 Good evening and welcome to this community meeting for the City of Santa Rosa's local road safety plan focusing on Dutton Avenue corridor between West 3rd Street and West College Avenue. I'm Rob Sprinkel, the Deputy Director of Traffic Engineering with the City of Santa Rosa and I want to thank you for joining us tonight. Live interpretation can be heard on the Spanish channel. You can join the Spanish channel by clicking on the interpretation icon that resembles a globe in the zoom toolbar on your screen. Before we begin the presentation, our host Lauren Wiley with the City of Santa Rosa and our translator Paloma will explain how the meeting will work. Good evening and welcome to this community meeting for the City of Santa Rosa's local road safety plan focusing on Dutton Avenue corridor between West 3rd Street and West. I'm Rob Sprinkel, the Deputy Director of Traffic Engineering with the City of Santa Rosa and I want to thank you for joining us tonight. Live interpretation can be heard on the Spanish channel by clicking on the interpretation icon that resembles a globe in the zoom toolbar on your screen. Before we begin the presentation, our host Lauren Wiley with the City of Santa Rosa and our translator will explain how the meeting will work. Thank you Paloma. As community members join the meeting, you will be participating as an attendee. Your microphone and camera will be muted. Only today's panelists will be viewed during the meeting. 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. This meeting is being recorded and will be placed on the city's website following the meeting. At the end of the presentation, Rob will open up the meeting for public question and comment. As community members join the meeting, you will be participating as an attendee. Your microphone and camera will be muted. Only today's panelists will be viewed during the meeting. Please note that 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. This meeting is being recorded and will be placed on the city's website following the meeting. At the end of the meeting or at the presentation, Rob will open the meeting for questions and comments from the public. Thank you. Thank you, Lauren. Once again, I want to thank you all for joining us tonight. Your participation and input are important to us as we discuss the best practices for improving the safety of our city roadways for all users. We'll start tonight's meeting with an overview of the agenda and the topics we plan to cover in the presentation. First, we'll go over the project description. So, the, for tonight's discussion that the local road and Safeway plan will focus on the corridor of Dutton Avenue. From West 3rd Street to West College Avenue improvements being considered along these along this corridor will include bike lanes lane reductions and pedestrian enhancements. We will get into the details in the presentation, but this is where we're looking for feedback from our community. For example, when we're looking at various roadway design options, we want to hear from you on the issues with the existing conditions. And then addresses those concerns, or if there are concerns with the proposed designs that we have. Looking at the timeframes, we are very far out ahead of any implementation for this road for any roadway improvements along this section of Dutton Avenue. We have already had a local safety road meeting for Montgomery Drive and 4th Street. That was back on February 2. Our intent for tonight's meeting is to get feedback on Dutton Avenue and on our initial design and our initial design. We will follow up with an online survey to capture any additional community input, and then we'll reach back to the community in late summer or early fall with a final design. We are already looking for funding options and grants to implement this project, but we don't have funding secured yet. So at this time, I'm going to introduce Katherine Klein-Schmidt. She's the project manager consultant for GHD. Katherine will present the data and the potential options for the improvements for the roadway corridor along Dutton Avenue. Looking at data driven collision analysis, roadway connectivity obstacles that were identified in our pedestrian and bicycle master plan. In this presentation, we'll open up the meeting for comments, questions and concerns for the public. And there will be also be some information on how you can send in your comments online electronically. Katherine. Thank you, Rob. Next slide please. All right. My name is Katherine Klein-Schmidt. I'm with GHD and I'll be presenting the local road safety plan focusing on the North Dutton Avenue corridor. We're looking at it from West College down to West Third. You'll see the website link there, as well as a QR code. We'll get into some of the details later on in the presentation, how to leave feedback through the survey and the interactive map. But we do want to present these options to you for your feedback and input. Next slide please. And the agenda for today is we're going to go into the background of the program. What is a local road safety plan, as well as the bicycle and pedestrian master plan for the city of Santa Rosa that's been adopted. And those vision and goals and how this plan is complimenting that bicycle and pedestrian master plan, as well as the data analysis as Rob mentioned, it's a data driven process. We'll look at the collision data and we'll look at the proposed countermeasures looking at the current conditions as well as what we're looking at to propose as an improvement and getting your feedback on. And then we'll follow up with the other ease. We're looking at engineering countermeasures but education enforcement emergency response emerging technologies, but also we're also going to cover the public engagement with that other items. Next slide please. Okay, the overall background. Next slide. So the city of Santa Rosa did receive a state funded grant to conduct a local road safety plan from Caltrans. The requirement is due to the federal highway funding that has to go through Caltrans they have oversight and Caltrans is requiring that each agency for the next cycle. The agency is going to be in April 2022 have a plan in place adopted plan to be eligible for the H sub funding, and you can kind of see the overall process wheel there on the lower right hand corner. Next slide please. This plan is is complimenting the city's bicycle and pedestrian master plan. There's been a lot of work with this plan and I was updated in 2018. And the vision of this plan is Santa Rosa as a community where walking and bicycling are comfortable and convenient and common for people of all ages and abilities, and how we're going to get to that vision is with our goals that we're going to increase access and comfort. We're going to maintain and expand the network and support a culture of walking and biking. That's what our local road safety plan is is complimenting this plan in that that vision in those goals. Next