Hello, good evening everyone and welcome to the July 17th, 2025 regular meeting of the
Transportation Commission. Would the Secretary please call roll?
Commissioner Ash. Here.
Commissioner Patch. Here.
Commissioner Reese.
Absent.
Student Commissioner Kirsch. Here.
Vice Chair Crowley. Here.
And Chair Brightman.
Present.
Okay. I know new last name. Surprise! Well, not surprise, but okay. So we're going to move on
to the second agenda item. Public communications. This portion of the meeting is reserved for
comment on items not on the agenda. Under the Brown Act, the Commission cannot act on items
raised during public communications, but may respond briefly to statements made or questions
posed request clarification or refer the item to staff. At this time I will open
this item up for public comment. Do we have any members of the public wishing
to comment on items not on the agenda? We have no members of the public wanting to
provide public comment not on the agenda. Okay we will move on to item number three
the consent calendar. Approval of the minutes from the May 15th 2025 meeting.
Do I have a motion for the approval of the minutes from the May 15th 2025
Commission meeting? So moved. Second. Okay the Secretary can please call roll.
Student Commissioner Kirsh. Aye. Commissioner Reese. Absent. Vice
chair Cruelling? Aye. Chair Brightman? Aye. I think you skipped a commissioner patch. Right?
Commissioner patch. Aye. Aye. And Commissioner Ash. I'm sorry. Great. Alright.
Okay now on to some of the meat of the meeting here items for consideration. A
A is the Treat Boulevard Bicycle Project.
At this time, I would like to invite staff
to provide their presentation.
So, evening commissioners.
My name is Brianna Byrne.
I'm associate traffic engineer
here at the city of Walnut Creek.
And presenting on the Treat Boulevard quarter improvements
is Mo Nasser with the county.
And to help with the presentation,
he has brought a consultant as well, David.
Excuse me.
Thanks.
Thank you.
Hello, everybody.
My name is Mona, sir,
and I'm the project engineer on this project,
and I work with Contra Costa County Public Works,
Transportation Engineering Division.
I hope everybody can hear me.
Well, okay, awesome.
So yes, today we'll be presenting
the Treat Boulevard Corridor Improvements Project.
We'll start with project background.
So as you can see here,
the absence of bicycle facilities
along Treat Boulevard between North Main Street
and the city of Walnut Creek and Jones Road
and unincorporated Contra Costa County
presents barriers for access to and from
the Contra Costa Center Transit Village,
particularly for bicyclists and pedestrians.
To address these barriers,
the Contra Costa County Department of Conservation
and Development developed the I-680 Treat Boulevard
Bicycle and Pedestrian Plan in 2017.
And the Treat Boulevard corridor improvement project
to really implement the feasibility study
by constructing context appropriate class
four separated bikeways along Treat Boulevard
between Jones Road and North Main Street in both directions,
as well as improving pedestrian refuge islands, crosswalks,
traffic signal timing, and signage.
The project is on Contra Costa County's list
of approved projects, and is in the city's 10-year capital
improvement program.
Approximately 20% of the improvements
are within the city's jurisdiction,
and we will start looking at these proposed improvements
in the next slide.
So this is really the section of the project that
is within the city's jurisdiction,
and that is between North Main Street.
I wonder if this is a laser pointer.
Oh, perfect.
Or it doesn't work.
Yeah, I guess I'll just, do you know if we can point anything
on the, oh yeah, the mouse, perfect, thank you so much.
Yeah, so I'll use this laser pointer, perfect, that's cool.
Jinks.
So yes, the proposed improvements shown here,
you see the plan here, so with the proposed improvements
based on 65% design plans, and they are superimposed
on an aerial view to see how these improvements
fit the aerial and the existing conditions.
So as you see in both directions,
we are going to construct class four bike lanes, which
means that they are bike lanes that are separated
from the travel lanes with vertical delineators,
and also a tough curb XLP, which is a low profile curbing
system.
And you see this in the cross section right here.
So this is section A, where the red line is drawn.
So this is looking in this direction.
So this is the westbound direction.
And this is the eastbound direction.
North is looking up, westbound this way, eastbound is this way.
So we'll start maybe the best way
to go over the improvements is starting with the westbound lane.
In addition to the separated bikeways,
we will also be channelizing the bicyclists
to a new bike crossing, as well as signalizing this right turn lane.
So eliminating free right turn lanes is a major aspect of this project because free
right turn lanes are just not helpful or less safe for pedestrians and bicyclists to maneuver.
So for this free right turn lane that we see here in the picture, this is the existing
condition we will be signalizing the right turn lane for Peds and bicyclists to cross
on the red arrow, right arrow. Also you see here the pedestrian refuge island being modified
to accommodate both bicyclists and pedestrians as well as we see here darker colored crosswalks
meaning that these crosswalks will be improved with higher visibility striping as well as
the bike crossings here shown in the green thermoplastic with the ladder pavement marking.
Also you notice that there are bike boxes here for the bicyclists traveling in the westbound
direction.
So bicyclists wanting to go to the southbound North Main Street bike lane, they can wait
here for the traffic signal to go green.
So these are mainly the improvements in the westbound direction.
Also I want to note that another element of this project is narrowing the travel lanes
from 12 feet to a mix of 11 feet and 12 feet.
So a lot of studies show that narrowing down travel lanes also slow down vehicular drivers,
and that is a major problem on Tree Boulevard.
That is higher speeds.
So with narrowing down travel lanes, adding these vertical delineators will create some
visual barriers for drivers so in hopes that they will be driving slower. As for
the eastbound direction, as you see also there is going to be a separate bikeway
with a vertical delineator, a mix of also 11 foot and 12 foot wide bike lanes
until we get to this intersection which is the Buskirk Avenue and I-680 off-ramp.
So I will highlight this here first and then I'll move to the next slide. So here
Here we are closing the freeright turn lane coming from the I-680 off-ramp, the northbound,
and replacing it with two dedicated right turn lanes, one through lane and one left
turn lane.
And David, in a little bit, will be discussing the traffic operations analysis and how this
will impact traffic, especially the concern is the I-680 northbound main line.
So the closure of right turn lanes will be very helpful for bicyclists and pedestrians
to cross in a more safe manner. I'll talk about this corner in the next slide and this is also
a 3D rendition of how this street section looks like in 3D. So this is just before turning right
onto the North Main Street, the northbound North Main Street. You see the separated bikeways in
both directions and this is the right turn lane that is signalized and yeah the through lane, the
to left turn lanes and also the separated bikeway on the eastbound side.
This is the second segment of the project. So this is between Buskirk Avenue and Oak Road.
Also we'll start with the westbound direction. Here there are some distinctions from the previous
slide where you'll notice that here there is a bike lane that is going around the bar column,
if you're familiar with this area of course. So yeah this will provide a more protected
class four bike lane around the BART column and before rejoining the class four bike lane in the
westbound direction and channelizing bicyclists onto the pedestrian refuge island at this corner
and yeah here we are modifying this freeride turn we are removing it and we are closing it with this
nicely designed pedestrian refuge island which will also incorporate a new crosswalk a bike crossing
and also a modified curb ramp, then bicyclists will be able to continue on to the bike lane,
the westbound bike lane that I showed earlier. Another distinction here along the westbound lane
is that we will be closing this slip lane that is shown here and at the right corner, upper corner.
And so yeah, this slip lane will be converted to a dedicated bike lane that will later on be
be converted to a shared-use path for pedestrians and bicyclists to use, and yeah, this shared-use
path will continue and connect to what is now the sidewalk that is 10 foot wide, so
all of this will turn into a shared-use path.
The goal of this, again, we are implementing that 2017 feasibility study, and this is more
for the casual bicyclists who want to stay within the Contra Costa Center.
So this is the westbound lane, and as for the eastbound lane, the vehicular lane that
goes around the bark column on this side will be converted to a bike lane
dedicated bike lane and then over here there will be a like two left turn lanes
two through lanes and one through right and also bike boxes are incorporated
into the oak road intersection in both directions and this is also a road
section in 3d just before the intersection with oak road or sorry with
the Buskirk Avenue. So here we see the the separated bikeway, the class four, the vertical
delineators, the travel lanes, same on the eastbound side. What this 3D does not capture is the
off-street shared use path because we're quite limited with street mix, the software that creates
this. And finally this is the Okro to Jones Road segment, also an incorporated Contra Costa County.
So here it's also different in this segment with the with a couple of constraints. One of them is
the parallel parking that is along the westbound lane. So in the feasibility study after of course
it was vetted for a couple of years by counties, city and Caltrans, there was a demand to keep this
parallel parking. So we were quite restricted with what we can do curb to curb. So as a result
it's going to be a class two bike lane here just in this segment as shown here.
So this cross section shows the parking lane, the right turn lane, the bike lane,
the travel lanes, the turn lanes, and the westbound direction.
As for the eastbound direction, here we are also incorporating class four
separated from travel lanes with vertical delineators.
and also finally closing the freeride turn onto Jones Road also shown here in a picture this is
an existing condition so we are closing this freeride turn lane for again safe more safe and
crossing movement for both bicyclists and pedestrians and finally this bike box for
those who want to turn left onto northbound Jones Road and this is also a 3D rendition just before
turning right onto Oak Road or just east of Oak Road intersection where this is
shown this is the class 2 bike lane parking lane and the separated bikeway
and the eastbound direction and now we want I want to talk about collision
profiles so Contra Costa County developed vision zero it's a plan that
aims to eliminate fatal collisions and collisions with high severity so that's
That's KSI.
So there are a few collision profiles in Vision Zero.
So the three collision profiles that this project addresses are collision profile number
five, and that is collisions at signalized intersections of major five plus lanes.
And I have the countermeasures in the Vision Zero that apply to this project, and they
They are reconfiguring or removing the slip lanes.
Permissive turns to be protected,
and that is at the North Main Street intersection
that I just described.
And signal timing improvements, because we
are improving the signal timing for all intersections
to incorporate and accommodate all movements,
both vehicular and pedestrian and bicyclists.
The second profile that this project addresses
is collision profile number seven,
and that is bicycle-involved broadside collisions
at urban intersections.
And this project implements prohibiting right turns on red,
bike boxes, two-stage turn cue bike boxes,
green bike lane, conflict zone markings,
and protected facility on intersection approaches.
And finally, collision profile number 10,
pedestrian-involved collisions
at signalized urban intersections,
And the countermeasures that apply to this project
or that this project implements are
installing high visibility crosswalks, curb extensions,
leading pedestrian intervals, reconfiguring or removing
slip lanes, and finally pedestrian refuge islands.
And this is the city of Walnut Creek's local roadway safety
plan, a path to Vision Zero.
Also, the city has a Vision Zero plan, of course.
And the North Main Street, Geary Road,
Tree Boulevard intersection has the second highest number
of injury and fatal collisions within the city
of Walnut Creek.
Actually, similarly, I have also a table with me
that has also the intersections at Buskirk, Oak Road,
and Jones Road, ranking at numbers two, four,
and seven in the county too.
So also these intersections rank high
in the high collision list in the county.
The city-specific collision trends that are representative
of the project corridor include profile two large intersections
with slip lanes, profile three speeding along large roadways,
and profile nine bicycles along wide roadways.
For the next two slides, I have David Muhammad with me
from DKS.
He's the traffic engineer on this project
or in the traffic engineering team.
So David, would you please?
Thank you, Mo.
So, DKS had been involved in this project
right from the beginning.
So I'm happy that we had the chance
to continue with the project.
But I must say that the plan that we have right now
is a significant improvement
over the preferred alternatives that was looked at.
And the plan that we have, as Mo has said,
has a lot of safety features incorporated in the plan.
So what we did was to analyze the preferred alternative
that we were looking at before, and the refined plan
that Mo has showed you.
So we'll be looking at some numbers here.
So what we did was we used the synchro software
to do the level of service analysis, which
looks at the performance of the intersections themselves,
and then also use the same traffic tool
to analyze queuing at specific, you know, interest,
movements of interest, which I'm gonna point out to you.
So if you look at this table here,
we have the level of service analysis results,
the no build, we used the 2040 horizon volumes
to do the analysis, so that's what we did.
So as you can see, we have the no build scenario.
That is, if you don't do the project,
what would the level of service look like?
And then if you do the project, what would it look like?
So as you can see, there'll be some, you know,
marginal deterioration of level of service.
And of course, you're improving the facility,
making it safe for bicyclists and pedestrians.
So there will be some trade-offs,
but these are not significant trade-offs that we need to make with the safety and providing
the ped and bike facility that this project will offer.
So the next one is a direct comparison of what we call the preferred alternatives and
what we are looking at now.
So what we're looking at now is what we say we have mitigation measures.
