Okay.

All right, we're recording now.

So I'm Sarah Bailey, and I, as the chair, I'm calling the meeting to order.

The time is 604, 603.

Will the clerk please call the role?

I'm supposed to be on.

Nikki Washington.

Thank you.

Malika Potter.

Present.

Jason Yaman.

Here.

Nicholas A.

Madison.

Here.

Jeff Wong.

Here.

Sarah Bailey.

Here.

And Cable.

Here.

Okay.

So now we move on to item one B announcements.

Engineering have any announcements for us?

Yes.

There will be a community open house for the behavior area this Thursday on April 23rd from 6 30 to 8 30 p.m.

at the Reach Ashland Youth Center on 1633 514th Street.

The community open houses in part of the community-based transportation plan.

This is a collaborative transportation access planning effort between Alameda County and the City of Sal Leandro to make it easier, safer, and more convenient to move to and from the Bay Fair Barn Station, schools and other destinations throughout the Bay Fair study area.

Second announcement is bike to wherever day is on Thursday, May 14th.

We encourage bicyclists to ride on their bikes and stop by and energizer station for commemorative back on the day of May 14th.

Location of Energizer Stations can be found on Bike ESpace website under events.

And just one more quick announcement.

Please be advised that the commission may not engage in conversation or respond to comments during the public comment period except to request clarification or refer the matter to staff.

Thanks for that reminder, Nicole.

Okay.

No more?

No more announcements?

Okay, item closed.

Public comments.

Now we are taking public comments.

This is the time when any person may address the commission on matters not listed on this agenda.

Okay, that doesn't look like we've got anything.

So no comments received.

Now I'm move on to the Gash discussion items.

Iman uh uh Fosse is going to present this item, the Welling Boulevard Class 4 bike waves.

Hello everyone.

Um thank you for having us here today.

You are gonna we are the present to you, the Lowell Boulevard Password by Quays Project.

Can you speak up just a little bit, Eman?

Is this oh this is better?

Okay.

Can you go to the next slide, please?

So for introductions, um uh my name is Eman.

I am an assistant engineer of the City of San Leandro, and I'm the project manager on this project.

Uh with me here today is Thomas from uh from with our design team from NCE.

Also with me here today is Rob from Farrell Pierce with our traffic team.

Next slide, please.

So for the agenda, we're gonna be starting by going over the project location.

We'll follow that by the guiding policies and why we're doing this project, and then we'll cover the project design and features, and then we'll dive into the traffic cities and the different traffic impacts, and then we'll cover these costs and funding for this project and conclude with the schedule and next steps.

Next slide.

So the project location, we're working on a segment of alone, starting at the intersection with WICS and ending at the intersection with Washington.

And along this segment we have approximately 12 bus stops, uh six on each side, and we have three signalized intersections, WICS, Farnsworth, and Washington.

Next slide, please.

In terms of guiding policies, uh back in 2022, a vision zero policy was adopted, and the goal of that policy was to eliminate fatalities and serious injuries by making travel safer for all modes of transportation and people of all ages and abilities.

With that, the LRSP local roadway safety plan was adopted.

And that outlined specific goals and policies that were going to be used to reach the vision zero policy.

It also identified seven priority corridors for safety completely.

One of these seven is Lowelling.

And also in 2024, the bicycle and pedestrian master plan was adopted to further expand on LRSB, the LRSB and guide infrastructure projects.

So this is a snippet of the bicycle pedestrian master plan.

This shows the planned bicycle network, and as you can see highlighted in yellow at the very bottom, we have the well link, and that's our current project.

Next slide, please.

So with the LRSP, a very uh detailed collision study was completed to identify different hotspots.

Um, and that was one of the factors is selecting the welling as a location.

Um, this is uh an analysis of the past five years.

We've had 66 um collisions along the segment of the walling, three of which are KSI, meaning killed or seriously injured.

Um, two of those were pedestrians which were seriously injured, and one was a fatality of a bicyclist.

Next slide, please.

Also completed is a speed analysis, and that's how speed limits are set.

So on the um left side, you can see the segment between wicks and sediment.

And um the way to select a speed limit is to look at the 85th percentile speed, which means that between wicks and sediment, 85% of drivers go at 41 miles per hour or less.

And similarly for sediment has been 85% of drivers go at 39 miles per hour or less.

And then using those, we set the speed limit of 40 and 35.

So that's the currently existing.

Uh this QR code takes you to the traffic study that was completed to find that.

Um, with this project, uh, after we implement it, we will be completing another traffic study to a speed state analysis of LG to set see if the speed limit needs to change, which we anticipate it will probably need to be lowered.

Next slide.

With that, I'll be handing it over to Thomas for design details.

Thank you, Ma.

Can you hear me well?

So with this project, our goal is to enhance the safety for both cyclists and pedestrians while also improving the safety at the multiple intersections across the welding.

