 So I'm going to kick this second Stony Point Road bicycle and pedestrian improvements community meeting off tonight. And I want to welcome those that were in attendance, virtually in November, and welcome back and for those of you who are new to this meeting conversation for Stony Point Road. I would like to welcome you initially. So I am Nancy Adams, the transportation planner for the city of Santa Rosa. And I work in the transportation and public works department specifically in the traffic engineering team. And I wanted to just give you a couple quick quick reminders. We'll be having interpretation services tonight, and that service will be provided by Kim tell us. She works with W trans, and she will explain to you about the interpretation on that it can be heard on a Spanish channel, and that you can join that channel so she'll explain that to you. And I'm going to ask Steve Brown, who is with the city of Santa Rosa, he's our, our host this evening, and Kim with W trans to explain how the meeting will work tonight. So, Steven, Kim, could you take us on that conversation. Thanks. So, bienvenidos y gracias por acompañarnos en esta reunión sobre el proyecto de mejoramiento para ciclistas y featones en Stony Point Road. Ella es Nancy Adams, la planificadora de transporte de la ciudad de Santa Rosa. Yo soy Kim Berlitellis, la compañía W trans y será la traductora para la reunión de esta noche. Se puede escuchar la presentación en español en el canal de español de zoom. Puedo unirse al canal haciendo click en el globo que aparece en su pantalla. Hey, very good. I'm Steve Brown and thank you Kim. As members of the public. As members of the public join the meeting. You'll be participating as an attendee. Your microphone and camera will be muted. Only today's panelists will be viewed during the meeting. If you're calling in from a telephone and choose to speak during the public question and answer portion of today's meeting. For privacy concerns as host, I will be renaming your viewable phone number to resident with the last four digits to your phone number. Please know the city of Santa Rosa is committed to creating a safe and inclusive environment free from disruption. We will not tolerate any hateful speech or actions and will monitor that everyone is participating respectfully, or they will be removed. If necessary, we will also immediately end the meeting. As zoom host, I will be lowering all raised hands until the question and answer portion of the meeting is open. At the end of the presentation, Nancy Adams will open up the meeting for public questions and comment. Once Nancy is called for public questions or comments, I will announce for the public to raise their hand if they wish to ask a question or comment related to this presentation. And to listen to the meeting by telephone. You can dial star nine to raise your hand. I will then call on the public one by one, who have their zoom hands raised. Once you have raised your hand and asked your question or shared your input, I will lower your hand and mute your microphone. So our panelists may respond to your question. Thank you. Thank you for that overview for the meeting this evening. So there, I think Steve's put up a slide that looks at what we hope to accomplish tonight. So I'll begin with looking at the introductions for this evening's meeting. And we will have Steve Weinberger, who is with Debbie trans, and he will be presenting the presentation, along with Barry Bergman. So those two team members from Debbie trans will be doing the presentation that you'll see this evening. And from the city of Santa Rosa, we have Rob Sprinkle, he's the deputy director also in transportation and public works, and he as well as in the traffic engineering team. So, Barry and Steve, they're going to be a little bit about what they're going to be talking about tonight. They're going to be looking at some of the design options that were presented back in November and what they've done is they've taken the input that they received from the online survey from the community meeting in November, and the bicycle cities bicycle and pedestrian advisory board meetings, and taken all that feedback that they've received and what you'll see tonight is a little bit of a modification based on the feedback that they've received. As Steve Brown mentioned, I will be working with him once Steve Weinberger and Barry finished their presentation to coordinate the question and answer period. And the last person that you have already met is Kim tell us she's also with W trans and she'll be doing our, our Spanish translation throughout the, throughout the meeting. So I'm going to stop there because I think you're all more interested in seeing what what the design team has come up with in terms of refined options so I'm going to hand the the part of this part of the meeting over to Steve Weinberger and Barry Bergman from their W trans. So thank you. Okay Barry wants you go ahead and get started and then I'll be doing the second half the presentation. Barry on your unmute. There we go. Steve Brown next slide please. Well thanks everyone for coming, coming out tonight I'm sure some of you are probably at the first meeting. We're just going to follow up on that and we've got some revisions to the designs that were presented we listened to comments that were provided at the last meeting as well as discussions with staff. And we'd like to get your feedback on what we've done to date and move forward on the project. This is the study area. You see the green line going from left to right is stony point road. The map has kind of an unusual orientation you'll see the north arrow at the left. So, and then the parallel roads going from the top to bottom was highway 12 through the road and then at the left of the screen is West 3rd Street at the Joe Rodota trail in the center and then Sebastopol Road at the right. Next slide please. So this is a study corridor. You've broken it down into three different segments based on the characteristics of that so one is between West 3rd Street and the bridge over highway 12, and then over highway 12 that it is a bit more constrained. And then south of highway 12 between the Joe Rodota trail and Sebastopol Road is the third segment. Next slide please. So I'm just going to touch on a little bit of background. I'm going to try to go through this pretty briefly so we can focus on the design issues. And the reason that this project was undertaken it was identified as one of eight corridor studies in the city's bicycle pedestrian master plan update, and was also named by the bicycle pedestrian advisory board from the city, because of the high rate of severe bicycle pedestrian injury collisions so this is, this is one of the ones that the city is identified to move forward on. So a major north-south access route for what's designated as a regional community of concern, which accounts for things like low income and minority populations and it's something designated by the Metropolitan Transportation Commission. So it's often often helps to get some funding when you can show community of concern benefits. Next slide please. So some of the issues that we've been looking at all along. One was separation between bike lanes and vehicle traffic, there are currently bike lanes on Stony Point Road but but they're not that comfortable for people who are not maybe that familiar with riding in traffic are not comfortable. They shorten the pedestrian crossing distances, make