Thank you.

Mayor Rosalba?

Present.

Mayor, can you confirm on the record that Councilman Razzabello is here?

On the record Councilman Razzabello is here.

It's not clear that he's been a problem at the moment, so all three of the members are present.

Madam Mayor Johnson.

After each agenda item is presented, Mayor will ask for committee members of the comments and then take public comments.

If you'd like to speak to our public comments, please complete a speaker card and send it to the clerk before the items start.

members of the club, we'll have some minutes to share the comments.

At this time, I'm going to be well-called on our items that are not in our agenda.

If there's any other proposal, I'd like to address

that if there are any items that are within our purview,

that are not on the agenda, please proceed.

Matter of fact, good and the cards.

No.

Seeing the cards will close to the common goal,

which is our annual street owner rehabilitation project update.

And I think we have Assistant Engineer, Adrian Tascano,

presenting this item.

Welcome.

Good evening, Mayor, FTC members,

public meeting staff.

My name's Adrian Tascano, I'm gonna talk to you guys

about our annual street overlay and rehabilitation project,

specifically on Dispairing Boulevard.

We're going to talk about our existing conditions, some of the project's improvements, project

features, our overall schedule, our budgeting, and some of the projects that are related to

this project.

So for this project, we're going to be repainting and Class 4 Biocampus experience for a large

The overall we're getting is going to be between the IH-E38 overpass and Mayfair Drive.

That will be getting a two and a half inch RHMA overlay.

And we'll be doing...

And we'll be followed up by railroad crossing improvements done by HCTC's RCEP on the Spring Lake and Sparrow Railroad Crossing.

Our current existing conditions on this area is going to be six travel lanes, three on each side, with two six-foot bike lanes on both sides with a parking lane as well.

And with regular crosswalks, just the standard crosswalks kind of throughout the project.

On this project specifically, we'll be doing that 2 1⁄2 inch Nolan Overlake with RHNA

with the rubberized complex asphalt, which will be between I-238 and Patriot Drive.

And we will be installing class 4 bike lanes between Spring Lake and Olive Street.

In those sections, those class 4 bike lanes are being installed.

The travel lanes are going to be reduced from 6 in total down to 4.

So instead of 3 in each direction, it will be 2 in each direction.

regarding the bike lanes, we will be installing green thermoplastic, making them high visibility

bike lanes in areas of high conflict like driveways and nearing intersections.

And then we will be installing high visibility crosswalks at a few of our intersections so

that way it's a bit clearer that people are crossing there, as well as making our programs

more aligned said we skewed and gave us longer crossings and adding in audible pedestrian push

buttons as most of our signalized crosswalks and a pedestrian patterned beacon as a sparing and

droop which is similar to what we have on Davidson Carpentier currently.

So the overall goals of this project is to improve our bike network safety,

you know, our bicyclists have full use,

I've had it in all these major archery hills that we have,

and fully use the proposed bike lanes that we have

going through the city in this general vicinity.

Ideally, this would encourage biking and walking

throughout all of our neighborhoods

to try and make everything more accessible.

For the walking aspect of it,

that's where the crosswalks are going in.

So for example, if you look at the screen, you have this continental crosswalk going in, and that's also where the Hawk signal will be installed at Drew Street, right here.

the area. Additionally, this is an overview of a sample screen where we show the medians,

and you can see these cross-hatchings on the top and bottom of the picture, which will

show that we are maintaining parking lanes throughout the project so that we don't lose

all that on-street parking. We will lose some, but not all of it. And still maintaining

our bus stops that are so prevalent throughout Hesperian by having a painted buffer length

in those sections. So you can also ensure the person who is preserving our bus access.

This is just a sample plan of how we're planning to do all the landscaping because we do have an

the ACTC plants for this project that will allow us to install medians with planter strips

along the further Class 4 bike lanes with in the center there would be trees in the center,

medians with smaller trees and shrubbery in the shoulder medians, so to speak.

Just a very basic conceptual of how we're planning to have it look.

As for our overall project schedule, we are looking to host this project for good opportunities in mid-January so that we can get our contracts awarded in middle-late February.

So that way, following that, we can begin material procurement for the utility poles

and other traffic signal devices that we need, since those have longer lead times, and begin

working on our curb ramps and getting ready for the bill and overlay in that spring 2026

period.

