Okay, so it is whatever, six o'clock.

And uh we are going to begin the bicycle and pedestrian advisory commission meeting of due Tuesday, November 18th.

I guess I get to call the role or no.

Who calls the role?

Okay.

Nikki Washington.

Excused absence.

Malica Potter present.

Jason Hammond?

Present.

Nicholas Bezadeh?

Here.

Jeff Wong?

Here.

Sarah Bailey?

Here.

Edward Cable.

Here.

Thank you.

Before we move on to the next item, I just want to thank you all for being on time.

We really appreciate that.

And also making our quorum today.

Because for those of you have been on BPAC, you know that that's been an issue before.

I might just talk now.

Okay.

So does the engineering division announcement have any announcements?

Yes.

We have two announcements.

First one, Adrian will have some sliers, and I'll speak about it.

We'll identify community priority projects to address transportation barriers in their I2 burning 88050 and between the park station areas.

We'll help Alameda CTC identify local needs in that area.

The survey can also be completed at www.alameda ctc.org-4CP.

Second announcement the Bancroft Avenue and William Street Crosstown Corridors project was brought to council last night on November 18th and accepted grant awards for two million dollars in local grant funds and four million dollars in federal funding.

Next steps for the project will include soliciting or request for proposals to begin the design phase.

Okay, so now it's my turn.

Okay, public comments.

So you're not public, right?

You're not public, right?

So we have no public here, so uh, but I have a lot of I have stuff from people.

Um so this is not a time for them to address.

Okay, let's go to uh number three discussion items.

The Alameda County Transportation Commission is going to talk to us about the East Bay Greenway multimodal project, and we have here um ACTC's Matthew Baumberg.

And no?

Yes, okay.

Thank you.

You're supposed to only get 10 minutes, but no, uh I'll shoot for 15 if that's okay.

Great.

Well, thank you very much for having us here to present uh Matt Humbert, Transportation Engineer with the Alameday County Transportation Commission, uh joined by Emma Burkhardt uh Associate Transportation Engineer.

Uh and then want to also thank Nicole and Robin in particular for all their partnership from the city side working on this project.

So, here to give an update on the East Bay Greenway Multimodal Project, which uh some of you may know is a regional streets corridor project uh running generally along the BARC corridor that is uh getting close to construction within San Andreas.

This is your first presentation of this, right?

That would be no because two.

Oh, that's okay.

Thank you for that.

Uh so uh the East Big Greenway Multimodal Project is uh project to prove safety, particularly for vulnerable pedestrians and cyclists along streets that are uh along or closely um parallel to the countywide high injury network.

Uh it connects to different equity priority communities, which are regionally identified um census tracks with higher concentrations of populations of high mead.

The total length of the East Bay Greenway that Alameda CTC is involved with is about 16 miles, extending from downtown Oakland down to the South Cable BART station.

We can working on it in different chunks with the different cities.

It connects seven different BART stations in four different cities, and um, it's not steered by this square, which I really apologize for.

You would see that in green, the Oakland and San Leandro portions are what we call the north segment, and are the portions that are furthest along in the project development process and have funding for construction.

Next slide, please.

So this is a zoom in on the um the north segment or the Oakland and San Leandro portions, uh, and this portion is about 10 and a half miles and extends from Lake Merritt Bart Station down to Bay Bear Bark Station.

We have actually broken this into four different construction packages, two of them in Oakland, and then two within the city of San Leandro.

Uh one of them extends along San Lander Boulevards and City of San Leander right away, and then the other one is along East 14th Street, which is Caltrans State Route 185.

And all four of these uh construction packages are in the final design stage and are um have funding for construction.

Uh, and we'll be ready for construction as soon as 2026.

Next slide, please.

This is a bit more of a zoom in on the um project limits within San Leandro.

Uh so again it extends uh from the northern city limit, City of Oakland and San Leander border via the San Lando San Lander Boulevard, um, connecting along the park station frontage uh through the edge of downtown here, continuing along San Lander Boulevard, and then at the intersection of San Lander Boulevard and East 14th Street, uh stands along East 14th Street south to the Bay Hair Station area.

Next slide, please.

Oh, it's working up.

Um so I'm gonna give just a very high level overview of the project design.

Uh I did include it in the packet uh and have available to go to if there's questions, some excerpts from the project plans, some of the location specific details.

So happy to get into that if there's questions about particular locations and what's proposed.

Uh, but just to kind of cover the whole project in a single presentation, I'm gonna stick it a high level in terms of what I present.

So this is an overview of the proposed design along San Leander Boulevard.

Um, so right now San Leander Boulevard has existing buffered bike lanes, uh, two travel lanes in each direction, and uh a center median, and the project is proposing uh to convert the existing buffered bike lanes to uh separated bike lanes with raised islands separating uh the bikeway and the travel way.

Uh these are typically have planting or other landscaping in them.

Uh and there's also a whole host of different pedestrian and bus stop improvements that don't really show up well in a typical section like this, but I'll get into those in a second.

Uh along East 14th Street, uh currently the street has uh two travel lanes in each direction, uh parking lanes in each direction, and then uh the either a center turn lane or a raised median in some sections.

And what's proposed for this section of the project is uh converting the parking lane in the southbound direction to a separated bike lane, which would again be separated by a concrete island, and then in the northbound, uh the right side of this typical section uh shifting this the street over and maintaining a parking lane uh and uh implementing a separated bikeway that would be uh separated from traffic by uh parking lane as well as a property island buffer.

Um some of the other features that are included as part of the project, and some of these are in the Oakland sections.

Uh, the shared use path in particular is really more in the Oakland section of the project.

All of the rest of these shown here are present within the San Lander portions of the project.

So we've talked about the protected bikeways.

This image is a two-way protected bikeway.

Most of San Lander will be one way protected bikeways.

Some of these do exist within City of Sandlander now, but we get a bike facility separated from traffic by a buffer island and parking.

Some of the uncontrolled crossings, their presence, the project would install new flashing beacons or pedestrian signals, with the level of treatment depending on how close it is to an existing traffic signal, as well as whether the intersecting street is also a bike route.