it easier for pedestrians to get across Stony Point Road and the cross streets, reduce the speed of turning vehicles at intersections and at the, at the ramps for Highway 12, and then address vehicle bicycle conflict points. So we'll get into this little bit more detail. Next slide please. So we have been doing some outreach throughout this process. This is the second of two community meetings, of course virtual unfortunately we can't be meeting in person. We did an online survey around the time of the first meeting it got some input and so that was really critical into helping us to tweak the designs. So we'll be putting up, there's another survey that has just gone live, and there should be a link set up from the city's website so we're hoping to get more input on this and and so if you know people who have not been able to participate tonight. If you can forward that link around then we'll be able to get some more input from from other folks. So social media is another way the board has gotten out around about the project, and there have been two meetings so far with the bicycle pedestrian advisory board with a third meeting coming up later this month. Next slide please. So just a few of the key issues that were identified as as part of the last meeting. The first two items are related to the Dora Dota trail. There are a lot of trail users. One point that a number of people mentioned was to have an improved connection from the Dora Dota trail to the Caesar Chavez school on Sebastopol Road. So that's something that's not really a good connection right there now and Sebastopol Road is a way to get there but it's not a comfortable place to write especially for children. Also to reduce the potential conflicts between the Dora Dota trail users and vehicles turning right from the eastbound off ramp from Highway 12 on to Stony Point Road so for people on the trail trying to cross Stony Point Road. Next provide bicyclists with additional protection from right turning drivers at intersections and driveways and Steve's going to illustrate some of that with at some of the locations. And then also one of the things that's proposed is to have buffered bike lanes to have additional space between vehicles and bicycles. And a number of people had requested that some kind of a vertical barrier be installed there so to go above and beyond what just the striking would do. Next slide please. I mentioned before that we had done a survey we've gotten over 200 responses and the kinds of questions that were asked included the travel purpose whether they for recreation or shopping or work. Some of the pedestrian safety concerns and and at the different study intersections, what kinds of treatments people preferred or did not not approve of bicycle safety concerns and comfort at the intersections and then preferred design treatments. Next slide please. So this is a question regarding the preferred bicycle design treatments. This just highlighted the top choices. So we asked people to rank them on a score of 125 with one being the most comfortable five the least comfortable. And these are the ones that were selected. But that were given a one or a two and see all of these got over 50% the highest ranked ones buffered bike lanes got 70% and the protected intersection, which you'll see an example of got 68%. Next slide please. So just a few of the changes that have been made since the last time if you were part of that November meeting. So when when Steve walks you through the details you get to see exactly what what this is about, but at the highway 12 on ramps so that that's on the bridge over highway 12. There was concern about about cars going too fast crossing the pedestrian crosswalks. So we talked about having a raised crosswalk there or possibly flashing beacons. So we found ramps at as which is at the Joe Joe would do the trail crossing to eliminate one of the lanes on the off ramp approaching stony point road. And that would allow for the construction of the curb extension which shortness the crossing distance of the crosswalk across that off ramp, and also a prohibition against right turn on reds onto stony point road because that is where vehicles have to cross the trail to protect trail users at the stony point occidental intersection. And this is written for you should be a curb extension on the northeast corner. It's a little tricky when you look at the maps because it is left to right is is north south so you'll see that on the upper left of your screen we get to that point. Next slide please. So now I'm going to turn it over to Steve Weinberger and he's going to go through the details of the plan. Thanks for everybody attending. We do have some additional details that weren't in the plan last time that you were on so hopefully this will be good. We do have a couple 3D images to show you as well on the plan so as we've this is the the current concept plan for the corridor and I'm going to walk you through it. The first thing I want to point out next slide. The city staff has met with police and fire and with their maintenance crews to select a raised device to put in the buffered area of between the traveling and the bike lane and this is what was selected. The plans do now include this vertical ballard element. And I'll point those out to you as we move forward. Next slide please. So keep in mind that north is to the left and we'll be going in order of the numbers there one through six starting at one. And that's west third street working our way down to six which is Sebastopol Road. And next slide please we'll start on the top layer. Okay, so this is the south of west third street west thirds on the left. That's the Occidental Road westbound State Route 12 off ramp next slide please. And I'm going to walk you through some of the features of the plan pointing out using these numbers as a guide so starting at one. You'll see a number of corners of the intersections are bright blue. Those are where we're proposing to extend those corners those curb extensions for the purposes of both shortening crossing distance for pedestrians as well as to tighten some radiuses and to slow traffic some traffic down as it travels through the intersection. Number two, just above there did want to point out that there is an existing right turn lane that overlaps with the bike lane. For in order to meet the volume and operations of this intersection we do need to maintain the right turn lane and there is no extra room here to separate the two so that's going to remain as it currently is. Number three, you'll see the dots on the plan those are the raised bollards every time you'll you see those dots within the buffered area. That is those raised bollards so when you get to driveways you won't see them so there's openings for vehicles. I just wanted to point out where we do have driveways. The green bike lane is is hashed or dash hatched or dashed. Just the standard way of notifying the driver that that's a conflict zone with a bicyclists, although not numbered but above number four and to the right that you'll see that orange strip. So we're going as part of the plan, recommending that a pathway be opened up to the residential complex to the north. So those folks have easy access to the signalized crossing there at Occidental road, rather than having to walk all the way to third or walk across street where there is no crosswalk. That's number five and you'll see two of them, just noting the, the dash bike lanes through