As you can see, without the mitigation measures, looking at, for example, the treat boulevard
and I-680 buskak intersection, we're going to have queueing on the northbound approach
for like 1,240 feet.
But the length of the ramp itself is about 1,000 feet.
So that would bring traffic to the freeway, which Caltrans doesn't want to see.
So we had to come up with measures to address this specific issue.
And what we did was we recommended eliminating the east crosswalk, because with the reconfiguration
of the lanes, you now have a double right-hand lane, which would help with the operation
of the ramps, particularly during the AM peak.
So eliminating that crosswalk, yes, there's going to be a trade-off, but we looked at
the volume of pedestrians, right, that are using that particular crosswalk is very minimal.
And then you also have the Oak Road crossing, which is about 640 feet away from that.
So we think that would provide an alternative for people who would otherwise have used the
crosswalk at the ramp.
So eliminating that crosswalk provided some opportunities.
So that helped reduce the queueing from 1240 to 529, which would be contained in the ramp.
So that addressed that Caltrans consent.
And then if you look at the Treat Boulevard and the Gary Road, for example, with the westbound
right hand asset is today. It's a free right. There is no Q in, right? But we want to make
it safe for pedestrians. We want to make it safe for pedestrians and also for bicyclists.
So putting the bike lane on the right side of the right hand lane and then signalizing
that right hand approach is a trade off. But then we're going to have some safety right
there. So with that, the queuing would increase for the right end traffic to about 29 feet,
which is about less than two vehicles. But I might add that with the signalization,
what we're going to do is we would have the right end go on red when there is no
pedestrians. But when the pedestrians or cyclists push the button, then we have a
but no right hand on blank outside
that's gonna come on to prevent the tooth.
I want a motorist not to make that right hand.
So that's the feature that you're going to have over there.
So we think it's a win-win situation in that front.
And then let's look at which other intersection
treat an oak road, right?
So we have a, during the PM peak,
we have a relatively heavy right hand,
southbound right hand.
But even with the recommended improvements
and optimizing the signal,
we will be able to improve the queuing
from reduce the queue length from 201 to 194.
So that's about it.
At Jones in particular,
we're going to have a reduction
at the iteration in the level of service.
This is because that intersection
a split operation for north and south. So that's a trade off that we would have to live with.
If you look at the numbers closely, you will see that there is probably some slight increase in
the level of service at the intersections. But this is due to the fact that when we optimize
the corridor were given priority to focus priority to the I-680 off-ramp, right? So what it means is
that you're now pumping more traffic on Street Boulevard, right? So that's why you're seeing the
numbers on Street Boulevard. But it addresses Caltrans consent and it's not too bad, as I'll put it.
So that's the result that we got from the project. Thank you.
All right. Thanks, David.
And the final two slides are on the project status and the project funding.
So the total project cost at the moment is currently estimated at $6,220,000.
The county is funding this project with grant funding,
and namely the state transportation improvement program, STIP funds,
The Highway Safety Improvement Program, HSIP,
Central County Area of Benefit funds and local road funds.
The city's portion of the project is 1.3 million dollars
and is expected to be funded by transportation fund
for Clean Air, Grant, TFCA, Traffic Impact Fees, TIF,
and Measure J.
And finally, on the project status,
65% design plans, specifications,
and estimate have been completed.
And the project right now is at 95% stage,
which is considered the final design stage.
The project has acquired environmental clearance,
NEPA and CEQA in April, 2025.
Final design specifications and estimate
are expected in December, 2025.
And Caltrans has been coordinating this project with us
and they reviewed the 65% design plans.
And also we have been of course coordinating this project
with the city's design team as well.
County is currently coordinating
underground utility relocation process which is a very lengthy process. Construction is currently
expected to be in the fall of 2026 barring any utility relocation delays. The project is seeking
additional funds due to the increased estimated construction costs. And with this, yeah, thank you
for listening and yeah we're here for the questions and the comments. Okay, thank you very much for the
presentation. I'd like to open it up to the commissioners for any questions. This
is a complicated project so I'm sure there are some. We'll start at the
end student commissioner if you have any any questions. Yeah thank you for the
presentation. I was just wondering if you could explain that the difference
between the different classes of bike lanes. Is that just referring to the size
or yeah absolutely so yes the classes of the bike lanes here and this project our
class one which is a completely like the off-street path that is not related to
or it's on a different level to the travel lanes so you see them here so
this one for example is considered off-street path so this one is a class
one so completely separated from traffic right. Class four are considered or are
called separated bikeways and they can be separated from the travel lane at the
level of the road. For this project the separation is using the buffer lane and
also vertical delineators. Class two is the one that we see between Oak Road and
Jones Road. This one is a class two just because of those geometric constraints I
was talking about. And class 3 are the ones that we would definitely not use on
Tree Boulevard and that is the shared roadway, like you see those bike
markings on the road asking cars and bicyclists to share the road. So that
would be a class 3. And then I had another question because I was noticing
that on Main Street and then I-680 there would be around a committed to almost
two minutes of delays so I was wondering how that would affect first responders
or emergency services and if you had a plan for that. Right, so we have sent the
65 percent design plans and the traffic impact analysis to CHP and the fire
district. Also they were part of the 2017 plan like they were one of the many
stakeholders involved. I believe that the choice of the vertical delineators, part
of it was their involvement as well. But as far as delays, David, do you have any
question? Like the main thought is the trade-off idea that David was mentioning
that because we are accommodating bicyclists and pedestrians, then there is
an impact on the traffic delays. But yeah, it's a matter of prioritizing
pets and bicyclists on a street that is very close to Ebbart station knowing
that it will have an impact on the traffic. We received no comments from CHP,
no comments from Fire District, and we're still waiting for comments from the
other two agencies. But we are in coordination with them and if they have
any concerns they would definitely let us know. Thank you and then I had one
final question because you said the project required additional funding so I
was wondering if that was included in the total cost or if that was something
extra. That is more for like we are expecting that these costs may
get higher for 95% design after because of a lot of comments from Caltrans,
Caltrans has been reviewing the plans so those modifications may cause higher
costs but at the moment we don't have a value in particular so there's a probably or may
increase costs further but we will know more by December 2025. Thank you. Of course thank
you for your questions. Thank you. Commissioner Ash do you have questions? Yeah okay first you
have me curious who's number one what's like the worst intersection? The priority oh for the
because you said this is like two four and seven I think so where's number one? Right.
So number one is Bailey Road at Canal Road, north.
So that's another area.
In Pittsburgh, Bay Point area, right?
I believe so.
OK.
Yes.
That's the County Vision Zero plan for Walnut Creek.
We have different hotspots.
Yeah.
Yeah, I was just kind of curious.
OK, so my next question is, there is a very nice bike trail.
and one of the nicest pedestrian and bike bridges
right in this spot.
It's less than two-tenths of a mile
from what we're talking about.
What am I missing?
Why aren't people taking that
instead of coming right through this area?
Unfortunately, I wasn't part of the 2017 study.
I wonder how much that was discussed at the time.
like the county received this study
and we applied for a grant to implement
the improvements that were proposed.
I personally learned of this path
further down the line, like in the design process.
I had a similar question to my team
and it's about prioritizing Treat Boulevard
or adding different modes of transportation
along Treat Boulevard.
That was the main goal of that study.
And here we are trying to implement it.
There were discussions about North Main Street
also needing to be striped also, because right now it's not
striped.
One segment that connects you to Lesney Plain
or close to there.
So yes, I mean, maybe it can be approached like this.
Maybe it's up to the bicyclists then
to choose which path they want.
Is it the faster path, the more direct path,
the shorter path along Tree Boulevard?
Or they want the more casual experience
to just go down to that canal trail?
But yeah, I did have a similar question
to the planning team and yeah, we're...
Okay, that's an honest answer, I appreciate that.
And then I like how you, and this might be for you,
is I like how you did all this analysis
and you're talking to Caltrans and everything.
CCTA has about $200 million in grant funds
to improve this section of 680
with changing lanes, adding in the tolling lane,
bringing in the 24 crossing
and fixing a couple of these interchanges.
And there is in that plans to adjust this interchange
and North Main and what is it, Monument that's next,
to improve this traffic flow.
How is that incorporated into all of these?
Because that will change everything too.
Yeah, I think that is a definite question to Caltrans.
And I'm surprised that with all the teams,
there are so many teams that reviewed the 65% plans.
None of them actually commented about this.
Maybe they did not know about these future improvements
or when they're going to be constructed
because sometimes the plans stay in the plan phase
for however many years.
Yeah, that is probably a question to ask,
for us to ask Caltrans about the future improvements
on I-680 and how they would tie into this project.
Yeah, please, because, yeah, that is funded.
CCTA does have the 200 million from the feds.
It's definitely here, so.
Oh, 200 billion, is that the point?
Sorry.
Okay, I'll save the rest for comments, probably, yeah.
There's 165, yeah, 165 million
and then a second, or I wanna say 62,
so what is that, that's actually.
Turn on your mic.
Oh, it's, I think there's one for 165 million
And one for 60, do you know she coming in?
Hey, it's Madara Boardman, City Engineer.
Sorry, I just wanted to help clarify.
So Jared, yes, we are aware of the grant
that was received by CCTA for those improvements.
That ramp is still going to remain fundamentally the same.
The change is actually a little bit before that.
So, with these changes, if anything,
the improvements that they're making with that funding,
it would actually make this better
than what was actually analyzed.
And so, again, Caltrans did review this information as well.
And they also have been privy to,
it's part of the Innovate 680 project,
but doing that braided, it's called a braided ramp,
that tree.
Awesome, that was the answer I was looking for.
Thank you for coming up.
Thank you so much.
Commissioner. That actually answered one of my questions. Okay. Can you go to
slide six please? Absolutely. Okay. On this slide you have the one through and
one right turn on oak from treat. No. Other. That one. Yeah. So one through one
right um just curious when you did the traffic analysis for making that through
and right and having eliminated the lane that goes around the BART pillar
whatever that is called because there's significantly more housing now on Jones
Road with future plans to continue to build housing in that direction and so I
So I think that right turn, like, do we have an, when you looked at it for 2040, did you
anticipate an increase in right turns because of the increase in housing that direction?
It's about right, yeah.
Okay, great.
So I said the 2040 volume, the 2040 volumes that we projected took into consideration
that project.
Can you move forward to slides 10, please?
Okay. So, you did say on this slide that you looked at some
of the signalized timing.
Did you, a lot of what you displayed is the west-east bound lanes
and not north-south.
Are you looking at the signalized timing
for those especially left turns on to treat boulevard.
So what we try to do is given the,
you know, the roadway that we have, right,
we were trying to get the best operating condition
that we can have.
So what we try to do is to optimize the intersection.
So this report shows the optimized operating conditions
that saves all movements pretty much.
That's what we try to do.
Okay.
Sorry, and can you go back to the slide?
I think it's six again.
Might be slide seven, six.
Okay, I just have a lot of concerns
about this treat, oak, intersection,
so I have more questions about it, sorry.
Because, to your point,
while oak or treat and Jones intersects elsewhere,
a lot of traffic uses this oak to Jones
to get to where the housing on Jones is.
So on this particular intersection on oak to treat
from the northbound turning left onto treat, right?
That's also where you have people
turning right from oak onto treat.
So it didn't go up to the West Kirk,
is that how you say that, yeah?
Yeah, that which is leads to an on-ramp to 680.
So there's consistently issues with traffic
with people trying to get over as far as they need to.
And those people turning left from Oak on to treat,
frequently are still turning while pedestrians
are crossing the crosswalk.
And since that is coming from BART to where housing is,
Did you do a specific analysis on the impact
on that particular danger?
So which crosswalk are you looking at?
The Treat Boulevard at the Oak intersection
that's going north-south.
Those making the right, and then the pedestrians
also crossing right?
Yes, so people from Oak turning left onto Treat
where pedestrians are walking across Treat along Oak.
Okay, so you talked about the northbound left hand, right?
Yes.
Northbound left hand from open.
Yes.
To go west, right?
Yeah.
And then the pedestrians using that crosswalk.
So that is, the thing is is that
left hand is a protected left, right?
Correct.
They can technically go with the pedestrian crossing.
So the pedestrian crossing goes with the true movement.
So those going left,
once the left hand signal comes on, nobody can cross.
Right, I guess my question is when you did an analysis
of like the timing and the delays and such for that,
because that's a protected left lane,
but it's short right now, people make the left,
they run a red light or really run a yellow light
frequently, right?
And if you are stopping the slip lane at Treat and Buskirk,
The delay, like the line of that as people shuffle to try and make that turn for the
on-ramp, I suspect there will be even less people for that left lane.
So was there an analysis done just on like traffic pattern there?