slide please. So out of that plan there was different corridors that were identified due to their high injury network that means they had high pedestrian and bicycle collision with higher severity collision severity on them. So we're going to focus on those corridors and bringing down those severe injury type collisions and North Dutton Avenue West College or Western Street was identified in that plan, one that needs to be further examined. Next slide please. So we will have some guiding principles also we are comp while our guiding principle is to have a vision zero with this plan. The Sonoma County currently has a vision zero plan they are developing with Sonoma County Transportation Authority. And so that might be an active plan that you might be involved in or aware of. And we're, we're also complimenting that plan in, you know, understanding that, you know, we need to kind of build a system that is forgiving, you know, reducing this is, you know, safe for all users. And it's, you know, we should really strive to prevent fatal and severe injury crashes. Next slide please. So the other plan that the state has is the California safe, safe roads that is the strategic highway safety plan that also is a data driven plan, and it focuses on reducing fatal and severe injury collisions. We also identified the five traffic safety so that's why we're complimenting those ease with engineering enforcement education emergency services and emerging technologies. Excellent. Okay, and to the data analysis. Next slide. So we did a lot of data analysis I'm just going to give you a high level overview of the city. This is looking at 2015 to 2020. And we've got on the left side, the vehicle to vehicle collision so there's no pedestrian or bicycle collisions. And you can kind of see the trend. You know, kind of 2015 to 2016 it kind of went up and then it flattened off and then it went down in 2020. But the thing we really want to focus on is the severity of the collisions. And when you start comparing the chart on the left to the chart on the right, which is pedestrian to vehicle collision or bicycle to vehicle collisions. You see that the severity, the fatalities and severe injuries is higher when you have a bicycle and a pedestrian with a vehicle collision. So we want to really focus on getting those collisions down. And as well as on the right you'll see the trend kind of went up and then down back up and down but then the severity was still pretty high in 2020, even though there was significant reduction in the amount of collisions. Next slide please. So for North Dutton Avenue. This is looking at a five year window 2015 to 2019. This is from West College down to West Third Street. So we looked at the collisions at the intersections versus the segments, and the majority of the collisions are occurring at the intersections and that's typical where there's a lot more conflict points between vehicles and other vehicles between vehicles and cyclists and pedestrians. So we know those are some of those areas we need to focus on, as well as there was 89% of the intersections 11% of the segments but there was six bicycle collisions and four pedestrian collisions. And the collisions that were at that excuse me the collision type that was the main, you know, the leading type was broadside with the top violation being automobile right away. This is typical for intersection type collisions. So this map here is showing you a collision density where it's, you know, a higher color more red and orange is where there's a higher density. And as I mentioned there, there's a more concentration of collisions at the intersections and you can see the collisions at college are concentrated at ninth. There's also some down there on a third, as well as some in between places there on eighth. So we're looking at how can we get those collisions down. And then here on the wheel you can see this is the collision type, the overall collision type for the corridor was broadside. There was also a significant rear end collisions. And then we're seeing that there was four vehicle to pedestrian collisions there. The reason the six bicycle to vehicle collisions aren't identified separately is because through the California vehicle code they are considered a vehicle and so their movements are recorded typically a side swipe or broadside. So they're within that wheel there. Next slide there. Okay, and then looking at the collision severity. So we do want to focus on reducing the severity of collisions as well. So this is an important slide to see where those collisions are really high severity are occurring. And the high severity collisions are kind of down there south of college by King with their and also on nine street we've got some severe injury collisions and then one at eight that we'll get into with the pedestrian. So there was no fadels during that five year swath and then there was 21 visible injuries with 42 injury complete pain. Next slide please. So looking at the pedestrian to vehicle collisions at eight there. So three of the collisions for the pedestrians three of the four collisions were occurred at night. When occurred in the day and the severe injury collision occurred at eight street that's where that crosswalk is with the pedestrian activity beacon. So three were crossing in the crosswalk at intersection one was not. So we do want to focus on improving those intersection type crossing treatments. Evaluating the bicycle to vehicle collisions. We also see a concentration of those at the intersections. And nine street. There was a six collisions in total with four of injury other visible and then to complain of pain on the left is showing you a wheel of violations. So there these could either be the cycle is decided as the one at fault or the vehicle. I actually had a 5050 split on this one the wrong side of the road was the cycle is the traffic signal and signs I believe was also the cyclist running the red light, whereas one was the vehicle. So it's, you know, it's good to kind of, you know, really understand some of the issue that we might need to look at in kind of providing the accommodations. Next slide please propose countermeasures this is what we really need your feedback on. So, this is the existing conditions before I kind of get into this I just want to kind of explain how we've rotated things because we wanted to make it fit the slide. So, we're going to be starting from college and moving down to West Third Street on Dutton Avenue and we've rotated the roadway 90 degrees. The north is kind of facing to the West. So, and then this cross section here is looking north. So your parking is on your East side there. And so this is just a general, you know, roadway typical section in my very uncertain areas but you have two travel lanes in each direction with a two way left turn lane. The travel lanes adjacent to parking on the East side is a little bit narrower. And then you've got some wider sidewalk the average daily traffic for this