Throughout the project, there will be curb ramp upgrades where existing curb ramps are not accessible in terms of meeting current ADA standards, including wherever possible directional curb ramps, so a curb ramps serving each of the two crosswalks.

It exists in other cities around Albany County.

Bus stop improvements, including adding some new stops along San Lander Boulevard in the vicinity of the boys and girls club, as well as redesigning some of the stops to provide separate spaces for waiting.

And then some areas along East 14th Street, extending some of the existing medians to try and create more of a boulevard feel and channelized turns where people are making turns out of driveways to more limited points into more signalized intersections, which is generally safer than lots of turns happening out of driveways in the middle of the block.

So this is along the East 14th Street section of the project.

On one direction of travel, the north sound side of the street, the project will be installing bus islands where there is essentially a waiting area for passengers that's kind of out in the roadway a bit on the other side of the bikeway from the sidewalk.

So on the right is kind of a schematic of what that looks like from a bird's eye view, and then the left is an image of an installation in San Francisco.

So the advantage of the advantages of this are bikes and buses don't have to weave across each other, so it's much safer for both bus drivers and cyclists, and then for buses, they get to stop in lane, which means they don't have the delay of pulling out of traffic and pulling back in.

Sorry, I'm having trouble advancing the slides we can call this.

Thank you.

There's a different type of bus stop design proposed, where there's actually a shared um kind of bus loading area and bikeway.

This photo is actually a location in uh Washington DC.

This is a super high ridership bus stop right near a DC Metro station.

And the way this works is people wait back at the sidewalk, and then when a bus arrives, uh, cyclists essentially have to yield to pedestrians crossing across the bikeway to get to uh to the bus.

So and this is all kind of a flush sidewalk level surface, so it's an accessible uh loading platform for the classes.

Next slide, please.

And then one last project feature, I'll take it will detail the explanation up here is there are several intersections where the project is proposing to install protected intersections.

So these are basically like a large curve extension.

If you're familiar with those that shorten the crossing distances and mean that motors have to take turns at a slower, calmer speed.

But they incorporate the bikeway within the intersection corner so that cyclists kind of get the protection of being behind a protective island, and also wait a bit further out.

So you can imagine this image here.

This is roughly where the motorists would wait, and a cyclist is waiting way out ahead where they're clearly in the field of vision of the motorist who wants to make a turn.

This is an intersection design that also makes it much easier for a cyclist to make left turns instead of having to merge across lanes of traffic and make a left turn like a vehicle.

A bike can basically cross to one corner and then cross to the other corner, and uh never have to kind of mix into a vehicle lane.

Next slide, please.

Um during the conceptual design and early detailed design cases of the project in 2022 and 2023 did a significant amount of outreach, including uh presenting this group, uh going to order to do some of the different businesses along these 14th surveys, focus groups, mailers, want to commend the city on doing a pilot demonstration of one block of the project in the vicinity of the East 14th Triangle Plaza, that pilot block of separated bike lane, which this project will construct in full concrete.

Uh next slide, please.

And then this is just a bit of an overview of the project schedule, kind of dating back to the concept design.

So we did actually get approval from the San Leander Council of the conceptual design back in 2022.

Uh since that time, we've been working on state and federal environmental clearance, which is all complete and the detailed design, uh, as well as a significant effort of obtaining external funding, which I'm not on the next slide.

Um we are working towards design completion dates of April of next year for the San Leander Boulevard portion, and then June of next year for the East 14th portion.

Uh and after that, we would advertise the construction contracts and actual physical groundbreaking can start as early as uh winter of next year.

Next slide, please.

Uh, and then this is an overview of the um total project funding.

This is for the Oakland and San Leander portions of the project together.

Uh and this is kind of all in from conception, concept design, environmental clearance, final design, construction support, construction capital.

Uh the total project cost is uh quite large.

Infrastructure projects are not cheap, I think uh, particularly 10 and a half miles of them.

Uh we have been really fortunate to be able to obtain uh nearly 120 million dollars in competitive grants, including state, federal, and regional uh competitive grants, and then for the remainders of the construction funding, uh, this is one of several major trails within Alameda County's measure BB sales tax uh that's eligible to be funded, and that's what we'll be looking for the balance of the construction funding.

Next slide, please.

And uh that concludes the presentation.

So thanks for the time to come present tonight, and um again, thanks to the city for all the partnership on the project, and happy to take any questions.

So you were consider you're you were going to do a single direction bike lane on either side of those of the streets in San Leandro San Leandro Boulevard and East 14th Street, yes.

Yeah, and actually, the northerly portion of San Leandro Boulevard is uh kind of north of Davis Street, or really creekside Plaza is the crossover.

Uh that is actually a two-way bikeway uh on the west side of the street, but the remainder of the project would be one directional separate bikeways.

I see, I see.

Okay.

And then you mentioned you were going to put protected intersections at certain crossings.

Uh, do you have any idea which ones those would be?

Um off the top of my head, uh Bay Fair Drive, Fairmont, uh Hisperian Bancroft, which is a feature connection point to the Bancroft two-way crosstown corridor project, uh, and uh the East 14 San Leander Boulevard intersection.

Okay.

Um, I'm ready to a lot of them.

Yeah.

I was curious what you're gonna do at Washington Avenue in San Leandro Boulevard.

Yeah.

Because that has that light, the green arrow right internally.

It's kind of terrifying.

Yeah, so uh Washington uh is working here.

We're doing sort of elements of a protected intersection, and uh uh apologize that this is a little small and hard to see, but uh there are some constraints in terms of completely rebuilding the intersection because of the skewed angle and just accommodating some of the large vehicles, uh the right turn slip lanes are staying, but we are adding a protective island on this corner and this corner, uh, so that somebody who's like making this left turn from Washington going towards East 14th Street along San Leandro Boulevard would have protection here.

Uh making this turn from San Leandro Boulevard to get onto Washington, heading into the neighborhood away from the tunnel, uh, there would be a protected waiting area here, so it's kind of elements of corner protection for the movements where bikes wouldn't make it a left turn.