And then we are anticipating to have the project overall completed in summer 2027.

For the overall project budget, we currently have an estimated $4.2 million for our construction

activities with $420,000, $430,000 for our estimated contingency that we want to have

for this project just to make sure that if any extra dig outs or fiber work or really

anything that we weren't anticipating can be covered, which is granted to a $4.7 million

overall estimated budget.

Currently, we do have a $5.6, $5.7 million budget

for this project with $1.5 million of it

coming from the PCTC grant,

specifically for those class four bike lanes

that are having their landscaping and even buffered

with the remaining 4.2 coming from city funds

that we've already had estimated for this project,

such as Measure BP, some SB 100.

And then lastly, I'm gonna talk a little bit

about some of our projects that were in this area

because they are all, will end up being connected.

So down at the bottom, we have this dark blue portion,

which is the whole thing on the way

that we're seeing right now,

going all the way up into Dayfair Drive,

which will be meeting up with the Sparing Gap Closure Project,

which is currently in design and should be done,

finished being designed in 2026, by the end of 2026.

And that will pass through our existing Fairmont bike lanes

that were run in 2022.

And we'll meet up with our proposed cross-out corridors,

which goes along Baycroft, and then the East Bay Greenway,

which is done by DCT-SIC,

which should be in construction next winter,

in winter 20th of the season.

And with that,

does anyone have any questions?

Okay, so what we're gonna do here,

just sort of thinking about the comment

that we have on this item first,

then a little bit of questions, comments, discussion, et cetera.

No questions.

Okay, so we're closing public comment on the side,

I'm going to council committee members.

I'm going to council and ask the video.

If you have any questions, comments, whatever you want to talk about.

Okay.

Thank you for your presentation.

Comparing the existing conditions to the project goals,

and I see that we're, like you mentioned, taking out some parking spots

and we're making bike lanes.

How many parking spots approximately are we going to be losing?

Because I know on Spring Lake Drive, a lot of people that live in those apartments

park on the street and they're actually parking in the neighborhoods also too.

So what do you think the impact is going to be and how many parking spots are we going to lose?

I don't remember the salt that we're losing.

Is it like 20 something or is it like 50?

I think it was in the 20-30 range.

For the most part, the classical bike lanes will be again after the Springway crossing.

Okay.

not be added so then I don't think that specific area will be as impacted, but it's more of

it's happening further down the street.

Yeah, I see that.

Okay.

Okay, because they park up and down that street.

Okay.

And that's it for right now.

Thank you.

Thank you.

bike friendly, the center of the Andrew.

When it comes past Dewey, it shows on that picture where the bus, is that like a protected

one of those, where the bus goes behind and then the traffic would still go by?

Or is it, because I saw those hash marks.

So the bus is going to come in out of traffic down there?

Yes, so the bus would be traveling northbound and would pull off onto the side into this bus-only shoulder, which would be shared with bicyclists, for them to pull out of traffic in order to load and unload, and then would be re-entering traffic over here back into the normal two lanes that the traffic should be following.

And then just past that, the cars are going to be parking on the other side, right there, right?

Yes.

R2B parking here with a few paved medians with some landscaping in it with the bike

lane on this side, similar to how it looks on the ramp, minus the actual paved medians.

And is any of that, so if you continue, to me it looks like what Hesperian has been in

the unincorporated area, like it's a continuation of that.

So some of those are raised, the bike lanes.

Is any of this raised up?

I don't believe so.

It's still just straight?

Yes.

I'll have one.

Okay.

All right.

Thank you very much.

Good job.

Thank you.

So in this case, the buses are pulling into the bike lanes?

Yes, it becomes a shared link between the buses and my cyclists.

What is the point of a crosshatch?

Is that elevated or is it just painted behind the road?

That is just painted because of just where it is putting in actual paint

maybe it does make it a bit more difficult for the buses to have you.

Because they'll be, sometimes they're the short buses or the articulated buses.

So the bike lane is not protected against buses.

Is that what it is on East 14th with the tempo?

I just, I can't really remember.

I'm not sure about the tour.

So this is the same sort of situation, Mayor, that we have on Grand.

