City Council — 2021-02-10

Okay. We're going to call the order. We have a quorum. Roll call, Gail, please?

staff report and presentation tonight will include some of the data results from the survey and other trends we've seen since that time. There are two main purposes of tonight's meeting, one is to allow the public to provide feedback to the city and the City Council. The other is to allow City Council to discuss whether modifications are desired at this time.

The staff presentation which will be presented by Public Works Director Greg Grant also includes some recommended modifications that we are making based on the feedback and the results at this time. As you mentioned, we expect we've received a lot of feedback. We expect to have about 100 speakers tonight. We also received 200 written comments that have been distributed to the City Council and just before the meeting Signatures from the St. Maricopa Highway Group to ensure that everyone has time to speak with all of those opinions and, and all the feedback we did discuss potentially or you know reducing the amount of time for response but we'll get to that after the presentation so with that I will turn it over to Public Works Director

Greg Grant for more information Good evening, Council and Mayor.

And I did appreciate the introduction and we do have our consultant who is the lead on this project for the demonstration portion Tony Garcia with Street Plans and he is online there he is and so Tony's going to take the first review of the demonstration project before I get into some of the modifications that are recommended. Take it away Tony thanks

Awesome. Thank you, Greg. Thanks James. Madam Mayor, Council Members, thank you for having me here. I'm going to try to make this as concise as I can. You know it's only been a year actually since we've been working on this demonstration. We started in March. I know that you all have been working on this project for many years before, and there's just a lot of energy. And I think it's come to this. This is the moment I think a lot of folks have been waiting for where the proof meets the reality on the ground.

We've been talking about drawings up to now, and now we have something real. So wanted to go through just a little bit about what Quick Build is, what is a demonstration project? Get into the project and the results of the project so far. So just some of this is a review, but I think for you Madam Mayor that some of this is new We do this work all around the country and in fact have written numerous publications and really it's it's You know big part of my life is just doing these types of projects all around the country and I can tell you You're on pace, this is already showing and proving the concept and revealing things that can help with the final version. So I'm gonna get into that a little bit more but the way we do these projects is exactly that to really try to test using temporary materials plan that might be controversial.

Oftentimes these plans are not controversial it's just about getting something in the ground expediting the delivery of public benefits And that is certainly something that's important to me. I've been doing this already for 20 years, and I don't want to have to wait until I'm older to see infrastructure in the ground. As you all know, a lot of this infrastructure does take many, many years. And as the mayor just said, there is an urgency to our climate challenge that has to be solved now. We can't wait for us to figure all of this out in a perfect way. And this is a great methodology to try to advance those goals.

And something that I love to go back to over and over, you know we're planners. We're human architects and engineers. We often impose a sort of order on the work that we're doing but one of the reasons that we do this type of work, demonstration projects and quick build projects is to see how it's used. Let's compare what the actual built reality is to what the design is and try to reconcile those two and learn from how people actually use the infrastructure We often say we like to break down project delivery into much smaller increments. Too often all of our projects, our infrastructure projects jump right into permanent design when you know you spend millions of dollars and years and years planning something only to realize once it's built that it didn't really work the way that we thought it should work so this methodology allows us to break that down into smaller increments and see what works prototype different elements of designs and fix things before you get to the final design.

And so we'll talk about this, and Greg is going to jump into this much later, how do we go from this temporary phase one to something that's between phase one and permanent? And when we talk about phase zero, that's that straw bales and very, very temporary. We skipped over that step and jumped right into our phase one. And the reason that we do this work again, I reiterate it, is to test before you invest.

stage now where we've tested, we're measuring what works and now we can make adjustments to the final version or to the next version. So a little bit of project summary here I think most people are already aware of this and James just gave us a summary of this but the main goal of this project is to make it safer for people to walk bike and also to drive We're testing elements of the ATP project, and we're going to make changes based off of the functionality of what worked and didn't work in this project. And I'm the first to tell you, I'm sure everyone else here is also aware there are things that can be tweaked. I mean, we went into this project knowing that was going to be the case.

And one of the big factors here was also the need to accommodate emergency vehicles in that lane. That's one of the other elements of this design that were tested. A summary of the process that we went through, we had a really robust outreach process and it was during COVID unfortunately. I would have loved to have been there. You would have been sick of me by now because I would've gone and seen you all multiple times but in spite of COVID, we adapted and we had our community action committee that was open to the public. We were only scoped to do, I think about five of those meetings and we did 15 sometimes multiple times a month Frequently going back to the community and getting feedback and listening, and then adjusting our plans. We held workshops.