Cool.

Can you explain?

So that sorry, so the um Chris the describe the pedestrian um improvements right there that I'm looking at.

So the crosswalks would stay in their current locations.

The um thing that the project is doing is right now the uh crosswalks are not well lined up with the pedestrian passages in these workshop islands.

So if there's like a visually impaired pedestrian and they're kind of following the passageway as they enter the crosswalk, they could end up not lined up with the crosswalk and like out in the middle of the intersection.

Yeah.

So the thing that we're doing is we're partially reconstructing these islands so that the passageways line up with the crosswalk.

That's really to kind of help orient a visually impaired pedestrian crossing there.

Yeah, if anything happens, there's like flock cameras on every one of those corners, so that the police are going to see you any time of day.

Yeah, the way direction that you want to go if you look up, you can see it.

It's pretty disturbing.

It's like eight of them.

Okay, who has who has more questions?

Ed.

I have a really quick one.

Okay, I'm first.

This is super exciting, and I really appreciate all your hard work on this.

This is really cool.

Um, and this is just you said there's a packet.

Is that accessible to the website or in our email or?

Uh these slides with the design details are in the presentation that was posted to the okay, perfect.

That's on the last kind of thing.

I have a question.

Um for the sections with the class four bike lanes, how tall will the um curves be, the protected parts?

They would typically be a six-inch high curve, the same height as a little sidewalk or grant.

You again?

Okay.

Uh a selfish question.

Uh, the intersection of San Leandro Boulevard and Williams Street.

Do you know if that's going to get a protected bike lane or a protected intersection?

Uh yeah, this is some more it's challenging intersection because of the um strain of it being right near uh a railroad line, which is an active railroad line, uh as well as active railroad line.

There are bar columns in the two port shop islands, so uh that's similar to the Washington Street intersection.

It's not really possible to get rid of these right turn slip lanes uh just because uh almost even a passenger car would have a hard time making a turn around this port shop island if it was closed down and can't move the bar columns, so we're trying to work within the constraints of bark columns, skewed intersection, adjacent railway processing.

Uh we are providing just two stage turn boxes for people making the turns from San Lander Boulevard onto Williams Street.

Um other thing we're doing is we're just shortening up this right turn pocket heading towards this is like heading southbound towards westbound so that uh while the slip lane will remain open, somebody can't just like dive into this lane deservedly and take it at as high of a rate of speed.

Um on this corner, uh we are actually getting rid of a port shop island um and I believe this is not the corner of the voice of the thought, that's Marina, but uh we're doing we're doing this at all three of these, um, at Williams, Castro, and then Marina, which is on the next page, the retro slide is going to be the way.

I see, thank you.

Yeah, I I broke my wrist at that intersection, not not um, I just got the cast offset six weeks ago.

Um this is a little better.

But yeah, I appreciate the overall vision.

Yeah, thank you.

Yeah, that's a really really bad intersection.

And uh you're going over the tracks.

How do you uh so the way that I currently navigate that intersection, which may or may not be the best way to navigate this intersection, is to I am coming um eastbound on Williams Street and uh make a cross over onto the sidewalk, uh while I'm going east on Williams Street, and then follow the sidewalk to uh BART.

That's my daily commute.

And a car was coming through that slip lane onto Williams Street, and I moved over to the gutter and hit the curb and fell.

Um so you know, nominally the uh the addition of the this is part of my concern with the single direction bike lane on either side of the street is that you are still forced to join traffic and make a make a left, the that the correct way to cross the street would be to join traffic and make a left turn into that bike lane on the opposite side of the street, which uh I don't do uh because it's scary.

So uh yeah, I I I you know I appreciate the overall vision of the plan.

Um, but and I I recognize that it's not possible always to make these sorts of considerations, uh but yeah, it could be better.

Yeah, I think the big constraint is really just the city's ultimate project here would be a two-way as part of the crosstown corridor, but uh bringing the two-way into the intersection requires working with the railroad, which is just because of the close spacing of the railroad crossing and the single house.

That was just something that within our schedule and the funding constraints of driving our schedule, we couldn't tackle through this project, but of course I hope that the the future city crosstown corridor project could.

Um other minor thing we're doing is I think right now the bike wings driving on Williams drops approaching.

This intersection in the westbound direction.

So we are closing that short gap here and then striping a short but significant section next to the port top island so that cyclist doesn't get like pinned against the island.

Sure, sure.

Thank you.

Yeah, obviously future project along William Street could do much more.

In the meantime, Castro's probably safer.

Yeah.

And Williams.

That's I always ride Castro.

Can we not get rid of the traffic the less the planes?

For the I mean for the cars, can we not get rid of those?

I'm sorry, get rid of the slip lanes.

They're I'm talking about so these are the we're my sip lanes are the ones for the car.

There's a right-hand turn for the car, right?

Can't we get rid of that?

The issue is that um, so this is a little hard to see, but this kind of gray triangle here is the pork chop island.

There's a bark column right up against the edge of that pork shop island.

So if close is slipped in, laying down uh passenger cars we need to turn around this island, which is I don't even think a passenger car could make that turn just because of how tight this corner is.

Uh but you can't you also can't really kind of change this radius uh because of the constraint of the bar column.

So there's a two street as a trunk rod as well, so we do need to ensure the trunk turned kind of commonly for those for some kind of low bar turning rounds or Williams.

So that's uh one of the factors called some pretty.

I guess what I'm thinking about is how why do we have to have those pork chop islands?

Because they have the bark columns on them.

Trying to work, I guess.

Okay.

I see.

Okay.

You got anything?

Nothing.

No.

Can't wait.

Super excited.

Yeah, super excited.

Yeah.

This is good.

This is a good time.

Yeah.

I wish we could have got the railroad easement, but whatever.

So okay, I have a few questions that I need to go um through.

Did did Matt receive the comments from Jennifer Molina?

He did.

Yes.

Okay.

Did you have any response to those comments?

