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From YouTube: Transportation Commission - July 28, 2022
Description
This meeting will include discussion and possible action on: Local Road Safety Plan - Safety Countermeasure Toolkit, Albany Sidewalk Repair Program, Preliminary Discussion of Adding Shared Scooter Regulations into the Albany Municipal Code, and Update on Draft Parklet Program Guidelines.
Link to Agenda and Supporting Documents can be found on the Meeting Agendas page.
https://www.albanyca.org/our-city/kalb-community-media/public-meeting-video-and-agendas
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Members of the public may submit comments in writing by emailing the Commissioners directly at TC@albanyca.org with the agenda item identified in the subject line of the email or by mail to City of Albany – Transportation Commission Liaison, 1000 San Pablo Avenue, Albany, CA 94706. All written comments received by 12 PM on the day of the meeting will be posted on the City website in advance of the meeting.
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A
D
C
A
Thank
you.
The
city
of
albany
recognizes
that
we
occupy
the
land
originally
protected
by
the
confederated
villages
of
the
jean.
We
acknowledge
the
genocide
that
took
place
on
these
lands
and
must
make
strides
to
repay
the
moral
debt
that
is
owed
to
this
indigenous
people,
specifically
the
ohlone
tribe.
A
We're
not
able
to
discuss
these
items,
and
we
ask
that
you
keep
your
comments
to
three
minutes
each.
In
order
to
make
comments.
Tonight
we
ask
that
you
use
the
raise
your
hand,
feature
on
your
phone
or
on
your
computer
and,
if
I
remember
correctly,
it's
star
9
on
a
phone
and
the
raised
hand
features
at
the
bottom
of
your
screen
on
a
computer.
A
A
A
A
E
A
A
C
A
A
D
A
This
is
really
is
part
of
a
significant
increase
in
all
traffic
fatalities
that
happen
during
the
pandemic.
Despite
much
lower
traffic
miles,
traveled
and
they're,
estimating
that
in
2021
there
will
be
an
11
to
13
percent
increase
in
fatalities
of
pedestrians
noted
and
that's
from
some
numbers
that
have
been
available
and
that'll
firm
up
later,
and
the
report
notes
that
speed
is
is
one
of
the
most
important
factors
in
these
fatalities,
and
I
thought
it
was
important
to
bring
that
to
the
the
note
of
both
the
commission
and
our
public
commissioner
peng.
F
I
would
like
to
make
a
note
to
item
four
slash
two
about
the
asphalt
art
in
our
last
session.
Many
people
coding
regarding
the
speeding
and
safety
and
they
are
seeing
their
debates
between
residents
of
albany.
Should
we
putting
more
sign
or
should
we
not?
You
know
these
are
good
recommendations
to
reduce
the
speed
and
increase
people's
awareness
of
the
safety.
F
I
think
this
will
greatly
engage
families
of
albany,
especially
family
with
kids,
but
that
doesn't
exclude
anyone
who
are
interested
in
art
to
paint
on
the
intersection
that
will
cause
people's
attention
and
also
this
is
a
good
chance
to
educate
people
of
safety,
and
also,
I
want
to
mention
that
I
think
there
are
many
residents
are
emailing
saying:
when
can
they
get
the
speed
bump
there?
So
I
think
there's
a
process.
I
will
take
probably
take
some
time.
We
have
a
limited
budget
and
we
have
a
certain
process
to
follow.
F
So
maybe
maybe
this
is
me
just
guessing
applying
some
painted
intersection
might
be
a
faster
and
cheaper
way.
The
other
cities
that
I
worked
with
it's
around,
like
five
thousand
dollars
to
have
each
one
done
and
then
based
on
online
estimate.
Speed
table
is
around
half
thousand
dollars.
So
that's
just
a
reference.
Don't
quote
me
on
that,
but
it's
just
my
finding
and
it's
also
it's
a
very
interesting
report.
I
encourage
everyone
to
read
it
thanks.
A
A
B
Yes,
so
I'm
just
bringing
up
our
consultant
corey
peterson.
Now
I
think
you
all
will
remember
corey
from
his
presentation
to
us
last
month,
describing
the
draft
emphasis
areas
of
the
local
road
safety
plan
and
he'll
be
telling
us
a
bit
more
about
the
updated
work
on
the
plan.
So
far
and
I'll
just
note
before
he
starts
he's
gonna
be
talking
about
some
of
the
the
draft.
B
G
C
G
Perfect
good
evening,
everyone
thanks
thanks
again
for
having
me
back,
it's
good
to
see
all
of
you
here
to
talk
about
the
local
roadway
safety
plan.
So
I
think
what
I'll
do
is
I'll
kind
of
run
through
a
little
bit
on
some
of
the
stuff
that
we've
talked
about
before
for
just
a
refresher.
If
anybody
from
the
audience
is
listening
for
the
first
time,
they
can
kind
of
see
a
little
bit
about
what
the
project
is
and
what
we've
been
working
on.
G
I
also
wanted
to
touch
on
some
additional
collision
analysis
that
we've
done
in
response
to
both
your
comments
and
discussions.
We've
had
with
city
staff
kind
of
report
back
on
that
and
then
overview
the
draft
emphasis
areas
that
were
presented
last
time
and
then
we'll
dig
into,
as
michelle
mentioned,
some
of
the
countermeasures
that
we've
been
looking
at
and
get
get
your
feedback
on
those.
G
So
as
far
as
where
we
are
in
the
process,
we
are
starting
to
venture
deeper
into
the
into
identifying
specific
countermeasures
that
we're
going
to
be
looking
at.
So
that's
kind
of
where
we're
at
at
this
point.
The
last
step
in
the
plan
will
be
to
develop
safety
projects
and,
like
michelle
said,
that's
when
we're
going
to
start
to
get
into
specific
locations,
particularly
the
ones
that
we've
identified
as
high
injury
in
previous
tasks.
G
So
one
change
that
we
made
to
our
proposed
emphasis
areas
is
we
had
proposed
at
the
time
to
do
improving
intersection
safety
we've
since
we've
since
refined
that
to
improve
unsignalized
intersection
safety
after
kind
of
digging
into
the
data
a
little
further
we're
finding
that
a
pretty
large
majority
of
collisions
are
actually
happening
at
non-single
s
intersections.
So
we
revise
that
emphasis
area
to
focus
in
a
little
bit
more
on
these
unsignalized
intersections
to
try
and
address
collisions
that
are
happening
there.
G
We
also
looked
a
little
deeper
into
some
of
the
pedestrian
and
bicycle
collisions
that
have
been
happening,
particularly
at
what
was
causing
them.
So
what
we're
finding
is
that
for
pedestrian
collisions,
they're,
primarily
occurring
in
crosswalks
intersections,
the
data
does
have
attributes
that
kind
of
tells
you
whether
the
pedestrian
was
crossing
on
a
crosswalk
or
was
crossing
mid-block.