Yeah, so I'm glad you asked these questions.
So what we did was when we are optimizing signals, we look at every movement, right,
and then we also look at the approach.
So this level of service results that we presented to you
was just for the overall intersection.
But if you look at our model, or if you look at the report
itself, the report gives you all the measures
for every movement.
Perfect.
So what we try to do is side by side,
we try to see, OK, this is the existing condition.
We want to provide enough time so that we don't get complaints from other people, right?
So we provide enough time within the cycle length to meet the needs of all the movements.
So those are part of the decision making in selecting the cycle length for the corridor
because we have to select appropriate timing for all the movements that you are talking
about.
Okay.
Thank you.
That's what I was looking to confirm.
Okay, on slide 13, you hear, what does ramp gore mean?
What is what?
Ramp gore, you have it in the sentence. I don't know what that means.
It's where that...
Oh, yeah, the wall.
So, it's kind of like, without a drawing, can you get to the area?
Oh, I don't?
Oh, yes, the area, yes.
Like oh
So it's not shown here. He's not showing me. Yeah, that's where the the trucks decide to go to straight to the truck scales
So that would be the gorgeous gotcha. It's gonna like a V. Yeah, right, okay
Because I know right now when people use the slip lane and they stop instead of continuing to go the traffic
so cool and
Then on all of these that you're eliminating the slip lane for are you planning on there being no right on red or
Our car is still gonna be able to make those right turns on red
Yeah, so they would be able to make the right hands on rate
But then we're also going to put that's a design feature where
When the bicycle and the bicyclist is detected in the eastbound direction
The right hand on red sign will come on
So if there's no bicyclist people can make a right hand on red
So that helps with the operation of the ramp and is that for all three slip lanes that you're removing or just the one shown
on this so it will be I think to the two locations that will be the
northbound ramp and then the
One that was bound right at North Main. So those are the two places
Great, okay, and then on the two charts that you had you had letters that were like F
Through something are those letter grades or cuz that seems to be failing failing and you said F for better
Yeah, well, it's a ranking from ABCD to F. Okay, right
So F is the West operating condition, but you can see right even with the no-build condition
It's already there
So it's not lowering the grades. It's just keep maintaining. Okay. Thank you
Alright, thanks. Can we go back to maybe the earliest diagram?
Kind of showed the whole scale
Okay, so I'm just gonna preface my questions with
Lower right hand corner is where I've worked for 10 years
The offense. Yeah, right. I've worked at the off ramp. No the Pacific Plaza building in there
Sorry, my question was over there.
Treat and oak.
And upper left hand corner, of course,
past North Main and on North Main, restaurants, shopping.
So over the last 10 years, I've become, I will say,
an expert user of this stretch of road,
both as a driver and a pedestrian.
So that's why I may have a lot more questions or comments.
So I'm going to skip my comments.
I delineated them because sometimes I get in trouble going into the comments.
So can you show which, I thought some crosswalks were getting eliminated.
Can you show those please?
Yes.
It's this crosswalk right here, the north, or the south north crosswalk.
Okay.
And that's the one that you felt wasn't a lot of demand for, is that correct?
Correct.
Yeah.
That one, I would say is a pedestrian, was always super dangerous because of the slip
plane that was really kind of taking your life into your own hands. So that
may not be bad because generally I hate to see crosswalks go away. Is there a
reason why we never had or can't have especially on the bridge that goes over
the freeway, eastbound pedestrian walkway.
Is that completely unfeasible?
With feasibility, our assessment of feasibility
here is just what the feasibility study explored.
And the sidewalk on the south side of the bridge
was not one of the elements that were discussed.
So because it will also require the widening of the bridge,
Of course, and that comes with the crazy expenses and we actually have a good document that
Documents that what would be that value of money that would require the widening of the bridge
along with of course schedule issues with Caltrans and
More coordination. Okay. Yeah, it seems like a lost opportunity because that I think that's a sorely missing pedestrian link
So we're gonna let bicyclists go down that side of the bridge and be protected
but we're basically still going to ban pedestrians from going down that side of the bridge.
So depending on where you're walking, it's a big inconvenience factor to pedestrians
to have to go up to the other side of the bridge and over and wait for all those signals
to cross.
Yes, I understand.
Your very first 3D picture might be – okay, is that missing a lane on the right-hand side
there?
There should be three there, right?
And the eastbound.
So sorry.
Yes.
And the eastbound here, it's showing, yeah, it's 11 and 12.
So there are two lanes here.
And the third lane, I believe, is
what's being converted to this bike lane and the buffer.
OK, so we're taking a lane of traffic
away between North Main, all the way through to the bridge
to Oak Grove.
Yes, I believe so.
And then are we also taking that lane?
So once you cross the 680 off ramp bus kirk intersection,
are we also getting rid of a lane for the bike lane,
the traffic lane?
So going back to the question about the lane removal.
So eastbound, we're not removing any lanes.
We can actually fit in those two through lanes with just
by two through lanes, the buffer in the bike lane,
by doing lane narrowing.
So there's no lanes removed there.
In the westbound direction, though,
we are losing one of the through lanes.
But if you think kind of near that sprout shopping center,
the lane drops anyway.
So from a capacity stance, we're just kind of dropping
that lane a little bit earlier in the westbound direction.
OK, so we're not losing anything eastbound?
Correct, in this view right here at the intersection.
OK, but a little further down, we're losing one.
right after the off ramp.
Okay, so off the off ramp and all the way down.
So once you cross Oak Road,
there is sort of a right turn only lane
that goes all the way up to Jones, right?
Is that going away?
The one that goes around the bark column?
No, I'm talking eastbound.
Yeah, eastbound.
Yeah, sorry.
So the one that, the eastbound direction,
so this lane right here goes around the bark column as well.
So yeah, this lane is being replaced by the bike lane.
How about when you're, so if you're on Oak Grove,
northbound, Oak Road, sorry,
and you turn right onto Tree,
currently right now there's the traffic lanes
and then there's like a right turn only lane
that goes all the way up to Jones.
Is that going away?
Right, yes.
Here, this free right turn is also being closed
as part of this project.
So yes, the answer is a yes to the elimination of this.
That entire lane is going away.
Yep.
OK, thank you.
And then the 680, so we'll have signals now.
So you take the 680 northbound, you come off.
Right now you have the free slip, which by the way,
people slam on their brakes there when there's traffic
because they want to go all the way over to BART.
So it's really dangerous sometimes,
the way it's configured right now.
So there'll be signals there.
So if people have a green light, they
can kind of emulate the slip.
But otherwise, they'll have those two lanes that
turn right from the off-ramp onto tree eastbound.
They would have red lights.
And then when bikes are detected or someone's
pushing the pedestrian button, then no right turn or red light
will come on.
So then my next question related to that
and any of the signal improvements
we're doing in this whole section,
will those pedestrian buttons take priority
over the signal timing?
So in other words, traffic's kind of flowing.
You got, I'll just say, 200 cars coming along
during commute hour, and one bicyclist pushed the button.
And all of a sudden, you know, 100 cars
have to stop for that one bike or because I've seen in various places in
the city whether it's for cars or pedestrians you can be going down a
thoroughfare and just one car will make everyone else stop with no wait for that
one car is that is that what we're going to see with these pedestrian buttons
bicycle buttons so even though these are county intersections the city actually
maintains them from the signal timing perspective.
So operation wise, it's similar to Ignacio Valley
where it's about getting that green wave of vehicles
to your point, the 200 plus vehicles going through.
It's about getting them through in the green wave
and then accommodating the pedestrians,
those side streets, the left turns around that major,
that peak direction.
Okay, that's good.
Because I was going to tie that into sustainability.
When we give priority to like one pedestrian, one bicycle,
one car, and we get 200 cars idling,
I like to call it idling smog regenerating, which
doesn't sound very sustainable.
So OK, I think those are all my questions.
Thank you.
All right.
It's nice being chair because everyone
asks such great questions.
I would like some clarity.
What path are you referring to, Commissioner Ash,
that already exists and you're free to answer that to us?
But clarity on that.
Yeah, just if you drive down Tree,
there is the pedestrian bike bridge
that connects into both that's part of the iron horse trail.
And then it connects just at the bottom of that,
Like sort of, if you look at the map past Jones Road there,
it connects in a tenth of a mile to the Canal Trail,
which goes from all the way down to Lime Ridge,
under Oak, under all of those things.
I just wanted to clarify that that was
what you're talking about, thank you.
Are there plans for any beautification around this,
Or are the bike paths going to be painted?
I'm just wondering how clear some of this is going to be.
And I think that some beautification efforts
might help.
So I'm curious if that's part of it.
So the green thermoplastic that we see sometimes in the slides
are only placed at conflict points
where we expect any kind of merging between vehicles
and bicyclists, or at bike crossings.
But to have this continuous green thermoplastic stripe,
It proved to be tough on maintenance over time
and it just wears off.
So these pavement markings are only at the conflict points.
Other than that, there are the vertical delineators
that will visually like be like visual barriers,
of course to drivers and just delineate those bike lanes.
But other than that, beautification,
I think we're thinking more on the practical side
and the safety side more than the beauty,
but yeah, I wonder how, or what efforts can be made
that front. Okay and then as far as the lane losses are considered for instance
the one approaching Main Street are there plans to have early notice down
the block for people so that they can plan where they're going to turn and
avoid chaos and switching lanes and that kind of a thing what you know people are
creatures of habit and they're gonna want to do what they've always done
forever on their commutes. Are there plans to make sure that that's identified early in the block?
Yeah, this was a major comment during 65 percent. So this will be part of the signage refinement
as part of the final design for sure. Like, yeah, as you said, people are used to a certain pattern
then things change then they should be aware of it before approaching the new configuration.
Okay great, thank you. And this is 95% planned at this point. This one is 65.
This whole project? Right now yeah, 65% was completed, 95 will be
completed in December. In December, okay got it. So it's pretty far along and I'm
curious, you know since this is a project that involves the county and other
groups, I'm curious what other review this has gone under, what other
or advisory bodies.
You talked about working with stakeholders.
I'm curious what stakeholders you've worked with
up to this point.
Yes, I would say Caltrans, the city of Walnut Creek,
we have been in constant meetings with both.
The Fire District, CHP, Police Department,
so those did courtesy reviews.
I'm trying to think also.
The county connection, also, we sent these plans
for courtesy review.
Yeah, go ahead.
Sorry, yes.
And then so for the county, they have a similar body
to transportation commission, which is the CB PAC,
the county pedestrian and bicycle pedestrian advisory
committee.
So they've been to them as well.
OK.
I should have answered that.
I should have remembered, but I completely forgot.
Has there been any outreach to the local businesses
at this point?
Not at this point.
So when we get to the implementation phase,
we just assume that all that outreach and feedback
from the community was done at the feasibility study time.
So we just put the designer hat on,
and we move forward with the project.
Yeah.
OK.
Great.
Thank you.
Any other questions before we move on?
Yeah, Chair, I forgot a question if I may.
So in some of the traffic studies,
you talked about the 2040 data.
And here we are in 2025 data land.
Do you have any idea what the multiplier is?
So what I mean by that is the 2040 traffic,
like one and a half times 2025, one and a quarter times,
twice.
Or do you have any feel for that?
can you help please. What the 2020 volume captures is what the anticipated growth would
be in Warner Creek area. So we looked at the land use projection and that's what we use
for the analysis. I don't have the numbers here with me so I don't know if it would be
for me to tell you a specific number but it's definitely higher than what we had
looked at because by the time we're projecting it it was around 2014 so from
2014 to 2030 that's 2040 right that's a some almost what 20 years horizon so it's
definitely higher than what was then the existing condition. That's helpful thank
Thank you.
All right.
That's it.
All right.
Thank you.
At this point we'll open it up to comments from the public.
Do we have any members of the public wishing to provide public comment on this item?
Looks like we do.
If you're in the audience and you would like to provide comment, please fill out a speaker
card and approach the lectern.
You'll have two minutes to provide your comment.
Sorry, sorry, sorry.
Don't start the clock.
Yeah, don't start the clock.
My name is Mary-Lee Martinez, I live on Cherry Lane, unincorporated.
I live in this neighborhood.
I sent the long email today.
Okay, so I went to Google Maps and that one mile between the Geary and Iron Horse Trail
over to the Geary and the Canal Trail over to the Iron Horse Trail is one mile.
Biking, it takes five minutes.
I put in Geary, take the canal and take it over to the Iron Horse Trail, that's 1.4 miles
or eight minutes on a bicycle.