Yeah, we've been looking at them over the last 24-36 hours.

Uh there are a lot of them.

Yes.

Um, I don't know what the uh and I don't know if other VEC members have seen them or if they're right.

Uh are there particular ones you wanted to discuss?

Or I don't know.

I'm not the experienced cyclist, she obviously is.

So I was kind of hoping that the people.

Well, I mean, like, she was saying it should stay's 14th, which is a non-starter because California's right.

So, and this goes by BART.

I mean, I don't know, like that's a major impediment.

I don't know.

I mean, I'm sure if you're if the city of St.

Landro wanted to put bike lanes in downtown East 14th for that section.

Oh, yeah, that's true.

That's like a whole nother story.

So yeah, I think um the Almi to CGC focus is been on kind of creating a multi-jurisdictional corridor that connects to different bar stations.

Exactly.

Uh I think north of the San Leander Boulevard East 14th intersection, that is part of the San Leandro bike master plan, but that would be a separate project.

Right.

Um, I mean, she did have a comment on the one bike lane on East 14th being only five feet wide on the one side.

I think it was on the side without the parking.

Yeah, that in most places it is actually six foot.

Uh so there's um like at the bus stops, it goes down to five foot, and I know again this is hard to see, but then it widens out to six foot.

Um it's pretty consistently six foot, except for a few pinch points.

Um, actually, um part of the comment was to consider going down to narrower 11 foot lanes, uh, which we are doing.

The project proposes 11 foot lanes.

Uh, and actually, we got approval from Caltrans for a non-standard shoulder width, going to a seven-foot wide parking lane instead of an eight-foot wide parking lane, so that the bike lanes could be six foot instead of five and a half, and we were able to convince them that that six inches means more to a cyclist who's up against a gutter pan than uh two park vehicle that's not moving.

Uh, I think beyond that, like given the truck route designation and the transit service.

Uh sounds like a window.

Yeah, we were pretty satisfied with that.

Let me see what else you have.

Um, so I wrote down a few things.

So can you go to slide six?

Okay.

That was a slow one.

Okay, so uh what are those two and three foot spaces in the proposed mediums?

Yeah, right, so these would be like raised concrete islands, six-inch high curve.

Um, and you know, this is actually an older graphic.

This is from before we worked with Caltrans on the cross section.

So this should really be 11 foot lanes and six-foot uh six foot bike lane here.

Uh but these are raised islands, uh six-inch high curve.

At the intersections, uh, the parking would drop and it would be a wider landscaped buffer island that provides clear line of sight for people making turns.

Okay, can you go to slide eight?

Uh we had a problem.

Uh I maybe this is an exaggeration of the five feet.

Is that really five feet?

I'm looking at there.

Uh because that's how wide the bike lane is supposed to be five feet.

I just want to make sure that I mean.

Um this yeah, sorry, this graphic is actually from the NACTO Urban Bikeway Design Guide.

Uh this is not the project design.

Uh I should have better explained this or put a note where this graphic was from, but uh this was just in a handy graphic to provide a kind of bird's eye view of how the bus, the loading island and the bikeway relate to each other, but uh it would typically be six foot from face of curve to face of curve.

Okay.

My own my the reason I'm bringing it up, and you know, I can be imagining things, but on International Boulevard, we had further into Oakland, we had an extremely bad accident from people who use the had were using the bike lane to pass the buses.

So I want to make sure there's no chance cars gonna be able to fit into that bike lane, yeah, and I mean, unless it's a mini.

No, they just like blew past it, and you know, you know, this will be narrower than a standard passenger vehicle.

Um, we've been having a lot of these conversations in Oakland as well about how do you deter parking in the bike lane.

Why don't you talk about that?

Right?

I think we're trying to like find that sweet spot between something that is wide enough where bikes are comfortably out of gutter pans and drain inlets and where narrower street sweeping equipment can fit in there, but where it also deters unintended usage.

So it's six to six and a half is kind of the sweet spot.

That's a great point.

I didn't even think of the cars.

That's a great idea.

I mean that's great.

Is that really like people are just using it as a path?

Yeah.

Is there currently a median there?

Or in well, in it can you remember the international boulevard accident that happened?

No, I'm not aware.

Okay, yeah.

It was uh it was it was a kind of a thing like this where they just blew past the bus.

Wait, could I?

You know, they don't care.

So it hit a hit a pedestrian, it was really ugly, very nasty.

Pedestrians who had been living in that area for some time, people were been they were like, This this is bad.

Something bad's gonna happen here.

Morning, warning, boom, it happened.

Everybody's like, oh, I told you so.

And uh oh, I you know, these guys, these drivers, I just you know, they don't.

An international boulevard is a straight as, you know, as an arrow.

So there was no way for them to they didn't care.

Anyway, so I have some questions from Robert Prince from Bike East Bay.

Um he thinks that the six-foot protected bikeway myths is pretty minimal.

Uh he thinks that car travel language should be shaped down to 11 or 10 and a half feet.

I understand you tried to do that in some places.

Yeah, it is 11.

Okay.

Um uh seven foot or wider clearance is preferred for protected bikeways, and you get the cars going down.

Yeah, you do it.

So you were just talking about I'm just I'm reading from I copied and pasted.

So um yeah, he's also talking about the slip length.

So uh he doesn't live here, so he doesn't know where the bar columns are.

Sarah, I'm sorry to interrupt you.

Um this comment was not submitted through the clerk's office.

No, um, and therefore um due to the Brown Act, it cannot be read here.

However, um I do believe that Matt received the same information because I also received it just inside of the clerk's.

Okay.

Well, I could have copied and pasted it and used it as part of my comment, right?

I mean, I didn't have to say it was Robert Prince.

I could have just said this is me.

Yes, okay.

Okay, this meeting is recorded now.

Yeah, no, it's fine.

Um, okay, so this is a chance.

We do have a member of the public here, so this is a chance then for the member of public to ask any questions or make any comments.

Um my comment would be so I would be asking you.

My name is Jeff Crop.