You
know
not
in
a
crosswalk,
in
other
words,
they
were
jaywalking
or
whether
they
were
otherwise
in
the
road.
G
We
found
that,
for
the
most
part
pedestrians
who've
been
crossing
in
crosswalks
when
they're
when
they've
been
hit
and
then
for
the
most
part
vehicles
violating
pedestrian
right-of-way
has
been
causing
these
pedestrian
collisions
as
well
as
21
that
were
caused
by
a
pedestrian
violating
a
vehicle's
right-of-way
bicycle
collisions.
We
didn't
see
a
very
clear
trend
as
to
what
was
causing
bicycle
collisions.
Specifically,
the
highest
category
was
an
automobile
right-of-way
violation
which
indicates
that
the
bicycle
violated
the
vehicle's
right
of
way
that
was
18.
G
So
the
the
categories
were
pretty
mixed,
not
not
a
super
one,
clear
trend
of
any
one
category.
For
the
most
part,
the
party
it
falls
in
the
accident
was
proceeding
straight,
so
this
wasn't
for
the
most
part.
Cars
that
were
making
turns.
Most
of
them
are
proceeding
straight
on
a
segment
we're
also
seeing
that
they're
all
occurring
at
intersections,
or
at
least
within
250
feet
of
one.
G
So
as
you
can
see
for
the
most
part,
with
the
250
feet,
methodology
that
we
are
we've
been
using
on
the
plan,
pretty
much
all
collisions
happened
to
intersections
when
we
looked
only
at
zero
feet
methodology,
we're
seeing,
you
know,
still
a
lot
of
intersect.
You
know
a
lot
of
intersection.
Collisions
is
still
the
majority,
but
you
can
see
that
there's
a
pretty
pretty
big
difference
between
the
two,
so
next
I'll
kind
of
wanted
to
go
over
update
on
the
community
comments
coming
in
from
the
project
website.
G
So
as
a
couple
days
ago,
we
had
up
to
100
480
responses.
If
I
remember
correctly,
we
were
around
somewhere
around
420
or
30
last
time,
so
we've
increased
by
about
50
or
60.
In
the
last
month,
here's
a
summary
of
the
of
the
comments
we've
been
seeing.
For
the
most
part,
the
categories
in
terms
of
you
know,
in
terms
of
the
most
common
categories,
haven't
changed
much
still
seeing
a
lot
of
comments
on
visibility
and
lighting
on
speeding
and
intersection
safety
by
compete.
G
Safety
also
a
lot
of
comments
on
solano
and
moran
and
san
pablo.
One
thing
that
was
requested,
though,
is
that
we
kind
of
compare
some
of
the
the
biggest
concerns
that
we're
seeing
and
compare
it
to
the
traffic
data.
So,
for
example,
the
most
the
the
category
that
that
residents
are
most
concerned
about
was
like
visibility
and
lighting
or
driving
through
curves
we're,
seeing
that
it's
pretty
consistent
with
the
number
of
collisions
that
we're
seeing
at
night.
G
Similarly,
20
percent
of
collisions
city-wide
caused
by
unsafe
speed,
we're
seeing
roughly
the
same
percentage
of
comments
coming
in
about
speeding
again
and
also
bicycle
pedestrian
safety,
ranked
pretty
high
on
the
list
where
we're
seeing
44
percent
of
our
ksi
collisions
involving
a
pedestrian
or
bicyclist.
So
the
what
we're
seeing
is
that
the
the
data
that's
coming
in
is
relatively
consistent
with
what
we're
seeing
on
you
know
in
terms
of
percentages.
G
For
for
what
types
of
collisions
are
occurring,
I
will
say
that
you
know
for
the
concern
of
visibility
and
lighting
being
the
top.
You
know
top
concern
among
residents
comparatively
to
the
percent
of
nighttime.
Collisions
might
be,
it
might
be
a
little
high,
but
for
the
most
part
we're
seeing
a
relatively
proportionate.
G
You
know
the
data
kind
of
matching
with
what
we're
seeing
from
the
community,
so
just
to
kind
of
just
this
is
just
all
refresher.
I
wanted
to
pull
up
the
high
injury
network
maps
one
more
time,
just
to
kind
of
remind
you
what
intersections
and
segments
were
included,
and
so
you
can
see
that
san
pablo
right
through
the
city
was
the
highest
scoring.
G
D
G
Sorry,
my
office
overlooks
a
street
that
people
obviously
love
to
speed
so
because
we
better
get
working
on
addressing
that
anyway.
So
san
pablo
brighton
was
our
number
one
intersection
and
then
we
also
are
looking
at
san
pablo's
as
the
top
segment
for
bicycle
and
pedestrian
collisions
as
well
draft
emphasis
areas
again.
G
This
is
what
we're
presenting
on
last
time
we
updated
the
intersection
safety
to
unsignalized
and
the
rest
of
them
were
looking
at
broadside
collisions
rearing,
collisions,
addressing
improper
turning
violations,
addressing
bicycle
and
pedestrian
safety
and
improving
collisions
on
san
pablo
avenue
all
right.
So
now,
I've
kind
of
gotten
through
that,
let's
start
talk
about
some
of
the
new
stuff.
G
There's
three
different
types
of
countermeasures.
These
are
countermeasures
that
can
be
used
to
apply
for
the
highway
safety
improvement
program,
grant
from
caltrans
they're
divided
into
a
signalized
intersection,
countermeasures,
non-signalized
and
then
roadway
segment,
countermeasures
that
are
intended
to
be
for
locations
that
are
away
from
intersections.
G
So
starting
with
the
signalized
intersections.
Our
recommendations
are
focusing
around
adding
lighting
or
improving
the
signal.
Hardware
and
upgrading
the
timing,
also
looking
at.
If
you
have
a
signal
that
is
pedestal,
mounted
converting
it
to
a
mass
storm
or
providing
a
protected
left
turn
phase,
also
putting
in
striping
improvements
or
putting
in
advanced
stop
bars
before
the
crosswalk.
G
Caltrans
has
been
doing
these
retroflective
borders
a
lot
as
have
many
cities
across
across
the
bay
area,
so
installing
those
retro-reflective
borders
on
the
back
plates
help
it
more
be
more
visible
at
night.
Improving
pavement
friction
can
help
in
wet
road
conditions,
helping
to
bring
drivers
to
a
stop
in
those
in
slippery
conditions.
G
G
For
unsignalized
intersections,
these
were
primarily
focusing
on
a
lot
of
signing
and
striping
improvements,
putting
in
some
lighting
also
considering
many
roundabouts
and
looking
at
installing
flashing
beacons,
either
at
or
in
advance
of
an
intersection,
improving
sight
distance.