the intersection where we'd be marking those through the intersection for awareness of the drivers where the cyclists is. Number six, the stop bar for that northbound traffic or in this case, from right to left. We've moved that up. It's now sits further back moving it up to kind of strength the intersection of it. That's the top right. That's the pedestrian crosswalk on the on ramp. And that's where we're showing a raised crossing a slight speed hump for vehicles as they travel over it. And number eight, an important curve extension and that we would really channel lies that traffic that's traveling south on stony point turning right on the highway 12 freeway. And this really designates a specific place where they start to merge over and where they across the path of the cyclists. Next slide please. Steve, we're going to have a poll question now so Steve Brown, are you going to go with the poll question. I'll go ahead and read that. If those of you participating just a quick poll question to improve pedestrian crossings at the highway 12 westbound on ramps the use of crosswalks. Say use of raised crosswalks or flashing beacons have been proposed indicate which you prefer so a raised crossing like a slight speed hump for vehicles, or no raised crossing but with flashing beacons that the pedestrian would activate. If you can go ahead and make your selection now. Okay, Steve, can you reveal the results. I can. So for the raised crosswalks 57% of our attendees tonight prefer that and for the flashing beacons 43% of our attendees preferred that great. Next slide please. Okay, moving on, I'm actually going to show you a 3D view of this section of stony point with the plan both under existing and with the plan. So if you imagine sort of a bird's eye view from that location, looking towards the south. That's where the view will be from next slide please. So this is the existing view looking southbound on stony point road, and Steve's going to toggle back and forth between existing and go back one. Back, if you can hold there for a second so this is the existing facilities, and in the upper right you see that the right turn onto the freeway and all the pavement that we're trying to minimize. Next slide please. And if you hold there a minute where you see white curbs against the gray that's our curve extensions that same blue area we know show in the plan. You see the raised crossings on both loop ramps in this case and on the top left and top right, and you'll see those raise ballards shown in yellow in this case. And then on sections of the bike lane, the northbound lane again stop bars moved up to shrink the intersection. And I think that's all the features of this location next slide please. Okay moving over to the highway 12 bridge. Next slide for our numbers. I'm talking you through the features of the highway 12 bridge section, number not starting on the left with number nine, both sides again where the openings to those ramps are. We have the dash bike lane to notify the driver where the cyclist would be traveling through number 10 on the bottom left. Again that that race crossing we just saw in the 3D view. Moving I'm showing both sides of the highway just just to really highlight the ballards that are in the buffered area between the travel lane and the bike lane on the entire bridge section. Number 12, as with before, we have added an additional southbound left turn lane. The high demand for this movement and the queuing that occurs with this left turn. And actually now with the double left turn. We are able to move a lot more traffic through the intersection with less green time of the signal so we can really use that green time more towards crossings of the Joe or Dota trail. Number 14 again with that stop bar we've kind of pushed south closer to the intersection to shrink that intersection a bit. Number 14, and if you go to the next slide please. Okay that's the Gerber Dota trail path marked in yellow and to want to point out some features of the intersection. There are some changes from before we up at a you see the the bike lane markings to the intersection as before where C is shown we have a cross bike marking parallel to the pedestrian crosswalk for the Joe or T trail bike users up at D and we're really pointing out that the the pork chop islands for that free right turn has gone away. We've extended the curb so it will be a standard right turn maneuver at this intersection. We're really going to benefit those cycle those trail users as they cross the intersection. And D just wanted to also point out the, the, all every corner is getting reworked and reshaped to slow down traffic benefit that those crossing either pedestrians or cyclists. We're pointing out the no right turn on red you see right turn on red signs, and the way this this concept design is there they're not won't actually be signs that are in enforcement enforce 24 hours a day. They would be worked into the traffic signal, or no right turn on red arrow would come up when there are pedestrians crossing in that C location. They're coming off the freeway, making a right turn to go south on stony point and those coming north on stony point. When there's pedestrians or bikes crossing there'd be a no right turn on red signal, and traffic would have to stop until that traffic clears before they can, and then that light would go off and then they can make their right turn on to the freeway. And because we are having the double left turn lane we've really created a lot more green time for these other movements. So it may appear that we're taking away some capacity for that right turn what they actually get a lot more green time under this design. Next slide please. And once you go one more slide please Steve. I did want to, I'm sorry see can you go back one. Thanks. I just wanted to point out I have number 15 on the right. That's just the cross hatch bike. Lane as a crosses right turn lanes. That's on both sides of the street. Okay, now we'll go to the next slide. I did want to zoom in on our state route 12 eastbound ramp intersection so next slide please. I'm just showing that a comparison with the existing geometrics of the intersection. You see we really tried to provide a more perpendicular standard crosswalk compared to what exists now. I'm a user of this intersection both as a driver and as a cyclist and the, the maneuvering requirements for cyclists especially crossing that right turn lane are very difficult. So it's now a standard perpendicular crossing with no need to do it in two stages. And you'll see the bike crossing here, and you also see the the bollards in this case those dotted lines are the raised bollards buffer area. You see that pork chop island on the left going away in the scenario on the right. Okay, next slide please. All right, so we're also going to show you that area in a 3D view. This is the perspective so from the center of the bridge, looking south as well. Next slide please. Okay, this is existing you see an orange the Joe redota trail is marked. That's the you see the pork chop island there. And Steve next slide please. And this is the that proposed design so again in white you see the added curbing that island has gone away in the foreground you see the double right turn lane now. And see if you want to go back once just to go to existing so folks can kind of see that change again and hold for a sec and forward again. So this is our proposed design for this really important crossing intersection