We also held office hours where we made ourselves available to anybody who wanted to join and just talk to us in a safe space outside of the context of those meetings. We also had a very robust communications plan that went into social media. We had paid social media. We had a radio program that was not implemented. We also did banners. Advertisements in the local newspaper.

At the same time that all that was going on, we developed a design. So based off of the 35% and then 60% designs, we created our site plans to walk through those site plans with Caltrans who were really great partners to work with. And I think in the context of this work, we went from zero to completion in seven months which is really, really fast. I can't understate how fast that is.

You know as part of the implementation we set up Numina sensors, which I'll get into in a second, order materials, executed our before data collection and implemented it and developed a timeline and implementation plan that really guided the whole build, which in number four column for there, that was held from December 7th through 11th We had such a great response, the volunteer activity was just not shocking to us. We expected that but it's just great to see it every time it happens. We had our go live December 12th. We do have several upcoming CAC meetings one after later this month and then another one that will happen towards the tail end of the demonstration period. And we are also committed to working with Greg and the city on Processing any changes that might come out of this for the permit rider.

And there's gonna be adjustments, the whole expectation of this is that there are changes that need to be made. On the materials front I thought it was worth noting as we talk about the delineators, we call them armadillos just because of their shape and we use these planters. It's not a surprise or it's not gonna be a surprise to this group that the planter aesthetic has not been well received I want to clarify that, you know we had to work with a certain material palette that was going to be consistent with a highway which is what this is, a state facility. There are other types of planters that would have been more elegant but I think this is what we were able to get through our Caltrans partners and they're just there to approximate the location of future tree wells that are going to be far more elegant.

So in terms of our preliminary findings We installed five sensors at four different locations or two at the Y that are pointed at different directions. And I'll get into some of the other data collection in a moment, but these five sensors are really interesting because they provide a real time and ongoing data collection effort that is really groundbreaking in our field and for demonstration projects like this, or really any type of transportation project gives us information and data that we can use to actually plan and respond to. So you can see there, it picks up infrared activity so it's anonymous. It's not tracking anybody but it's based off of the size of the vehicles. It knows what's a car versus a truck and we can get at any moment in the day, we can get the mode share, the mode split of all the different travel modes.

We can get that at any given moment during the day and also averages for the whole day, for the week And we're able to compare that against the before counts that were taken and also, you know, understand the increases in bicycle activity and pedestrian activity. So this is a lot more of a scientific basis in terms of the analysis than just having somebody go out there for morning and do counts.

And I can say that this is one of the first projects that is using this methodology, and I just think it's going to change our industry in a positive way. So what are we testing for? And I think the first thing on this list is bicycle and pedestrian safety. We want to see a reduction in injuries and hopefully also fatalities And just an increase in bicycle pedestrian safety, both from a qualitative point of view and a quantitative point of view. So that's going to be the quantitative is going to be that new NUmena data and other data that we collect. And the quality of it is how do people feel when they're biking now or walking around? And our survey results start to get to some of that. We're measuring car speeds and NUMENA is measuring volumes.

We're measuring cut through traffic on the side streets dwell times which I think is going to be something of interest to everyone Parking use and dimensions for those, how folks get in and out of the high school. That was one of the core parts of the RFP. Also making sure that we maintain access and safe access to the hospitals and just emergency access throughout in the event of evacuation.

So our preliminary data from month one. We did about two months worth of before counts starting in mid-October That gives us a baseline, at least for our COVID condition. We acknowledge that this is not the best time for data collection because of COVID and also because school's not in session. Also this first month You were all under a more severe lockdown than you had been previously, and that's going to impact these numbers certainly. So we expect month two and beyond the numbers are going to be more accurate to an apples-for-apples comparison of the before and after condition. But that being said even in spite of all that, we saw a decrease in car activity After the demo with negligible increases in cut through traffic at some locations and actually double digit decreases at other locations.

Pedestrian activity increased between 28% and 86%. That is not a drop in the bucket, that's not a statistical anomaly you're talking about 130 to 230 people a day that were not there before And it's the same for bicycle activity, between 23 and 173 people a day on their bikes every day. That is a big increase that is completely attributable to this project. And I think when you start to talk about climate and how this infrastructure and any infrastructure can start to impact our carbon emissions, this is the proof these numbers start to show that. And I don't think that's going to change because of the stay at home order or not. It's a result of people feeling more comfortable walking and biking.