In
some
cases,
brewing
site
distance
is
a
pretty
low-cost
countermeasure
that
can
have
a
pretty
big
impact,
especially
if
your
site
distances,
you
know,
trimming
down
some
trees.
G
You
know
bushes
or
trees
that
can
help
drivers
to
see
as
they're
turning
out
onto
a
major
street,
putting
in
some
raised
medians
or
splitter
islands
that
help
to
try
to
channelize
traffic
and
discourage
unsafe.
Turning
movements
raised
meetings
for
refuge,
islands
as
well
for
pedestrians
and
putting
in
those
those
rectangular
rapid
flashing,
beacons.
G
Upgrading
signs,
particularly
larger
ones,
fits
on
arterial
with
high
speeds
and
upgrading
the
intersection
pavement
markings
and
then,
lastly,
for
the
roadway
second
countermeasures
here,
we're
looking
at
installing
lighting
or
if
there's
areas
where
there
could
be
a
road
diet,
reducing
travel
lanes
down
to
three
and
putting
in
bike
lanes,
adding
in
separated
bike
lanes,
upgrading
pedestrian
crossings,
either
mid
block,
as
well
as
the
rfbs
again
and
installing
object
markers,
which
can
help
with
hit
object.
Collisions
upgrading
signs
with
retroflectivity
is
also
a
really
important
one.
G
It's
definitely
it's
it's
one
of
those
things
where,
like
you
know,
it's
a
really
kind
of
like
it's,
not
it's
not
a
huge
flashy
project,
but
it's
it's
one.
That's
really
effective!
It's
needed
to
go
through
and
check
all
your
signs
and
figure
out
how
reflective
they
are.
Can
can
they
be
seen
well
at
night
that
can
help
to
help
to
increase
visibility
of
intersections
people
approaching
various
features
to
be
able
to
see?
G
You
know,
mid
block
crossings
as
well
as
those
rfps
and
installing
separated
bike
lanes
for
non-engineering
strategies,
and
I
know
I
kind
of
went
over
some
of
these
a
little
bit
last
month
with
our
emphasis
areas,
but
a
lot
of
it
is
looking
at.
What
can
we
do
for
public
information
campaigns
or
by
competitive
safety
campaigns,
particularly
safe
routes
to
school
programs
that
can
help
to
kind
of
educate
drivers,
and
also
kind
of
you
know
have
like
those
information
campaigns
like
you
know,
a
lot
of
chp
does
a
lot
of
you
know.
G
Anti-Drunk
driving
campaigns,
you
know
or
anti-you,
know
texting
while
driving
campaigns.
I
also
included
implementing
some
tactile
urbanism
projects
as
well.
That's
a
great
way
to
kind
of
educate
drivers
and
pedestrians
on
using
facilities
that
might
be
a
little
bit
new
to
the
area,
also
a
great
way
to
build
a
community
doing
like
a
public
art
project.
I
know
that
was
something
that
would
have
been
requested
from
the
commission
at
the
last
meeting.
So
we
wanted
to
make
sure
to
include
that
as
well.
G
G
So
with
that,
what
I'd
like
to
do
is
I
just
wanted
to
kind
of
pose
a
question
to
the
commission
that
maybe
could
help
to
focus
the
discussion
so
well.
I
think
what
we're
looking
for,
for
myself
and
and
staff
as
well
is
kind
of
like
what
what
improvements
should
we
be
focusing
on
so
I've
kind
of
thrown
a
lot
of
a
lot
of
different
improvements
at
you
guys,
but
I
kind
of
wanted
to
get
a
sense
of
you
know.
G
G
I
think
that
you
know
this
is
kind
of
what
we're
seeing
based
on
the
data
based
on
what
we've
seen
from
the
community.
We
want
to
get
your
eyes
feedback
on
wood.
You
would
like
to
see
prioritize
kind
of
on
a
broader
scale
citywide,
so
I
will
end
my
presentation.
There
answer
any
questions
and
open
it
up
for
commission
discussion.
A
A
A
G
Yes,
so
pedestrian
right-of-way
violation
is
when
a
the
right-of-way
belongs
to
the
pedestrian
and
the
vehicle
violates
it.
So,
for
example,
that
could
be
a
pedestrian
crossing
and
a
crosswalk
and
the
pedestrian
clearly
is
you
know
far
ahead
into
the
intersection.
Has
the
right
of
way
the
car
has
to
yield
to
the
pedestrian,
but
does
not
a
pedestrian
violation
is
when
the
pedestrian
violates
the
vehicles
right
away
and
one
example
off
top.
G
A
F
G
So
so
in
general,
this
item
would
include
comments
related
to
you
know:
visibility
at
intersections
while
turning
you
know
it
could
be
sight
distance
issues,
it
could
be.
You
know,
issues
of
lighting
at
night.
Potentially
there
are
some
situations
where
you
know
cars
felt
unsafe,
driving
on
curves
as
well.
That's
that's
kind
of
the
high
level,
at
least
it's
it's
primarily
side,
distance
and
lighting
issues.
G
A
A
F
So,
thank
you.
So
that's
actually
my
question
too.
I
mean
I
was
assuming
that
when
people
say
I'm
concerned
about
visibility,
part
of
the
concern
is
that
they
can't
they
don't
have
a
clear
vision
at
the
intersection,
because
in
some
of
the
intersections,
if
I
remember
right,
there
are
still
parked
cars
so
parked
cars
can
have
great
impact
on
people's
visibility,
especially
if
the
intersection
is
connecting
to
street
upgrade.
F
So
I
didn't
see
that
in
your
account
countermeasure,
maybe
we
should
do
a
survey
of
the
not
survey,
but
I
don't
know
its
approaches,
but
take
a
look
at
the
intersection
in
albany
and
find
out
if
we
have
cleared
enough
space
for
non-parking
at
the
intersection.
That's
just,
I
think,
that's
the
most
cost
effective
way
of
increase
visibility
and
also
one
second.
F
G
So
so,
to
the
first
point
about
the
the
sight
distance:
yes,
that
red
curving
is
something
that
we
can
do
using
a
side,
distance,
counter
measure
which
we've
included.
So
that's
something
that
we
can
definitely
be
looking
at
is,
if
there's
opportunities
for
red
curving
in
some
of
these
locations
to
help
increase
site
distance.
F
Traffic
camera,
so
basically,
whenever
people
speed,
so
they
just
automatic
around
a
red
light,
they
automatically
take
the
plate
number
and
send
them
a
bill.
I
think
what
I
read
is
in
new
york.
They
effectively
reduced
a
lot
of
speeding
and
traffic
violations
and
then
also
they
made
a
lot
of
money
out
of
it
right.
A
Let
me
just
add
here
that
we
have
a
long-term
project
in
albany
to
to
daylight
the
corners
of
intersections
and
increase
the
red
space
to
to
a
better
standard
than
we've
been
rolling
out
slowly
over
the
over
the
city.