Some of the project features that enable us to do this are civil elements like protected bike lanes, which improve the safety for cyclists, pedestrian improvements like high visibility crosswalks and accessible curb ramps, as well as traffic elements like protected left turn movements, no right turn on right restrictions, and tightened turn radius at corners.

Next slide, please.

So with this slide, we show a typical cross section of the existing and the proposed conditions on the welding boulevard, and this is the section between Segment and Washington.

So on the top from the on the top shows the existing conditions, and from the left to the right from sidewalk to center line.

We can see that we have the on-street parking uh bike lane, two travel lanes, and then the center turn lane, and with the proposed conditions on the bottom, you can see we have the bike lane close to the sidewalk.

We have a bike lane buffer with vertical separator elements, the on-street parking, a single travel lane, and then the center turn lane.

Next slide, please.

And this slide basically just shows a 3D rendering of what the proposed conditions would look like overlaid onto a picture of the welling.

This is eastbound at Segment Street, and you can see we have the bike lane next to the sidewalk, uh bike lane buffer with a vertical separating element, the parking lane, a single travel lane, and then the center turnway.

Next slide, please.

In addition to the cross-sectional improvements that we're making along Lowelling, we're also making improvements at the intersections.

This is one of the main signalized intersection at the east end of the project at Washington Ave.

And with this, we just wanted to highlight some of the improvements like the high visibility crosswalks, the directional programs that were proposing, um bike lane buffers and bike lanes striping through intersections, as well as the two-stage left turn boxes for cyclists of attempting left turns.

Next slide, please.

This is kind of similar to the previous slide that just shows a typical cross section of the existing and proposed conditions.

Um, the only difference with this being it's a different section of the welling from woods to sediment, and in this section, there is no one street parking, and there is a center medium or a planning strip.

And in this section, there is no one street parking, and there is a center medium or a planning strip.

So as you can see on the top from sidewalk to center line, we have the single bike lane, the two travel lanes, and the existing median for the existing conditions.

And with the proposed conditions, we're gonna have the bike lane next to the sidewalk, a bike lane buffer with a vertical separating elements, and then the single driving, the single travel lane next to the center median.

Next slide, please.

Again, another 3D rendering is showing what the proposed conditions would look like overlaid onto a picture of the welling.

And this is eastbound at Calgary Street.

So you can see we have the bike lane next to the sidewalk, the bike lane buffer with our proposed vertical separating elements, uh, the single travel lane and the center medium.

Okay, so with while designing the proposed improvements for safety for pedestrians and cyclists, we also had to keep in mind the effect this has on the motors that use the welding.

And to do so, we assess it through the level of service, which measures the delay in seconds of a vehicle going through an intersection.

And this is represented on a grading system from A to F, with A being little or no delay, and F being basically the worst condition, which is stop and go traffic.

For the general plan policy of this project, the acceptable level of service is a D.

And this is between 30 to 55 seconds of delay per vehicle.

So a traffic study was conducted for this project, and we conducted it for the three main signalized intersections, which is WICS, Farnsworth, and Washington.

And we did this for their peak AM and PM hours.

And as you can see on the table, the level of service did decrease from you know a mixture of B and A's and Cs and Ps to our proposed condition, which is mainly Cs and Ps, but it is still within the general policy or the acceptable level of service of B.

And we're able to achieve this by updating the signal timings to separate phases for drivers and pedestrians and cyclists.

And this not only helps the level of service but also improves the safety.

And the main goal for us in this project was to find a good balance between safety for all road users and also maintaining the efficiency of traffic going through the welding.

With that, I'm gonna pass it back to Imon to go for other project elements.

So in terms of budget analysis, the project cost is cost uh as to costing design costs is approximately 675,000, and the current estimate for the construction is approximately 5.8 million, uh, totaling the project cost at 6.5 million.

In terms of funding, we have two grants, the ACTCACTC grant, which is Alameda County Transportation Commission grant, and the HIP grant uh housing incentive program, uh pool grant, uh that one's for construction only.

ICTC is for approximately 2.2 million, and the HIV grant is for approximately 1.8.

We also have some local funds of approximately 1.2 million and capital reserve and grant funds of approximately 1.2 million, totaling uh approximately 6.5 million just as the cost.

Next slide, please.

This is a quick um journey through the design process in terms of selecting the bikeway separators.

We considered cheaper options such as flexible posts and our midellos and more expensive options such as planted and staffed concrete medians.

And we landed with attack on curve with flexible posts, um, which we saw in previous slides, uh, for multiple reasons.

Um, it kind of gave a balance in terms of cost um aesthetics, and most importantly, it gives uh bicyclists a very familiar um facility to use.

As you can see, that picture is of Fairmont.

Um, and so we are trying to stay consistent with the type of separators that we're using so bikers are comfortable.

Next slide, please.