On the car side, our dwell times were not anything that is measurable. There was no noticeable increase in dwell times along the corridor with some actually decreasing dwell times at Church Road and dwell times just means congestion. It's how long is the car stationary in one location? And then finally, one of the big pieces of this puzzle as well is speed in terms of traffic calming and just increasing safety You're higher, your people who are speeding those who are going above 40 miles an hour. That number dropped by over half 50%.

That's huge and that I think is one of those metrics that I think is going to be hard to reconcile with a no build or revert back to the old condition. And just to put a point on this again and underline it The reason why we need to reduce speeds and maintain lower speeds is because the speed that cars go is directly proportional to how folks can survive a collision with a car. So at 40 miles an hour or more, your chances of surviving a collision are very low. But if we reduce speeds open up the field of vision for people who are driving. A, they're going to be paying attention more and able to actually react but B if there is a collision at lower speeds you're more likely to survive and I think that alone is a good enough reason to stick with major components of this project.

In terms of the survey results I have to tell you as I do this every day and we've been doing this I've been doing this for almost 20 years um to have almost 500 150 survey responses in a context like this is just spectacular, and it shows the passion that people have. And there's a good mix of people who are not supportive of the project and just wanted to go back to the way that it was, but there were so many very supportive comments, and also very thoughtful, like I don't like this component of the project, but I like this one. And so I think there's lot to learn from going through these comments One of the big, one of the big points has been and this has come through an email and in surveys are the planters and the parking.

And just feeling too tight and you know trying to adjust those. And I'll go back to the beginning of presentation and I said the reason we do this is to test imagine if you had just done ATP project and built it according to the standards that we use which are basically based off of the ATP project only to realize that was not enough room That's the reason we do these projects. Now you know, okay we need another foot here and other six inches there.

Again the planter aesthetic was not well received and that's already sold for in the final version. And generally there's just always a need for better education as these projects roll out It's very typical for people to be confused and not know what's happening, you know with all the cones and the delineators and the new striping. But as the months go on that's all gonna fade away. But in general there was broad support for better bicycle infrastructure. So just a few high level overview of some of these survey results.

How has the ATP demonstration impacted your drive? 38% said no impact another 14 said minor impact. The other 50% said either that they had changed their drive or that it was a major impact. Do you support the ATP project? Again there's this 50-50 split, more on the no side on that question. Do you support permanent bicycle and pedestrian improvements? 56% says yes I think that's a big deal and all of these questions together point to Major elements of this project still having value even if people are not necessarily sold on the lane reduction component. Here's another question, has a demonstration project addressed any of these items that have been previous issues? 65% of respondents said speeding cars and for these questions some of these questions you could vote double so 65% said speeding cars 19% said traffic uncomfortable pedestrian crossings 47%.

Now we'd love to see more, a higher number for entering North Ralph High. That you know obviously the school not being in session is an issue. What elements do you support of the of the ATP project? The lane reallocation is you know a quarter of the respondents but when you talk about a separated bikeway almost 60 percent that's a big deal. Other I'll tell you I you know more than half of other was just you know no element of it Here are some final questions here. Do you support the project?

Yes, 41%. Do you support permanent bicycle and pedestrian improvements? Oh, I'm sorry. Okay. And to wrap it up other observations one of the big questions here was the emergency access and I apologize for this fuzzy video but Greg went out there with a fire truck and did a test That was successful, showed how we could use the bike lane and the buffer for emergency evacuations.

We're also looking at delivery trucks all the way since even during the demonstration build, we were looking at how folks were driving, waving down trucks to ask them to make a turn again just to see if it would work. So there was a little bit of that also testing out the trolley. So there's a lot of testing Even while we were doing the build, there was an unfortunate collision between a bicycle and a car in December.

Greg met with the folks out there and walked through what happened with that. And some changes were made to the design based off of that. We did also have around Christmas a series of vandalized planters which broke my heart to see that people would have such anger and hate to destroy public infrastructure like that. That is what it is. We also have been looking at the U-turns and where, you know, some of these dilineator might need to be moved back and how do you maintain some of those U-turn movements? School opening is a big factor but let's keep in mind that it's really just the 15 minutes in the morning and in the afternoon that that is going to be an issue even when school comes back. And I'll close by saying you have so many options at this point Our task and our, the ask of the consultant team was do stay close as close as you can to the permanent project.