We have one exactly like this, right at the Dolores off-ramp.

I was just trying to think of how the bike lanes were directed against buses.

Against cars, it's sort of clear to me.

This is more than buses.

This is just when they're dropping off.

Correct.

But that's where you're going to have the connection we're going to do.

Or hopefully no connection.

So on the page where you talked about the two and a half inch mill,

what is the significance of two and a half inches as opposed to two or three or five?

help me understand why we specify this.

That depth is what was determined to be sufficient for the pavement index there and for the traffic index.

If we were to do anything less, it doesn't really hold too well on the street with that kind of traffic.

it would probably crumble.

We are doing rubber, so that adds some flexibility to the pavement,

and it's conceivable that if we were doing standard HMA,

we might have to go deeper because it doesn't have that same level of flexibility in the pavement.

So HMA versus RHMA.

RHMA is rubberized, so it's a recycled asphalt product.

we get a grant from CalRecycle for using that product.

It goes down a little bit differently than standard asphalt.

And that's not a topic, but the entire structure looks going down.

Correct. So that will be ground off and replaced.

Do we believe that's more reliable than standard asphalt?

Yes, on a street with this kind of heavy traffic loading, yes.

Thank you. Is it more expensive?

We have a grant for it, but yes, it is more expensive.

And when you say the grant, that's the ACTC grant or the program?

A different grant, through Cal Recycle.

Oh, you said that. Thank you.

And then the Cal Recycle part of the grant covers the incremental cost, or it covers the cost?

It covers the incremental cost.

Perfect. Thank you.

One of the things that residents weigh in on periodically, I wouldn't say frequently,

but more than infrequently, is light signal traffic, signal synchronization.

During this effort, when all is said and done, will there be improved synchronization,

traffic flow, because one of the things that I noticed is that there's a material road

diet, and so there's going to be more congestion.

What can we tell you about signalization?

So we have gone through and did a road diet prior to this work going into place to actually

determine what our impacts would be once these things go down.

So we are going to be changing our signal timings to make up for this change, as well as once the ACTC RSTEP project goes through, a bit more adaptability will be going in around the railroad crossing as well to try and help it be a full seamless corridor.

Help me understand that.

You said adaptability and run roads.

RCEP is what we're going to redo with the grant money that the crossing itself will be redone.

Help me understand how that connects to what we're doing.

So in this specific location, when trains go through, it does affect their signal timings because it has that clear redemptions.

so when RCEP goes through, they will be tying into the signal at Mayfair Drive at Spring Lane

in order to have the time to work out what the trains that are going through

and then while the trains aren't going through, we're still able to use that service

to maintain our actual traffic flow normally.

So in other words, their work is going to benefit us.

Perfect, thank you.

The one year's on the schedule.

There was a one year between the spring and the summer, 26 to 27.

Yes.

Construction complete can literally mean, and the last stripe was painted,

or it can mean the road is torn up for an entire year.

And so I think part of what the public would be interested in getting a flavor for is what does that year really look like?

Because that's an awfully long time.

Yeah, so the main reason that it's going to be a year out is due to material procurement.

For the signal mass harms and the utility pools that are going in for some of our signal work do have very large need times, up to six months.

So that's why the construction period is stretched out so long.

So we would be working on our less impacted work, such as our curb ramps and the mill and overlay portions,

before the mass arms could come in, and then we'd be finishing up with the mass arms in.

Once those have been caught in the loop.

So when you say mass terms, is that the arm on the piece that comes across as well as the part that goes up?

And those are being replaced?

They will be installed.

So we are installing that pedestrian hybrid beacon, which is the pole and flashing lights for down at Drew.

And that's one of the main ones that will be held up due to that procurement process.

They're yellow, they're empty, they're yellow and red.

Flashing and solid, right?

That's the one super-pandemic.

So it's the signal that it's two red lights and then the one red light on the bottom.

So when cars will need to stop the pestering light, the bottom one is on,

and then once the big structure gets the stoplight, the top two lights will start flashing.

That's at Dewey?

That will be at Drew, or Drew's variant at Drew.

Excuse me, the pedestrian hybrid beacon is going in at Colby.

is already signalized.

Is it signalized?

I'm sorry.

Drew is already signalized.