segment is around 14,350. Next slide please. So, in our proposed conditions we want to really look at how we can improve safer travel for all modes, and, and providing a exclusive bike lane we can look at removing a traveling in each direction and this allows a nice wide bike lane with a buffer. It also helps provide a higher level of comfort for cyclists as well as provide a buffer for pedestrians from vehicles. It also helps to slow vehicle speeds, as shown, the higher severity typically occurs with the higher vehicle speed so that's another thing we really want to do when we look at providing safety accommodations. And with, you know, the, the parking is to remain. So we're still leaving that parking on that East side. Next slide please. So moving south down the corridor we're still rotated we're now looking at the section of North Denton from Sarasen Road to West ninth. We're looking at a little bit different typical section without the parking we still have two lanes in each direction with the center to a left turn lane, and a little bit of a shoulder on that East side, but the average daily traffic is around the same around 14,350. The proposed conditions is to continue the bike lanes along this corridor, the buffered bike lanes, and can, and by removing a travel lane in each direction. So we'll continue that typical section south and then have the buffer between traffic, three foot buffer, as well as a center to a left turn lane. And this will help provide obviously continuous bike lane as well as a higher level of comfort for both cyclists and pedestrians. Next slide please. So going from North Denton Avenue from West ninth Street to Trow Bridge Street, we have parking on the opposite side, it'll be on the west side, but two travel lanes in each direction and a two way left turn lane. The traffic volumes are similar just a little bit higher around 15,000 and I would round it up to about 700 vehicles per day. We do have some crossing treatments at the intersection of West eighth Street, as well as Trow Bridge Street, as well as on the south side between West eighth and Trow Bridge we do understand there's some discontinuous sidewalk. It could be a nice safety improvement to fill in. Next slide please. So, we'll look at carrying that typical section through the southern section and taking away a lane in each direction, and adding a buffered bike lane. It changes a little bit with the roadway with we were working all within the curb lines, and then keeping that parking there, as well as improving those pedestrian crossings with a pedestrian activated rectangular rapid flashing beacon at eighth street. And, you know, update the pavement markings there. Next slide please. All right. Moving this south along the corridor. This is from Trow Bridge Street to Santa Rosa Creek Trail we know there's a real nice connection to the trail along the creek that kind of comes up to North Dutton. So, we wanted to kind of capture as a break point we've got two lanes into each direction with a two way left turn lane. We've got sidewalk on both side. So, I wanted to provide some update on the trail connection currently the trail only connects on the east side, but the city is currently in the planning stage for the west side connection as well, and kind of improving the access to North Dutton there. The traffic volumes are around the same around 15,700 vehicles per day. Next slide please. For post conditions we have a couple options, we're looking to get feedback on. The first option is going to be a bike lane with a painted buffer. So you're taking away a traveling in each direction with a three foot, and then providing a two way left turn lane with traveling in each direction and three foot buffer with a seven foot bike lane and then a shoulder there. Provide a nice facility for cyclists as well as buffer the pedestrians from the vehicles and have a traffic calming effect. But the difference between option one and two is looking at having a protected bike lane with a delinear or something raised in the buffer that can help to really, you know, kind of provide that level of protection. So it kind of changes a little bit of the widths, but it still provides the same, you know, traveling in each direction with a two way left turn lane to get a little bit of a wider buffer for the delineators that would be placed in there. And then here it says long term, provide a connection to the trail on the west side is in the planning stages and I believe I covered that last time. Next slide please. So the southern end we're looking at, looking at the existing condition has two lanes in each direction with a two way left turn lane and sidewalk on both sides. The ADT is around 15,700 vehicles per day. Next slide please. So the proposed condition is to really narrow the traffic lanes with the interchange there to Highway 12. We really want to keep the capacity there, because it does queue back with the, you know, queuing at that traffic signal. So we're narrowing the travel lanes and maintaining that four lane cross section with one lane in each direction, a little bit of a wider outside lane that'll be good for buses. And then having that center to a left turn lane and then providing that five foot bike lane there adjacent sidewalk. So we want to keep the operations at the intersection, while still providing a continuous facility for bicyclists all the way through the corridor. Next slide please. Okay, other items. Next slide please. As I mentioned earlier, we'll also be looking at non-engineering countermeasures. Not everything can be solved through engineering. We also have to really, you know, look at some education campaigns. A lot of drivers are distracted, not paying attention, getting some education there, as well as we can look at safety campaigns for bikes and pads, especially using a light at night. Safe routes to school maps and outreach at schools. Santa Rosa is doing a great job with that, so just continuing with that, as well as there can be social media blasts with quick education tools. And speed management campaigns have become a lot more ramped up recently. I know there's a lot of funding going in that direction as well. The city currently has that keep kids alive, drive 25, but doing some additional campaigns, as well as we can partner with the regional partners, Sonoma County Health and Sonoma County Transit Authority. There's a lot of emerging technology too that can help improve safety, looking at providing the ITS infrastructure, the smart city type practices, bicycle detection at the signals to video detection, getting those controllers created, or you can get your leading pedestrian intervals where the pedestrians will actually have about a five second leading interval, so they'll have a jump before the vehicles have to ride away so they can kind of establish their right away in the crosswalk before the vehicles start to go, as well as looking at accessible pedestrian signals. Some of those now are touchless