This project went from $4 million in 2014, and I used to be on the MAC, the Municipal
Advisory Committee, but Karen Michoff sunsetted it, so this actually came to the MAC in 2014.
that time the projected cost was four million dollars and now it's six point
two and the city's projected cost has increased and it will no doubt increase
again let's see here that the canal trail is missing from all of these
diagrams and that's just crazy that's just crazy because this is a terrific
the canal trail is terrific six million dollars on that trail I mean you could
add trees, branches, water facilities, all kinds of stuff. Let's see, the U-turn. Okay so if you
people are coming out of Walgreens on treat and they go to Maine and they make that U-turn
because they want to get on 680 Southbound. I mean that's just crazy and I know that they're
not people aren't going to stop and wait for a bicycle to come across that 680 entrance.
I was all calm before I came in before this meeting started, but now I'm all worked up.
Let's see here. I live in the neighborhood. This whole area is bad, even on a good day.
And so just remember Valencia Street and the San Rafael Richmond Bridge,
they're reconfiguring or removing the bike lanes there.
So I encourage you to not consider this.
Thank you very much.
Any other public comment?
Looks like we do have some.
Good evening.
I'm Larry McEwen.
I'm with the Walden District Improvement Association.
We serve a population of about 10,000 residents
and into the north of Walnut Creek.
When this proposal was pitched to us seven years ago,
we registered our vigorous objection to it.
On the basis, it was a $2 million project then,
and now, of course, it's $6 million.
$6 million for a three-block long section of bike trails.
These bike trails are going to be inserted into a section
of Treat Boulevard that handles 40,000 vehicles a day.
It's interesting that a good portion of the funding
is coming from the Highway Safety Improvement Program.
And this incorporates several of the highest accident rate
areas in this area.
Our concern is that this bike lane will end at North Main
Street, and there's no place to go north or south from there.
To go further west, you have to go on city roads
until you reach the Canal Trail, which again,
mirrors this trail. The Canal Trail, two blocks south of this proposed bike path, is a dedicated
pathway for pedestrians and bikes. I'm curious as to whether or not any bike groups have
pushed for this project, and if not, I'm curious as to where the emphasis for this project
originated. When we held our meeting, some bike groups approached us and said, they're
not going to use this. This is a terrible plan and we would like to echo that that sentiment
to this group. I appreciate the chance to address this group. Again we we contacted
our supervisor seven years ago and we have not received any feedback from supervisor
Mitch off or Carson in that time. Thank you for the opportunity to address the city. Thank
for being here.
Any other public comment?
Oh, thank you.
OK, I can do that.
Hi, my name is Kathy McKeown, McKeown.
And I live in the area right off of all this stuff.
We have a lot of people in the neighborhood
that have bicycles.
Nobody thinks this is worthwhile.
Nobody needs to get from here to there
and have all of this happen.
They just use the canal path.
I don't know why that hasn't meant a huge thing.
I'm very curious as to what group is pushing for this
because no one that would be affected by it
seems interested, they don't even want it.
So is there, I don't know if you have that,
who brought this up, who started this whole thing?
Who said we need a bike thing for that?
Who needs it?
Because everyone else around is saying,
what the heck are we doing this for?
It's gonna ruin the whole area.
Anyway, that's it, thanks a lot.
Thank you.
Any other public comment?
OK.
We're going to take it to commissioner comments.
I'll go in the opposite direction this time.
Can I ask a clarification question
to something we heard?
Do we have numbers on how many cars, how many pedestrians,
and how many bikes cross through this?
I don't know if I saw that.
Yes.
So the average daily traffic on this corridor is 48,000,
as for pedestrians and bicyclists.
think I'm not sure about those figures but I believe also that if we construct
bicycle improvements on this corridor it would invite more bicyclists to use it
because it will be safer than the current or the existing condition so
maybe that count might be misleading if we have a count right now okay thank you
thank you thank you sorry any other comments from the commissioners or
comments okay okay student commissioner please first for your comments no
comments okay you know one one comment just for the benefit the public I think
you know and anyone from staff please chime in I mean anything we're an
Advisory Commission so we're gonna give input and hopefully some of our input
makes its way into the final project but we're not we're not actually here
are voting whether or not this project is completed or not.
So I just want to say that for transparency
to set expectations.
I do have mixed feelings.
As a pedestrian, for the most part, I love the project.
As a driver and thinking about traffic,
I've got some really heavy concerns about this project.
So that's really mixed feelings.
but I guess I have to balance out or tip the scale.
You know, our mission in the city is vision zero
and reducing and eliminating pedestrian,
bicycle injuries and deaths.
That's what we're striving for.
So, you know, I don't know how many people will use this,
but I certainly hope there's less injuries
for whoever uses it.
You know, and one of the places I feel the most exposed
and all the times I've walked up along this corridor
is on that bridge.
I'm always worried about cars going to jump off the curb
and hurt me, so I think now there's
going to be a little more buffer area for the pedestrians.
So I think that's really good.
We're going to narrow lanes.
Again, I have mixed feelings on that.
I know the data shows people slow down,
But I don't know, we have some crazy drivers around here.
And then I get a little nervous with narrower lanes
and crazy drivers.
Yeah, I think, again, losing that slip lane from 680
to treat, I can see both sides of that.
I see a lot of danger with the slip lane
because the cars come off the freeway.
Then they slam on the brakes because they realize,
I'm going to get over all three or four lanes to BART
no matter what, and then they stop everybody on the freeway.
So putting these signals would probably stop that behavior,
I would hope it would.
At least on the diagrams,
the Oak Road Jones westbound bike lane,
that looks kind of dangerous
because it's not gonna have the vertical separation, right?
At least from what I saw in the...
Yeah, so that one looks kind of dangerous
for the cyclist, just to be honest.
I don't know if you want to consider the plastic bollards
to give a little more incentive for drivers
not to get into that bike lane.
You know, in terms of traffic studies,
having observed a number of projects in the city
even long before I was commissioner,
the traffic studies have generally said,
and the data has generally said, things won't back up
onto this or that.
So two classic examples, the Chick-fil-A on North Main.
You know, the study said, yeah, that won't back up
onto North Main, but it does.
It's sort of a traffic nightmare.
When we had Bank of the West leave at Cherry and Treat
and let John Muir get there, but we
didn't expand the length of the left turn lane there,
I almost got hit three times just the other day by people.
It backs up into the main traffic lane,
and then everyone juts out.
And if you're in the middle lane,
you might have to slam on your brakes.
So I would just say, whatever you think your traffic study
says, I would double it.
And that's probably what you'll really see.
That's just Charles's empirical feelings.
Oh, so when you do any future presentations,
this is just a recommendation.
When we do the before and after queuing or things like that,
I think it would be a lot easier to understand
if you could take a diagram like this
and then superimpose the numbers where it sits.
I get a little confused looking at the tables.
So it's just a little request.
And I think those are my comments.
Thank you.
OK, Commissioner Patch.
OK, so you might have picked up on this
when I was asking questions, but I
live on Jones Road. So this is actually what I use every day. And I am one of
those people that will not go and use the canal trail because it's actually
significantly out of my way because it's the opposite direction of where I need
to go and I also won't use the bridge because again it it takes me out of my
way to go to it. I use the Oak Road treat Boulevard intersection all the
time. People on this commission know that I've had a couple of near accidents with
my scooter. Most of them have happened in the slip lanes that we're talking
about. So I understand the importance of the safety for pedestrians and bikers
and scooters that we are talking about because I am one of those users. So I'm
thrilled that we are taking this seriously. The fact that these
intersections are what you said two, five, and seven of the county, like that says a
lot about how dangerous they are. So very excited to see this. I have a couple
of suggestions I think that could mitigate some of the concerns we're
hearing from vehicle traffic. The first one is if we're eliminating the
crosswalk where that 680 off-ramp is from the northbound direction, if there's
going to be no crosswalk there. I am, I am, I guess I'm a little confused as to
just if we can do a better job than just completely eliminating the slip lane
into a road there, right? Because that, that section and the way to exit there
you have the on-ramp coming from behind you for people who are getting on and
and then to merge left quickly to get onto the freeway
because it comes into a turn only lane.
And then you have people on 680 who have to get
into that lane to make the right turn.
And when traffic stops or gets backed up right now,
you have a lot of traffic on 680.
And so I understand that you've been talking to Caltrans
and they say they aren't worried and your diagram says
that the backup won't go past where the split is
for the truck off-ramp.
but in my experience, that's not true
as the traffic is currently.
So I am pretty nervous about what that is gonna do
to traffic on 680.
I used to live in the apartments across from BART,
and so I was one of those people that had to make
the far over to left to make that left turn,
and my roommate complained frequently
about how dangerous that was as a vehicle,
And so if you're adding more signals and stoppage to that,
I want that to also be part of it.
If you were not worried about pedestrians
and it's just the bikers, maybe instead
of putting a bike lane on each side of the road,
there is a bike lane going both directions
on one side of the road on the opposite from that 680 off
ramp.
seen cities that do that really well. It does mean that you have to move the
bicycles over for that portion, which can be a little irritating, but if you're
already doing that for pedestrians you already have to put up signage etc. to
direct people. So for that overpass section to eliminate the confusion
around the the slip lane from 680, that could be a way to work this. The other
The other thing that I am really concerned about is what is showing or was showing sorry can you go back to where the parallel parking diagram is.
It's one more I think yeah yeah I mean this works so in this section on treat you have the sidewalk the parking the right turn bike lane which we which.
Commissioner has already identified
it's going to be a little dangerous.
I'm wondering if we can flip this around a little bit
and I understand you're 65% into this project.
So this might be too late in the game,
but I have seen cities where they have a sidewalk,
then they have protected bike lane,
and then they allow for parallel parking of cars.
And that creates safety for those on bicycles.
Since there is behavior here of people who are not going to go over multiple blocks to
get to Canal to go up, you're going to have people using bikes, especially as more and
more multi-family housing goes in this area.
And so I think that's a way we can address keeping the bike safe, but also keeping that
parallel parking.
And then I just, I have to address the like behavior of humans is that they don't want
to go out of their way.
Right?
we have just finished building lots of multifamily on Jones Road.
There's another plot that has been allowed to build once something comes that way.
There's additional housing going in near BART,
like that is a very housing dense area now because it is BART.
So you're going to have an increase in pedestrians and bikers.
I think that it's great that we're prioritizing them.
I'm very happy to see that.
I do think we need to acknowledge that people don't go out of their way.
So that's the behavior that we're trying to accommodate for.
And since that was brought up, I just wanted to acknowledge that human behavior shows people
won't go eight minutes out of their way.
They want to go the fastest, especially actually if they're walking or biking, because that
takes more energy than driving us.
I think those are all of my comments.
Appreciate you coming for this presentation.
Thank you.
Commissioner Ash.
Yeah, thanks.
So I want to echo what the vice chair said,
that we are not a decision making body here.
We just get to give comments and receive information.
I am all for more bicycle lanes and safety.
I think it was a good question to ask,
because there is a trail that some of our audience
has also brought up very close by.
I'd love to even see the numbers on that, maybe
as a future presentation from East Bay Parks.
For all the trails that go through Walnut Creek,
what's the bicycle pedestrian count
than how it helps people get to BART
would be interesting to learn.
I wonder what we can do here in the meantime,
because this project seems several years off still.
If there's something we could do with the signal timing
that you're talking about sooner than later,
that we could start implementing here.
I think that if we can get that done
in the next six to 12 months, that becomes a win.
And I'd like to point out that we built 1,800 miles
of the transcontinental railroad in six years,
and this is taking 10 to 12.
Not that that has to do with the two of you,
but government efficiency here.
And so if we could do that signal timing,
something in the next year, that can help with that Vision Zero
goal of saving one person's life in the meantime,
why we're going to this bigger project, is that possible?
I would just suggest to look at that, so thanks.
All right, thank you very much.
Yes?
Sorry, I didn't think of one more comment.
For the beautification thing that you mentioned,
which I thought was a great question,
if you do close slip lanes, it's a great opportunity
to put trees or plants or something
and increase sustainability, because you
have to build a sidewalk anyways.
Yeah.
OK, yes.
May I add one more?
Thank you, Chair.
Just building on commissioner patches on this same slide,
the other bad traffic behavior I forgot to mention here
is that when treat backs up with the red light going this way,
many times I've seen drivers then quickly cut over
into that right turn lane.
And so now they're going to cut across the bike lane
and might hit a bicycle because they're like,
I'm not going to wait here.
I'll go this way and zip around.
I've just seen that over and over.
So I'm thinking about, I think on Wiget,
we've done the sidewalk bicycle lane parking roadway
configuration.
That was a word I was struggling for.
So I've seen that on Wiget.
And maybe, as Commissioner Patch mentioned,
that might be better here for the safety of the cyclist.
Thank you.
Thank you.