So
that's
actually
an
ongoing
effort
already
here
that
you
might
not
be
familiar
with
commissioner.
G
We'll
look
into
those
yeah
and
to
the
red
light
and
speeding
cameras.
I
I'm
pretty
I'm
pretty
sure
off
top
my
head.
The
speeding
cameras
are
not
legal
in
california,
but
I
need
to
double
check
that
to
make
sure.
But
if
it's
the
obviously
red
light
cameras,
we
can
definitely
look
at
that,
but
I
think
speeding
cameras
are
not
legal
in
california.
C
I
don't
think
I
have
any
questions,
but
I
will
just
chime
in.
I
know
for
certain
that
speed
cameras
are
not
legal
in
california.
The
assembly
bill
to
contemplate
making
them
legal
in
a
limited
number
of
cities
died
in
commission
was
never
voted
on
by
the
state
legislature
last
time.
So
that's
something
that
if
we
were
interested
we
could
advocate
for,
but
it's
not
an
option
at
this
time.
A
Great
so
my
question
start
with
thank
you
for
analyzing
the
zero
intersection
collision
data
and
it
turns
out
to
be
about
forty
percent
versus
sixty
percent
of
interceptions.
That's
pretty
sizeable!
Now,
I'm
curious.
I
understand
that
the
caltrans
specifications
are
pretty
specific
and
and
that's
great,
but
not
all
the
grants.
Apparently
we
will
be
applying
to
are
under
those
rules
and
I
think
we'd
love
to
have
a
better
understanding
of
you
know
where
intersection
treatments
are
prioritized
versus
where
mid-block
treatments
should
be
prioritized.
A
A
G
G
Maybe
it's
maybe
to
better,
clarify
and
understand
what
I
think
you're
asking
so
you're
asking
basically
for
like
public
comments
for
issues
that
may
not
be
reflected
in
the
observed
data
so
like
in
theory,
for
example,
on
solano
avenue
residents
are
concerned
about
lighting,
but
we
don't
see
a
lot
of
nighttime
crashes
on
solano.
Is
that
what
you're
saying.
A
For
example,
yes
or
you
know,
I
noticed
some
dots
in
places
that
are
completely
different
than
what
you
have
on
the
statistical
data
analysis
map
and
I
think
that's
a
large
part
of
what
I
understand
that
the
caltrans
requirements
are
are
specific
about
the
data
that
comes
from
the
statistics,
but
as
a
as
a
city.
I
think
we
want
to
be
cognizant
of
going
a
little
bit
beyond
that
and
finding
places
that
aren't
showing
up
in
the
data.
G
A
G
So
reducing
lane
width-
I
don't
think,
is
called
out
specifically,
but
even
if
it's
not
called
out
as
a
specific
countermeasure
for
caltrans,
we
can
still
put
that
you
know
in
the
toolbox
and
in
the
report
we
we
are,
we
are
bound
somewhat
to
you
know
include
those
those
countermeasures,
because
that
is
kind
of
the
format
of
the
lrsp,
but
that
does
not
preclude
us
from
recommending
other
things
to
so
I
I
will.
I
will
caution,
say
that
a
lrsp
is
not
a
traffic
calling
program.
G
So
it's
not
really
intended
to
address
speeding
like
on
residential
streets.
We
mostly
focus
a
lot
on
arterials.
That
being
said,
there's
nothing
against
you
know
recommending
you
know
some
trip
to
traffic
calming
in
traffic
calming
solutions
that
could
help
to
reduce
speeds.
On
some.
You
know
higher
speed,
roadways.
Of
course
you
know
some
of
the
segments
and
the
intersections
that
are
on
the
high
injury
network.
Here
are
our
residential
streets,
and
so
maybe
traffic
calming
would
be
appropriate.
So
the
answer
is
a
lot
of
them
aren't
necessarily
in
in
the
caltrans
list.
A
Seeing
none
we'll
go
ahead
and
open
this
up
for
public
comment.
We
haven't
had
any
public
comment
yet
this
evening,
so
I
should
remind
people
use
the
raise
hand
feature
at
the
bottom
of
your
screen.
I
see
we
have
at
least
one
person
interested
and
I'll
turn
it
over
to
staff
to
manage
the
public
comment.
H
H
So
the
way
I
see
it
is
we
spend
so
much
money
and
people
don't
really
see
any
change.
I
mean
even
the
speed
limit
on
solana.
We
reduce
the
speed
limit
to
what
20
miles
an
hour
still
haven't
seen
signs
yet
so
when
are
we
going
to
get
signs,
let's
say
20
miles
an
hour
on
solano
I
mean
we've
got
the
15
mile
an
hour
recommended
how
many
are
there
two,
but
you
can
only
see
them
going,
what
down
solano
or
I'm
sorry
west
or
whatever
they
you
look
at
it.
H
H
H
That
tree
we
got
to
where's
arborist
at
our
arborist
should
be
focusing
on
safety.
First,
I
saw
him
today
driving
down
solano
with
a
full
pickup
truck
of
maple
leaves,
I
don't
know
you
know
what
that
might
have
been
liquid
amber
leaves,
but
we
need
to
get
these
trees
maintained
around
our
crosswalks
number.
One.
H
You
know
that'll
help
with
the
lighting.
It's
just
trees
are
blocking
it
and
gordo's
is
such
a
hot
intersection
right
there,
people
crossing.
I
don't
see
anybody
doing
anything
about
that.
Darn
tree
I
would
like
to,
and
I
just
sent
the
email.
We
had
a
great
presentation
by
the
way,
whoever
that
was
was
really
good.
I
really
enjoyed
that
presentation.
H
H
A
A
A
F
F
G
The
the
lrsp
would
make
the
city
eligible
to
apply
for
certain
grants,
one
of
which
is
the
highway
safety
improvement
program
through
caltrans,
but
more
recently,
actually
mtc
has
started
making
a
requirement
to
be
qualified
for
obag
funds,
which
is
the
the
federal
funds
that
get
dispersed
every
few
years.
I
think
to
cities
and
counties
throughout
the
bay
area.
So
there's
not
funding
specifically
attached
to
the
plan,
but
it
does
make
the
city
eligible
to
go
after
such
funding.
F
G
C
C
As
commissioner
peng
mentioned,
daylighting
of
intersections
is
a
relatively
low
cost
item
with
red
curving
and
it
lasts,
and
once
you
do
it,
it
does
stay
around
for
a
fair
amount
of
time.
You
do
eventually
have
to
refresh
the
paint,
but
it's
not
getting
knocked
down
or
driven
over,
so
that's
more
durable
as
compared
to,
for
example,
the
in-road
yield
to
pedestrian
signs
that
unless
they're
on
a
median
or
an
otherwise
protected
area,
tend
to
get
knocked
down
a
couple
times
a
year
and
three
four
hundred
dollars
a
pop.
