month is coming up.

I know it's March, but it feels like next week is May.

Um, as you know, Sava is hosting May of Spike Month, and I've reached out to all of the council members, um, both for sponsorship, but also to talk to us about activating some kind of activity in your district.

Um, please don't wait till April because that's way too late.

So please reach out sooner than later, and we'll see what we can't cook up in your area and do something really great during May.

Thanks.

All right.

If there's no other uh commissioner's comments, finally, I'm just gonna make a plug as an informational item only to suggest that anyone who's watching this right now, visit safer sacks streets.com and find out a proposed uh find out more about a proposed citizens initiative to fund uh many of the things we need in the city of Sacramento.

I don't want to politicize it right now, so just do your own research and determine how you might want to vote if that should come to pass.

And with that, do we have any um public comments?

Thank you, Chair.

We have one speaker for Matters Not on the Agenda, Matt Anderson.

Hey everybody, Matt Anderson.

I'm back and under two minutes.

Uh congratulations on the recommendations.

That's exciting.

I look forward to that going to council and talking about it and getting funded.

Yeah.

Uh happy almost Maya's bike month.

Uh really excited about those bike lane sweepers.

That's gonna be really cool.

Uh, I think there was talk of land park having a few streets closed off, maybe potentially.

So one street close off.

That would be a very cool place.

Just throwing that out there.

Um, this was a comment was actually for the folks who left, but generally um BRT when it's being um put in.

There was a big one done in Oakland, uh, International Boulevard.

They had a lot of it actually got more dangerous on the street as it was developed because they found people were cutting into the lane, speeding between the uh blocks, and uh people started dying at increased rates.

So Oak Dot and AC Transit have a lot of experience with that.

Uh there's a lot of push from the community in terms of things to do, including vertical delineators between the BRT, um, speed cushions on every block, things like that.

So definitely recommend reaching out to them, any staff that is thinking about BRT.

Um also there's art mix at the Crocker tonight.

So if anybody wants to join me after this, the theme uh is something about marshes.

Thank you for all you do.

Thank you.

Uh I want to just really quickly thank everybody in the audience tonight for coming out.

Everybody gave public comment, everyone who gave e-comments online and who was here before all our presentations.

We appreciate your participation.

Everyone who gave comments, uh e-comments online for the um budget recommendations.

Appreciate that very much.

And with that, we are adjourned until April 16th, 5 30 back in City Hall.