And let's test that out. But now that it's out there, now is a time to start considering what can be adjusted and what needs to be adjusted. We have funds to be able to do that or to remove it at the end of the project if that's the desire of the council. And we're here for you to answer questions and just think of us as a resource moving forward So there's my email address if anybody wants to reach out to me directly and you know thank you very much. I also speak for Dana, I know most of you have been dealing with Dana during this project she managed for us and she is in the audience now but we're going to give her a break tonight uh for this long meeting so thank you guys.

Thank you. Thank you well thank you Tony that was Really thorough presentation and we are really grateful for your expertise and your attention to detail as well as your attention to the feedback that you've gotten from our community. Great. So from now we'll move on from here to public comment.

Mayor, if we could so we have that part and then the Public Works Director Greg Grant was going to go over some of the recommended modifications.

Perfect. All right. Take it away. Thank you.

Thank you. I'll try

to move along quickly.

Excuse me? Yeah. I don't know if you can see my hand. I'm sorry no not with a screen this way

Yep. So prior to, before Greg speaks why don't we go back and ask Tony questions that might, that we might have before? And then when Greg speaks questions for Greg and then if we want to get the public comments, then come back in and bring it back to council but I don't want to get into Greg's dissertation and then lose track of the questions that we have for Tony It's a question, it's an ask. It's your call.

All right. James, do you have a preference?

So Greg's portion is focused on some of the recommended modifications so if there are questions about that I would suggest holding them until Greg but if they're questions unrelated to that then those can be taken now.

Okay Randy

Well, maybe I wasn't clear. So I'll clarify it because I don't think James understood it. Are we going to have Tony come back on and answer questions from council members now? Or do we want Greg to give his presentation and then bring Tony back to ask him specific questions and then ask Greg specific questions Or is it easier to do Tony because he just gave his information? And I don't believe Greg and Tony are going to be providing the same information. If I'm wrong, Greg correct me.

No that is correct. I would suggest we are having Tony stay on the call for Greg's presentation so I'd suggest let's get through the presentations and then we can ask Tony questions and then Greg questions.

OK, I'll proceed

then. I think Tony addressed a lot of comments that were made to the surveys, but I wanted to also address some comments that have been made in general since the earlier phases of the project. So one general one has always been why even do a two lane road? Why are we considering this? So I wanted to, I guess push back to the 60s. There was a Caltrans building four-lane highways and there was four-lane highways being built all throughout the country A few places push back one of them was Ojai, the citizens to preserve the old high was a group form in late 60s. And they got a lot of traction and they passed state legislation to stop the Portland highway plan from Carpinteria to Ojai from Ojai to Santa Paula.

And also down to Ventura, you can imagine this valley would be a different world if they had continued with that. So this four lane section was built right at that time during some developments and it was intended to connect to that in the future. So in some respects we're lucky, we have a huge 100 foot wide right of way out there but on the other side it's a remnant of something in the past that hasn't happened and I think most of us would not expect in the future.

It does benefit as well, provide space for a separated bike lane or other improvements. The two-lane road would significantly improve pedestrian safety if you're crossing a four-lane highway that is a risky venture. It's often five lanes right when you have a turn lane in the middle but with two or three lanes it's significantly safer. Still got to be careful This also counts traffic. I think Tony in the report had the statistics, the average speed didn't budge much at all from 37 to 35 but the percentage of cars traveling faster than 40 miles an hour dropped substantially significantly and it's not possible to pass cars and speed at the level they did you know you can see it in the demonstration shown The aesthetics might be under question because of our zebra deals and zebra planters, but with a permanent planter I think we've seen the renderings.

If we have a permanent plant or curb with vegetation and a tree it can be very attractive. I think we're all aware that treeline streets are much better feel. The shade is nice to walk in and ride a bike in and park your car under. A good example might be Shady Lane versus one of the more open streets we have around Ojai or you think Creek Road next. Another comment that often comes up it is impressed directly in surveys access to the hospital so as a reminder.

The from the Y to the hospital there's no need so that's not an issue there's just like any other streets like oh I haven't you read all me and used drive around any Issues that might happen like an accident or other work in the street. But from the hospital to El Roblar, that section does have a concrete median and that's what concerns arise. So yeah, the detour is bike lane. It's been specifically designed extra wide at 11 feet so that vehicles can drive down. And Tony showed the test we did with the two fire engines. They've got an older model of the, I think there's a little France. I grew up right next to where they build in France and unfortunately don't build them anymore but the extra wide engines They drove both down there and they gave us a full review of that.