when you just wave. And changeable message signs, getting the information out to the drivers of any special events or issues that might be on the roadway. Next slide please. Enforcement is super important, especially with speeds. You've got to get the police out there to enforce different areas that might be of citizen concerns as well as school zones, DUI enforcement. And this can also look at distracted driving enforcement and sometimes it takes increasing the number of traffic enforcement officers through an office traffic safety grant. Other things we want to be sure to always maintain emergency response access to locations. And I will always looking at how to increase the access reduced congestion shortened response times as well as at the signalized intersection always having that preemption that they can trigger to get that green light to go through during an emergency. Next slide please. Okay, so here we are today and March 2nd on looking at a public meeting final review as Rob mentioned will be somewhat out to the future in September. But we're looking for your feedback and the website is now live. And we have a survey next slide please. So this is the website link if you scan that QR code you can go directly to it. There's the landing page, it does have a translation feature built into it. And it also is enabled so if you are currently browsing with a different language, the website should recognize that and ask you to translate it. For some reason it does not you have to hit that Google translate option on that slide it's read on that box there. And we're looking for comments, either through the interactive map, you can leave a driving transit by pedestrian or school comment, or the survey. Next slide please. The survey should be live now, and we're looking for comments through the north that avenue. And if you would please take the time to fill out the survey we are gathering all of that information, and using that to inform what we are going to be proposing as the future accommodations along that roadway. Next slide please. Okay, with that that ends the presentation and I'm going to pass that back to Rob who can go over the contact information. Great thank you Catherine. So my contact information is up on the screen currently as is the orange who is our active transportation planner. So free to reach out to us at those at those locations, or at the telephone numbers provided. At this time we'd like to hear from you, our community. So we will now move into the question and answer or comment period of the meeting. However, before we begin, I will ask Lauren to review how you can participate and ask live questions or give comments. Thank you Rob. Once Ross Rob calls for public questions or comments we will announce for anyone wishing to ask question or comment to raise their hand and zoom for individuals participating in the meeting by telephone you can dial star nine to raise your hand. If you have a call in the public one by one, who have their zoom hand raised your microphone will be unmuted to you may ask your question. Once you've raised your hand and asked your question or shared your input, your hand will be lowered and your microphone muted so our panelists may respond to your question. Great thanks Chelsea are we ready for our first meeting attendee to ask your question. Thank you Rob. As a reminder, if you have your, if you need to have your question translated, please let us know once you've been called on, and then allow us a moment to confirm the translator is ready. Remember to speak a little slower to the translation team can relay your question. Again, if you're wishing to speak, please raise your hand by using the zoom raise hand feature. If you are asking your question through the Q&A, the questions will be read at the end, if they have not already been answered, and then Rob will respond to your question. So the first person we have in the queue is Alexa. Alexa, we're going to ask you to unmute. Hi, my name is Alexa Forrester. And I just want to say, first of all, thank you. This is a really clear presentation, very well articulated and I'm very excited about these proposed changes they will make a big difference to my family and I, as we try to navigate the city on our bikes. I just a couple pieces of feedback. And I realized that there's like, always the challenge of balancing the different users interests and preferences. But as someone who rides on my bicycle with my kids, I would prefer to have the bicycle lane right next to the sidewalk and then have a buffer and then have the parking. And again, I realized that that is, you know, the partly the people parking their cars want to be right next to the sidewalk, but you know my experience I actually live over on more on the southeast near Hoenn and the recent restriping there has been really great on that road with the buffer there. But half the time I'm on a road, a delivery van or you know somebody who's parking is blocking the bicycle lane as I'm trying to ride that way. And so putting the bike lane right next to the sidewalk prevents that kind of incursion into the bicycle space. The other thing I would mention is if you are preserving parking there. And I know this might be a long way until we do this project because of the lack of funding right now but interrupting the parking occasionally to kick out the sidewalk to allow for tree plantings that will help provide shade for cyclists and also pedestrians without stealing any space from them would be a suggestion. And one other like criticism I would have of the plan is just that last section I know you're trying to like deal with a big traffic load there at 12, but I was riding home from taco Tuesday last night with a nine year old, and I would let her ride on that section as you've designed it and so you've created this really nice corridor for people of all ages and in that last second you squeeze the bikes out so I'm wondering if you could potentially remove one of those traffic lanes in one direction or the other, whichever would have the you know the lesser impact for traffic flow so that you could preserve the buffered bike lane through there that would just be a consideration I throw on the table. Otherwise, thank you for all this really great work I'm so excited to see these changes in the works for Santa Rosa. Great thank you Alexa. I appreciate your comments and they're very well articulated will look at the capacity issue at that intersection. And it is a balance and I know it's a struggle. One of the things that we, you know, we try to do is something just turn off the light is we try to. We want to keep this the vehicles out of the neighborhoods as much as possible and the more backups there are on our arterial streets, the more cars start to weave their way through neighborhoods because they think it's going to be a faster and in one of the ways for us to help avoid that is to try to provide to keep the capacity at the intersections where we want to keep