Signalized.

Standard traffic signal.

The pedestrian hybrid beacon is going in at Colby,

which is currently unsignalized.

Sorry, I confused you.

That's my fault.

Thank you.

So then coming back to, in this area,

are the electric utilities underground?

Yes.

That's yes.

Yeah.

Okay.

And then have we coordinated with PG&E and East Bay Mud on any work that they are doing

so that we don't put down our road only to have them tear it up in the next expected

three to five years?

Yeah.

As part of the process of going through the design, we do share the plans with PG&E and

East Bay Mud for them to review and see if any of their utility work needs to happen

hours so that they don't go and cut into a lot of hassle.

And to add to that, I'm sorry, JC, my city engineer, you may be happy to know that we

just received an email from East Bay Lab, and they do this occasionally.

They send us their list of projects that they're going to be doing over the next year, and

staff's charged to look at their schedule and see if it conflicts with any of the upcoming

projects that we have.

So we are in constant communication with East Bay Lab.

because I think, you know, I get concerned not just about one year,

but if you look at, like, a five-year horizon,

and obviously we can't deal with unexpected, right,

that someone has a unexpected failure, that is what it is.

But if they're going to be laying down the next, I'd say, five years,

we really need to be thinking about making sure we need to wait.

but what kind of grant can we get?

I know you may not know.

I'm sorry, what kind of representation

can we get about their plan,

like, how do we plan on here in advance?

Yeah, in addition to the list that we just got,

we do meet with them on a quarterly basis,

so we do bring up, you know, projects like that

that we see coming down the road,

and we try to coordinate as best we can.

Okay, so I just, I think,

we can only control what we control.

My comment is going to be very clear and direct.

It's that I want us to tell them

we have an expectation

that this road will not be cut up

for picket number five years

because our residents are complaining to us

that as soon as we lay down pavement

within a few months,

we see work being done by other utilities.

I'll give you Washington Avenue

as a very specific example.

in downtown San Diego.

It seemed like as soon as we finished that work,

the street was cut out.

And, you know, that's something that you guys

inherently don't control, and I really do get that.

But I do want to bring political pressure,

and I want to bring publicity and PR

and all that kind of stuff sort of pressure.

But to do that, you know, from my perspective,

to bring the weight of the council and the office,

if someone makes sure that we are pushing at the staff level as hard as we can,

and we let them know.

If we get our streets cut up as soon as we pave them,

and as soon as it means to find us five years,

if they get cut up, we're going to bring publicity,

public pressure, negative publicity,

just because we see it,

or at least the residents believe they see it too often,

and I believe that they are at least being reasonable

in their assessment.

The only other question that I had

that was with respect to the funding,

so we can go to the $4.2 million

from the city-designated funds.

Is any of that money sourced by grants

of one type or another?

or is it all general fund money

that has just been put in the pile of this code?

We're gonna let engineering manager Ching answer that.

Thank you.

No, not a portion that is going to be coming

from the general fund, but a big part of the budget

will be coming from what we call

the direct distribution grant.

So we have $3.5 million each year, Measure BD fund.

So our Measure BD monies for fiscal year something

are being allocated to this project.

Most of the measure, not all.

Yep.

Okay.

And without putting this money,

so I'm gonna get back to you,

but is that this year's money?

This look is for this fiscal year's look.

So the FY26 correct distribution dollars are going,

being allocated is perfect, thank you.

Those are all my questions and comments.

There's no action required here.

This is just a recommendation.

Thank you for the update, that's very useful.

At this point, I will close this and go to our crosswalk

crosswalk enhancement work,

and control crosswalk enhancements.

I am 3D.

It looks like we've got Associate Engineer

Robert H. Sheen presenting the same.

Hello Mayor, TC members, City staff and the public.

My name is Robyn Chey, Associate Engineer for the Public Works Engineering Division.

I'll be presenting on the Highway Safety Improvement Program, or H-CIF, or short, Cycle 12 Uncontrolled Crosswalk Enhancements Project.