C
Your
maintenance
costs
go
pretty
significant
on
those.
So
I
think
all
of
that
would
be
really
good
information
as
we
pursue
funding
and
implementation
to
have
a
little
bit
of
guidance
on
there
to
help
us
kind
of
pick
which
things
are
going
to
get
us
the
most
bang
for
a
buck.
It
might
be
a
good
quick
strategy
to
roll
out,
but
overall
yeah
everything
that
I've
seen
on
the
list
looks
good
and
just
wanted
to
again
say
thank
you
for
the
presentation.
G
Great
thank
you
to
to
maybe
shed
a
little
more
light
on
the
benefit
cost
aspect
we
actually
are
going
to
be
doing
that
later
on.
That's
kind
of
our
next
step
is
once
we
start
looking
at
projects
for
specific
locations,
each
project
comes
with
a
benefit
cost
ratio
so,
and
that
and
that's
actually
it's-
we
use
the
the
each
grant
guidelines,
but
you
know
it
could
also
kind
of
give
you
an
idea
of
based
on
what
benefit
crash
reduction
benefit
you
would
get.
A
C
I
think
that
become
part
of
the
strategy
of
putting
together
the
project
packages,
because
the
if
each
of
the
countermeasures
has
a
certain
expected
outcome
statistically
that's
what
we're
you
know,
counting
as
the
benefit
the
cost
is
just
the
you
know
what
what
does
it
cost
us
to
implement
it?
So
you
know
structurally
within
this
framework.
That
is
something
that's
actually
pretty
easy
to
do.
C
So,
if,
if
then,
the
question
as
chairman
mccroskey
mentions,
is
to
sort
of
optimize
what
package
we
propose
then,
and
that
that's
that's
again,
part
of
what
we
need
to
figure
out.
Is
you
know
how
much
funding
are
we
likely
to
get?
And
you
know
yeah
something
might
have
a
great
benefit
to
cost
ratio,
but
if
the
actual
cost
is
too
high
to
be
competitive,
maybe
we
need
to
shoot
for
something,
that's
more
affordable
and
still
gets
us
most
of
the
benefit.
C
So
again,
if
there's
any
questions
around
that,
a
little
bit
of
guidance
would
be
good,
but
I
recognize
that
some
of
the
packages
may
seem
pretty.
You
know
straightforward
and
routine.
If
so,
that's
great
otherwise,
something
that
allows
you
know
the
commission
or
council
to
sort
of
pick
between
options.
If
you
see
that
there
are
reasonable
alternatives,.
A
Yeah,
because
the
the
next
part
of
the
process
is,
is
including
these
projects
in
actual
planned
projects
and
and
certainly
when
we
get
to
the
atp
process,
we're
prioritizing
a
large
number
of
projects
over
time,
and
we
want
to
look
for
things
where
we
can
get
the
biggest
bang
for
our
buck.
So
yeah
certainly.
A
D
I
I
The
survey
that
I
described
more
in
detail
in
the
january
commission
meeting
and
I'll
kind
of
just
map
out
where
all
those
critical
repair
locations
are
for
a
visualization
and
then
after
we've
established
that
we'll
kind
of
get
into
what
we
think
is
the
most
effective
plan
for
prior.
You
know
for
repairing
all
these
critical
repair
locations
through
2023
and
then
hone
in
on
the
phase
six
scope.
That
would
start
in
this
fall.
I
So
in
january
I
presented
to
the
commission
a
summary
of
beneficial
designs,
comprehensive
sidewalk
survey,
so
real
quick,
you
know
we
did
a
full
city-wide
sidewalk
survey
through
beneficial
designs.
They
kind
of
specialize
in
ada
compliance
it's
completed
last
year,
just
before
we
went
out
for
the
phase
four
repair
cycle
and
their
data
consisted
of
shape
files
in
excel
data
for
all
those
attributes.
I
Station
data,
which
is
just
general
line,
data
on
our
sidewalk
segments,
but,
more
importantly,
was
the
features
data
set.
This
is
point
data,
so
very
detailed
information
on
sidewalk
issues
at
a
particular
xy
location
and
again
this
was
already
presented
in
january
2022.
So
I'm
not
really
going
to
get
into
it
too
much.
I'm
just
going
to
kind
of
focus
on
the
main
data
features
for
the
sidewalk
repair
program,
which
are
the
no
fest
path
of
travel,
feature,
non-planar,
pedestrian
access
route
feature
and
briefly,
the
vertical
discontinuities.
I
I
For
example,
we
have
a
vertical
discontinuity
and
a
horizontal
opening
or
two
different
types
of
vertical
discontinuities,
and
what
we're
labeled
as
a
critical,
no
bpot
is
right,
lift
in
that
category
if
they
have
at
least
one
two
inch
or
greater
vertical
discontinuity,
non-planar
pedestrian
access
routes.
This
wasn't
as
discussed
in
january.
I
I
It
generally
is
relating
to
where
we're
seeing
tree
upheaval,
so
the
flag
of
concrete
itself
might
be
in
good
condition,
but
what's
having
a
lot
of
cross-slope
or
grade
issues
that
make
it
very
difficult
to
get
through,
especially
for
people
with
disabilities
or
mobility
issues,
and
what
we're
considering
in
critical
no-par
is
where
there's
a
two-inch
offset
and
at
least
and
greater
than
an
8.3
grade.
This
is
the
kind
of
ada
limit
for
what
a
ramp
is
allowed
and
I
just
want
to
be
clear,
offset
and
vertical
discontinuity.
They
are
two
different
things.
I
Vertical
discontinuity
is
a
two
inch
lift
in
the
path
of
travel
on
the
sidewalk,
whereas
because
of
the
way
that
the
no
pirs
look
that
you
know
it
might
be,
it
might
go
straight
up
so
you're
not
seeing
that
straight
discontin.
You
know
a
very
obvious
discontinuity,
so
they're,
comparing
it
to
the
curb
level.
So
the
two
inch
offset
for
the
note
pars
is
relative
to
the
curve
where
it
should
be
the
con
where
it
should
roughly
conform
and
another
feature.
I
I
I
They
were
very
confined
to
the
edge
of
sidewalk,
where
you
have
still
have
a
best
path
of
travel
about
five
of
them
were,
I
did
reclassify.
I
think
there
was
a
little
issue
with
when
they
categorized
them,
but
otherwise
they
did
a
pretty
good
job
at
where
we're
seeing
greater
than
three
inch.
It
was
already
classified
as
no
pest
path
of
travel
if
it
was
a
critical
issue.
I
So,
to
kind
of
help
visualize
what
these
features
look
like.
The
top
is
an
example
of
a
greater
than
three
inch
vertical
discontinuity
that
I
reclassified
as
a
critical,
no
best
path
of
travel,
because
you're,
seeing
a
linear
discontinuity
here,
you're
seeing
a
non-planar
pedestrian
axis
dresser
here,
with
this
flag
lifted,
like
that
and
you're,
also
seeing
a
greater
than
you
know,
two
inch
vertical
discontinuity
here.