And it went well, that detour. There's also detour using other side streets. I mean if my previous note there talks about a survey we've done here informally and I've been here for 10 years is we've never had a significant issue on Maricopa where the lanes were blacked About 13 years ago, there was a major water break in front of the hospital which caused an issue. But otherwise it hasn't been an issue and I hope it's not but if one of these highly unusual occurrences occur you can still besides using the bike lane you can use go up church or Cuyama as a way to get around as well as it shouldn't happen either side because coming from Hawaii we have that open median there's easy way to get around Another issue that comes up frequently is this emergency egress, about how would we get out of town in case of a fire like the Thomas Fire otherwise.

So most of us were here three years ago during the Thomas Fire and exit routes were to Ventura and Carpinteria. It'd be highly unusual to head for the mountains even if you had flooding or so and wouldn't head for the mountains. So that northerly route would be highly unusual And I think oftentimes you hear people compare paradise and paradise, I've studied it. They did do a lane reduction downtown. The lane reduction continues South and it has a four-lane roadway just South of the land reduction so it's not the same as ours. Ours is we stick with two lanes in all directions but they have four-laned highway just South of it which split into three separate roadways. And down on those roadways is where they had issues with trees burning and falling across and blocking the road, so it didn't have anything to do with the lane reduction downtown that's an unfair comparison.

So I want to highlight that this is a map that's informative just because it shows in yellow. That if you can see my cursor there's Ojai with a star downtown well it's two lanes in all directions yellow streets yellow roadways 33 north 150 to Santa Paula 33 to Ojai 150 Carpinteria With the mileage, you know tens of miles except down towards Ventura. There's one strip we're all aware in Oak View they're both similar at about 0.7 miles that's end-to-end.

We're actually not reducing the lane for maybe a tenth of an hour so maybe ours is 0.6 miles but this next so exiting Ojai Across Maricopa would be a highly unusual egress route and we did do a supplemental study that addressed this as well. And this slide also further discusses, this red dot here is the coffee connection which is very close to where Maricopa Hitzel Road are so when you put the directions from there to the intersection of 33 and 150 The distance you can see is shortest on Tico, but also La Luna and Rice. People know these are all alternative routes with more direct routes.

If somebody wanted to take 33, I think most people know it, you're heading to the east over the intersection and then down and around. So it's not necessarily a natural way to go for people who know it, so Miner's Oaks would tend to directly head south to exit Miner's Oaks. Ojai, this area would tend to move down to 150. So the use of that egress even to exit down toward Ventura and Carpinteria would be unlikely.

I wanted to just do a couple of highlights of the renderings. This is our rendering over by the meadows, you can see the school and the athletic field in this area. And you can see where we have the temporary Zebra DO planters they're a little unfortunate the appearance of them but this is what we would have as a concrete planter landscaping in it A tree planted just like we have planters, trees in the medians.

And these provide that shade for the bikes, cars, pedestrians and others. So it's a very attractive corridor. It tends to be calming and it tends to help with traffic in general. This is the existing situation. Admittedly quite a stark difference would be a plastic planner but that is the difference in lower cost project. So that's the intention is to show that we have a planter there, but in the future would be a permanent planter landscape can grow. You can even see on the other side of the road where we had committed not to put trees.

We committed to recommending that as a final council recommendation, not having trees because there was some concern by the sanitation district who has the main line over there in the main path that it possibly could tap the roots down. So there's the existing condition, right? The two lanes plus a shoulder. And I should highlight as well that if you drive here you'll see all these old signs that said no parking. They've never been heavily enforced they've never really been needed to park and i think we all know on July 4th there's a lot of people parking out there So here's another rendering up next to Charlie stop and across from the hospital.

And you can see what happens up here where we've got a two-way bike lane and we've got a striped off zone to actors above her so this one is really very open you can see in some emergency situation here, even though we have the restraint of the center median there's a lot of room to pull over and For emergency vehicles to get by it. And you can see the existing demonstration out there now that's trying to show what it's like a significant differences, these small armadillo delineators are they were allowed by Caltrans in the demonstration but in a permanent project they are I've never permitted these, so it would be a significant effort and they really are saying okay for the demo. They'd like to see how they work but they've never permitted and they're inclined to not allow them for permanent projects.