of the Joe trail in this project. Okay, next slide please. We're going to move on to the final section north is the basketball road. Next slide please. So we have 16 on the left, and that's just pointing out we have a right turn lane there that on the on the last slide on 15 I showed you the bike lane crossing that right turn lane with that standard crossover design 17. Just pointing out those dots or represent those raised ballards. And then on the full side to the street, that's our we do have bus stops at this location. So we can't put the ballers and we dash the bike lane. So for the for the buses to crossover on when they're making stops and 19. Next slide please. I'm going to zoom in and just show you that that right turn lane and the crossover the bike lane currently exists now. Next slide please. So we have a view of the aerial view of the right turn lane and we have another view next slide. So there is some green dash markings out there today. We do have the right turn lane crossover we need to keep this right turn lane in the design because of the, the high volume demand that we need to serve. The difference though you'll see in this view there is no buffer between the bike lane and the traveling. Now go back to the next slide please. And as we return to that you'll see in again on 19 we've we have restructured the geometric so we've squeezed out some space to put that buffer that three foot buffer between the traveling and the bike lane with those raised ballards. So 20 at the intersection we have those bike maneuvers through the intersection marks on one that's in three directions. And we're going to finish with 21. We've shown this before it's called a protected intersection. And next slide please. We're going to just show you an example of how that operation will come back to the slide so next slide please. So we have a couple of a protected intersection and some. This one is in the city of Richmond. Next slide please will zoom in on that. Basically those red dotted. Those are raised islands, and then the green paint is flushed with the pavement. So there's areas where the pedestrians can cross but they are crossing the path. They're not a bicyclist but as a bicyclist, you're you come in to cross, and you're protected by that middle island from vehicles turning right so a right turning vehicle has to turn around the outer edges of the of all those raised islands, and everything inside is for the pedestrian and bicyclists to mix and cross next slide please. So we're going to move on to our poll question to so Steve let's see what that is. All right. Oh, here's the results of our first poll. Steve told 57% raised crossing 943% flashing. So we go on to the next question. All right I'll go ahead and read that a protected intersection which I've just explained has been proposed for the strong point roast basketball road intersection. What is your opinion of the proposed design rated on a scale one to five with one it gains strong support and five indicating strongly oppose. If you can make a selection and we'll wrap up our presentation. All right, if we can close that out Steve and maybe show us the results. Okay, it looks like we have about 48% strong supports. I would say this is about 81% in support of strong support of the protected intersection design so thanks for that feedback. I'll move on to the next slide and I'm just be wrapping it up. Okay, I did want to point out I've been we may have seen this orange line in the plan. As Barry mentioned we got feedback last presentation about the desire to have some alternative to using the bike lanes for those with children riding to school. We have made accommodations in the plan for a future phase of a two way off street path, and that's would extend from the Joe, Joe trail shown on the top left to the basketball road intersection on the bottom right. And we've shown this in combination with the existing sidewalk our vision is that the existing five foot sidewalk would double in size to about 10 feet wide sort of the standard dimensions for a multi use path to make this space, both available for pedestrians and cyclists. And there is some design issues that that we need to investigate further. Next slide please. Oh, okay I'm sorry there is the just pointing out the orange line which in combination with the sidewalk above it is our 10 foot two way path. Next slide please. There's a space that that to a path would be located we'd actually create a buffer between the essentially where the trees are would not be usable sidewalk but we would take the rest of sidewalk expanded to get 10 feet and you can see we likely have some retaining walls, there's an issue of where the property lines are. Next slide please. There are utility boxes that we'd have to contend with and the design so this is something as part of our final report we're going to cost out and potentially include in the plan as a future phase of the project. This would not replace the bike lanes. The idea is to implement the changes to the bike lanes and the signal changes in the corridor. And this would be a second phase enhancement for the project. Next slide please. And back showing you they to a path. Alright, next slide please. So that concludes our tour of our concept design. I assume we'll be on the city's website if you'd like to take a closer look at our work and I want to thank my staff who worked on this Cameron who's a nice on the call spent a good deal of time with a lot of these details so thanks Cameron. Next slide please. So next steps. This is, as Barry mentioned our second meeting. We're going to, there is an online survey posted on the website we hope you go on and fill that out. We're going to take questions in a second Sony the questions from tonight and the survey results. We will bring to the bicycle and pedestrian board for their consideration on the 18th. And then we will work to finalize the design and the report in the month of May. Next slide please. Okay, so that concludes our presentation. And Steve if you wouldn't mind going back to slides and we can leave the design up on the screen. Where while we take questions so now's the time I believe I'm going to pass it to Steve or Nancy to oversee the questions. Steve and Barry for sharing the update on the design concepts that you've revised based on all the feedback you've heard over the last couple of months so appreciate that and and happy that you can share share that all that information with the participants this evening. So, I guess at this point, I'd like to, you know, begin to hear from all the participants here at tonight's meeting. And this is your opportunity to express your, your concerns your thoughts, your have lists any questions that you have for Steve and his team. As you can see from their schedule there, they're close to buttoning up the study and anticipate that to happen in May so this is a good, good chance now for for folks to weigh in so I will stop there and I will ask our host Steve Brown to off the question and answer period for all the participants. Thanks Steve. Alright, thank you Nancy. So, now that Nancy has called for the public questions and comments. I'm going to explain how this process works. So for individuals wishing to participate in the meeting by telephone. Of course you could dial star nine to raise your hand. I'm then going to start calling on the public one by one who have your zoom hands raised. Once I call on you I'm going to unmute your microphone so that you