A little bit about the presentation overview I'll be presenting on the project background, the improvements, its locations, the conceptual plans, and the project schedule and budget.

a little bit about the background of this project this project came about when the city adopted

its local roadway safety plan back in 2022 and concurrently we applied for the h-6 cycle 11

funding. Fortunately, at that time, the project was not selected for funding. We

tried again in 2024 for cycle 12 funding and was awarded for funding, federal funding for the project.

recently on November 18th, 2025, we presented the project to our local VPAT.

Project improvements include FHWA, improving countermeasures that include

pedestrian hybrid beacons, rectangular rapid flushing beacons,

crosswalk enhancements such as high visibility crosswalks,

supplemental signage, and also supplemental roadway striking

with those crosswalk enhancements, pedestrian refuge, and ADA curb ramps.

As you can see in the pictures, to the left is a pedestrian hybrid beacon.

This is aqua here at Davidson Carpenter.

And on the right is an example of a RFB at Mano Bo Barton for industry.

Moving on to the project locations.

So we have a total of seven total locations for this project.

You can see here on the map here, the orange circles indicate for a RFP treatment,

whereas the red indicates as a PHP treatment,

and the black is just regular crosswalk enhancement treatments that include the high visibility

crosswalks and the supplemental signage uh so some locations are at madden crosby street

modern boulevard and doance street dunnan arbor street uh finds work street and devonshire

Avenue, 158th Avenue and Lark Street, East 14th Street and Lorraine Boulevard, and lastly

Farnsworth Street and Chapel Avenue. So these next few slides are the conceptual plans for each of

these locations please note that we have not started design so there are um very conceptual

based and are maybe subject to change as we move um to design here so this one is at uh is an rfb

treatment at madonna boulevard and crosby street where we'll be installing rfbs for pedestrian

crossing through um this one is the same thing as well this is an rfb crossing through manor at dorks

this is an rfb treatment at dunnab near an order drive

Next one is a RFB treatment at Barnesworth and Devonshire crossing Barnesworth Street.

Please note that this will be a new crosswalk installment as for the others that those were existing crosswalks.

This is a pedestrian hybrid VDNPHP proposed at 150th Avenue and Long Street.

This is an existing crosswalk where the lead treatment right now is a RNP, which have not been as effective.

uh lastly this uh last sorry second last one at east 14th street and loran boulevard this is a php

um improvement on this one will include pedestrian uh refuge island in the middle

um the existing condition is it's just a very crosswalk for supplemental signage

And then lastly, this is a recommendation for crosswalk enhancements without RFP or

BPHP treatment at Barnsworth Street at Chapel Avenue.

Next slide.

We'll be going through the project schedule and the project budget.

If you look on the left, we hope to start design early in 2026 and complete design by the end of 2027.

Start construction shortly after and complete construction by 2029.

for the project budget we were funded for the design and construction of the project

being so that the city contributes or provides a local match of 10 percent of the total project

cost so you can see here that the total project cost is two million dollars and

and provide a local match of $200,000.

And if there are any questions or comments.

So thank you for the presentation.

What we're going to do is take public comment first.

We have any.

So we'll close public comment and send.

We have council report.

won't thank you so looking at these this is great and the first thing i'm going to say is thank you

to you all because i wish uh council member i'm sure he's reading it council member simon and the

whole uh the matter gets some love there's a lot of matter projects in here so that's really good

and i appreciate that especially around manor boulevard where there's a lot of walking and

crossing and um i like to prove the crosswalk back on um obvious and manner to accommodate those two

to cut out some of the curves for the walking.

Yeah, right, that's the one I'm reading,

is that that crosswalk is moving back to line up,

and it's out of the driveway of that.

I always thought that was interesting,

that we had a crosswalk on some of this driveway.

So I like that.

But we talked about the 20 feet back from the curb

feet back from the curb that people can't park anymore.

So when we have these crosswalks like this,

I believe that says 20 feet to the indication

with the white triangles.

See where the cars parked right there on,

this would be the south side of the manor.

Are we gonna paint those curbs red now

so that people can't park in these spots.

You know, the 20 feet that we were talking about before,

the new state law that says daylight.

What is it?

Daylighting.

Daylighting AB 1413.

It can certainly be considered,

but while it is a law that therefore

red red cross-stripping may not be needed

since it is in state law,

Mayor, I'm asking Director Marquise to come up to give kind of what Public Works policy

is on red curves throughout the city related to daylighting.