I'm uh resident of this um San Leandro, and my question would be about the connection between this project and the other project that you're looking at at Sperry.

There's a little tiny bit of gap closure that has no bike lane or anything.

Um, and I wasn't seeing any indication of how this project would join the other.

That is part of the third project.

Yes.

Um that will be that is very early in the design process.

It was presented at the last BPAC meeting.

Um, and so that will be coming uh probably after our next presentation uh project and the East Bay Greenway.

Um one thing I can say is uh at the Hisparian Bancroft's East 14th intersection.

Uh we are aware that the city's concept for Bancroft is a two-way bikeway.

Uh and we're actually so the design includes uh protected intersection.

Uh two of the corners would be raised separation islands, and then this corner, which is the uh northeast corner, it's more of a shared space design where the bikes would actually get up to sidewalk level uh just because um the skew of the intersection lends itself better to that.

Uh we're actually gonna install a nine foot wide bikeway for this short short section, so that that would be wide enough that it could be repurposed as a future two-way bikeway when the city's uh two-way along Bancroft comes through.

So uh just for that first 20 feet or so.

We're we have an eye towards the future two-way bikeway there.

Cool.

Okay.

Hi, I'm Will Douglas, uh resident here in San Leandro.

Um I just was curious if you could um zoom in a little bit on the um the intersection where there's uh, see it's like San Landro and Davis.

It looked like from your design that there was like a bike bicycle crossover, and I was just curious what that might look like, and if you could maybe go into some of the details for that busy and quite frightening intersection.

Thank you.

And just supportive of the project in general, so thank you.

Thank you.

So it's San Leander and Davis.

The um along San Lunar Boulevard, the bike protection islands would extend up to the intersection on the uh northbound side of the street.

Uh this is really constrained with the dual left turn lane, two travel lanes, uh, and what we were this block between a studio and Davis would actually be a raised bikeway.

Uh, a little more space efficient to bring the bikes up to sidewalk level and reduce the buffer slightly.

So that allowed us to fit in a protected bikeway when one might not otherwise fit.

Uh we are doing some pedestrian improvements, um, adding directional ramps on the uh southeast corner, uh, realigning one of the ramps here that is not well lined up with the crosswalk.

Uh there were, and this was actually one of the comments from Jennifer Molina about the viability of a protected intersection at San Leander and Davis.

Uh so there are not actually continuous bike lanes along Davis Street, uh kind of approaching and departing San Leander Boulevard on both sides of the street right now, and uh it's a Caltrans facility, and uh I think there's also the railroad crossing very close to the intersection.

So uh we did not explore a full protected intersection just because I think the thinking was without having bike lanes that connect into it, which is kind of beyond the scope of this project, that would be better implemented with a future project that would actually install those bike lanes along Davis Street.

So uh I think in practice there will be directional ramps on all corners now, and so the cyclist could kind of use the directional ramps to make a two-stage turn.

Not best practice design, but that is a viable option.

Okay, I have to want to make sure.

Okay, I don't have anything for that anymore.

So, if we're uh finished with that, are we going to go on to the next item?

Nicole.

Thank you very much for coming.

Uh, there's all questions that you want to screw chat.

That's great, thank you very much.

Great.

Okay, okay.

So let's move on to 3B.

Thank you.

Can I uh to annual street overlay and rehabilitation project phase three project upstate update?

Where's our assistant engineer Adrian Toscano?

I've never seen you before, you knew.

Um, yes, but the city no, I've been here a very long time.

Good.

Okay, okay.

Well then, good evening, BPAC members, staff, and uh residents.

Um my name's David Scott, I'm assistant engineer with the city, and I'm gonna be talking to you guys about our annual overlay projects, uh, phase three.

So for this presentation, I'm gonna talk to you guys a little bit about our project overview, some of the improvements that we're going to be constructing, our project schedule, and some of the related bikeway projects that are going to be in this general vicinity of uh overlay.

So the overall scope of this project is going to be uh installing class four bike lanes along uh Historian Boulevard in the spring lake to Bayfair or to the Olive Street uh segment of it with an overall uh two and a half inch millen overlay from the high-238 on ramp or out of ramp freeway all the way up to Bayfair Drive.

So that full segment will be a new asphalt with class four bike lanes in the middle portion of the actual scope of work with some other additional pedestrian improvements that I'll talk a little bit more on a different slide.

Yikes, yeah, it's a little small.

Um so this is the typical overview of what our uh concept design is going to be for this roadway.

We do have um these here are paved medians that will be separating the traffic from bike lanes along both sides of the roadway with uh painted buffers dividing parking stalls and vehicles.

I have a different uh image of on view of the actual roadway itself, and this is a section where it'll be a fully painted uh buffer because that's the location where a bus stop would be at.

So that way uh pedestrians are still able to get onto the bus while not making the bus stop in the actual travel lane and you know potentially causal rear end or just a backup of traffic.

Um of the spots that we do want to highlight is at this intersection here is sparing and colby.

We will be installing a hock signal there for pedestrians actually crossing across this variant, since that has been a pretty problematic location for pedestrians attempting to get across the area into the properties that are located here.

So currently, this variant is quite wide.

It's uh three bike three travel lanes in each direction with uh bike lanes that are class two, so just right up against the traffic and parking stalls that are seven to eight feet wide in most locations with a regular raised median in the center.

Um, for the most part, all of our crosspots are just standard, no high visibility whatsoever in that area.

Um and when we get to our actual improvements, um, we will be installing some high visibility crosswalks along with the hawk signal at Hisperian.

We'll be while focusing on the actual transportation side of it.

We'll be installing these pretty for the typical location, pretty wide median on both sides, dividing the traffic from the bike lanes.

The bike lanes would be six feet wide, and our I believe it's a little small, but uh the travel lanes will be brought down to around 11 feet, 11 and a half feet wide.

Um so they're still wide enough for our you know semis and big trucks driving through while we're straightening a bit to try and reduce the speeds that we are compared to what we're currently seeing.

Um these medians on both sides of the bike lanes will be landscaped.