In terms of schedule and next steps, uh so we presented this project at the Facilities and Transportation Committee back in April 9th.

We're currently presenting the second bicycle and pedestrian advisory commission on April 21st, and we can on um taking all comments into consideration with design as we work towards our final design at the end of 2026.

Um, after that, in terms of the bigger picture, we're gonna be working on bid and award in early 2027, starting construction in spring of 2027 and aiming to be have construction complete by end of 2027.

And with that, next slide.

That is all we have for you today.

Okay, so this is the time for us as a committee to ask our questions and clarifications and keep praise on city staff for the work that they do and for their presentation.

And then Mr.

Cable, I see has got his hand up.

So prize surprise.

Yes, but anything that you know allows us to go on a road diet, I'm all for.

Um clear that people in the neighborhood, since I live over there, do use e-bikes and stuff to navigate themselves through the neighborhood and being able to trip transit this from Wix to Washington is going to be super helpful to have something separated.

One question I have is what are the chances that the um cement medians that are gonna separate the bike lane from the travel car lane will be removed for budgetary reasons and go to something less expensive, like flexi posts.

Or are we committed to having that physical barrier in between car and the bike lane?

So I'm assuming this is in terms of like as the process of design go moves forward.

Um so in terms of design, the funding is already secured.

So we are we are committed to doing the uh the typhoon curves with the flexible posts that we showed, uh, and we've worked to secure the funding for that.

Um, so I don't anticipate any reason to go in the natural direction.

Oh, very good because you know anything to keep the autos out of the bike lane, I would encourage hi.

Uh thank you for the presentation.

I I'm very strongly in support um of the project.

I I just wanted to clarify there were you there was a point at which you discussed the potential future speed limits for this street and suggested that there will be a study of traffic movement in the new design, which will then inform new speed limits.

I'm surprised to see that as opposed to a having a targeted design speed limit, which is then imposed.

Uh could you explain the reasoning behind that?

Um so I'll ask Cliffle to elaborate on what I'm about to say, but typically to set a speed limit, you have to have a speed analysis initially completed to back set speed limit and enforce it.

So with that, we can't set the speed limit initially and then implement the project with set speed limit without first doing a speed analysis with the conditions.

Can we go back to that slide where there was the speed?

That was a new slide for me.

And while she's doing that, I can add to that.

So when you design a roadway, you can set a design speed, but usually that's on a very straight roadway.

Uh that is hard to incorporate because design speeds for roadways usually incorporate when you have curves or hills or something like that.

If you have a very straight and wide uh roadway, no matter what you design the speed, it's it's you're gonna their drivers are gonna drive the way they drive because there's no nothing inhibiting them from doing so, like a sharp curve or something like that.

So on a roadway like this, it's very hard to design to a certain speed.

But uh the alternative is to narrow lanes, uh make it single lane, make it make it seem like there's a narrow lane, and then encourage this the slower speed.

So that's what the intent is here.

Makes sense.

I ask what the speed limit is now.

It's listed there.

35 and 40.

35 to 40 is the current.

Yeah, do we have do we have any idea what where those speeds might land with this new design?

Our current expectation is it would probably drop at the minimum, is that the 40 between Wix and Session is going to drop to 35.

Um, beyond that.

So what happens with speed when you have multiple lanes is that cars can pass and therefore you get faster traffic.

And so with one lane, the average speed of the vehicle of the of all the cars is really gonna drive uh the decision because you can't pass.

And so um five miles per hour might go down to 10.

I don't know what the 50th percentile speed was for this corridor, um, but in that range, five to ten is what I would expect.

Thank you.

Nothing, Jason.

Yeah, I would just say I actually ride on this frequently, and um and it's kind of scary, and especially as you approach Wix and there's uh like the yield lane, uh like I mean cars just don't snow down at all.

So uh so strong sports.

Wells.

No, yeah, Jeff.

Yeah, one question.

Uh from Cedric to uh Washington, how many uh parking spaces are the are you going to be losing on that from that section?

I don't have an exact number right now, um, but I'm I mean our goals to lose as little as possible because we do know the parking is being very much used.

Um so we are maintaining the parking lane, but the only reason they're maybe uh lanes that spots lost is because you're having the medium at the stripe being drawn out to uh outline it.

Yes.

Did you understand that?

Yeah.

I don't think I did.

Could you repeat that?

I don't understand.

So for the most part, we are our goals to visit a little parking spot to spot if possible.

We're trying to maintain a parking lane.

Actually, if you can go um forward a few slides, yeah.

Yeah, there is good.

So we are trying to maintain the parking lane.

Um so if that's pods that are gonna be lost, there's just a handful.

Um not like the completely eliminating parking.

Uh, the only reason to lose some spots is to delineate when you're having kind of um when it's directly next to the sidewalk, you have the parking and like very close to where you'd have the driveway.