the cars. So that we, we don't impact the neighborhoods so I just wanted to share that with you, we will look at the see if we can accommodate a removal of the lane there. I am a little bit hesitant but we'll take a look at it and see if the numbers work out. Thank you. Thank you. Our next hand is Chris, Chris, we're going to ask you to unmute. Hi there, this is Chris Eggers from Santa Rosa and I first of all want to say I'm really impressed with all the thought and planning that went into this. Really great improvements. I'm particularly heartened by the suggestion of a physical barrier between the bike lanes and the roads. And I know the master bike plan calls for comfortable and convenient biking for all. And I can say with confidence that most families and children would not ride on a bike lane that isn't protected from that kind of traffic and I would like to suggest that the entire corridor there be protected by something vertical. So people are more confident to use it. Another comment I have is I ride down Dutton quite frequently myself and it's a pretty scary proposition right now at Night Street, I can see why there are collisions there. I have to make a left turn on night going south. And there's four lanes and a turn lane and I have to navigate all four of those lanes to get across the street there and it takes time to do that is extremely dangerous. I'm a pretty skilled bike rider but there needs to be some way to get across that street at that point for people who want to go left on ninth because that's a pretty well used bike route to go under the freeway to the east side of town so I have a comment there and all my last comment was that I see that there's going to be some accessible signals for pedestrians. I would like to see accessible signals for bicyclists as well so we don't have to get off our bikes and march up the sidewalk and go to the turn signal and then I hit the turn signal so it would be nice to see some accessible signals as well. This is really heartening I think we're headed in the right direction and thank you very much. Thank you Chris. Thank you Chris. Our next stand is eris. Hi I'm going to steal Chris's accessibility word to just talk about this meeting. I have hearing loss and would love if it would be routine for public meetings to have the captioning turned on. It's an automatic feature in Zoom. You've got interpretation for Spanish speakers but Shelly I can barely hear you even with everything turned up in a rob you're kind of quiet too but I've been able to hear all the public speakers quite well so I'm not sure what's going on here and technically but if you had the captioning I would be able to catch some of the things that I'm missing. But now on to the the plan. I echo the concerns and suggestions from both Alexa and Chris and another one actually one of them may have already said I was just curious as to why you know I support all of the removing traffic lanes to put in buffered bike lanes but only one segment did you have an actual physical barrier in the buffer and the other ones were all just the paint buffers and you know we all know paint is not magic and you know while the the buffer bike lanes which I love right on the ones on the street. It, it serves the purpose of making the bike lane wider so you have a little more room to maneuver, but it doesn't actually cars from hitting you. So I would agree with adding vertical elements in those buffer bike lanes wherever possible. So you could I have another comment I think that was it thank you. Thanks. And as you were speaking actually I was going through my head thinking about the layout of the street and I know there are locations where we do have parking which we couldn't put in the vertical elements but potentially on the other side of the streets along the same segments. We could put in the vertical elements where we don't have parking and as an obstruction. We'll, we're definitely look into those. Those comments that you and Chris and Alexa me. Thank you. Thank you. Justin, we're going to go ahead and ask you to unmute. It's not letting me do that. I'm going to, I'm sorry we're going to have to come back to you. Bonnie, I'm going to ask you to unmute. Hi there, can you hear me. Yes, thank you. Thank you for a great presentation. And I am a Santa Rosa native I've, my family's had property over here all my life so I'm quite familiar with this part of town and I live on Trowbridge street. I really appreciate this and I know it will be for the wider population unpopular to consider narrowing Dutton, but it is horrible in terms of the speeds, and many times I have tried to cross Dutton at Trowbridge using the pedestrian light and people on the sidewalk stop. So anything you can do to improve that situation to improve the, the crosswalk lights is also appreciated and I, I like the idea of, I don't know what you call it leading pedestrian intervals at the lights. I, I have a job now where I go to San Francisco, and I drive a lot, and I am amazed at what San Francisco has done they have made tremendous infrastructure changes on their roads, showing real commitment to reducing collisions with bicycles and transportation. It takes some getting used to, but it's very, very effective and so I, I appreciate anything that we can do here to try to also save lives and make it safer to use alternative means of transportation. So, thank you I really support your idea and I'll go ahead and fill out your survey. Thanks a lot. Thank you Bonnie. Our next one is Terry. Terry, can you hear us. I'm here. So I'd like to talk about crosswalks. I'm a pedestrian, almost always. And I run into places like the crosswalk at West eighth and college. And if I'm on the south side of West eighth. So I have to cross West, or West eighth, then cross college in the crosswalk, and then cross West eighth again on the other side. So I have to cross three streets in order to cross one, because there's not a painted crosswalk. And I like somebody said paint isn't the solution but it does sometimes make people more aware that that is a crossing point. Okay, great. Sorry. Okay, Justin, we're going to go ahead and try that again one month. Can you hear us. Yeah, I think it's working now is it working. Yes, thank you. Yeah, I've got an old version of zoom on my computer that I don't know how to update so I have to log in through browser and then it works but I forgot. Anyway, my name is Justin Borton that was my explanation of why my mute button didn't work. This presentation. I just want to take a moment to advocate for the raised buffers along pretty much every bike route in Santa Rosa. I mean, I have a gut feeling that bike lanes reduce incidents of injuries, but do not promote a feeling of safety from cyclists. I'm a cyclist myself I have four children I mean there's no way I would let my kids ride on Dutton with no raised buffer with no actual protection. And I do not think if if a goal is to get more people on bicycles. So I do think that this