We are uh going through some different iterations of getting the actual landscaping decided on, but it will be bushes, shrubbery, no trees because we don't want to block any uh line of sights for people turning in and out of driveways or you know making a general term at an intersection.

So, currently, this is the project schedule that we have for this.

We're we're looking to go to bid in January, which would be um just kind of up.

Um, we're looking for if we're able to complete that, our contract can be awarded in February to make it so we start going through our contract processes, getting all the documents together with our contractor, so that way we can start doing material procurement and construction in spring 2026.

Since we are doing this hot signal and a couple of uh signal improvements, utility polls and signal poles have a very long lead time right now, so we have to get an early start on that uh procurement, but during that time we can start working on our asphalt work, we can go through and do our crosswalks, our curb ramps, you know, get all that started while we wait for the rest of our materials to get in, like the polls or if we need to do a signal controller or something like that.

And we are buying to have the construction fully completed by summer 2027.

It is pushed out a little bit, but that is because of the long procurement times that we do have on some of these uh items that we need to be installed.

So overall, this we actually create that question was asked about it.

Um, that we do know that there's quite a few bike lane projects that are going on in this area.

Um we do want to highlight that Fairmont uh drive currently has classport bike lanes, and it's kind of out there on its own at the current time.

Um but we are working to get a full bike network set up in this general vicinity.

So our project currently for annual overlay will be this lower portion of Hisperium Boulevard up to Bayfair Drive, which is about right there, and as ACTC had mentioned, they have the uh East Bay Greenway project coming through, which is this blue line right here, connecting East 14th going to Fairmont, and as they also mentioned in passing, we do have our cross-hand corridor project that's going to the top, and a Hisperian gap closure that will be tying up the last loose end of it, so we could have one full connected bike network in this entire vicinity, given that there's the uh redevelopment of Bayfair, March trying to get improved, we're trying to keep make this whole area as accessible as possible to bicyclists.

Um those are kind of the main bikeway projects that we have kind of in the pipeline that connect with this overall project.

And with that, do you guys have any questions?

Um the only question I the only question I had was, and I pretty much understand why we would do this, but the Fairmont's great, right?

Why not just connect the little extra bit of his parent to the to the Fairmont bike lines you already had?

I'm sure it's problematic with like the KFC and all that stuff there, but so not necessarily with uh, we quite a lot of testation.

So, um for our designs that we have, since we do have a few things going on in this general vicinity, yeah.

We this project did originally go up to uh Fairmont Drive.

Okay, um, but then we had applied for a grant um for this Hisperian gap closure that would go from uh East 14th all the way down to Hisperian Drive, to the drive.

So since we had that overlap, we decided instead of doing it twice, we'll do it on this second project that is following up pretty closely.

Makes sense.

Thanks.

Just to clarify, so the scope of the project is to connect um, and this will go all the way up to East 14th Street and then all the way down to the no, it's not going all the way to East 14th Street.

So this project will go up from the uh I two I-238 freeway overpass.

Right.

Around Spring Lake uh up to Bayfair Drive.

So it's the blue line.

Which is a little hard to see.

Kind of a maybe blue line.

Oh, I see, I see.

So it'll be this is where it will approximately end.

Right.

And then it will get picked up by a different project that's in the pipeline.

Right.

That is being a gap closure.

I see.

Okay, thank you.

And even as a driver, I love that.

Like just narrowing the screen.

That's awesome.

Yeah, I will also say that being on Hisperius.

I think it's very avoided.

So somebody's gone to hell.

Put me there.

So I have a question.

Can you go to what?

No, I'll just the cards.

The car.

Can we go to page six?

Okay.

So what are you replacing the pedestrian push buttons with?

More new pedestrian.

Yeah, so we'll we're gonna go through and update all of our pedestrian push buttons.

Some of the curb ramps will be uh adjusted so that way they are more head on with the crosswalks to allow you more easy, more a better pathway to for that, and then uh add that Kobe and uh Hispering's location, it would be the best buttons would be replaced with that full uh Hoxis signal similar to what we have at Davis and Carmen.

Okay, and then the Hoxis the Hawk, it's one it's one, right?

It's only one uh intersection.

Is that the one you said was it Colby?

Yeah, Colby will be the at that one intersection because the other ones are already signalized.

Okay.

Is there a landmark there at Colby that I could uh it's uh crosses into the mobile home park on one side?

Uh it is.

Yeah, oh yeah.

There's like a liquor store.

Yeah, and then it's yeah, is it a near the state farm uh that little um yeah, yeah, and then it heads into the bar into the BART uh like entrance to the parking lot there?

Oh okay.

Yeah, that's not Colby.

Oh that's Thornley.

Oh.

Oh, that is Thornley.

Colby is south and south, yeah.

It's the mobile home park on the west side of the street.

Okay, any uh, I have one, and this might be a silly question, but I'm not familiar with the term continental.

Oh, I see, I think.

Uh yeah, I had to Google that.

Oh, so the ladder problems are going.

Uh so for the SID bar, standard crosswalk is just the two stripes that are going in the direction that the pedestrians walking, and the continental is once you get the cross hatch across the full crosswalk.

Oh okay, thank you.

Appreciate it.

Um, okay.

So that's enough for us.

Are there any public comments to this?

No, okay.

Um I would just ask about the timing of the Hispering gap closure, which is other project.

So that project has just started design.

Um, I would anticipate two or three years before.

This project is not the uh this project will go into construction in the summer, this coming summer.

So that one we we just got the funding.

Okay, so thank you.

Now, uh 3B.

No, left past 3B.

Now we're into 3C.

Am I right?

I safety improvement program, cycle 12 on controlled crosswalk enhancements.

I don't see Fair Peers here, so somebody else is going to present their slides.

Am I right?

I'll be I'll be presenting.

Okay.

Hello everyone.

Uh my name is Rogan She's associated engineer for City Scientist Andrew.

Um I will be presenting the highway safety improvement program, cycle 12 and controlled crosswalking classments.

A little background about this project, um, the city completed its local roadway safety plan or or LRSP for short uh back in 2022, and um reapplied for this HCP funding cycle 11.