But when you're pulling it out, you need more space for the cars to turn so and also for uh their vision and to see oncoming cars.

So you'd have to pull the parking back a little bit, so that's the extent of losing any parking spaces.

I get it now.

Thank you.

Nothing.

I think I have some problems.

Thank you for all your hardware.

Okay, I have a I have a few questions here.

Uh the main question I have is if you could you go back to the big map.

Uh you started with yeah.

Yeah, that I'm curious about the pedestrian infrastructure improvements that you're going to make.

And I am concerned about what I thought I saw at Washington Avenue, and I think this was brought up at the facilities where there is a right turn only lane.

Or yeah, there is a lane where you could right turn.

So that concerns me.

Um could you show me on the map?

Do you have a like a pointer?

Where the um infrastructure pedestrian infrastructure improvements are going to be, and why not?

It's in your head.

Jason, uh you need a battery.

We need a you need one of those long wooden pointers.

We have when I was a child, those existed.

Back in my day.

Back in my day.

Back in my looking.

So some of the pedestrian improvements that we mentioned that we're doing that's so good.

Oh, but it's oh, you're using the battery.

Okay.

Um you flip it to the map.

So um some of the pedestrian improvements that we're proposing, like on top of the high visibility crosswalks, which um you know kind of notifiable drivers and or motorist users that pedestrians are crossing.

We have directional programs at the main intersections, which you know it's it's just a better experience for the pedestrian when you're crossing and you have a program right in front of the crosswalk to receive you.

Um so we're doing that at the major signalized intersections like um Wix, Farnsworth, and Washington.

There's actually uh an inner, I think it's the northwest intersection at Washington where there's currently existing, there is a program that kind of points to the center of the road.

Yeah, it points to like the center of the road.

So we're proposing to you know just have um the bidirectional programs to make it a safer crossing experience for the roadway users.

Um so yeah, that to name a few okay, and there's no additional traffic signal improvements or um I couldn't have we were gonna talk about walk signs and that, particularly at Washington, right?

Um I'm gonna start at Wicks and I'll work my way down.

Great.

So umelling to make the right turn onto Wicks.

Can you wait until she puts the map back up?

Okay.

So um I apologize for coming up here.

That's fine.

Uh the the right turn here, it's a right turn lane onto Wix to the northbound.

And so what we're doing with that intersection, that particular movement is that we're putting the bike facility to the right of the right turn lane, and then we uh introduce what's called a protected right turn line, which means that it goes the right turn movement goes by itself.

The bikes and the pedestrians have to wait.

So the bikes and the pedestrians would wait with a red light as the cars turn right, and then when the right turn turns red, then the pedestrians and the bikes would cross with the motor vehicles crossing, and so that completely separates the um pedestrian and bike movements from the automobile.

Um at Farnsworth, uh they have what's called permitted left turn phases, where's Farnsworth?

Um next intersection.

Oh, I see.

I guess I'm going behind.

Oh, here it is, right here.

Yeah.

So at Farnsworth, it's signalized and it's got permitted left turn lanes, which means that when the motor vehicles are going through the left turn movements wait for a gap, and then they make the left turn.

What that does is it means that the driver that's making the left turn is looking at the cars and not at the crosswalk.

And honestly, they aren't looking at the bikes either.

They're looking because the cars are the ones that they're afraid of making that left turn.

And so we're making the left turn lane protected, which means it'll be a green arrow, which means when the left turn gets the green arrow, nobody else goes, just the left turns go.

Okay, and so umce the if the car is turning left, and he's looking at he's gonna be looking at cars and cyclists coming from the other direction.

So today they do that, yes.

And then so in the future, there would be a protected left turn, which would be an arrow.

And so that means that nobody gets to go.

Nobody gets to go when that arrow is green except for the left-turning vehicle.

So they don't need to look for cars, they don't need to look for pets, they don't need to look for bikes.

Right.

They should in case somebody's running correct light, but so that's an important feature there.

Yeah, and then down at Washington, um we can go to that intersection in this uh northwest corner where um Thomas talked about the directional ramps.

We are also introducing there a uh protected right turn movement uh with an arrow.

And the reason that we're doing that is that when the pedestrians are crossing Washington here, one of the things that we noticed out there with that sweeping turn is that drivers can go very fast, and they aren't paying attention when they're making the turn, they're focused on what these cars are doing, right?

And so they don't see the pedestrian, and so by making in a protected right turn, they will not be able to go unless they have a green arrow, and if they have a green arrow, the pedestrians can't cross the bikes can't cross, and that illuminates those conflicts.

Sorry, you said protect a right turn.

Were you talking about you were pointing at like the left?

Oh, I'm sorry, I went the wrong way.

Sorry.

Yeah, which angle were coming southbound.

I my hand signals aren't very good.

Coming southbound on Washington and turning right.

Oh, okay.

Okay, I had a completely the other side of the intersection there.