plan would probably make it somewhat safer. I don't think it will achieve the goal of getting more people onto bicycles because I don't think they will perceive that it is safe. I don't think it's a low stress solution. I think only having a raised buffer is going to get people to feel like they are safe riding around Santa Rosa. So what has been said also that I'm from New York City originally riding between cars and park cars. I mean there's always that fear that someone's going to throw a door open that someone's going to dive into a parking spot. I mean it is just not a very safe feeling. So what I would say is to put you next to the sidewalk and then to have a raised buffer there. And then yeah also that section between the creek trail and third street. Like, I mean that is critical right like third street is such a major artery. So if you get people off of third street, which I assume, you know, you want to do and get people over to the creek trail, having that be the least accommodating for a cyclist just seems like a bummer of a plan. So, you know, perhaps if you can reduce it down to one lane, even going, what I guess north, so away from 12, which is like less likely to get backed up on that side, I presume, so that you can have some buffered raised buffers there to get people over to the creek trail would be critical. I know I ride third street quite a bit. And I live over by Oliver stony point I don't know if I mentioned that already but to get downtown I typically take third street I don't take the creek trail. Because you know riding fast on the creek trail also has its problems the creek trail gets impacted as well with just people trying to enjoy a little exercise. But third street is not safe either, and even just cutting over to that creek trail from third on stony point or gotten or wherever it is is a harrowing experience. So, yeah, I think that's all I had to say so thanks for taking my comment and thanks for coming back to me a second time. Thank you, Justin. Thank you, Justin. Okay, now we have Elizabeth. Elizabeth, can you hear you. Yes, thank you. Thank you. I have a number of comments. The first is that I don't read my bike I'm done a whole lot but I did last weekend. My first exposure to doesn't however was probably, or where I felt most at risk was about a year ago when I decided to take the car into a new car shop. And was, you know, trying to drive slowly find the correct driveway figure out which of the many sort of nondescript buildings was the correct one to turn into and done is a high stress place to drive because traffic is moving so fast and then knowing that you need to slow down sort of unexpectedly and warning you might get re-rended while you're preparing to turn left across traffic. I love the idea of a road diet here and of having a left turn lane that just makes the whole prospect of going over there in a car even less stressful. That said, I tend to get around town more on my bike, and so I have in no particular order a set of things. Recently I've had experiences elsewhere in town where I have been unable to turn to trigger a light whether to turn left or to go straight. And so I want to make sure that there's a good plan for ensuring that cyclists are able to trigger the lights at every intersection along through this route. So I think it was Chris who mentioned having some, whether it's actual signal you just wave your hand at which is probably better confirmation than wondering am I positioned over the correct portion of the pavement. So that seems like one good idea to consider. And then just a general observation about these road diets that the city is considering for a number of places around town. We have inherited very wide roads and are in the process of trying to fix this with road diets, but then we're still stuck with these really wide roads that don't provide drivers with the correct cues about an appropriate speed. But some of this can be fixed with engineering like raised buffers to protect cyclists and other non drivers, but I'm wondering what else can be done to provide the correct cues to drivers about an appropriate speed. So Lex's idea of bulb outs that help narrow crossing distance for pedestrians also has the potential to provide drivers with that sense of, oh, maybe this is a place where I should go a little bit slower. So I don't know what else can be done. This is an engineering challenge that I'm sure a lot of cities face and I'd love to hear and see options and possibilities and future plans about how to use engineering and not rely just so much on enforcement to get traffic speeds down. Then, I really like the section of buffered bike lane. And I second the criticism from folks who would love to see more of the lane along here buffered. And as just Justin mentioned, would it be possible to make the section from third street up to the Santa Rosa Creek trail, a single lane northbound to lane southbound, thereby creating enough room to continue the buffer through that section. I think it's especially important in that stretch as cars are coming off of 12 and are still in the drivers are still making that transition to realize that they're driving on city streets. That in some ways was actually one of the most harrowing sections to ride on last weekend when I cruised along through there on Sunday afternoon, because cars were really flying along through those curves. And then the last thing is I was looking at Google Maps and satellite images as we talked and noticed that there are some gaps in the sidewalk on the west side of Duffin, both south of 9th Street and south of 8th Street. And let's go ahead and dream big can we get closing those sidewalk gaps rolled into this project. We can see people walk through there because the Google satellite imagery shows a warm path through the grass just south of ninth. And I know there's demand, and it would be great to get those sidewalk gaps closed. And that's all thank you. Great thanks Elizabeth. Thank you. Mark, we'll have you go next. I think you have an old version to mark hold on and try this again. Yeah, it's saying you have an older version mark. Maybe you can type your question in for us and I get that just a sec okay. Kevin, we'll go ahead and have you unmute. Hi, friends. Kevin Anderson here, West End resident utility cyclist that is frequently writing all over the area but certainly Dutton is a place that I ride almost daily. Yeah, I think most most the comments I've already been touched upon so I appreciate the depth of this group. One of the things though that I think would be would be awesome I guess a couple things. The Creek path at Dutton is definitely really, really tough. There are, if we're doing road improvements here making it easy to get on and off the creek path both sides seems to me like a no brainer. Right now you can only access it on the east side. There are some place making efforts that have been done by I think unsheltered and also just local residents that want