Public Works Director, she's Marquise.

Good afternoon.

The new daylighting law is implemented.

We focused on the areas downtown primarily, especially in paint parking, that's where we implemented.

And in areas where we know vehicles have been, has created a habit of parking there, we focus on those areas to be painted red.

Now citywide, that's not something we could probably sustain to paint all areas ahead of crossings by a red curve.

And we're really relying on creating a culture

and everybody being aware that when there's a crosswalk

that was fun to be kind of like the fire hydrant situation.

You don't paint all curves in front of fire hydrants,

but everyone's just programmed to not park

near a fire hydrant.

But I also want to note that the area you're talking about,

we want to make sure that it's in advance of the crosswalk.

So where the car is right now, below the 20, that is okay for that vehicle to park there, because it's after the crosswalk.

Oh, interesting.

Okay.

So on the traffic side, right?

So on the way.

So this one's okay, but this one, well, technically it's at an intersection, so this one, it would not be allowed to park.

So on the other side, below the 20 after the curb will break down, that people is allowed to park a little bit further away from the crosswalk.

But that parking space is okay.

Okay, so I think the mayor also will be, if they're going that way, the idea is that the traffic coming this way, they would still be able to see it.

And then if a car was coming that way, there'd be plenty enough time to see on the other side of the car.

Interesting thing. I love it. I'm learning every day.

So thank you. I appreciate it.

That was the question and it makes more sense.

So when we're out there doing construction, the other one is Crosby.

Excuse me, Chapel and Farnsworth.

I was concerned about that one just because I'm not dogging out my St. Felicitas brethren who choose to park every spot they can on Sunday, even in places they shouldn't.

but on the chapel there's a lot of foot traffic in this in this area so again the the dotted lines

coming uh it would be coming south on bonjour we wouldn't suggest painting that part or would we

because that could be a tough scenario

where people are trying to cross

but the traffic is leading us that way.

So on the south, so on Orangewood,

going south, just past the bank,

the old bank of the west,

that little piece right there,

there's all these cars parked around here.

Would that be in consideration of,

can we consider being that area?

I'm not trying to find curbs to park with it,

But I just know being in that area, that may help us.

If they become problematic areas, then we would definitely consider them.

Fair enough.

Thank you.

That's my rest of you now.

All right.

Thank you for your presentation.

Can you bring up the slide of 150th and Lark?

Okay.

150th, half of the street is considered selling in,

and half of it's unincorporated.

So are they picking up any of the share of the cost

on Alameda County?

I believe the entire width of 150 to the back of the sidewalk

is within the city of San Leandro.

Okay, so it's just...

The properties beyond the sidewalk on the bottom,

towards the bottom of the page, are unincorporated,

but the street is within the city of San Leandro.

Okay.

Okay, that's my only question.

Thank you.

I was going to ask that about experiencing.

Okay.

Going back to Chapel Ave,

I just kind of wanted to follow up.

I guess I don't spend as much time in graphs as you do.

This is a highly trafficked intersection

in terms of pedestrians.

Pedestrians are trying to cut across

to get to the marketplace.

The top corner.

in light of that, which I will just take as given,

the red curve right there, I think,

would be a high risk of all the different places

because if you have cars there that people accelerate

coming out of that minor four-way intersection,

coming down Farnsworth, there's a bit of a turn,

so I'm also sensitive to that specific location.

If you're telling me people cross there

because they don't follow it after corner,

then they will say, yeah,

give that a little bit more priority.

The HSIP money, is this state money?

Federal.

Federal money.

Any funding received from HSEP over $1 million

is considered federal funding?

Any project awards that are greater than $1 million

dollars in awarded funding is considered federal funding otherwise only state in

this case it's over one million dollars so it is considered federal funding and

there's two types of well maybe they're not two types it's a good time to educate me

I assume that there would be two types of federal funds one where it comes

some sense directly to the city and another that's through the state it's

It's all money through the state?

Yes, it's all through the state.

Reimbursed, that's it as well.

Let's talk a little bit about the low rain.

So we put in the rectangular flashing weekend

approximately three years ago, two years ago?

I believe at the moment, it's just, there's no time to flash and begin, it's just a crosswalk

with warning signs just.