At that time, and we were not awarded for this project.

For this cycle in the 2024 cycle, we were awarded.

This project focuses mainly on uncontrolled crossings for pedestrians.

One of our collision profiles that was finded from our LRSP was a fair amount of pedestrians were getting hit and injured at these uncontrolled intersections.

So these following slides.

Will include rotary striping, signage, pedestrian median refuge, and upgrading uh programs to ADA standards.

So going through an overview of the locations of these projects, as you can see, they're a bit scattered as they're not quarter projects as we normally see.

So just kind of looking through those numbers and the location intersections.

The seven intersections will be at Minor Boulevard and Crosby, Marion Boulevard and Doyd Street, Dun and Arbor, Barnsworth Street, and Devonshire Avenue, and the PHP installations would be at 150th and Mark East 14th Street and Lorraine Boulevard, which is about like 500 feet like north of us, and um lastly um just regular crosstalk walk enhancements at Farnsworth and Chapel Avenue.

Just moving on to just conceptual um exhibits as we were just recently awarded.

Um we still need to get into agreement with uh the state to start uh the um design and you know move the project forward, uh, but this is an initial concept design of what these projects will look like.

Um these just include the RFBs, um sign minor signage and striping to um enhance the visibility for these uncontrolled crossings.

This one is at Manor and Crosby.

Um this next one is at Mariner and Doids, and this is an RFB as well.

Uh this next one is at Dutton and Arbor.

Um, many of these are um RFBs, EDA ramps, striping and signage to supplement the uh improvements.

This next one is at Barnesworth and Devonshire, and this is an RFP installation.

Um, see some of these improvements include um directional curve wraps as well, and no, as these are conceptuals that the details may change later on.

So this is just an initial um concept.

Uh this next one is uh a PHP um installed at 150th and lark.

And this lastly is that Lorraine and East 14th.

So these are the subject locations.

Um, and uh travel, which this um does not have any um proposed RFB or PHP um installed, and um yeah, I'll take any questions or comments related to this project.

Happy to you go.

Yeah, I'm happy to see the one at Lark because Lark has the flasher, which wasn't working for a while, but it's nobody cared.

So we have a danger.

A lot of um pedestrians getting still getting hurt because people just drive pretty fast because they're gonna get in the freeway, you know.

So um, I think these pedestrian hybrid beacons would um ensure the cars will stop once they see the the red light, yeah.

Hope it works.

So for you know, uncontrolled crosswalks at this point.

So my understanding that pedestrians have the right of way at a crosswalk, whether it's marked or not.

And so pedestrians have been getting hit by cars.

How many of the drivers have been prosecuted for crime when it's clearly festered has right away?

Um I think that's usually on a case-by-case basis, um, considering that there are um pedestrian violations uh noted in um chocolate reports, and it's really dependent on the situation.

Okay, I I would expect some more assistance from our local BA.

Um, I do know that our society really prefers cars and would like to blame the victim in many cases.

Um, but uh 200 pound pedestrian doesn't stand a chance against a 4,000-pound car.

And if there's if the law says the festival has right away, pedestrians should have a right of way, and there should be very little that they can do except they just run out, you know.

But it that would to me be a high hurdle to go get over.

Yeah, and just with the um you know RFBs and PHPs that would definitely increase the yielding and um stopping for the pedestrians so they can safely cross.

Um so yeah, prosecuting might be much tougher, and it's not maybe in the engineering sense.

No, it's not it's not your your baby weight there, but yes.

Okay, I have a couple of questions.

First up the photograph that you have of the R F P whatever.

Um that one.

I don't really see a flasher in that picture.

I doesn't look like anything to me.

Just want to make sure Mali, you know what an RR okay.

Yeah, so they so there.

So those are those are solar part in that probably the picture is not zoomed in enough, but there are um if it's pressed the yellow flashes above that um arrow.

They're very bright.

They put one by assumption school.

And it's great.

Yeah, um, Malika has one practically right around the corner from her next to Esther Dio Produce.

So that's a good one too.

That's a really good one.

I just wanted to make sure everybody knew what it was because I always forget.

Yeah, that one actually saved me and my daughter from getting hit.

Okay, on slide 11.

Uh uh.

Oh, and I want to go, I have another question, I should go back to.

So these buildings here are really big.

Are they warehouses or um are you talking about the big white one and the big gray one?

So the one on the right is a produce market, and the left one is a bag.

Far and above a plaza.

Um I believe at Manor's and Barnsworth.

Okay.

So the reason I was asking is I wanted to know what kind of traffic this weird intersection uh actually gets.

Is it what's not trucks?

No.

Well, if there's a market, is there trucks from the market?

Perhaps, yes.

So for truck traffic, trucks typically aren't allowed along uh farnsworth, so then they're allowed to use manor from the freeway to the market and then have to go back down manor for that's what our truck route uh requires.

Okay.

I was just wondering, um, do we do we know what the car count is on here?

I guess uh what I'm going what I'm going for is I uh was wondering if this was another place where we should have the yellow flashers, the R R F Bs.

Um that's something we can definitely look into.

Um just to know we were awarded, um, a little more than 1.8 billion dollars for fully um funding the design and construction, um, something we can definitely take a look at.

The criteria for it.

Okay, can we go back to the first big map that showed where everything was?

I happen to have driven down uh Farnsworth.

I'm not normally in this part of town, but I happened to be on my way to Porky's Pizza on Saturday night, and um I saw some odd things on Farnsworth that I was very surprised by, including some very large intersections that uh had one.

There was a median, the car came in from the right, and we were approaching down Farnsworth, and that car coming from the right had to stop because there was another car going this way.

It's almost it was very wide, almost impossible for a pedestrian.

So, can you, do you have a little pointer where you can tell me where Porkies is in relative um to this?

So Porky's is gonna be right over the the seven.

So this right here is Manor Boulevard.

Yeah, so the seven is one block south of Porky.

So for these is like right where the dot is if I stop shaking my hand so much.