I
But
it's
tough
to
see
from
these
photos,
especially
here
where
this
is
actually
18
grade.
So
this
is
pretty
much
impossible
to
navigate
if
you're,
using
any
kind
of
walking
assistance
device
or
you're
in
a
wheelchair,
or
even
if
you
generally
just
have
some
limited
mobility.
This
is
a
pretty
difficult
path
to
travel,
even
if
it
visually
doesn't
look
like
it.
I
I
We
wanted
to
make
sure
that
beneficial
designs
was
accurately
categorizing
these
locations.
I
wanted
to
make
sure
that
those
measurements
were
correct
and
in
some
cases
I
wanted
to
remove
them
from
the
critical
list.
If
you
know
they
were
misclassified
or
they
were
already
repaired,
and
so
at
the
end
of
this
process
we
had
our
final
critical
repair
list.
I
You
know
if
they
were
repaired
during
phase
four
or
the
property
owner
had
since
done
a
repair.
They
were
misclassified
we're
not
really
we
we
measured
out
and
we
didn't
see
that
two
inch
discontinuity
offset
or
the
grade
wasn't
as
extreme
as
they
they
had.
You
know
recorded
in
their
data
set
and
the
third
reason
would
be
if
it's
not
feasible.
This
one
was
pretty
rare
generally,
if
there's
a
property
owner
attention.
I
If
there's
an
issue
on
the
private
side,
you
know
beyond
the
back
of
sidewalk,
that
needed
to
be
fixed
first
or
within
the
right-of-way.
For
example,
a
private
sewer,
lateral,
the
upper
sewer
lateral
if
it
was
failing
or
they're
having
issues
or
tweaking.
We
obviously
don't
want
to
come
in
and
do
the
repair
at
this
time
until
that's
addressed,
because
it
would
begin
failing
again
and
albany
hill.
I
I
I
I
For
example,
if
it's
a
near
a
curb
ramp
con
form
during
a
paving
project,
we're
doing
curb
ramp
upgrades
we'll
just
get
it
we're
going
to
it's
more
feasible
for
us
to
do
it
then.
Similarly,
if
there's
a
private,
you
know
large
private
development
going
in
and
they're
going
to
be
redoing
the
sidewalks
in
a
short
period
of
time.
I
I
I
So
we're
you
know,
multiple
issues
might
be
at
a
single
property
or
one
issue
might
extend
two
properties
just
there.
There
might
be
times
when
you
know
at
the
end
of
the
repair
phase,
we're
saying
we've
fixed
50
rep,
we've
done
50
repairs,
but
the
project
scope
is
55
locations.
This
is
kind
of
where
you
might
see
that
discrepancy
going
forward.
Just
because
the
database
has
these
specific
locations,
but
we're
going
to
continue
tracking
it
publicly.
The
way
we've
done
it
in
the
past,
based
on
the
property
being
repaired,
property,
frontage,
being
repaired.
I
I
And
I
kind
of
want
to
point
out
in
the
past
phases,
one
through
three
and
to
some
degree
phase
four.
We
focused
on
the
atp
priority
sidewalk
network
and
that
was
kind
of
the
criteria
that
we
put
in
because
we
we
needed
a
good
approach
to
start
with,
because
we
had
a
city
full
of
sidewalk
issues
and
that's
kind
of
how
we
started
it.
I
And
the
recap
is
those
sidewalks
make
up
about
38
of
our
sidewalk
network
and
but
they
accounted
for
about
64
of
the
repairs
in
those
four
phases
and
but
prior
to
the
2020
zone
shaving.
They
also
accounted
for
62
percent
of
our
sidewalk
shaving
and
you'll
generally
see
the
atp
network
is
in
a
lot
better
condition
from
a
critical
repair
standpoint.
I
So,
just
generally
to
just
talk
about
the
sidewalk
program.
You
know
we
have
a
repair
program.
We
have
several
different.
You
know
criteria
that
kind
of
capture
where
we
think
you
know
when
a
repair
is
necessary
and
although
we
have
this
list
here,
we
are
still
focusing
on
this
critical
repair
list.
First
and
you
know
beyond
our
repair
program,
we
have
it
the
shaving
program,
it's
an
annual,
we
do
shaving
annually
and
then
the
cities
divide
into
five
zones.
I
We
do
one
zone
per
year
for
about
fifty
thousand
dollars
worth
of
shaving
and
that
targets
less
than
two
inch
discontinuities
greater
than
a
quarter
range,
and
we
always
encourage
homeowner
repairs
when
they
call
in
regarding
the
program.
But
we
really,
we
have
a
pretty
clear
line
of
where
we
can
tell
them.
We
don't
see,
we
don't
foresee
your
sidewalk
being
repaired
under
the
program,
because
it's
not
either
on
the
critical
repair
list
and
it
doesn't
really
meet
these
criteria.
I
And
you
know,
with
the
sidewalk
program
and
kind
of
a
shift
to
the
data
driven
method,
we're
still
prioritizing
special
access
needs.
You
know
we're
doing
this
comprehensive
database
approach
rather
than
the
complaint
driven
database
that
we
had
prior
to
phase
five
basis.
Five
through
eight
we're
looking
at
the
most
hazardous
repair
locations,
mostly
accessible
ones,
and
then,
after
phase
eight,
we
kind
of
think
it's
appropriate
to
rethink
the
prioritization
criteria.
I
So
after
phase
five,
if
you
hadn't
heard
it
has
kicked
off
as
of
monday
and
after
these
phase
five
repairs
and
all
the
other
repairs
outside
the
program,
we're
looking
at
116
critical
locations
in
phase
6,
7
and
8.,
we've
done
a
cost
estimate
and
we've
we
do
have
sufficient
funding
before
we
have
more
of
the
sufficient
funding
before
p1
sunsets.
To
get
all
these.
So
we
do.
We
definitely
will
be
able
to
get
all
of
these
critical
repair
locations
done
under
this
program.
I
I
So,
based
on
our
fund
balance
and
the
expected
funding
in
the
next
two
fiscal
years,
we're
looking
at
about
1.1
million
dollars
of
funding
phase
five
with
its
contingency
and
we've
estimated
phase,
six
seven
and
eight
we've.
This
estimate
takes,
in
the
case
contingency
costs
and
inflation
and
we're
looking
at
just
under
a
million
to
tackle
all
those.
So
we
have
we're
we're.
Definitely
in
the
green
we
have
a
hundred
thousand
dollar
buffer
with
funding,
and
that's
you
know,
after
considering
contingencies
and
inflation.
I
So
as
I
mentioned,
we
we
have
enough
money,
and
you
know
this
isn't
all
the
sidewalk
program
money.