Yeah, I messed you up.

Um so that that's an important feature.

Um now I you might ask the question, well, what are you doing down here?

Yeah, and the issue there is complicated.

What the original concept was was to um take this out and re-configure this whole corner.

Um but you saw the budget.

Yeah.

That is a very expensive project to do.

Uh you have drainage, you have signals, uh all kinds of stuff.

And so if we if we tried to fix that within the budget that we have, then you wouldn't get raised elements, which you were speaking about.

Um, you just get little plastic ballards separating the bike line.

So unfortunately, we don't have endless amounts of money.

Um so that's why this is still here in the project versus having it uh eliminated.

Um is that a pedestrian island I see there between um there's a little triangle right here, yeah.

Yeah, so what happens is that the right turning traffic today yields.

So if there's a pedestrian here or here, the right turning vehicle is supposed to stop, let the pedestrian cross.

Supposed to is are and that's why we don't really like pork chop islands, that's why we want to get rid of them, but they're expensive to get rid of.

Um so uh what'll happen is that the heads cross, and then they're in this island, uh, this triangular island, and then they wait for a gap to cross here.

Um you could signalize this, but if you did, then a pedestrian crossing, say from here to here, would have to cross part of the signal cycle here, and then they'd have to wait in the triangle to cross.

And so they might have to wait through a second signal cycle to get fully across the intersection, and because of this distance is so short, you may get pedestrians that don't want to wait 40 seconds in that little triangle, and so then they jump the signal.

Um so it's again, it's why we don't like pork chop islands, but um, since we have it, we have have to deal with that issue.

Okay, so that little I don't uh I don't go down that way.

I um BPAC took a little tour a few years ago.

We all got on a bus and we came to this intersection, and um a few of us looked around and realized wow, there is nothing living here.

There's like as human beings, we were we were like the only living things in that whole intersection.

So um, I don't know if you were ever able to was there ever has urban forestry looked at this.

Is that part of the do they look at this kind of thing?

Because um adding trees.

This intersection and along all these areas, are we gonna have trees?

Um so no new trees will be added in this project.

We did consider it initially with our very initial design, and then the button, the estimate was getting closer to 10 million.

Um and we were mainly considering it between Sedgment and Washington because that was the only area that was um wide enough to where the median could hold any sort of um plants because there's a minimum, I believe, approximately four to five feet width that you need um to be capable of considering any uh planting, but we are maintaining the center median and all the landscape there.

But it shouldn't be in your budget anyway, it should be over in urban forestry, so in is my opinion.

But um that also going back going back to your pork chop are there um there flags or bollards on that like don't run over me red bollards?

Um at the moment in in this pork chop island here uh at the moment you have um I think two or three traffic signal poles uh um that no there are no ballards that have been put in on that island.

Okay, I'd like to see some fluorescent paint on on that island.

Okay, um uh okay.

Well, I anybody else did I inspire any more questions?

My talk.

Okay, good.

All right, so um god, where am I?

All right, so now we have public comments, and um uh please make your way to the front.

We have some cards.

Do we have cards, Leta?

Yes, we do.

We have two speakers.

Uh the first member of the public will be Eric S, followed by Crystal Raphael.

Uh uh thing with though right now, question of whether there's going to be uh walk buttons on both sides of the thing on the welding where um the button you have to cross the foot lane to get to the island to reach the button which is kind of ridiculous.

Um I bike between Great Barry and Washington Inner a lot.

Um, this is really cool to like get the part um or any part of the way uh in a way that seems like favorite.

I really don't like the parts, especially where they traffic on one part part of the netter, especially what the thing is going down in the welding and then uh the band is the theme better to tolerate.

Well, like the 40 miles now is way too much.

So I bike a lot around here to get around.

And yeah, you probably won't have to be seeing on the wedding a lot.

Um, in case anyone like oh well, no, we use the speaker group.

Um, this is the would be the most direct way.

Um thank you.

Who is the second speaker?

Our next speaker is Crystal Raphael.

So, Miss Raphael, you have two minutes.

You should put a timer up for you.

Um I'm speaking for my neighborhood.

Um streets on the well, I grew up in the area 67 years now between I grew up on Wicks and now where I'm at.

Um speaking to the neighbors pretty much against all that.

I do agree coming out of Heron Bay and trying to make a left on the width.

Okay, do not stop.

Something has to be done there.

Glad to hear about the left turnway.

Um coming down the well line, I want to make a left onto Barnsworth, the green light.

Have them sit there and wait.

I think it's an issue, even coming out of my street, wrecking range to try to make a left onto the walling.

It's it's quite hairy.

There's a lot of traffic.

I mean, like I said, I've been in this area since I was two years old.

Uh crossing the streets, taking my kids to school, a lot more traffic now, a lot of fast codes and a lot of trucks, a lot of trucks are coming down.