They're not flashing, I think there's a flashing thing.

No.

It's only a sign.

Because we redid the, we made it a higher visibility place, I don't know.

But it doesn't flash.

Nicole Castellano, senior engineer.

There was a temporary rapid flash

in there during the VRT construction,

but it is not there at this time.

Okay.

I think I took a picture of it being very proud

of what we had done.

Oh, you'll take another one.

I'll go take another one.

So I think the essence of my question

We've done all the work necessary from an electrical perspective and that kind, so there's no big cost associated with the electrical part of the second segment.

RRFBs are typically solar powered. A pedestrian hybrid beacon would be.

Yeah, that's what it's much more. That's a big load. Okay, perfect.

I think that's all the questions that I have.

Do you have some dates in here?

I forget, it's already for you to publish.

29.

Was that fiscal year or calendar year?

Calendar.

Let's go ahead and get in the way of this game

this being completed do you think?

Anticipated coordination with Caltrans for design review, 14th and Orain, including permitting as well as that is State Route 185 on the MNC by Caltrans.

Other than that, when K.P. is going to be a large,

then maybe some conceit vertical over that Clarence with the existing

key-in-the-lines, knocked out from the history.

That will have to be evaluated during the interview.

I'm sorry. That's why I'm confused.

I'm thinking of San Leandro Boulevard at Lorraine.

That's the picture that I took.

Okay.

So let me just come back to where we are.

This is how we're going to do TAO's on patient health.

Okay.

Is this a newly considered location,

or has this been in the works for a while?

This is a newly considered location

location in part of our local local safety plan that was adopted back in 2022 originally in the

plans that provided a systemic systemic improvements along east 14th street recommended for

only rfbs however due to the recent not the recent but um uh 2022 there were additional

severe injuries that occurred at this crosswalk,

causing that

recommended a more

aggressive treatment.

Okay.

It's very relatively

close proximity to two

signalized intersections, so I

caught my attention.

Are there some

requirements on

distance

from other signalized intersections?

While not distance, I do believe FHWA does have a step guide that counts for volume,

speeds, and the number of travel lanes that can be considered for either CARPB treatments

or PHP treatments, however in proximity,

that may require a little more research.

Excuse me, introducing my city engineer.

There are some general recommendations on distance,

however, the placement of these pedestrian-specific

controlled crosswalk enhancements is really driven

by where the generator and the tractors are.

So if there is a heavy generator of foot traffic on one side and a heavy attraction on the other side,

that's where the people are going to cross.

So we do look at the number of people crossing that intersection already.

So you're correct.

There's two signals adjacent, but based on the counts,

there's locations where pedestrians just won't walk that extra whatever 100 feet to go to the signal.

they cross where the generator and the attractions are.

So that goes heavily into selecting and justifying

where both pedestrian hybrid beacons and RFPs are installed.

And what is the generator that you're speaking of,

or the attractor that you're speaking of?

On this side, you know, it's the retail probably.

On the other side, as you mentioned, there's TOs,

now there's the Asian Health,

There's a residential towards the, on this picture on the left side of the picture.

So there's a lot of interaction that you see crossing.

I guess it's right outside.

You do see a lot of people crossing at that location.

BRT is one too because we have a bus transit right on that street.

So I think it's a little bit of a street.

So the justification for these enhancements really look at where are there a high number

of pedestrians crossing an uncontrolled area

that we could benefit from all.

Yeah, I'm just thinking about the money

that we spend, the locations.

We have to make choices across 13 square miles

of roadways and all that kind of stuff.

And this one catches me off guard purely

because it is one block away from a signalized intersection.

That signalized intersection is at the BRT.

And so this one caught my attention.

and then I'll follow up with you about something else related to this.

You are crossing, so this is page 6,

you had identified the existing ADA curve ranks.

I didn't know if that had significance that we've identified

because my assumption was that we would cut and move,

we'd put wherever they need to go in a new world,

or are you just flagging them?

Back in 2022,

with Barron Pears helped us prepare

these conceptual plans.

Manor Boulevard was going through

its own overlay process,

and since then,

these curb ramps have been completed,

so it can be disregarded in this context.

Perfect, thank you.

I think that was all the questions

and comments that I had.

Thank you.

Let's do it.