It
will
still
go
for
about
two
more
fiscal
years
after
we
finish
these
critical
repairs,
so
there's
still
money
to
continue
this
program
and
there's
plenty
of
money
for
us
to
get
these
really
like
nasty
locations
done.
I
I
I
We're
waiting
we're
trying
to
get
the
property
owner
to
discuss
it
with
us
there's
if
this
is
west
of
pierce,
if
you're
familiar
on
solano,
there
there's
a
tree,
but
it's
on
the
private
side.
We
need
to
kind
of
discuss
it
with
the
property
owner
because,
as
it
stands,
we're
gonna
have
a
hard
time
doing
the
repair
without
some
alterations
there.
So
this
this
one,
although
it's
scheduled
for
phase
six
right
now,
it
may
be
pulled
as
well.
I
I
There
are
some
critical
repair
locations
that
aren't
being
that
are
within
zone
105,
that
aren't
being
addressed
here
in
phase
five
and
kind
of
talk
through
that
948
masonic.
We
basically
have
two
utility
volts
at
the
base
of
a
tree.
That's
causing
upheaval,
we're
trying
to
save
the
tree,
so
we're
engaging
pg
e
and
we
haven't
found
the
right
party
on
the
other
one.
I
So
we
just,
we
won't
have
time
to
kind
of
get
through
that
before
phase
six,
so
that
will
be
in
a
later
phase:
1134
santa
fe.
Now
this
is
actually
the
repairs
are
more
needed
on
key
route.
This
is
kind
of
that
nor
the
triangle
where
santa
fe
and
key
route
meet
at
northern
part
of
the
intersection.
There
there's
a
lot
of
issues
there
but,
more
importantly,
is
to
get
a
good,
clean
repair.
It
would
need
to
go
through
curb
ramps
and
that
would
trigger
curb
ramp
upgrades.
I
So
we're
looking
at
putting
this
in
the
paving
project
this
street,
these
streets
haven't
been,
to
my
knowledge,
completely
finalized
to
be
putting,
but
on
an
upcoming
repair.
Sorry,
an
upcoming
paving
cycle
so
we're
discussing
internally
and
if
paving,
is
looking
a
long
time
out
in
the
short
term,
we'll
do
a
small
fix
and
fix
what
we
can
outside
of
the
curb
the
curb
ramp
limits.
I
Dartmouth,
this
is
within
the
curb
ramp,
conforms
of
the
keynes
avenue
paving
coming
up
this
fall,
so
we
figured
it
would
be
better
tackled
under
the
paving
project
to
you
know,
to
minimize
disturbance
to
the
neighborhood
and
just
generally
have
a
better
product.
So
we're
not
you
know,
breaking
out
twice
similar
here
at
1122
keynes.
If
you're
familiar
with
the
apartment
complex
on
canes
around
the
berkeley
border,
there's
a
lot
of
issues
with
the
curb
and
gutter
the
driveway's
there,
the
sidewalk
tree
upheaval,
very
large,
sidewalk
repair.
I
A
lot
of
a
lot
of
work
needs
to
be
done,
we'll
be
paving
there
in
fall
and
redoing
the
curb
and
gutter.
So
it
just
generally
made
more
sense
to
be
tackled
under
the
paving
program,
because
the
paving
program
has
a
lot
more
of
a
budget
to
absorb
these
costs,
because
this
would
be
very
costly
under
the
sidewalk
program
and
it's
also
more
appropriate
just
because
there's
going
to
be
curb
and
gutter
orchids
will
conform
into
and
technically
speaking,
it's
just
easier
to
do
under
the
paving
project.
I
So
this
login
will
be
tackled
in
the
full
games,
avenue
peeving,
12,
30
marin
evelyn.
This
is
within
the
zone
5
repair
area,
but
because
it's
close
enough
to
marin
we're
going
to
cover
it
into
the
marine
paving
happening
in
fall.
Just
so
we're
not
disturbing
the
residents
twice:
507
509
atoms.
This
is
actually
right
next
to
a
phase
five
repair,
but
the
albany
ballerina
development
is
going
to
be
messing
around
with
these
sidewalks.
So
we
didn't
think
in
the
short
term.
I
It
would
be
very
effective
to
repair
these
only
for
them
to
likely
have
more
work
done
on
them
in
two
years
that
money
spent
would
be
better
spent
elsewhere
in
this
program
and,
lastly,
752
and
1111
san
pablo
caltrans
has
approached
this
last
year.
They
have
an
upcoming
ada
improvement
project
along
this
corridor.
I
They're
gonna
they
plan
on
tackling
these
issues
before
we
even
call
them
out
that
these
are
critical
repairs
and
it's
they're,
the
ones
they're
better
to
handle
this,
because
you
know
we
don't
need
to
go
through
the
caltrans
encroachment
process.
We
don't
need
to
pay
extra
for
that.
We
don't
have
to
get
through
their
design
review
and
specifically
at
11
san
pablo,
that's
actually
at
the
berkeley
border.
G
I
So
kind
of
the
schedule
for
phase
six
we've
more
or
less
finished
the
tree
review
designs
are
being
drafted
in
cad
and
should
be
out
in
a
couple
weeks.
So
we
can
get
a
september
package
to
council
for
their
approval
and
depending
how
it
goes.
You
know
if
we
go,
the
formal
bid
process
will
be
in
construction
at
probably
the
end
of
november,
potentially
into
december
or
january,
depending
on
contractor
vacation
schedules.
I
But
we
are
considering
option
b
if
the
mc
corporation
is
doing
the
phase,
five
repairs,
if
they're
doing
a
pretty
good
job
and
there's
a
satisfactory
performance
there,
we're
considering
you
know,
bringing
it
to
council
as
a
change
order,
so
that
they
continue
with
the
work
and
we
can
get
it
as
early
as
september
started
right
pretty
much
two
weeks
after
their
approval.
We
can
start
that
construction,
but
again
that's
contingent
on
them
doing
a
good
job
with
phase
five.
I
We
are
looking
at
putting
these
some
of
these
critical
repairs
and
paving
projects
to
help
absorb
some
costs
and
make
it
more
streamlined,
less
neighborhood
disturbance,
where
possible
and
just
generally
a
more
efficient
process,
we're
continuing
to
avoid
large
contracts
like
we
do
with
all
these
sidewalk
repairs.
You
know
the
big
thing
is
each
repair
location
is
unique,
they're
very
time
intensive
and
a
larger
contract
will
ultimately
diminish
that
repair
quality.
I
You
know,
as
I
mentioned,
phase
8
will
be
the
end
of
next
year
using
this
critical
repair
list.
At
that
time
you
know
to
prepare
for
phase
nine
in
fall
of
2024.
We
should
probably
start
rethinking
the
prioritization
criteria
at
some
point
like
either
late
next
year
or
early
2024
and
move
away
from
you
know
what
the
critical
repair
list
will
be
all
for
the
most
part
fixed
up.