have wanted to access the dirt side and so there is an unofficial entrance there as well. But I think that would be certainly we're talking about both bikes and pedestrians very helpful to just find a way to connect all four corners, if that makes sense. And then finally I do see some people mentioned the things that have been done the city I unofficially called the West End wiggle. San Francisco has a wiggle that goes through some of the easy places from market to the panhandle so you avoid some hills but there's definitely an area I see cyclists do this all the time myself included cross near Trobridge at that. The light there, and then head across that crosswalk and then come through the West End so I think making it marking it of course with with actual way finding signs could could help. I think that would be would be a really nice one and then finally just thinking out loud here in terms of listening to the group with two lanes going south and one going north that might allow some creative solutions to get on and off the creek route. Again, you know you guys are the engineers but I think there there has been done in ways where you have cyclists that are able to go both directions. So it's just a couple of those thoughts, I don't know I know Rob you've been great working with certain groups painting crosswalks I don't think this is a candidate just because of the amount of traffic it's the paints not going to stay. But there might be other ways on parallel streets to again just promote. Through through bike bicycling traffic alternative routes I'm not saying don't go Dutton but I also know, God if we can ever get the smart path going might never leave the smart path. That's all I have for now thanks thanks a lot. Thanks Kevin, I did want to comment on the creek I think I think you understood that we are. We do have a project to add the creek access on the northwest quadrant of the creek. Sounds like you're mentioning. Also adding to the south unpaved side as well and I'm not sure if we do have right of way to do that. That'd be something we'd have to look at I know we do have a project for the North side though so I just wanted to comment on that thank you. Thank you. Monica, we're going to go ahead and ask you to unmute. Oh, Monica you also have an old version, and we can't unmute you. If you could type your question for us that'd be great. Oh, I say I see mark is on there I don't know if he got a new version and came back or if he's still Mark. I don't see a hand but I see his he has a question. So his question is this. If the goal is safety, we have, we have to have an equal emphasis on enforcement the presentation is overwhelming bike, bike, bike, but without fixing the length of enforcement, the speeding will continue the U turns on either side of the crown on the North Dutton bridge over Santa Rosa Creek, using the turn lane as a 500 drive aisle, etc. Would we have the collision numbers and severity of injuries if we had enforcement of our current layout. Mark. I don't have. So the answer I have for you. I don't know if we had increased enforcement. I'm not sure if that would entirely solve the issue. But I do know that in locations where we have installed road diets. And we, we have lessened the amount of collisions. Hoenn is a great example of that, where we have reduced the amount of collisions by a great deal by installing this this type of this type of roadway. And it does reduce the speeds. So by virtue of being having one car in front of you versus two lanes where you can choose to, you know, go around a car maybe driving slower than you want but maybe they're driving the speed limit. If you're stuck behind the car that's driving the speed limit you're stuck behind the car that's driving the speed limit so it only takes one person to drive the speed limit along the street to basically hold everyone at the speed limit where when you have two lanes in front of you. And it, it provides an opportunity to go around that person or to race that person, etc. So locations where we've done this, and those locations include Calistoga Road. Mission Yolanda Petalum Hill Road. Hoenn Summerfield Bathards. We have seen reduction in speeds. That is a positive with this, this type of installation. Thank you. Mark has another question but I'm going to go ahead and move to Bonnie's question. She said from the presentation, please clarify broadside. What is it. So broadside collision is a collision that occurs when one vehicle is traveling in a particular direction and another vehicle hits it at a 90 degree. Impact so it would be hitting the side of a vehicle with a front of a car or or the side of a bike or a side of a pedestrian so any of those would be considered broadside collisions. Thanks Rob. So Mark's next comment is, we could do enforcement without a capital improvement program. Safety and upgrades. Last, that Q from West 3rd prevents us from leaving compute now. If we reduce the lane, the queue will be even longer. Right and that's, that's the reason why we are keeping the capacity in that section or the goal is to keep the capacity at that section in the southbound direction. So we are not impacting the queue that's already lengthy at that at times a day at that location. And the reason for that is because we are challenged with the interaction of the of the interchange with Caltrans and highway 12 so those ramps are also impacted and Caltrans does their best to keep the ramps clear from backing up onto the freeway which is another type of very high severity collision if if vehicles back up onto the freeway and get rented versus if they are on a, a city street, and it's a much lower collision, lower speed collision. So I understand, I understand your point of view and I understand the backups that do occur there. And that's one of the reasons why we don't want to reduce the capacity of that southbound direction at that location because we don't want that queue to reach further back than it currently already does. Thanks Rob. Our next comment is from Monica. Hi, I live on north that in Avenue, specifically at West eight corner. I see many people walking past my house and love this neighborhood. I wanted to echo there is no sidewalk in front of my house, and I see several wheelchair and stroller users have accessible accessibility to crosswalks and bus stops. And then Bonnie's comment is the interchange is a problem. I wonder if there's a plan to make Stony Point Road, the main north south artery to the west side of town that off ramp has a bit more capacity. Those are our comments. Stony Point does carry quite a bit more traffic than that and currently does. I almost almost double the amount so it is a higher use section of roadway for sure. Okay, and Elizabeth has her hand up one more time. Okay, and I also have an email to read once. Okay, and then they will have another one after Elizabeth Elizabeth go ahead. Thanks and listening to the conversation I have two more thoughts. One is getting on and