can ask your question. And once you have raised your hand and asked your question shared your input, I will lower your hand and meet your microphone so that our panelists can respond. I'm going to go ahead and and begin with Ryan Goss. So, Ryan. Can you hear me are you able to speak to us. Ryan, please go ahead. Yes, I have quite a few concerns on this I do live behind food max at Casa del Sol so I'm in this intersection, all the time at peak hours. It doesn't seem like very much thought has gone into the safety of traffic with quite a bit of thought on the safety of the pedestrians and the bike lanes. But some of the things that are really concerning to me, like for example, your number two spot which was the right turn on to West Third Street. The turn itself is already very tight to make a turn and now you're crowded with the bicycle lane. You can barely make that turn if there is a car part of getting ready to turn that's there it's very very tight, and it just became tighter. So if you go where number three and four were on Sebastopol Road, which is kind of by the Oliver's there, those driveways. That area there needs to be cleaned up just the vision triangles coming out of that those driveways are really bad bushes are too high. That sign I believe by exchange bank that actually blocks you from seeing the sidewalk so you can't even see the pedestrians on the sidewalk. So that needs that's one thing that should be addressed. In addition to the work that you're doing. Also, number 12, which is the making the double churn lane going eastbound on 12. If you're on Stony Point Road turning turning right to go east on 12. It's already dangerous with one car coming one churn lane coming in because they always swing wide right there. So now now you just double it up, and that's going to be extremely dangerous for drivers to turn right. Then lastly, number 19, where the where you're turning left or sorry excuse me right onto Sebastopol Road, where the ballards kind of separate and you have that break there. Those ballards in that area right there where it's kind of in the middle of street. That is going to those ballards will be taken out of cars are going to hit that. I mean this this is a very to put it nicely a very volatile area with people that just have no patients in this area as it is. If you were to turn left on to Stony Point from Sebastopol Road, nine times out of 10 you're going to get cut off from somebody trying to get on highway 12 in that section. So we just crammed in and shortened up the driving lanes in an area where it's already like bumper cars as it is. I've literally seen a four wheel drive truck drive over the hood of a car because he didn't want to get cut off. I mean it's a really really volatile high temper driving area and I know that's the purpose of trying to protect the pedestrians and trying to protect the bicyclists but I guarantee you're going to get a lot of a lot of a lot of really irate drivers and you may save some lives in the pedestrian side but you're going to have a lot of car accidents. That's about all I have to say. Thank you. So, so thank you Ryan appreciate. You have a lot of well thought out concerns so I think maybe if Steve Weinberger if you wanted to make a stab at some of the suggestions or the concerns that you heard. If I can go ahead and I'm not sure maybe Rob want might want to follow me up but I'll I'll I think I got all those. Appreciate the comments just let's start with this design safety design for vehicles versus safety design for bicyclists and pedestrians. You know, in my experience, the measures that we're taking for for pedestrians and bicyclists are going to also mean safer driving conditions for drivers because we are, we are bringing the the speeds down on the corridor slower speeds does lead to a safer roadway, but that doesn't mean less capacity in fact we can get just as much or even higher capacity out of a lane that's slower versus a fast lane. And in fact, our signalized intersections which really control the capacity of this corridor. The reason this design was to maintain or the current capacity and actually that double right turn lane actually does a lot to help us improve the operations of the corridor so we have paid attention to the vehicle traffic. And specifically our charges was to enhance bed and bikes. There is a side benefit in that we're creating a slower corridor. You know, frankly from my experience, a lot of collisions safety issues are generated on corridors that have higher speeds and a lot of excess payments. Things we're trying to address, bring speeds down, reduce that sort of the big unused pavement areas that sometimes drivers who aren't as attentive, start using in various ways and, and there's some confusion so we're really trying to channelize that traffic so we think we've done what we can to really improve the vehicle safety aspects as well. So the right turn on the third that it actually is not getting tighter it's exactly what exists there today, there's the island, you look on the top left. That's the existing island down the street the lanes are the same. We haven't made any changes what you know I'm discussed this with staff. So our goal in this project was a striping project that and changes to curbs and intersections. This is one where we didn't show any widening, but we'll, we'll explore that with staff. So thanks for that comment. You mentioned brushes. And the view of drivers. I think I know where you're talking about and, and in the plan we don't talk much about landscaping on this we're just talking geometrics, but in the report we will be talking about sort of existing versus any added landscaping as part of the project so we'll take a look at that. Thanks. You mentioned the double left turn lane I think you were talking about our added double left turn to turn left onto the highway, and then how that traffic swings wide and interferes with traffic turning right. And we're actually going to, I think eliminate that problem because there will no longer be that free right turn lane, where right turn now turning right on the freeway is occurring all the time and random. Now that traffic will stop at a red light, it'll give a green light to go when it gets a green light, there is no left turning traffic. So we're really sort of, you know, managing that right and left turn traffic. So for most of the time they're not occurring at the same time like they do now. In terms of the ballards, and maybe Rob can address this. I think he did investigate the ballards and discuss with staff. My understanding of these ballards is, is they are, they can be knocked over and that's what we want them to be. We want them to be a visual impediment, but not to block emergency vehicles say there's a ambulance come through traffic and go between if they knock one over turning to the right and emerging situation. They can be just placed back back up, but they're, they're not solid and are not going to damage a vehicle. They may get knocked over once in a while. To me that's part of doing their job. Rob, you got anything to add to that. Yeah, I was just going to, thanks Steve, I was just going to add that the ballards are plastic and they're anchored to the, the asphalt but they, they do pop back up there. They're basically designed to be hit if they, and to, to rebound. I think what the gentleman was was talking about was the, the right turn down at Sebastopol and Stoney Point, and if that's the area that he was