They're going Coca-Cola going down.

Um, and what I heard they're supposed to be going down the reading, but they don't come down in the line and fast.

So um being determined about the meeting today.

I was trying to get to the neighbors to come and they could make it, but I'm hearing we're discussing it.

Um I haven't heard anything positive about the changes.

So I just trying to put my voice out there.

Thank you.

We have another change.

Kathy Rodriguez.

Can I spare my talk?

We can talk later.

My first question is the bicycle and pedestrian advisory commission.

Is that all you guys?

Yeah.

Are you guys do it for Alameda County?

No.

No.

George Salandra?

Yeah.

And you guys are working with public work to do the project.

We live in South London.

You guys?

Okay.

Okay, well, I'm at the right meeting.

So my name is Kathy Rodriguez, and I am a well-in-boulevard homeowner where that explosion took place.

And so what happened with public works?

Public works came into our neighborhood at the last minute.

And all of us were like shocked that they're going to do this work.

I just want the advisory committee.

You guys need to be aware and make sure you ask questions because there's a lot of hidden stuff with public works.

You mean underground, underground, the gas and electric back?

Well, no, it's not that.

They took five feet of our property.

Okay.

And I'm concerned that they're going to do the same on the work that they're going to do on the other part of the lawnmower.

And us as a community, we didn't have enough time to stop it because they came in at the last minute.

Like we got a notice within two months, boom, the work started happening.

They they wanted everybody to sign this letter.

Um right to enter and construct.

We didn't know what it was.

What it meant was you're gonna come, we're giving you permission to take our five feet without us even knowing.

It's a it's a form of manipulation.

Um they know me quite well, public works because I've been advocating, and my concern is it's for the people.

These people own these houses, they own that property.

There's adverse possession.

If they took care of that property for more than five years and paid taxes, it belongs to them.

They took five feet of our property.

We're a community that is business, they blocked it to where we can't go up on nobody can go up on our uh property because we're a business because they put the square curves.

They recently put a telephone pole right in front of my property, so cars cannot drive up as well.

And I'm just gonna I'm sorry, your time is up.

Just ask questions and see because it's for the people, it's not for public works and their hidden agenda.

That'll be all that's it.

Okay, thanks everyone for coming to speak.

Appreciate it.

Um, okay.

So that means I'm supposed to say certain words.

Um there any other comments about Llewellyn from anyone.

Uh trying to think if there was anybody that said anything.

Okay, that's good then.

Let's move on to um item 3B.

The Hisparian Boulevard Bike Lane Gap Closure Project Information only.

The assistant engineer again, Eman Fawzi is going to come up and present this item.

And then I'll just start talking about it.

We always actually I think she's gonna be presenting to you the Australian.

Okay, these years.

So for collections, my name is then an assistant engineer with uh City San Angelo, and I'm the project manager for this project.

With me here today, I have Maryland from DKS with our tacky team, and Kate from WTN's with our design team.

And then we'll dive into the bike network and how this project connects to it, and we'll cover the design and the traffic impact study.

And then we'll dive into the budget analysis and finish with schedule and next steps.

So for the project scope.

This project covers 8.4 mile segment of Hesperian starting at the intersection with 150th and ending at the intersection with a fair drive.

This project involves some link reconfigurations and class four by clean addition.

Also, we're going to be uh doing some accessible herb ramps, adding a pedestrian hybrid beacon, and doing some pedestrian improvements and finally some signal and striking improvements.

Yes.

So for the IP policies, this is very similar to the well lines.

I don't believe I need to dive too much deep into it.

But Hesperian is also one of the seven priority corridors that was identified within the LRSC for needing some safety improvements.

So for project benefits.

So we are doing this project for two main reasons.

One to enhance safety and comfort for pedestrians and bicyclists of all ages and abilities.

And two to enhance connectivity to existing and planned class four bikings throughout the city of San Leandro.

We have some existing projects.

We have the existing project model, the one in orange, and then we have our project is in red.

South of us, we have the Hesperian class four bikeways project, which is currently finalizing design, I believe it should be going to five.

It's in design, right?

But one south of us.

And then East Bay Greenway will start construction later this year, and they're at 100% design, and then north of us Bancroft Crosstown Corridor.

And with that, I'll hand it over to Kate.

Wow, she drops really fast for me.

Thank you, England.

As Eaman mentioned, my name is Kate LeWongo.

I'm with W Trans.

I'm part of the design team for this project.

So without further ado, let's take a look at how Hesperian Boulevard will transform as part of this project.

So here we're looking at the cross section from Fairmont to Grace in the southern portion of the segment.

And as you can see, we're the proposed alignment with retain two through lanes in each direction, and the median lane with width median width would be reduced to make room for the separated bike lanes in each direction.

And here is the cross-section between Grace and 150th, with Louise right there as well.