So that would take it back to this look without the umbrellas out there. And that was the existing condition before the demonstration with two full wings. And so getting into the modifications for the demonstration or permanent project. There's three primary recommendations for Council one is to continue the demo with minor modifications, two is to continue the demo with substantial modifications and three is to revise the design To the pre-demo four-lane configuration with separated bike lanes along the curb. An important note on that is only way you can provide bike lanes next to two lanes, is you cannot provide parking turn lanes or the school drop off zone there's simply not enough room out there so that approach was not recommended by staff in order to get the most traffic calming and bicycle and pedestrian benefits The expected benefits of this lane reduction and rework of the entire Maricopa as well as the rest of the project, crossing two lanes, as I mentioned earlier is safer than four.

And then the pedestrian is exposed to just a single lane or possibly a turn lane so it's significantly less exposure which is where the risk comes in. Additionally when people pass sometimes you see one car stop and the other car speeds by and sometimes you can't see him but first car blocks it The bikes obviously get that reallocated space and get a protected, separated bike lane.

The cars and vehicles when you're exiting in the driveway it's much easier to judge one lane in each direction than two lanes in each direction and a car speeding by. And I live on Creek Road and often when I leave Creek Road towards Ventura The great example of that, you look left and Arnaz Ranch is right there. And there's a single lane opens in two. And oftentimes there's a car slingshotting by. You'll see the one car and you think you're okay. And then other cars whipping by right to the side of it. It was kind of a good example of how that can be.

The counter traffic no passing lane at limit speed and confinement of that tends to count traffic as well. There is disadvantages, you're not able to pass so if there's someone going slow or if you're in a hurry and cannot pass. And there's a confined field to that narrow lane, so that is a common way of traffic to narrow lanes and so that bothers some drivers.

It is also the turning lane into street or driveway may slow the primary and that's actually a primary recommendation we have so with just one main. We there's a turn lane provided in certain locations like into school stuff on church, but other locations don't have that that can make people feel anxious if someone's riding behind them tightly and so, and then dwell time is a discussion for the term used for when you're waiting to enter the roadway.

If you, how many seconds you wait for the dwell time. So they're waiting for a gap in the traffic so you can have with heavy traffic on Ojai Avenue to see it keeping in mind Ojai Avenue traffics are double or triple what they are in Maricopa but I think we know when you leave you try to enter Ojai Avenue from south sometimes you can wait because there's not gaps in traffic. So that's being measured by these traffic technology, the numinant traffic technology at this point there's no indication of change I don't think there's heavy enough traffic coming in from the side streets that you would notice that.

And, I think an important point that might get missed here is the four lane road width is not going anywhere. The curb-to-curb width is gonna stay exactly how it is so if in the future there was development up in the Ojai Valley or at the Carty lot over there, their vacant lot became a big shopping area and there was a high demand for some reason This road's not going anywhere. The curb is there with the asphalt there for the vast majority of it, with very small pockets removed from landscaping pockets as well as the curb extensions but it's all there and it would not be a minor cost but you know reasonable cause to retrofit it back to the 4-lane so if that was decided in 5 10 20 years that the old four lane road we miss it can always go back to So immediate modifications was remove every other planter we've already done most of that.

That provide more room so people don't have backup parallel part, even before with a 40 foot gap they didn't The two way bike lane signage was not clear enough, so we added some warning the bikes to look for the cars at the exit and the cars look for the bikes. And where the two-way bike lane presently ends help clarify that. We have the brighter green paint you see out there, and you see the solid green start of the bike lane in certain locations where it might be confusing. A car might think it's a travel lane for the car with bright green there. And we're still adding that.

We've adjusted some delineators to help with the U-turns and the right turns, and we've added reflectors above some of the planters. This is a good example heading northbound, the right at Pirie. And this was a little confusing because just before it here there's a trolley turnout so that trolley turnout opens up and then we've got the right to Pirie so we're looking at modifying this to provide So we're looking at a turn lane here. So it's just below the standards for Caltrans, but turn lanes are often substandard. The primary lane is where you keep the higher widths. So we're looking at a turn lane there and we're looking at more turn lanes at Pirie and wherever else we can put them. For instance, at Vallerio, then Franklin Store, Vaughan and so on.

Removing the delineators in some areas to help with parking and see if we can shift and make the parking stalls wider. And, uh, we're also looking at removing all the parking between Church Road and Y. There's no demand in that area that ever has been so that would free up space for these turn lanes. And redoing the U-turn lanes. So here's a good example as you approach the vines. We can tighten this up.