Okay, this is a very complicated project
and there are so many factors.
So thank you for your work up to this point
and thank you for this presentation
and for your patience with us as we try to digest it.
I'm all for trying to make this corridor safer.
My husband actually works in this neighborhood
and we walked to lunch just the other day
and I had this feeling of this doesn't feel that safe,
like walking this area right here.
And so I'm really happy to see the efforts
to improve safety and to improve comfort
for pedestrians and cyclists.
I'm a big fan of narrowing lanes.
I do think that helps a lot.
I've seen it done in a lot of communities around the East Bay
and that helps slow down traffic.
And I think it naturally slows down traffic
and will naturally help some of these issues.
So I'm a big fan of seeing that.
I like the idea of having the bike lane next to the sidewalk
and then the parking.
I think they've done this in Sacramento.
And I'm curious to see as they've
done this in more communities how successful that's been.
I do think it's important to think about expanding stakeholder
outreach and research as you move forward with this project
just to make sure that we're covering all our bases.
I hear all the concerns from the community.
I can just imagine unintended consequences
from this project, the backups on the freeway, et cetera.
Bless you, this is a complicated project.
And I'm glad I'm not the one figuring out all the pieces,
but I just hope that as we move forward,
we're being really mindful of all the stakeholders
and all the pieces that are at play.
So at that, thank you for your work.
And if there's nothing else, I think we can move on.
All right, great, thank you, whoo.
All right, I feel like we need a break after that.
I wanna take a five minute because I just wanted to do it.
Do you guys want a five minute?
Yeah.
Okay, the next one's big,
so we'll take a quick five minute break, thank you everyone.
All right, everyone, we are back.
Hope you've recovered.
I'm just teasing.
Next on the agenda is an item for commission consideration,
the Downtown Curbside Management Plan
draft recommendations update.
Um, please proceed with your presentation.
Okay. Yeah. So evening commissioners.
Again, my name is Brianna Byrne.
I'm associate traffic engineer here at the city of Walnut Creek.
Tonight, bringing forward to you guys again,
this curbside management project.
This is our third presentation to date.
Um, and as Commissioner Brightman mentioned,
this is the one where we're bringing the recommendations to you all.
So tonight's discussion, very, very brief background, and then an overview of the data and the outreach findings. Again, these were brought to you in presentation one and presentation two, and the bulk of this, this evening's presentation will be about our draft recommendations, and kind of where we are in the project timeline.
then for any new viewers, so this curb management plan, we're looking to set
data-driven standards to optimize the curb by balancing parking, loading,
pedestrian and bicycle infrastructure, place making accessibility, safety and
equity in our downtown Walnut Creek area. And again for any new viewers, curb space
and curb management, what does that really even mean? So from curb space, this
This is the area where maybe you think parking, a parking lane would be, but it could also
be bus stops, loading zones, space for bike lanes, curb extensions, parklets.
So in these lower photos, these are in downtown Walnut Creek.
On the lower left there, this is at the intersection of Maine and Bonanza.
This is actually a bull bow within the intersection and it's kind of a beautifying place making
way to enhance our curb space.
And in the middle we have some bike parking and then we have a bus stop.
So when we talk about curb management, it's about organizing all of these uses, sometimes
competing, sometimes they work together, but there's a lot of demand for the curb space
and it's about managing that and balancing
amongst all those users.
So background, this effort that we're
in the middle of right now is grant funded
by the Metropolitan Transportation Commission, MTC,
and it builds on a previous study that the city had done
called Rethinking Mobility Plan.
From that plan, there are three strategies
that we're, I guess, adding to.
So the first one, improved parking and curb management signage,
evaluate zone and demand based pricing,
and then consider a municipal garage pricing and demand.
And then on the slower section here, just to
remind everyone, the city of Walnut Creek,
we do have an 85 percent utilization for on street and garage parking.
And so what this does is it it balances the asset.
So the curb, we have a lot of attraction in the downtown area.
And so this curb as an asset, we're managing it so that people can get to these destinations.
So with this 85%, if we're imagining a block face has 10 spaces, two or one of those spaces are open.
This allows for someone that maybe wants to pay a little extra to park next to the curb.
They can easily get a spot. There's no need to be rotating around the block to try to find that one space.
So, 85% is really this industry sweet spot for utilizing the curb that's most efficient,
but also leaving space for those that need it.
So our study area that we looked at as part of this project, we went really as far north
as Parkside, as far south as, I think, Los Lomas.
There's some meters in that area a little bit past Kaiser.
then east and west kind of extending into our west downtown specific plan and then Broadway
civic along the east side. So on street spaces in this area we have about 1500. Just a little
bit more than what we have in our city owned and operated garages for a total of 3000 spaces.
So again, these are the 3,000 city managed spaces.
Within the study, we included non-city operated lots
and garages.
So this is really just to kind of get
a big picture of what's happening outside
of what the city operates.
This is not by any means all of the private lots.
These are just the ones that we reached out to
and were able to get some type of data
for during our collection period.
So for the analysis that we're gonna talk about tonight,
again, that's just a partial private lots and garages,
and that is similarly around 3,100.
So we're talking about maybe 6,000 spaces
as part of this plan.
So when we did our data collection in October,
the top line we have our weekday.
So this was a Thursday in October.
There was no event, so it was good weather.
We saw 88% parking utilization on street.
So again, this is above our goal of 85,
and we're kind of, this is where we're going to start
to see people getting frustrated and circling the block
trying to find a space.
But at that same time, our garages were only at 57% full.
If we put that into actual space numbers,
those on street, there's only 117 spaces,
but our garages, we saw 1,700.
So it's just one of those, like,
how do we get these people to the garage?
And then on the Saturday, again, typical Saturday in October,
the on street dropped a little bit.
And this does reflect kind of how we drew our area A.
The area near Kaiser is really popular on the weekday,
but not so much on a Saturday.
But again, on same time, same peak,
But in the garages, there's still plenty of space available.
With the slight caveat that some of these garages
are being used a lot more than others.
So there's a lot of numbers here,
but the one to point out is our South Locust Garage.
So this is the one that's really kind of
in the heart of everything.
It's just north of Mount Diablo bounded by Maine and Locust.
and it is also one of the city's,
it's the city's smallest gate operated garage.
So again, high level, the data takeaway.
So where we saw over this 85% occupancy
was on street in area A, where area A is the screen,
think about that core downtown area.
And then we also saw over 85% in the Broadway Plaza garages
and that's one of our private partners that we worked with.
And then the city's South Locust Garage.
Staff also did additional data collection
during the holiday peak.
And this was really to understand what happens
to our downtown at the peak of the peak.
So when looking at that over 85%,
we saw the same thing under the typical conditions,
but we now also added the Lusher Garage.
And this is one of our larger garages,
but it also facilitates the demand
for our Lusher Performing Arts Center,
and we have the Nutcracker performances over there.
So that garage did reach 100% during the holiday season.
Looking at parking duration, area A,
we do have three hour meters.
Generally people stayed one to two hours
within that core area, area A.
If they were in the garage, people stayed closer to three.
B and C, so B would be the orange on the north side.
And then C is west downtown.
People, if you're parking on the street
at the purple meters, which allow for up to 10, 10 hours,
people were staying around three.
During the holiday season, area A,
that parking duration shifted closer to three.
People were staying a little bit longer
to do their shopping.
And the other note here is while the city
does have a monthly parking pass program.
It's in very high demand,
and there's a wait list of six months to a year.
So taking this information to our stakeholders,
some internal, some external,
we wanted to see if this data matched their friction points,
what they were maybe having problems with
that we could see in the data.
So we spoke with the Parking Enterprise Fund.
this is the staff, it's internal and external stakeholders
where they manage the fund from like parking revenue.
So this includes public work staff,
both in traffic engineering, transportation planning,
traffic maintenance, we have our garage operators,
we have our enforcement officers,
we have economic development,
it's a multi-disciplinary team.
So we spoke with them.
We spoke with our parking enforcement officers
several times, our economic development team,
external stakeholders included Walnut Creek downtown,
county connection, bicycle and pedestrian advocacy groups,
our youth commission, transportation commission,
and the general public.
The general public we solicited input from
during the Locust Street Fair,
And then we also have a survey monkey
going on now through August 24th.
This is for both visitors, residents.
Are you a business owner?
Are you employed downtown?
So we are really, really still pushing
to get input from our Walnut Creek downtown
and the public, especially on the recommendations
that you're about to see tonight.
So if there's any interest from those viewing
or for the commissioners to pass this on,
the QR code will send you to this link,
or you can type in the web address there.
So what we really became clear from the stakeholder outreach
was there's actually a lot of common friction points
for our stakeholders.
The first one's street parking.
There really is people wanna park on the street.
And so it did match our data.
There was mostly just anecdotes
about why that preference is around,
But generally speaking, it matched the data
that we were seeing.
The loading and curbside pickup.
So in this photo, it's the yellow loading zone.
So this is, I think, commercial loading.
But a lot of these, say, are in very popular areas
and are maybe used by people picking up and dropping off
or just stopping real quick to run inside, which then blocks
the actual commercial vehicles from using it.
And then now they're blocking traffic.
So that was one friction point.
And then also we have 15 minute curbside loading spaces
in the downtown.
And these were first installed a little after COVID
to help the restaurants bounce back.
There was a lot of to-go orders being put in.
And so we had installed at least one on every block face.
And just over time, it's been increasingly hard to enforce.
And it's it was a feedback that we see it from both the business owners and even just the people trying to use them
while visiting downtown
Parking for employees this is you know, maybe those driving or using bicycles or scooters
Again mentioning that monthly parking pass that we have for garages
For anyone driving. They're likely not one of those lucky few that have that pass
so what we heard is there's a lot of
Maybe moving your car around mid-shift,
the employees know where they can get the longest free parking,
and then they'll have to run and move their car if needed.
For those that bike or scooter,
we heard just of the popularity of that,
but there was an inability for say the businesses to store the scooters.
So there was no space,
a secure space for those employees to then store these as an option.
Wayfinding, we do have an incredible amount of wayfinding signs, but it's still one of
those things where, you know, maybe they could, something needed to be done where even the
stakeholders didn't know we had a library garage.
And then the last one, pedestrian and bicycle spaces.
So regardless of like which group we talked to, the ped, the bike, the business owners,
Regardless once you parked and you were walking around there was a desire to have a very comfortable
pedestrian space, a very safe feel.
So moving now into the recommendations, as you can see we have a part one here.
We broke it up into two parts.
So we'll go through this first section, pause for any questions, give me a chance to drink
some water, and then we'll move on to part two.
Okay. So to support our recommendations,
we wanted to establish overarching goals.
We have two greens here.
So that light green, again,
this is a data-driven plan.
So that light green is
that data-driven portion of this plan.
So we want to manage the parking demand,
reduce the difficulty for finding parking
and improving the arrival experience.
This is where we have that data to backup.
Whatever the plan lands on for these dark green priorities and goals, we can manage it accordingly with that light green section.
So moving starting at the upper left, manage commercial loading to make freight and deliveries more orderly, efficient and produce less conflict.
Enhance downtown's economic vitality as a top retail destination for the region.
Ensure that pedestrians and bicyclists can get to, from, and around downtown safely and comfortably.
Use placemaking to enhance downtown's walkability and charm.
Advance sustainability through mode shift away from cars.
And then the last one, consider users of all ages, physical abilities, and economic standing to ensure downtown is conveniently accessible for all.
So these goals they are in line with council priorities, as well as our sustainability
action plan, our local railway safety plan, a lot of active plans and kind of actions
that the city has taken recently.
So now moving into the recommendations.
So for the meters, the first recommendation is to create a new meter zone for those high
demand areas.
With the intended outcome, it incentivizes turnover within the high demand areas and
encourages drivers to use the garage.
As part of that, extend the meter hours of operation, extending the parking management
hours, again, we're managing the parking, we're managing the demand.
We want those hours to reflect the existing land uses.
So we have a lot of restaurants that are open past 8 p.m. when our meters stop.
So we want the hours of operation
to reflect what's currently happening out there.
And then the last one that I have here,
improve instructions on the meters
or signage for uniformity and clarity.
And this improves accessibility and the customer experience.
You know, they already found a spot.
Let's make that meter as easy for them as possible.
So digging a little bit into the first two
where, you know, I mentioned that third zone
as well as extending the hours.
So this is the existing data that we collected in October.
Again, this is an average October weekend.
On that sliding scale, we have green.
You know, a lot of open spaces,
and on the far side, that dark red, closer to 100%.
You can see we have a lot of high demand
on average, again, this is on average,
along Locust and Main Street.
So that high demand warrants higher parking meter rates.
Looking at, again, those overarching goals,
a lot of parking management,
the lines of parking management, loading.