off the Santa Rosa Creek trail right now is actually slightly awkward it's like you have to go for driveway. You have to go down to the trail you have to slow down quite a bit so that you hit it at an sufficiently right angle and don't, you know, instead, fall off, or take it too fast and you've been lazy and you've got low pressure tires and give yourself a pinch flat. It'd be great if that just felt like, oh this is a natural extension of the road I can turn here I don't. It's not like I'm entering a driveway, and then same concept for coming off just to have it feel more naturally like you're just merging onto the next bit of bikeway. So that's one thing the other thing is I couldn't fully understand the comment about sound like people someone remarked that the people returning big you turns because the road is so wide. I'm wondering if to help solve that problem and also the problem of drivers perceiving the road is very wide. It would be possible in stretches of the middle turn lane that aren't close to actual turns to put a raised median in places, both to turn that bad behavior behavior and also make the road feel a little bit narrower for drivers. So Elizabeth. So yeah that would be something we definitely have to run through our fire department. They are comfortable with having a to a left turn lane because that gives them a very good response lane. When they're responding to emergencies vehicles can get out of the way and and they could use that center turn lane. They would prefer to have extra room so cars to get out of the way even more and if you know if we have the buffer, the lane with the vertical element, they lose that ability so I think there's points where we have to pick and choose what feature we would want to allow there to make sure that we're accommodating all the needs of the different, the different users including our emergency response which is very important. Thanks Rob, we have Anita, Anita, go ahead and see. Hi, I just wanted to say first, thanks for both of you for addressing this issue and your presentation and hearing our comments but just appreciate the attention to detail on that, and giving us an opportunity to chime in, which I just wanted to add my voice to the group of people who have commented before me saying how I would prefer to have the bike lane next to the sidewalk, and then the raised barrier as well. I live off of West Steel and I work off of Herne Avenue. And so I've been wanting to ride my bike down to work at some point and I'm just terrified of riding down. Dutton at this point just because of the speed of the traffic and I think if we brought it down to the one lane, it would calm the traffic as well I figure if people want to get, you know, go north or south fast they can cap on the freeway and the Dutton quarter should be more for people that are moving slower and more pedestrian and bike friendly so I just wanted to say I hope that happened, thank you. Okay Rob we have a final comment from Mark and as a reminder for the rest of the panelists the question comments and concerns contact information is on the screen if you'd like to further your conversation or share more comments with Robert Blorn. So, Mark's comment is people traveling north on north button who can't turn west onto Alexander because of the queue, past the queue and then you turn on either side of the bridge to get a place in line or to park along the east curve of Alexander apartments. I understand what you're saying Mark. And we have no other speakers at this time. Okay I'm going to read an email that we received. So there's two questions one is what if any are the plans to address the dangerously excessive speeding. There are many that drive at speeds as if they're on the freeway. So, one of the things that I mentioned prior was by reducing it to a single lane in each direction. You, when we're narrowing the roadway and that tends to help people drive slower the other thing that we're doing is. If there's one person who's going slow, then everyone who's behind them has to go slow and that's shown to be a great asset. The other thing I wanted to mention is, is with pedestrian crossings as well. The same thing holds true. When you have multiple lanes and a pedestrian crossing, you will need basically all four lanes to stop for you as a pedestrian with the two lanes and the center turn lane. Typically it's just the through traffic that's there that are going at a higher speed that left turn lanes are typically going slower. And so you need one person to stop for you in that first line of queue and then people behind them will stop so you don't have what's called a multi threat. Collision with a pedestrian that's where one car stops the car behind them doesn't know why they're stopping and they go around them and then the pedestrian is in the crosswalk right there and sometimes. They are unable to stop in time. The second question I wanted that was asked was, when will the city address the lack of structurally safe. Approaching West 9th and lack of sidewalk on the corner of North Dutton and West 9th, along the vacant lot. It's not up to 80 standards. There have been numerous times when individuals on wheelchairs have to ride on the street where it's not safe. There is a location that's there is a location on West 9th Street I believe on the Northwest corner where there's a building that goes right up to the edge of the sidewalk and there is not a current sidewalk at that location. I believe that's a location that's being this, it's being asked about about. We. I don't know if we have room to put sidewalk in there. We have to look at that closer. The south side there, if that's the locations being discussed is that would typically be done with the development of the of the site when a development goes in sidewalk is typically installed. So as part of this project, if we identify locations that are in need of sidewalk, then we could definitely look to include those if we have the available right away to install the sidewalk. So those are locations that will mark down as potential locations for sidewalk. So thank you for that question. And that is the email that I have. Are there any more questions. We have no further questions at this time. Great. Well, no further questions. I would like to express my appreciation and thank the members of the public panelists, the interpreters and the host for participating tonight. We appreciate you taking the time to listen to us and provide your input on the local road safety plan. As mentioned earlier in the meeting, in addition to your participation in the meeting, we would like you to visit the project website listed on the screen and take our short survey and provide your feedback on the interactive map. We appreciate your participation tonight's meeting. We hope you can join us again later when later in the year when we go over there and discuss the final recommendations for the project. And I hope you enjoy your evening. Thank you, and good night.