Okay, because that's another I would imagine very high traffic pedestrian and car, right around Porkies.

Umor and Farnsworth is a already stop control intercession.

Okay, okay, any and do we have any more?

Um, you have something?

Looks nice.

Yeah, no, no, I don't want to be critical.

I want to just thank you.

How beautiful this work is.

So anything from the public?

Yes, yeah, okay.

I'm so glad to see public here tonight.

Public.

Uh once again, for the record, Will Dylas, I was resident of San Landro.

So I live just uh just to the west here of City Hall.

And our son uh goes to school at Washington, we're districted for the Washington School, as many parents are on this side of these 14th.

And so we find our we enjoy walking and biking.

And we uh find ourselves crossing these 14th at least twice a day, sometimes more if we're unwalking times a day.

Um and all the parents have recently met with the principal of Washington School to figure out how we can make East 14th more pedestrian friendly because it's you know an old highway, the city doesn't seem to have jurisdiction over it.

Um, and so I'm just very excited to see that there's a crossing happening at the Rayne Boulevard, which will be for every family on this side of the street, the new access point to cross safely across the street.

Umly because if we walk all the way down to uh Duddon, uh cars will sometimes go through that red light, and there's just very strange and odd vehicle behaviors, people are trying to turn left and not really looking for pedestrians to cross there.

So I'm happy to see that there is the um was it the PHP, the sort of more visible one that I've seen car stopping at once.

I forget what street that is, but near the big intersection, kind of near that school you mentioned.

But um, anyway, very supportive of the project, and I will be happy to share uh that this project is likely to go forward um with the parents in this neighborhood.

So thank you.

And this isn't part of the city project, but you're we're happy to make you aware of it as well that um right here on Tuller, um Caltrans, and East 14th, you know, in their jurisdiction, um, we'll be adding a RRFB as well in the near future.

That means that everybody can come to City Hall for commute for council meetings, yeah.

Yes, please, Jeff.

So my name's Jeff again.

Um, and with the uh ADA ramps, um there's two sort of design problems that I'm seeing in various locations in quite a few cities.

One is when there's um pre-existing utilities.

Sometimes there's this odd thing that happens that creates trip hazards.

There's an example of one right across the street at the fire hydrant by the crosswalk that's most closest to us here.

It's not the worst of the trip hazards that I've seen where they they have this level area for some sort of facility, and then the ramp is going and it ramps around and then there's this trip passer.

There's a really bad one in Oakland where you press the button to cross the lake, and the trip hazard is right in front of you.

And if you're not in a wheelchair and going on the ramps, you're like, and I swear I've tripped half dozen times on this particular installation.

The other thing I'd like to bring to your attention is soundly.

I don't just not have a lot of sewers.

And so an example of this problem would be that if they get flooded, and the cross the sidewalk is no longer accessible.

An example of that would be San Rafael and Estadio.

Um the um northwest corner, the uh water is flowing um down San Rafael and it turns and then it goes down Estudio, and when we get a heavy rain, the entire ramp crosswalk area is flooded all the way to the curb of the residents.

And so there's kind of if you're walking by on the sidewalk, you kind of have to go off on that curb at the at the thing, and and then go on the really narrow thing just to stay out of the water, because and it can get quite deep.

So those would be the two things that I have you.

These are sort of site oriented things where you'd have to go out there and figure out well, what are the pre-existing things?

Are we gonna be creating trip hazards?

And two, what is what happens with the water flow is there drainage, or are we creating a like?

Okay, thank you.

Thank you, Jeff.

Um, can you answer his question about how to proceed with?

I mean, we have some pretty bad puzzles about puddles when we have big storms.

So how do you uh work together with the the ramps and the sewer people and the should residents send you photos?

Should we send it to uh whatever it is the click or fix it?

Yeah, click it fix it, what should we do about that?

Um it's a combination of problems here in San Leandro when it comes to the ramps.

Um, we don't have storm water storm drainage, number one.

Um, so water has to travel quite some distance to make it into a DI.

Um additionally, we're extremely built out, um, and the slopes of the sidewalks, the slopes of the ramps, you're gonna be chasing it very, very far in order to avoid the situation that you just mentioned, in addition to our streets having extremely high grounds, which means like the center of the street is like at a peak compared to where um the gutter pan is, and so that creates a situation where when you're crossing the crosswalk, there are 88 standards for a crosswalk two percent cross slope, five percent, you know, otherwise it's not eighty-eight, right?

So, right to match the crown and match the slope to come back up on a ramp with a very narrow sidewalk becomes extremely difficult, and you have this valley at the entrance to the ramp, the throat of the ramp, um, which creates that situation.

Um unfortunately with the narrow sidewalks, there isn't a whole lot that can be done to avoid that in a city that is as built out as ours.

Um we do try when we do road projects to lower the crowns of roadways to make um you know those situations better.

Um that just happened on Bancroft.

Um we all know it took a very long time, but it got done, and that was um something that was of utmost importance.

That was my project.

Upmost important was to make those crosswalks um, you know, meet tolerance, and it actually took extra work in a lot of those crosswalks to make that possible extending onto the side streets further, much further in many cases uh than was originally planned in order to make that situation better.

So um it does get addressed.

Obviously, it took bankrupt many many many years to be repaved, and there were probably a lot of ramps that flooded there prior.

Um, but that's kind of the constraints that were up against it doesn't just it doesn't it's not just the ramp, it's everything that kind of surrounds that ramp that leads to that situation, so um maybe that's a neighborhood association uh maybe that's something to be taken up with the neighborhood associated on the board, so I guess I could figure out how to do that, okay.

So um before we close, before I sign off and we adjourn, is there has there anything that and I want to talk to you after the meeting?

So don't run away.

Um is there anything that has uh you've seen in the city anything you would want addressed?

Anything that's not been on this agenda?

No, no, am I saying seeing all no's?

Okay, I just want to make sure.

Okay, so um it is what time is it?

7 20.

7 21 and 32.

Okay, so we are adjourned.

Bang.

Thank you.

Thank you.

Thank you.

Congratulations