So once again, two through lanes will be preserved in each direction, and the uh dedicated left and right turn lanes would be removed to make room for the bike lines to continue along Hesperian.

Now here is a graphic of a pedestrian hybrid beacon that is proposed at Grace Street.

And so this would be to provide a safe crossing uh location for pedestrians and crosswalk improvements would also be featured here.

And it's important to note the pedestrian hybrid beacons.

Uh they are dark until they're activated by pedestrian.

Uh and so they will remain more or less incognito until activated by pedestrian.

And these are also found elsewhere in San Leandro at East 14th and 144th, and also here at Davis and Carpenter.

So these are some of the bike line treatments under consideration for this project.

Um as you can see, these are actually already have been constructed as part of the Fairmont Drive bike lanes project.

Um we have the conflict zone striping over here between the separated bike line and the intersection approach, and then we have green thermoplastic pavement as well as the raised bike buffer islands.

This is right in front of the chase on Fairmont there.

And so this is an example of where the those raised islands would typically be placed along the project corridor along with some flexible channelizer posts in between.

This is very similar to Lwelling, uh, and it's based on uh it's very similar to the Fairmont design, so there'll be consistency within the area and within the city.

So these islands are included really wherever it's practical to include them and leaving gaps for driveways and cross-streets intersections and object object markers are being considered for the beginnings of these raised islands to improve visibility for vehicles turning onto Hesperian from those driveways and cross streets.

So as for the traffic impacts of this project, DKS Associates prepared a traffic study to explore the impacts for road diet along Hesperian, and DKS is present for any questions we have about uh this study.

Um it's important to note that the um with the mitigated project condition, uh the level of service is within uh acceptable limits uh under the proposed project condition.

Um the only change here uh at for the intersection level of service would be at the AMP at Hesperian and 150th and Louise would go from level of service B to C and the warning peak hour during your morning commute.

Um and so context here for level of service, uh the level of service values range from A to F, and these values correspond to average vehicle delay in their section.

So A is less than 10 seconds of delay on average, uh B is 10 to 20, and then F would be anything over 80 seconds.

So just to contextualize these values, um as for the level of service for the corridor as a whole, um, it would actually be projected to improve under the mitigated project condition.

That would be due to some signal retiming along the corridor, and these values are a little bit different.

Um these level of service values are based on um average vehicle speeds along the corridor, and it's important to note that this would not be a dramatic increase in vehicle speeds, even though it would be an improvement.

Level of service F in this condition is represents vehicle speeds uh lower than 13 miles per hour, while E represents vehicle speeds between 13 and 17 miles per hour.

Uh so that that's not a dramatic increase, and probably most um most divers would not really realize the impact of difference in their speed here.

That'll aspect anyone to discuss project budget.

So, in terms of project budget uh analysis for starters for pre-design costs, that was at approximately 60,000, and for design costs, we're looking at approximately 790,000 and totaling design costs at 850,000.

Um so in terms of funding, we currently only have funding for design, and that is we have some city funds, approximately 520,000, um, and eight two grants.

We have one from ACTC, Alameda County Transportation Commission grant for approximately 225, and an FTC grant for approximately 100,000, uh totaling also approximately 860,000, which matches our uh design cost.

Um, as for construction, our current estimate is 5.2 million, and we are actively seeking grants uh to make sure that we can cover it.

Wow, that's a lot of money.

In terms of project schedule and next steps.

So this project was presented uh to the facilities and transportation committee uh in February, and now we're presenting uh at the bicycle and pedestrian advisory committee, and we plan on working through on design till the end of the year, and we'll have final design by December 2026.

Uh it comes up that an award construction and completion, it's very dependent on funding and with uh when we secure the grants.

With that, thank you all for listening, and that's all we have.

Okay.

Thanks you too for your presentation.

Are we gonna hear from more people?

No, uh, no questions for questions.

Uh the game is part of the second.

Okay, good.

Who has a question?

I do.

Um the intersection of this map.

Uh 150th and Hesperian.

Uh the the terrible triangle.

Uh I hate that intersection.

Everybody does.

Um we have any idea what we're going to do about it.

Is it involved in the scope of this of this work here or in the East Bay Greenway, or at all?

Is anything going to happen?

I can take this question.

Um this the line that is on uh ES14 there, kind of the blue line.

Um that is the included on the green line.

Uh the purple line will eventually connect to cross-town corridors.

Uh red line is part of this bearing gap project.

Um we're also the gold line is also um a portion of it is gonna be included on this project.

So eventually it will connect to be a very you know, a hub really for um getting all around town um via bike.

So okay.

So no no plan that is the or what I mean with the the the baby project.

Well that's gonna be working actually on East 14th, we'll facilitate movements from these 14th to and from all of the other rods trees.

Right.

Okay.

I'll watch the space.

Uh Jason, have you I don't know right at all because it's super dangerous right now.