discussing that it would tend to be driven over. I think that's, I think that's the area he was talking about. I just want to let him know that we did have W chance run traffic turning templates with large trucks to make sure that trucks can make those turns without running over those corners to ensure that, that that's actually a doable, a makeable turn. Thanks. All right, very good. Our, our next person with their hand up is Michael lapel. Michael, you should be able to ask your question at this point. Hi everybody. Thanks for the presentation I really appreciated it. I know the complexities of and the nuances of trying to do this have a couple of things. The crosswalk to raise crosswalk. Is there any, I like that concept is there any way that you could have a bump prior to that. I mean, particularly coming off Stoney Point road on each 12. Those cars coming around there come pretty rapidly. And I think they need a heads up before they get to the crosswalk or raise quash rock isn't going to stop anybody from running, running over pedestrian if they're moving too fast. So, that's one thing can you have a bump prior to that or a combination of flash and raise quat crosswalk so that's my first question. I think that one was around the barriers and that was answered in terms of being plastic. And the final thing. Back on the comment on this I think that your improvements are much needed, and I think that they're stellar and well fought out, but they're not going to incorporate all levels of cyclists. They're certainly not level one cyclists are meeting all ages and abilities. So that's why that phase two is really important and that would really enhance increasing the bike culture because in the future having a more bike friendly city is really key on many levels for health, greenhouse gases. So addressing that and dovetailed on to that when you, I know about future plans with the government that I could extend out over years and if we want to encourage this by culture I think we need to speed up that process to have that separated so you get more people out of their cars and into their bikes. So those are my comments. I'll conclude it there so again thank you very much for all the work you've done. Okay. Thank you Michael so I appreciate your again thought out questions and concerns so I don't see there might be a few things in there you want to try to tackle wine brother. Let me address the question about the race crosswalks and can we put a bump before the crosswalk, you know, first and foremost, I need to say this is a Caltrans facility. And this is a concept design that the city will then move forward with. And in fact we've been having some discussions with Caltrans about the lane but so on the over crossing, since they will need to approve the plan any plans for the ramp intersections and the over crossing. We have some narrow widths there that Caltrans will be interested to discuss. And as far as the ramp goes that is a Caltrans facility anything that's designed there they need to approve me needs to meet Caltrans standards. We have seen them install a raised crosswalk like this on a ramp there's one in Sonoma County in the town of Windsor at the downtown interchange the northbound on ramp was that actually the first one in Caltrans the Bay Area district, where they did put a raised facility on it on on ramp. We modeled it after a lot of them that exists similar to this in in Boulder, Colorado, if you've been there around the University of Colorado campus and their freeway entrances have the raised crossings. It's the standard design and if you think about it, traffic needs to slow before it reaches the raised part so they're slowing before the crossing. In a freeway on ramp situation. That's that's the standard that that state agencies have used in both in California and outside, but, but not sort of the aggressive bumps before and after. But, but we'll look into that and see what else Caltrans has done because they. It's their facility and see what they're willing to do on their on the ramp and this is part of our recommendations so we'll see if there's been any other designs use ramps thanks. I think we answered your question about the ballards. And your last comment about the the class or the class one that the trail on the south end. You're absolutely right that is intended for the level one or less experienced cyclists. And that is going to be that's a costly item on this project when you see the train and what needs to be done but we're pursuing that as part of this plan. Okay, thank you. And our next participant here is spelled B U Th booth. You should be able to talk at this point. Yes, hello. I do have a question about the stretch between Stony Point Plaza and Sebastopol Road. So there is on Stony Point Road northbound going into the intersection with Stony Point Plaza there's like three car lanes. The right most of which serves actually as a right turn lane into that gas station and dropping center there. And the bike lane is right between that lane and the sidewalk there. So I've had a pretty bad bike accident there because a car swung right into me turning right as I was trying to cross the intersection green. And I was wondering why the right turn lane there could not be separated from the lanes that are going straight. Like it is for instance on that same stretch on Stony Point Road going southbound into the intersection with Sebastopol Road. Thank you, booth. Is that your only question the city. That's my question. Yeah, thanks. Okay, so think thank you appreciate that. So, Steve Lamberger, would you like to reply to that. I'm not sure if Rob has anything to add. I'm not sure I got the clear picture of the, the right turn lane, you're talking about. Maybe if Rob caught that. Yeah. Yeah, okay. Yeah. So the reason that that's not a right turn only lane I believe that's your question is why isn't the northbound curbside lane adjacent to the bike lane, a right turn only lane. If it was, then yes, the bike lane would be shifted to the other, the other side of that lane to avoid that right hook movement. This lane in this location actually serves as not only a right turn into the plaza but also the lane going through to the to the current right turn that's the on ramp onto eastbound highway 12. So when we have a shared lane that's both a through and a right turn lane. We maintain the bike lane and that's the Caltran standard as well we maintain the bike lane to the right of the through right lane. Yeah, and why don't I add to that now. I know the area you're talking about if, if, if that say we're converted to a right turn only lane, the, the demand for right turns ahead to turn right on to the freeway. Rob just wants to make sure that, you know, that isn't, you know, give them continuous space that sometimes that volume demand extends past south of Stony Point Plaza. If that were right turn only lane then that right turn freeway traffic would need to be over there'd be, then we'd have some congestion as it then needs to merge to the right in the lane so but we will explore this issue as we finalize the plan. All right. Our next participant attendee is Tom helm Tom, you should be able to ask your question. Hi, can you hear me. I can. Thank you. Thank you. Thank you for this, improving the safety of this area. I think that's the, the most of, you got that right. Everything is safer. I have a point about turning right off Stony Point south onto Sebastian Road. If a truck is going