I kind of mentioned this as the friction point,
but with a well-managed curb space
and the open spaces.
People aren't gonna elect to wait in a loading zone.
So it actually does improve
that commercial loading experience.
Trucks can get into that space.
Traffic safety and sustainability.
I mentioned the circling all around the block
to try to find your space.
Again, if you can find that parking space,
it does really cut down on the excess vehicles on the road.
So we talked about meters,
now moving to garages on the recommendation side.
improve wayfinding directly to the garages on the perimeter of downtown.
Again, the garage that we saw,
experienced capacity is really in the center.
Echoing again, that's where people want to be.
So trying to get them to say the outskirts to our Broadway garage.
So yeah, get the outcome,
get drivers to a place with higher parking supply.
The other recommendation here,
improve customer experience within the garages by
creating an environment that feels safe and comfortable to walk to from and in.
It will not only encourage visitors to park within the garage but that safety feeling that
they feel on the street that we want them to feel on the street begins as soon as they park in one
of our garages. The last recommendation here, re-evaluate the monthly parking program and
potentially expand the number of permits. Really just take a fresh look at this and see if it's
still serving the needs of our downtown community.
So the outcome reduced curb demand
and improved employee retention,
where parking isn't a daily headache.
Again, looking at goal alignment,
each one of these is a great parking management tool.
We can get people off of those on-street spaces
and into the garages.
One thing to point out here, place making,
that improve customer experience within the garage.
We can really treat our garages as a unique Walnut Creek
feature where, as soon as someone arrives,
they're experiencing all that Walnut Creek has to offer,
whether that's through art murals.
There's a lot of opportunities within our garages
that we can kind of expand the streetscape
into these garage facilities.
Moving on to loading and curbside pickup.
So recommendations, shift loading zones away
from the busy spots.
So again, this is, you know, I want
to run into Starbucks real quick and grab a cup.
Oh, here's a loading zone.
So pushing those loading zones away
from these highly desired spots, we're
going to improve the loading spaces
and kind of avoid that improperly being used situation.
modify the 15 minute loading zones to ease enforcement,
possibly meter.
This one, it's gonna need a lot of coordination
with our enforcement officers,
but that'd be something, the exact wording
and how we roll that out would be in partnership with them.
And so that would improve the ability
to enforce the curbside pickup spaces
and get that desired quick turnover
that these were intended for in the first place.
This other one, modify commercial loading time
restrictions to end at 5 and make
the spaces available for food delivery drivers
for curbside pickup.
So this is thing about a flex loading space.
Commercial deliveries, they're very, very often
in the morning, early afternoon, really
that's kind of the latest right around this 4 or 5 p.m. time.
So opening these up as like a flex loading space.
Maybe they're food pickup drivers, maybe they're dropping people off to go to dinner or picking
them up after a night of fun.
So there's a lot of opportunity to use that flex space.
The fourth one on the list, establish a staging zone for the food delivery drivers.
So giving them a legal staging area for them to be.
So we can have better management and avoid this illegal parking issue that were happening.
And then the last one on this table, study a digital platform for reserving curbside
loading spots.
This is that kind of that future focus looking out.
There's a lot of emerging technologies and this is one of those where it would reduce
the incidence of illegally parked delivery vehicles and again giving the city a better
management tool.
So again, how these fill into that goal alignment, but the modify the 15 minute curbside pickup
spaces can help with that economic vitality again helping those restaurants as they were
first intended to do.
Relocating the loading zones can help with placemaking.
If we can get those loading zones say on minor streets or in commercial lane, we can then
instead use that space for you know that beautiful tree that was an example in
one of the earlier slides. And with that I will pause for any questions and I
will say with me tonight I do have some consultants who helped supported so if I
look over please come help. All right any questions from the Commission from part
one. I will start with Student Commissioner if you have any questions.
So I was just wondering, how are you going to measure the goals that are in your progress
towards the goals that are not data driven?
Like do you have a plan for that?
Not yet.
We have talked about kind of creating a prioritization or some type of metrics moving forward to
really gauge that success.
So it has been part of the conversation.
And then I was just wondering what's your time frame for these different goals?
Oh, thank you.
So sorry, each one of these beautiful tables, there is this bold indication at the bottom.
We tried to, I guess, delineate what we thought was near term where staff, near term is around
five years or less.
So what we thought was a near term implementation.
And as we get into the next section, what is going to need a little bit more than that?
So looking further out.
Thank you.
Commissioner Ash.
Questions?
Yeah.
I wanted to know all of these actions, the parking fund, funds and number of key essential
activities within the city.
Does this increase potential revenue?
accounting for inflation or things does by like making more of these spaces
available and meter does it what is the impact towards that fund so this plan
specifically is about the management piece of that the actual fun discussion
it's not part of this plan fair enough and then you talked a little bit about
the holiday impact, how do you factor that into the decision-making process
when you're talking, right, 330 days is one thing and three and 35 days is
another? Just help me understand your your process in analyzing and accounting
for that and what you could do differently maybe in that short window.
Yeah, and that sweet spot of 85%, it's actually a design standard across the
board. So shopping centers, they would never provide as enough parking as a
Christmas Day as an example, just because the rest of the year it go completely to
waste, so it's about balancing that asset. What we can do with this
information right now is you know we saw we we based on this data how busy it
gets downtown so it's you know we can take these recommendations guide people
to where their space is where we anticipate and know their spaces we can
also push you know those alternative modes we have that free downtown trolley
like we can really push towards those other those other modes okay thank you
Just curious how you decided on 5 p.m. for the loading zone change and could it be a little earlier or it's like 5 p.m. the earliest you could make that change?
So that time actually came from talking with our enforcement officers. They were the ones that are out there and they see it.
At one point we talked about a little bit earlier, I think 5 kind of felt like the comfortable time for them because again as soon as you open it up it's going to be filled.
So it's, again, balancing the needs of the users.
But five is not a hard time.
It was just what was recommended to us
from our enforcement officers.
Great.
And you mentioned a staging area for the pickup.
Do you have any ideas of where that would be,
or is that still a TBD?
So it's still technically a TBD.
So some of the other loading recommendations,
So shift the loading zones away from busy spots.
So, and again, once that commercial loading is done,
it becomes that flex zone.
So, you know, maybe those side streets
are those staging areas.
Commercial lane, even though right of way is really tight,
there are some sections back there
that we can designate as these flex zones
or as these delivery driver zones.
The exact spots would come down later
once we get kind of direction that this is where we want to go.
And then, I'm sorry, I did see the note
that said bold equals five years.
But it looks like everything is bold.
Is that just because we're in part one and part two,
things are going to be unbolded?
Yeah.
OK, cool.
Thanks.
All right, thank you.
I just have two questions.
And it won't be like for anyone who's
seen the movie Back to School.
I won't say I have two questions and 39 parts.
We talked about new meter zones, and I was really keen on,
you know, in the table it showed improving traffic safety
and sustainability, is that, are we basically saying in theory,
you know, we put in new zones and charge you higher prices,
you're just going to go away, and all of a sudden we
have less cars in that area?
Is that the essential premise?
I wouldn't say go away, but the financial incentive is real.
And if there is a cheaper option,
and we saw the garage recommendations,
we're not recommending increasing the garages.
So if there's a very real cheap alternative just a couple
of feet away, that's that incentive balance
where people are going to put their wallet to it.
have we done or could we do an elasticity of demand study?
So the sliding scale of load, a high price superimposed
upon the declining sloping demand based upon price.
So yeah, the way I guess this,
my understanding the way this plan would roll out,
if we do move forward,
this plan would not recommend that price change.
there would be additional work that have to be done
and then we would bring that to Transportation Commission.
Okay, thank you.
All right.
A few questions regarding occupancy.
And I'm sorry if you covered this
in a previous commission meeting.
Do we know the percentage of employees
versus visitors for the occupancy?
So that's something I'm hoping to get
at least like a good figure for moving forward
because that is a question that comes up often.
In speaking with like our economic development team,
but we do know there's a lot of employees downtown
and there's like a rough estimate
where it's like based on square feet
that says how many retail employees we have
and just for the downtown and the study area
we're looking at like 6,700 employees, retail employees.
That's not all at the same time
But it's spread out through shifts.
And so it's something we're looking to have information on.
But the employee numbers, it's not a small number.
Yeah, yeah.
Are there, you talked about the staging areas,
which I would imagine is kind of like a cell phone
lot kind of at an airport or whatever
where you wait until you get a call or whatever kind of thing,
right?
OK.
Yeah, yeah.
And are there any park and ride lots or anything
that are on the periphery of downtown that could be used for that? Have you
guys looked into anything like that? So not necessarily park and rides. We, as part
of another one of the recommendations coming up, we have thought about, you know,
other private lots near downtown. One of the challenges, especially with these
food pickup services, when an order gets placed and a driver is assigned, it's
it's based on proximity to that restaurant.
So a lot of what we're hearing is a lot of these drivers,
that's one of the reasons why they're taking up these spaces
is to get that proximity and to get that extra little bump.
Interesting.
Yeah, I was curious about those larger lots
because I was also wondering if they were considered
for employees as well who,
I see a lot of employees who seem willing to drive
and scoot to work from the periphery of downtown.
I was wondering if you were considering lots on the periphery
as well for employees.
Part two.
Part two.
OK, it's coming.
Got it.
Got it.
I'm getting ahead.
Sorry.
Digital platform to reserve curbside loading.
Can you elaborate a little bit more on that?
That sounds like a monster to organize and make work.
Yeah, so I mean, it is an emerging space.
I believe San Francisco or maybe San Jose,
But one of the curbside loading ways they've rolled this out
is there is a physical sign with a changeable screen.
So from this time, the less for digits of this license plate,
they're the ones assigned here.
So from an enforcement perspective, they can match.
You got it.
There's other options that are maybe more in a digital space
where it's all app-based, we could
require delivery, like commercial delivery companies
to make use of this app.
And then the app knows where the drivers are located
and assign spaces and charges potentially.
So there's digital space, and there's also a physical space.
It is an emerging thing.
It's something that we could explore.
Thank you. Any other questions? Sorry, I do have another one. I just thought of this
as you were talking about it. When you talk about the number of spaces that we
have, especially on the street, have you already subtracted the spaces that we'll
have to remove because of the new daylighting law? Yes, so yeah, yeah, the,
that like data collection was done, we had already daylighted downtown. Okay,
Perfect. Thanks.
Okay. So moving now into pedestrian and transit space.
So PEDS and transit bicycles to come.
So the first recommendation,
study a discount or voucher program for businesses to
incentivize using rideshare to get to and from downtown,
especially to combat DUIs and improve
access for seniors and people with mobility challenges.
So thinking back to our local roadway safety plan,
DUI serious injury collision and fatal collisions with actually
One of our top ten collision trends and so this would be one of the recommendations to combat that
So outcome reduce overall parking demand in the area it can encourage, you know, maybe new users to downtown
Those that don't want to drive or don't have a car and it can provide a safe drive driving alternative when needed
So the second recommendation here
improve stop, signage, wayfinding, and operations for buses in the downtown. The outcome
incentivized that mode shift. Adding curb extensions, improving the visibility for pedestrians,
and improve roadway safety for all users. And then this last one, additional safety improvements
for other streets on the edge of downtown. Outcome makes corridors more comfortable for
for non-vehicle modes, improved safety for all visitors,
even those that drove.
So on the right here,
speaking of our local roadway safety plan,
another one of our collision trends was we saw a lot of,
a lot, we saw a significant amount of injury collisions
and fatalities in the large roadways around downtown.
So as part of that plan, we have a countermeasure toolbox.
So really any one of these can be just ways
to enhance the safety.
One of them, we have the leading pedestrian interval.
This is that signal timing that we currently have downtown
that gives pedestrians an extra three or five seconds
to cross before cars start going.
So this is something that we've already done.
And there's other things within this plan
that we can roll out to kind of improve
that comfortable feeling that even if you drove here,
as soon as you start walking around downtown,
you can feel that safety.
And how that feeds into these goals that we outlined,
and this is, again, where we start to see
that not everything is bold now.
So the curb extensions
and that additional safety improvements,
you know, maybe a curb extension here or there
can be done in the near term,
but when it gets into those physical improvements,
there is some type of funding and design
and extra thought that needs to be put into it.
And then one of these goals that is filled for each one of these recommendations is the sustainability aspect.
So again, improving the environment for our pedestrian and transit users,
getting them out of the single or out of vehicles and into these other modes.
So moving now into bicycle recommendations.
So this recommendation, add low stress context appropriate bicycle facilities for getting to and from downtown.
Such as along California Boulevard, North Broadway, Civic Drive and Newell Avenue.