Um I've ridden on Fairmont a bunch, and that those bike lanes are great.

So in other words, until you get this fixed, Jason's never gonna ride this street.

So no, no, I may have maybe one I've written on that, um, but if that'd be one.

Yeah.

Um okay, so no.

No, no, no.

Okay.

Um I'm gonna throw my uh comment in here too about that uh intersection.

How many accidents, how many injury accidents have there been at that intersection?

Have you looked the Hisparian at that intersection?

Hisparian and East 14th.

Yes, we look at the collisions at that intersection.

I don't have the exact figure on me, but I can get back to the how many?

I don't recall.

Okay.

I'm sorry, I'm getting hard of hearing apparently.

Um okay, I'd like to know that.

I don't know how you're gonna get me that information.

Um it's that we'll get it to you so yeah, okay.

So maybe you can send it to B Pack as a whole then.

Um I'm gonna put in my word here, and I'll probably it's like I don't know what I don't know.

Anyway, probably wasted breath, but I'm gonna reiterate this intersection is a disaster, and it needs to be redesigned, and you need to tear up the whole freaking thing, start over because it is so dangerous for pedestrians and for cyclists.

It's dangerous for cars.

That little um little stretch of black there uh is not long enough.

Cars back up there and they're back into the East 14th.

They have to stand it's just it is a nightmare.

So from a traffic uh perspective, it's this is a terrible place in San Landro.

Are you talking about part?

Can I clarify on the special one?

Is that the East Bay Greenway section?

No, I that see the black line that's coming down that crosses East 14th.

Is that black?

This is this project.

What is that line that goes up this way?

It's saying it's this project.

It's just an arrow.

Okay, all right.

Well, there is that right on the other side of that little link.

You're talking about that little connector piece by the vacant lot.

Yeah, yeah.

Bacon lot and the and the sculpture triangle.

Um I don't I I guess I should just stop yelling, but it's it is it is one of the worst places in San Leandro to drive, walk, or bicycle.

And that's what I mean about how you it's just needs to you need to somebody needs to like tear it up and start over.

I will note one thing.

Um we can't we're not tearing it up in this project.

I really wish you were.

We are doing some pedestrian and bicyclist improvements um around it, so kind of at the intersection of Hesperian with 150th.

I don't know.

This is too zoomed out to kind of put like right here at the red line.

There isn't from the triangle crossing 150th going to the other side.

Uh-huh.

There isn't a crosswalk right now.

And with this project, we are going to be trying to add a crosswalk because people just they book it, they run.

Yeah.

So that's one safety.

Uh, and we're also doing the class four is gonna be up to one 15th, and then um, and then blending on which side, but from 115th to East 14th, there will be class four, I believe, on the northbound side, and class two on the southbound.

So along Hisparian along the triangle, along piece 14th along the triangle, there are bicycle and pedestrian improvements.

It's just on the little length of 150th that there isn't.

Another improvement we're doing is with the right turn from Haskarian going north, turning right onto the uh 115th.

We're doing a tighter curve radii.

So cars aren't just flying when they're journey.

Uh if there's a pedestrian and bicyclist, you just hit them.

Um so it's gonna be tighter, so it forces vehicles to slow down and consider bicyclists and pedestrians.

Okay, that sounds like it'll help.

Um I know a cyclist that came down east for two son of uh a son of a a friend of my husband.

So he came, he was young, 15 years old.

He came down, um, he's coming down East 14th, and right at that intersection, he had this very bad accident.

His leg was badly broken.

It just you know, he had a it was bad for him.

And you know, 15 years old, those things don't, you know.

Okay, anybody else?

All right, so now it's time.

Do we have anybody behind us that wants to speak?

Okay, no public comments.

Okay, that's good, I guess.

And any more comments from from us?

No, not just questions, just come up.

Okay, we're it so I get are we done?

I guess that maybe we're done.

Uh are there any other comments?

No.

All right, so support this one as well, because I think it'll be nice.

Yeah, with everything else going on in His variant and connected to East 14th, I think that'll be great.

Yes, I should have said something nice like that, sort of yellow.

I also yeah, seconding that also is just very exciting to see to see how everything's gonna connect.

You know, I think before I turned B pack, I didn't quite realize how far in the future you guys have to plan, and then how everything like long term connects up and the about a planning put into it, so I really appreciate it.

Oh, we have an item four.

Well, aren't we making those committee member comments right now?

I think they're still on the committee comments for his very end.

Oh, all right.

I don't anyway, I don't care.

She says here, that's what we were doing.

Everybody was commenting on how wonderful everybody else.

That's good.

So any other comments from the commission members not associated with these projects.

Um beyond saying you all do a wonderful job.

Thank you very, very much.

We appreciate you.

Big deal.

Okay, so that means that uh it's 7.05.

We're adjourning early.

There being no further business, the time is like I said, 7.05, and the meeting is now adjourned.