to have a hard time, I guess you said you've modeled it, but it seems pretty tight 11 foot lane and then the truck has to go out a long way before it can start turning right on this basketball road. Just as an observation. And the last observation is on our poll number one, where the race sidewalks came out somewhat ahead of the beacons for crosswalks. I think with this audience tonight, you got a pretty clear opinion about favoring the race crosswalks, but I think if you send that poll to the motoring public generally you might get a different answer. And that's something that you'll have to consider at some point. So thanks again for improving the safety of this area. It's been needed for a long time. Hey, thanks, Tom. I appreciate that. So Steve, do you want to talk about his first point a little bit? There was the issue about the right turn. We have modeled the truck turning wheel tracking at that intersection and we will circle back to that to make sure we're meeting the design guidelines and the city's happy with that. Since that's come up a few times, we'll definitely take a second look. Regarding the poll, by the way, this, the a longer poll, including these same questions, there'll be a survey monkey poll on the city's website with those same questions. And so we're, if you can notify your friends and neighbors that that's up there, we want to get as many responses as we can over the next week. So we can get a bigger audience and response those questions. So thanks. Okay, our next participant attendee is Richard Koch. Richard, you should be able to talk now. I just have two questions. First of all, has a dollar figure been put on all these modifications? And secondly, and even more importantly, has a pedestrian bridge system been considered? That's it. Can I ask where you're, where you're asking about a pedestrian bridge system? I think one of all of this modifications to prevent bicyclists and pedestrians from being run over by cars, get them out of the way and you wouldn't need all of this bars and raised crosswalks, etc. Nancy, do you want me to go ahead? Yeah, I think I think was that clarification? All right for you, Steve. So yeah, could you could you respond to his two questions? Thanks. So our, our next step in this is to cost out the project. It's on the face of it is mostly new striping. There is some signal changes, signal equipment changes at some of the intersections. And that will be presented to the BPAP at their, at their next meeting. And in terms of the pedestrian bridge issue, I think, you know, in this question over the years, it has come up on projects that we've worked on. Typically it might be more of a single location crossing a major street that that issue comes up on. In this, in this instance, we have so many points of points where pedestrians are crossing is just not financially practical to provide a bridge system. In fact, if you think about it, the, the really the only places in Sonoma County where there are pedestrian bridges is over one on one. For the most part, I'm sure I'm missing some but those are the most visible and the newest bridge under consideration is between the JC and the west side which will connect to this smart station, a path to the smart station. And that's been in the planning stages for my involvement has been over 10 years. It seems to have funding now and it seems to be moving forward. But so that's the kind of locations that really it makes sense financially to start pursuing pedestrian bridges is when you have major uses like the JC to connect to the smart station. You don't generally see them in situations like this. There are some instances around the Bay Area were like a regional trail trail like in Walnut Creek the Iron Horse Trail does have a bridge over Ignacio Valley Road that's a six lane arterial with 30,000 vehicles a day. So that's and that's a higher a high volume trail system crossing the highest volume arterial in Contra Costa County. Those are the type of locations that you see it so in this location. We have so many points of pedestrian crossings is just not financially feasible to start looking at our bridge system. Okay, our next question comes from our participant Jorge, Jorge, you should be able to just speak at this point. Great, thank you. So first off, thank you for the presentation I live here in the near this part of town for my entire life, and definitely the most dangerous section is coming off of eastbound 12 and going south on Stony Point Road. I wanted to ask about a pedestrian about a bridge system but not not for all the intersection just specifically for the Joe Rogota trail. It seems to me that that's where most accidents happen. And I know I know you kind of answered it but that was answering in terms of pedestrian bridges for the entire thing but would it be feasible to put a pedestrian bridge just on the Joe Rogota to avoid some of just like the previous commenter said to to get pedestrians and cyclists off the road because it is a pretty big road there's a lot of trucks because of the two grocery stores to the north and south of the intersection so you get big rigs your construction cars your motorcycles to get people making the right hand turn. And it is dangerous and I think a pedestrian bridge there would would help. So that's my first question and the second question is given given how how slow things can move is there any way that we can add the no turn on red immediately because people are still getting you know into minor accidents and sometimes major accidents because of that turn on red. So I just wonder if that's something other city could do quickly and put that up. So thank you. Those are my two questions. And I can clarify them. Oh, thank you. So, interesting thoughts. So Steve Robert, do you want to tackle. Thanks. Yeah, I have a thought on the first question and just a warning to Rob I'm going to pass both questions. I'd like to hear the city's perspective staff's perspective on that. So the first one. I'll let Rob chime in about, you know, has the city ever considered a bridge. I just wanted to point out as a consultant to the city that were been asked to help with the design of the, these intersections that they we've we've been paying a lot of attention to the Highway 12, Gerardo to trail intersection and I see by our the time we spent on that showing the details that there is we have worked in a lot of changes that will be a significant benefit to cyclists and pedestrians with the no right turn on red in both directions essentially as a cyclist or pedestrian and and when they walk signal. There you will not have any conflicts of right or left turning our vehicles at all as you can give and you'll be given sufficient time and sort of a standard crosswalk situation. So the the proposal is a significant enhancement to the safety of pedestrian bikes for this plan. But I'll let Rob respond to the has the city considered a bridge there. And whether the city can immediately move forward with the no right turn on red. So Rob. Yeah, thanks Steve. So theoretically we I mean I've been conceptual I thought about a bridge going there and I would I would love for the there to be a bridge there but financially it's currently just not in the cards and that's why we're moving as fast as we can forward with this this project and before this is really a lot of striping work which is is doesn't usually take too much financial investment the barge will be some more investment in the concrete