With the outcome, more comfortable and viable facilities will induce that mode shift.
So from the feedback that we heard,
it's those larger streets around downtown serve as the barrier.
Maybe once they get within there,
the speeds are lower, they do feel safer.
So really creating that comfortable option to get to the downtown area.
Then the example on the right here is from San Luis Obispo's downtown area,
where they do have the sidewalk, the bike lane, an additional curb enhancement and then just
behind that planner box is a green loading zone, it's like a 5-10 minute parking spot.
So, you know, you still get the bike lane, you still get some parking,
it's just about playing with what space is available within our roads.
So other bicycle experience, and again, these are if we do have these high quality facilities
with that buffer protecting bicyclists from traffic, we can add in additions on top of
that.
So study the switch to micromobility devices for food deliveries, you know, that could
be, you know, food delivery robots or that could just be, you know, like having your
food delivered by a bicyclist instead of a vehicle. So the outcome would be reducing
demand for curb space. Pairing these new facilities with a micro-mobility rollout. So Walnut
Creek right now, it's very walkable. It's park once and walk, but as we expand into
north downtown, west downtown, there is a need to just go a little bit past that walking
distance so encourage that mode shift increases accessibility to areas outside of our typical
walking radius. Also as part of these high quality facilities we can do secure bike parking.
We know bike parking lockers that are big enough for family cargo bikes. E-bike chargers
this is one that require additional infrastructure to complete and then possibly and a bike repair
station. And all of these encourages really that mode shift to using a bicycle around downtown.
And again, pointing out this bold, not bold, we elected to show these as not bold.
again there is a lot of physical infrastructure and funds and planning that would have to go into
something like this but looking at our our goals again sustainability is well represented as well
as traffic safety and then the last recommendation section that we have here place making and
supportive actions so additional outdoor dining and place making features this improves the visitor
experience uh to commissioner rightman's point one of the recommendations here is the city help
identify privately owned garages and coordinate shared parking arrangements uh and take that
information and bring it to our downtown connection and really act as the conduit to make that
um a feasible option for our employees in the downtown so it would reduce the curb demand and
Improve that employee experience instead of having to try to try to find a parking space every every workday
This other one expand street closures to other streets
So think about our local street fair or our farmers market. So when we do have street closures
Expanding them or adding additional hours to it. So, you know by making it larger
incentivizing more visitors to the downtown from a safety aspect. These pedestrian only streets
remove that conflict with vehicles. And then the last one here again a future focus looking out
preemptively study policies needed to regulate autonomous vehicles.
Outcome the autonomous vehicles it encourages the mode shift or it encourages away from
privately owned vehicles. But we also do need to consider what happens when these cars need to
park along the curb and there's no one to pay the meter. So there's just new challenges that
are new puzzles to solve with emerging technology. So again, where these recommendations fall into
our goals. Getting into timeline, so we are right here in the middle, lower middle, so
July 17th, bringing the draft recommendations to TC. We are looking to bring these draft
recommendations to council in early September as part of a study session. The tentative
date for that is September 2nd. So again, we are still actively in this outreach portion.
So we're going to take your recommendations, take their feedback, take their feedback,
take the feedback from the survey and the businesses, and come back to TC with this
draft plan and then go again to council.
With that, open it up.
Okay.
Any questions from part two?
And we'll start with our student member, Kirsch.
I don't have any questions.
Thank you.
Okay.
One thing on the – well, are we just on questions or are we on comments?
What are we on here?
Questions.
Okay.
Questions.
Did you – you're going to love this one in your future-proofing.
Have you looked at air mobility as part of your curb management program because Bishop
– I ask because Bishop Ranch has agreed to build out a hub for archer aviation to
to bring people to Bishop Branch
from a couple of other hub locations in the Bay Area.
So Megan, do you wanna step forward and help with this one?
Yeah, so while she walks up here,
Megan Mittman with Farron Peers
helping prepare our career management plan.
Lots of conversations.
Archer's a Bay Area company,
so it's kind of an exciting jobs growth industry
to be thinking about the opportunities for that.
There's lots of conversations
with the California Forever project up in Solano County
about, so it is kind of in the news
and in the conversation.
The chances that it would be as relevant
probably in downtown Walnut Creek
from a kind of way that people would arrive and depart
is maybe less so than a larger kind of employment complex
like Fisher Ranch.
But drone delivery could be the version of it
that would be more relevant in a downtown context.
We talked about sidewalk robots, but there certainly is, you know, conversations around
whether you'd get Amazon deliveries by drone or maybe food deliveries by drone.
That wasn't, though, in kind of the purview of this.
It would provide even more flexibility for the curbs use for other things, but, you know,
we didn't cover it specifically.
Thanks.
Mr. Betts, can you remind me how long this plan is going to be for, because you have
the priorities for five years and then the unbolded ones would be 10 years 15
years so once this plan is adopted it's it's in place for so to the like when we
could maybe see these low stress bicycle facilities because so much is driven by
funding you know it's as grants come available and and really kind of just
working them into that pipeline yeah I was gonna ask one question but I have a
follow-up question the way we did the the bike lanes on we get where it's the
lane the plastic bowlers and then the parking is that considered comfortable
bike access or is it only when we see like what was in San Luis Obispo with a
real physical barrier like that concrete yeah so in that previous
presentation about Treat Boulevard, we talked about class four. So both Wiggott, Lennon and what's
shown here is class four. What distinguishes a class four bikeway is that vertical separation
from the bike lane and the travel lane. So that vertical could be, you know, maybe the bike lane
is at grade with the sidewalk and vertically separated by a curb in the parking. Maybe it's
Vertically separated by a parking lane
So as long as there's a vertical separation between those two travel lanes the bike lane and the vehicle lane
It's a class four and that's the most comfortable for our high-speed highway roads. My other question was about the
You talked about the pedestrian leading signal timing. Do we have any data yet positive neutral or negative on
its impact
That we staff has done no, but like it. It's overwhelmingly positive both anecdotally
And within the industry we're implemented great. Thanks
All right, and I don't have any questions for this part. So if questions are done. Yeah
We will move to public comment. Is there anyone in the audience with public comment?
We have no members of the public waiting to provide comments. Okay, then we'll open it up to comments from the commissioners
And we'll start with student member Kirsch.
No, Collins.
OK.
So on the bike repair stations, I love the concept.
I know in the Orchard Shopping Center,
as part of their plans on day one,
there was a lot of nice, I want to say like four or five,
like bike parking with tool kits and everything.
They lasted about a week before they were destroyed.
And the screwdriver, even though it was on an iron chain,
was gone and everything.
And so I think eventually it took three years,
but they removed all of those because it looked a mess.
So I'm not saying don't do it because I
do see that there's a use and a need,
and that encourages people.
But just keep in mind what happened over there.
And that's a very friendly, neighborhood-esque shopping
center.
And I just don't want it to be a blight.
And then we're wondering what we're doing with these things.
Yeah, to further clarify, that experience,
even talking with bicycle advocacy groups,
that's happening everywhere.
It's just giving out free, expensive tools
for the cost of being stolen.
You just got to do a little extra work.
But to combat that, there's high-quality bike repair
stations. Often they're choose Bart as an example. There's a
lot of staffed bike parking stations that dual as kind of
like a repair shop where you can go buy a tube or something
really, really. It's not a full bike store, but it's kind of that
repair station while you're at work, you can drop your bike off
and have it worked on.
Okay, that's cool. And then I just love that your future
proofing and thinking of autonomous vehicles
as part of the equation.
And I like how you don't have all the answers,
but you're paying attention
and you're just including this into a plan
that as Commissioner Patch points out,
there's the five year and then there's the forever part
of this component.
And as technology is changing rapidly,
at least if you're asking those questions
and putting it in there,
I just commend you for doing that
because I know a lot of cities that are like, no.
you know, or just ignore it. Right. And so I think that's
good. And I do know drone delivery is already happening in
suburban areas in North Carolina, Texas, Florida, and
Arizona. And California is actually behind for regulatory
purposes on that. And I actually could see some air
mobility commute options that could be good. But I mean, that
could be in the next ten years. I think LA is doing really well with the Olympics.
They're expecting to, for 2028, they're expecting to move 15 to 17 percent of
visitors to LA through localized air mobility transit and make that
permanent infrastructure. So just sharing random thoughts about future and
Everything that might be useless, but
We did say innovation one we wanted innovation to be one of the the goals on the council priority list but
um
Okay, I on slide 17 you have the I mean you don't have to go to it if you don't want but it's the
Customer experience with garages. I would just encourage you to also consider that an accessibility goal win
Because if you improve that experience especially with lights and stuff it actually improves the accessibility as well for folks
So I just want you to get all of your goal credits
and then
I'm I guess a little disappointed that some of the biking stuff isn't the priorities
Like it just seemed like a lot of that was the unbolded items I do you understand that costs money
But in particular lead the secure biking bike parking or just bike parking in general
I know is in the sustainability action plan
so it is also a City Council priority and
I
Don't know if you don't if you don't have places for people to keep their bikes or scooters, etc. Then
Even if you do have lanes, they're not going to use them, right? There has to it kind of it's a chicken-egg situation
Where you need both?
For it to work, so I definitely don't think you can do all of these things, but maybe
providing
less secure bike party parking but more of it in
Areas of garages that are unused or something of that nature. So it's a little bit more secure than just the racks on the street
I
Really appreciate that you took our comments from last time and prioritize wayfinding signs
I think that was something that most of us agreed on that would be important
I just want to make sure you're considering also to point out where those bike bike parking facilities are
Because those can sometimes be difficult even the ones that we already do have so it's not just about
Pointing people to the garages, but also if they're using micro mobility where they can park their items
Otherwise really feel like this is looking great. I appreciate you
incorporating our feedback. I
guess I'm a little curious where the Survey Monkey is posted and if you've thought about working with
downtown businesses or restaurants for them to have it and have their customers fill it out just like here here it is by
the reception or billing area or something to get people
especially those who aren't in the Walnut Creek area but are coming here to shop or eat.
And also your slides look very pretty. I just wanted to say that.
Thanks. All right, thank you. This is a fascinating topic and I just wanted to at a high level mention
human behavior and human factors and how they factor into all of this. So you know we have
some people that they just want to park close to where they're going no matter
what and it won't matter what we charge what the hours are they're gonna do it
as much as we may try to encourage or incent otherwise no different than the
exact opposite you know you go out you've seen people you go park at the
far end of the target parking lot where there's no cars and someone else's of
the same mind as you to get some exercise and all for whatever reason
they park right next to your car even though there's 5,000 other spots. It's and
I'm just using these as examples of human factors or behaviors that I think
trickle into this kind of analysis. One thought and you kind of hit this in a
different area. What about seeing if the large retailers would validate or pay
for customers using the lots. I know some restaurants validate but how about
Nordstrom, Macy's, or some of the other stores. That might be a very interesting
way especially maybe if there was something on the wayfinding that was
like you know retailers pay for your parking lot usage to get you to go to
of the lots.
You know, when we talk about meters, adding new zones, increasing hours, increasing rates,
albeit the contrarian here, and I would caution strongly against extending hours beyond what
we already have and raising rates, you know, at a certain point, you know, we live in a
pretty affluent area, but at a certain point, even though people will be able to afford
at the higher rate per hour for longer hours.
People will eventually just say,
forget it, Walnut Creek's being greedy.
I'm gonna go shop somewhere else.
I'm gonna go eat somewhere else.
My prime example of that is Danville.
It's a very short drive.
I think somebody mentioned in our last meeting,
Danville basically brags, hey, we got free parking,
come on down here and eat here.
So we wanna be careful that we don't drive people away
just out of pure principle, again, going back to human factors or human behaviors,
because that could really hurt our retailers.
And I'm just sort of going in order
more, more monthly permits,
I think would be a great idea for the parking lots.
I think there's some of us who are residents that actually might
take up a monthly permit.
And I'm coming from our perspective of we use the lots, especially the city lots.
We don't like to park on the curb.
we find it too painful and we love the lots and the rates are very reasonable.
I think controlling the loading zones and doing different scenarios with those, I think that's a
great idea. The only idea I thought you had that I would strongly recommend against is putting a
meter on a 15-minute loading zone. Kind of the beauty of that 15-minute loading zone in front of
You know, Harold's Cleaners is I can just drive up there park, grab my dry cleaning and hopefully be out of there in five minutes so the next person can get it.
I think if you add a meter, I don't know, because then where do you stop? Do you start metering the loading zones? Because that will be the next logical step, right?
Yeah. And I guess to further clarify where that specifically came into is from the enforcement piece.
The officers right now, you know, you have 15 minutes,
so you have to, you know, stand there and wait.