will be quite a bit of investment so we have to be very careful in designing and placing that in its in its location because as you would suspect concrete is not easy to move once it's down. So and then moving on to the no right turn on red so that is something we have considered in the past and we could look at that again. What we found when in our observations is is how the signals currently operated and is the Georgia trail crossing it gets it currently gets a leading pedestrian interval so it actually releases the pedestrians across the signal prior to releasing the vehicles from the eastbound off ramp. So, so that helps gets the pedestrians established before they get the green. And then no right turn on red would basically just prohibit them to turn make that right turn during that five second interval that the pedestrian has is establishing themselves. What we're what we're looking at doing with this operation is what Steve was leading to actually having more of an exclusive pet phase and bike phase to cross so during that timeframe. There would be no other turning there be no other movements that would be conflicting with that pedestrian or bike crossing. So it would be much more beneficial to the bike and head at that location, but we can re look at the more immediate right turn on red and go out and take a take another look at that. Absolutely. Thank you. Okay. So we are. We are back to one of our original participants. Ryan goss would like to ask a follow up question. So, Ryan, you should be able to speak now. Yes. So I want to follow up one of the actually two things. I believe Tom was mentioning about the turn radius on the Turning right onto the basketball road. So looking at the picture that you have, at least those two, two front ballers by the crosswalk should probably be taken out because I've seen many times a semi truck turn there while I'm waiting to turn left on the Stony Point. And I've had to see cars back up and get out of the way because the truck can't make it with the current conditions. I've seen it many, many times. So I definitely that turn radius needs to be looked at. And it might just be by, you know, taking those front two ballers out, which I don't think would harm anything with the pedestrians or bicyclists. The next thing I'd like to work backwards on this. Ruth had mentioned about, you know, he hadn't kind of got in a little accident there turning in by the Chevron station. In that one stretch, this stretch between the Highway 12 and Sebastopol Road. If you're heading heading north on Stony Point. This is when people turn left from Stony from Sebastopol Road on the Stony Point. Most people it's a mad dash to get into the far right lane to get onto the freeway Highway 12 East. And with that double turn lane on Sebastopol Road to turn. I think that's a problem. I think what would happen if that be, and I know this, a lot of people won't like it. If that was a single turn lane from Sebastopol Road. You would eliminate those people cutting each other off in that tight and justed area. Because not only they're jockeying to cut you off as soon as they get on Stony Point, then they get to the intersection by the shopping center by the Chevron. And if they're getting cut you off by then they're trying to cut you off again once they cross that intersection. I think if it was just one lane only on that turn, it would get rid of the people that just don't know how to drive because now they're forced into one line. I think that would help. Quite a bit of this, the commotion in this area. So just a suggestion there, maybe that can be looked at. So that the timing on the lights are definitely going to have to accommodate that. So that's all I have. Thank you. Thanks again, Ryan for the follow ups. So Steve one burger, do you want to respond to his additional comments. Yeah, right Ryan thanks for the idea. I'm sure we're going to. That's not something that we have discussed through this project, we're going to model that and see what happens. See how the intersection operates things will look we generally look at is a change like that. How does that affect the overall operations of the intersection. What does that do to our left turn Q, and, and is there geometrics on special road to accommodate that so we'll test it out and discuss it with staff so thanks for the idea. All right, that is the last of the questions that we had with hands up. There are a number of comments that were left in our Q&A box so I would like to go ahead and read those into into our meeting. This is from Nick M. So thank you for your efforts to make the stretch of road viable for human powered travel. I appreciate your inclusion of the robust bollards and efforts to slow turning vehicle traffic. I will feel much safer writing this corridor and crossing on the Joe Redota trail at stony point road now, especially when writing with my kids. So thank you. The next one is from from Patricia Rayfield. She comments, crossing stony point on the Joe Redota trail is a mess. It's an obstacle course. And when will this be cleaned up. So I don't know if you want to give a quick response to that. Nancy or Rob, did you want to respond to the timing of implementation. I'll go ahead and go ahead. Yeah, so, as was mentioned before the next step is going to our BPAP in the middle of March to bring this plan to them to get their input on on the plan as well. We do have some money. We plan for the next budget cycle. Our goal is to be able to compete for grants for this to input this as well as to get more money in our CIP cycle the following year. So it's not going to be overnight, but we're we're doing our best to find funding sources for this project so that we can get it implemented we it's it's the bike boards. Number one project that they want us to focus on. And so this this is where we're where we are putting our effort. Very good and that that is the end of the questions and the Q&A box. So, I guess we can move on to wrapping up the question session or section, excuse me. Yes, thanks Steve Brown appreciate that and it looks like we've had a really good again good good participation this evening just like we did in November so I want to really thank all the the participants and all the residents who came out tonight and the panelists and the host and the translator for for making this a I think a pretty productive community meeting again and you know it's it's always good to take the time to listen to to all of our residents and get get their input. And as you can see, Steve's teams already implemented a lot of the ideas that came out in November and I anticipate there may be some additional modifications. So I'm just going to remind you of a couple things. We do have the online survey that Steve Weinberger mentioned it's SRCity.org corridor studies so it's online now. The presentation that Steve and Barry made this evening is also posted on our website. So that's that's also available and then the meeting recorded. The meeting was recorded this evening and that's also will be posted probably next week on on the city's website. So, you know, check that out again it's SRCity.org forward slash corridor studies. I want to thank everyone tonight for for their participation and just a reminder that the bike and pedestrian advisory board meeting is coming up March 18. So if you know are dialed into the process that will be the next conversation around around this quarter say so thank you again and have a good evening.