We discussed actively loading.
And then again, it's just like, oh, you know,
I'm waiting for my order, just five more minutes.
As soon as you put that meter there,
if it's unpaid and the officers know
this person is not gonna pay it,
it gives them a way to write that ticket
and get them out of the space.
And that was really the, again, the curb management,
but point taken.
I want us to think about the messaging though, right?
Kid?
The message, hang on one sec.
If the messaging is, hey, our doing this
makes it much easier for our parking enforcement officers
to give you a ticket, I don't know if that's,
again, that's where we might start driving away,
not just out of towners,
but our own Walnut Creek residents are gonna go,
I go find the dry cleaners up in Concord because I don't get hassled as much I
Just wanted to ask
So is like the issue that it's 15 minutes and then people are in there for 20 minutes
28 minutes, whatever
Sorry, can you put their question
Okay
is it a
Is what you're saying is like the 15 minutes is
Becomes an issue with the turnover because it's not being turned over actually in 15 minutes
I'm just trying to make sure I understand that yeah
So the what they were intended for is quick run-in run-out grab that to-go order that you placed
In speaking about like what that time it should be five minutes fell too short
So we after some back and forth it was laying on 15
But again, the intention was quick turnover.
You're running in, you're running out.
Whether it's 15 or five, it's a quick turnover.
And really, they're kind of just holding spaces right now
with many times people are just sitting in the vehicle,
either waiting for that order to get assigned to them,
or it's open, it's just an open parking spot for them to be.
Okay, thank you.
Thank you.
I don't know if there's any way,
I don't know what proportion of, on any given day,
the cars that are parking are Walnut Creek residents
versus non-residents.
If there's any way we can give some kind of discount
or allowance, especially in the garages,
to Walnut Creek residents, you know,
that's probably a huge population of people going downtown.
And that could be a great way to incent the residents
to use the parking lots rather than the curb.
Anything, you talked about things to reduce DUI,
anything you can do to reduce DUI,
whether it's autonomous vehicles or rideshare,
that's a big thumbs up.
I think all the biking improvement goals is a big thumbs up
and all the outdoor dining possibility
is also a big thumbs up.
But I think my overall broadest comment would be,
when you start playing with meters,
rates, hours, zones, enforcement,
we should be very careful of the messaging
we're sending about our city to the public.
Thank you.
All right, thank you.
Great work, thank you for this.
A priority for me is thinking about employee parking
and having affordable options for the many employees
who work in retail and dining spaces.
And like I said, I've witnessed
workers park in neighborhoods where it's free and scoot in.
So, I think it's something that they're willing to do
and having a space that could be allocated
for something like that, that's not a neighborhood
because that's not necessarily the best place for them to be
for a number of reasons, but might be worth looking into.
I think looking at expanding the monthly parking program
would be a fantastic idea.
And I think I've brought this up before,
but I think it would be good to look at
even having specific types of permits,
maybe for day use or even evening use
that might cater to different populations,
whether it's working populations for businesses
that are only open from like nine to five or whatever,
or those who work later,
or even those who just maybe come into Walnut Creek
for nightlife or something like that,
who want an easy, convenient option.
think that that might be something that that could work well. And then something
that I was thinking of as we were going through all of this, you know, you say
that people like to have convenience and park very close to where they're at, and
maybe people don't prefer to walk, but we have that free downtown trolley, and
maybe doing a little bit more education around, you know, you're stepping out of
of the parking garage, here's a sign in front of you
that says, where are you headed today?
The downtown trolley might drop you off there,
or close by, might be an interesting option,
because that would be nice to see that used a bit more.
And in the summer, there's AC in there,
there's a lot of good things about that trolley, right?
So I think it'd be good to see that marketed a bit more.
And I think my colleagues, for everything that they said,
I think that's all that I have that's new.
Any other comments, commissioner?
You sparked an idea.
I know the trolley is a county connection bus, correct?
Yeah.
So maybe there's a way that we can work
with the chambers of commerce or something of that nature
to get a smaller but more frequently run golf cart
or something that takes people from the garages that
on the outskirts into the high priority areas,
especially since you have something around like the DUIs
and the senior transportation and such,
that might be a way to get them to park on the outskirts
but not have to walk.
That doesn't help with DUIs.
But it was listed with the moving seniors around.
And since they're the businesses that would benefit from it,
they might be willing to like co-sponsor it
the city or something of that nature. Well two things one on building on that
and what the chair said about employee parking maybe particularly on that
holiday bump maybe we can't offer that golf cart all the time but maybe like
during that holiday bump there's something where employees need to park
a little bit further and it could be free that one month somebody pays for it
somehow and then we like guide them in via however mini transit or something to
help offset all that and that helps your occupancy goals. The other question I
thought of that I heard from some of the comments was when you talk about the
wayfinding we talk a lot about the signs but there's apps right and so like now on
my car it says like oh there's gonna be a fire truck you know a mile ahead of
you on the highway, right, and that's tied into Google Maps and Apple Maps.
Where is, do you know just where that's going, maybe I'm on a future-proofing mode, like
where that's going, though, to help tie my parking to my Google Map and everything?
Yeah, so it's called, so as part of this grant, MTC, one of the requirements is that when
we did this existing data collection, we collect information and input it into a programming
language called CDS curb data specification.
So the idea is once this, I guess, existing conditions is out there, those apps, those
new technologies that are looking to improve have this, like, computer language to use.
So this plan is getting us a little bit closer to that.
Awesome.
Cool.
And just one last comment from me
regarding trying to lessen DUIs and things
like that as a person who's been hit by a drunk driver.
I'm passionate about this as well.
And for those who make a responsible decision
and might leave their cars downtown, do they get towed?
Do they get ticketed?
What happens?
And is there a way to do a sticker that, if somebody
makes responsible decision that you know they wouldn't be pinged I know that
would be really hard to do but that'd be great you know if somehow we could come
up with something like that that's like don't tell me don't ticket me I made a
responsible decision tonight you know what I mean so what I will say is towing
does not happen often so that's it would likely just be a ticket it's it's not
anything that our enforcement officers actively pursue is towing okay well
anything to help that I'd appreciate okay I think we're all done with that
yeah okay lovely we are going to move on to and thank you very much for all
that work we are going to move on to item C we have an appointment to make
tonight the Commission our Commission needs to select a representative to the
Contra Costa Transportation Authority citizen Advisory Committee I invite
staff to please present on this item. This was just mentioned when we did
rotations that Jared would reevaluate this chair seat in at this meeting and
so just want to bring it up and see if we're ready for the handing of the
baton or if we have other reasons to keep it up the way it is. So I am done
with my tenure as chair. Thank goodness in some ways because I served multiple
terms and it was a privilege but I really would like to stay on and at
least continue the the rest of the full term here because I'm enjoying it I'm
learning I feel like I'm contributing and I come back here with knowledge that
I gained from there. Okay and and before we move on I want to see if there's any
public comment on this item? Seeing none. Alright thank you. Do any other
commissioners have any comments on this or yes? Yeah I think what we discussed
last time was we wanted Commissioner Ash to finish his chair duties but then we
thought we also might want to consider rotation so that other people get an
opportunity if they desire to sit on the committee. Okay any other comments on
this or questions? I have no desire I will let everyone know that. I don't have
the capacity right now I can't give up that evening. Yeah I also think it's
really important that we rotate these duties. Thank you, yes. But I do not have the
capacity so I'm fine if Commissioner Ash continues. Would you like to make a
motion? Sure, I motion that Commissioner Ash continues on the committee. Could I
ask that we modify that motion for the next year? I accept that friendly
amendment. I'll second that motion. How long is the term for this typically? Oh,
okay. I think we've been, if I recall, I think we vote on it every year and
March, like this committee could reappoint. So I think, because I think
that's when this came up, right? Yeah. So we're gonna defer to the next March one?
Okay. Right. So do we even need a motion? Did we need to keep keep it to July
though because isn't that when it was like we want it to line it up with the
committee's changing things so we don't run into if our person is we could
appoint in March and then you can actually switch in July if that's when
it rotates there they don't rotate as regularly that most people are appointed
for four years. Yeah I think we might be one of the few that do it every year. I
mean maybe others do and I just don't know but I know at least the at-large
seats in the county do it every for like a more longer term cycle so there's not
the turnover. Can I ask how many years you've been on? Since 2020. Three as chair. So it might be
nice to even with that four-year to give someone an opportunity but I think
everyone's saying they're tapped out so maybe wait another year before
considering another volunteer if you want to serve on it if you are desiring
to serve on it yet another year. Right so I think the motion basically stands
that until March of 2026, Commissioner Ash stays on the committee.
Okay. Is there a second? I'll second that. Okay, great. Call roll please.
Student Commissioner Kirsch? Aye. Commissioner Ash? Aye. Commissioner Patch? Aye. Vice
Chair Kreling. Aye. Chair Brightman. Aye. All right. Congratulations. Thank you for
your service. I'm cheering my wife if she's watching with like why'd he sign up for
something else? All right item number five at this time I'd like to invite
commissioners and staff to provide reports on their activities and or other
announcements any reports just a couple suggestions I may have made this one
before I think it'd be great if the commissioners got like an email notice
of events there was that Larky Park traffic neighborhood event I would have
actually enjoyed attending as a commissioner to listen to the public so
if we can just get heads-ups of those those items that would be awesome and
the other thing I was thinking about is and I don't know if we can play a part
in this or not as a commission over the last couple weeks has just been really
tough traffic around that crossings construction, you know, in Ignacio and
Civic, you know, I don't know if some of that was from the water main break or
just, and then there's also been, at least on next door, people were talking
about they were allowed to do loud construction, you know, late at night, but
that's, I know that's out of our domain, but what would be interesting is, is there
any way we can give any input on when lane blocking is allowed for construction projects.
Because what I noticed was one of the left turn lanes from Ignacio westbound to Civic
coming towards the southbound was really right around the morning commute, right?
the absolute worst time and it might be nice if the Commission could have some
kind of input on those types of blockages and those were my suggestions
thanks didn't we have like a bike safety event yeah did anybody go to that you'll
get an update with the stuff okay great thank you also just wondering if staff
has an update on the Woodlands neighborhood study that you guys had
put a lot of time and effort into.
Yeah so since we last met the CIP and traffic engineering submitted for the
state transportation improvement program I don't want to say grant but it
is like a list of projects trying to get money allocated towards it so we
We submitted a project on Oakland Boulevard to basically redesign the street, improve
sidewalks.
This project is already approved in our capital investment program, so it's in our CIP list.
It's also mentioned in the west downtown specific plan, and so here we're just casting a wider
net to try to find funding to improve that.
We did have a neighborhood meeting in June with the Larkin neighborhood to hear some
concerns and try to see what we can do to address traffic safety.
And then Briana and the CIP team have been working on this design on Oakland, which
has just been recently installed this week.
There still may be some finishing touches out there, but on Trinity, which is just civic
going up the hill and then on Oakland,
there's new bicycle facilities.
And then my last update's two parts
and I'm gonna have our newest employee, Edwin,
come on up and share about the bike rodeo.
And I'll have him introduce himself.
All right, good evening, commissioners.
My name is Edwin Martinez.
I'm the new traffic engineering,
assistant traffic engineer for here.
I started June 2nd.
So, so far I've had the opportunity to help out
for the two outreach events that we did,
the Larky Park neighborhood meeting,
and as well as the bike rodeo that was organized
by the police department in collaboration
with traffic engineering.
The event just last weekend on Saturday was quite a success.
We had a turnout a little bit low
just because we had two swim meets at the same time
in the general area of the Civic Park area.
However, we did, well PD got donations from Target
that we were able to go out and procure two little goodie bags
to raffle out.
Since the event was three hours,
we did do two raffles, one in the morning
and one in the early morning and one in the late morning.
So the families did have a good time.
Traffic engineering assisted the police department
in creating an obstacle course,
which that was really fun for the small youth,
bicycle users to use,
learned a lot from police, the park rangers,
and then us in engineering.
So it was quite successful.
We do have some pictures,
but we didn't create a presentation,
but I know Matt will share it at a later time.
There you go.
Thank you.
Congratulations on a successful event.
Thank you.
Will it be an annual event?
I believe in collaborations with the police department,
they're thinking of doing some sort of outreach
during the school sessions,
possibly in the fall or in spring,
just to get more turnaround of youth writers out there.
Yeah, great.
Okay, thank you.
Just welcome to the team
and to honor your first meeting.
We're letting you out here early tonight.
Oh, excellent.
It's not true.
No, there were some really good questions, so thanks.
All right, with that,
I hereby adjourn the July 17th, 2025 regular meeting
of the Transportation Commission.
Our next regular meeting is September 18th, 2025.