So
we
have
this
data
set
and
it'll
be
kind
of
you
know.
I
These
critical
repairs,
as
I
mentioned
they'll,
be
wrapped
up.
2023
the
we'll
have
a
full
city-wide
shaving
cycle
done
by
2025..
We
have
another
sidewalk
scheduled
for
spring
2026..
We
do
it
every
five
years,
but
we
are
thinking
about
moving
it
up
a
year
just
so
it
comes
right
off
the
shaving
cycle,
so
once
we've
kind
of
gotten
it
the
city
in
a
much
better
shape,
we
can
have
a
fresh
survey,
go
in
and
help
us
get
a
good
set
of
data
immediately
after
that.
I
With
all
that
being
said,
my
recommendations
tonight
is
to
approve
the
phase
six
repair
locations,
as
required.
Everyone
on
that
list
of
the
phase
six
list
has
been
notified
of
this
meeting
and
then
our
second
recommendation
is
to
conditionally
approve
this
schedule
that
we've
put
forth
and
the
remaining
critical
repair
locations.
I
We
will
still
come
forward
commission
prior
to
the
phase
7
and
phase
8
construction
authorization
with
a
memo.
You
know
with
repair
locations,
progress,
update
funding,
budget
update,
and
this
is
also
to
meet
the
criteria
that
we
need
to
notify
the
property
owners
before
their
commission
meeting.
Regarding
when
they're
chosen
for
sidewalk
repairs
we
could
have
theoretically
gave
you
know,
notified
the
face
seven
and
eight
addresses,
but
we
felt
since
it
was
so
far
out.
We
didn't
want
to.
I
You
know,
start
talking
to
them
until
it's
closer
to
the
authorization
cycle
and
just
kind
of
you
know
as
a
me
just
to
clarify
so
we're
on
the
same
page
in
terms
of
process,
the
paving
repairs
they'll
will
be,
they
won't
be
using
the
sidewalk
funding,
they'll
be
using
sb1
and
other
county
funds.
So
we
don't
necessarily
need
to
notify
the
if
they're
being
captured
under
those
paving
projects.
We
don't
necessarily
need
to
notify
them
of
the
commission
meeting
and
they
don't
need
to
go
forward
to
any
commission
meeting
they'll.
A
F
Yes,
that's
a
lot,
a
lot
of
good
information
trying
to
digest,
but
a
real,
quick
one.
Well,
when
you
have
a
critical
repair
and
that's
obviously
caused
by
some
trees,
are
you
gonna,
do
some
like
root
barrier
and
do
something
to
the
roots
or
you
just
pave
over
it
and
or
shave
it
just
for
the
time
being,.
I
So
almost
all
these
critical
repair
locations
are
by
trees.
The
first
front
thing
we
do
is
the
the
forester
reviews
the
tree,
because
if
the
tree
is
particularly
unhealthy
or
unstable,
we
remove
it
and
we
replant
it
there's
also.
We
we
consider
removal
if
the
sidewalk
has
been
replaced
previously,
very
in
a
reasonable
time
frame,
which
has
happened
with
some
of
these
fact.
For
some
of
these
repairs
in
the
past,
then
we
again
we
seek
removal
and
we
replace
it
with
a
better,
a
tree,
better
suited
for
the
planter
strip.
I
Now,
if
we
don't
remove
the
trees,
we
have
a
couple
strategies
depending
on
the
route
again,
this
is
kind
of
why
each
location
is
very
time
intensive,
because
they're
all
very
unique.
So
the
number
one
thing
we
do
is
we.
We
have
a
standard.
We
now
have
a
new
city
standard
for
curving
around
trees,
so
we
give
the
tree
more
room.
I
I
I
I
That
being
said,
the
camphor
trees,
for
example,
have
very
large
roots,
and
those
are
situations
where
we
try,
if
possible,
to
kind
of
ramp
over
them
and
install
the
wire
mesh
and
curve
out
the
sidewalk.
That's
not
always
a
great
strategy,
because
there's
there's
a
lot
of
limitations.
You
know
if
we
have
driveways.
If
we
have
walkways
to
private
properties,
we
can't
we
can't
always
get
a
good
con
form
into
them.
I
So
summary:
yes,
we
do
pruning.
We
do
some
root.
Shaving,
we
put
a
wire
emission,
we
give
the
tree
extra
space
and
also
we,
if
there's
concrete
up
to
the
sides
of
the
tree
and
what's
what's
next
to
the
curb,
we
open
it
up.
So
there's
more
planter
space
to
encourage
the
roots
to
go
along
the
curb
line
rather
than
into
the
property.
C
A
I
We
are
considering
that
it's
it's
more
of
a
timeline
thing
that
we
haven't.
We
don't
exactly
know
the
dates:
the
exact
date
of
marine
phase,
2
versus
the
exact
date
of
on
this
north
side
of
marine.
I'm
sorry,
those
are
zone,
five,
mostly
repairs.
So
I
believe
our
timeline
for
marine
phase
two
might
be
before
that
and
if
that's
the
case,
they
will
be
mostly
covered
under
marine
paving
if,
but,
if
we
do,
phase
eight
performer
and
paving
then
we'll
cover
under
the
the
cyborg
program.
It's
just
more.
A
D
A
I
I
I'm
in
agreement
with
the
program
and
and
I'm
ready
to
move
it
forward.
I
I
need
to
mention
that
I
have
been
in
contact
with
public
works
personally,
responding
to
one
public
request
for
a
review
of
the
sidewalk
in
front
of
of
their
particular
residents
and
talking
about
how
the
sidewalk
program
goes
forward
in
terms
of
of
supervising
quality
and
also
looking
at
after
we
deal
with
the
tree
root
issues.
A
A
F
A
F
B
J
All
right,
thank
you,
michelle!
Thank
you
all
commissioners
here
for
having
me
this
evening.
I'm
excited
to
share
with
you
a
bit
about
the
local
initiatives
that
have
moved
forward
recently,
as
it
relates
to
micro,
mobility
and
some
of
our
neighboring
cities
here
in
alameda
county,
so
that
we
may
also
have
a
discussion
this
evening
about
the
potential
adoption
of
an
ordinance
or
and
or
a
permitting
system
for
shared
scooters
and
other
similar
devices
in
albany.
J
With
that,
I
think
we
can
pull
up
the
slides
and
just
dive
in
this
evening,
I'll
be
presenting
to
you
on
both
regular
on
regulations
implemented
by
both
emeryville
and
berkeley,
and
do
a
little
compare
and
contrast
to
see
what
approaches
we
think
would
work
best
for
albany,
with
the
understanding
that
likely
operator
interests
in
albany
would
hinge
on
having
a
permit
to
operate
in
berkeley,
given
the
preponderance
of
trips.
That
would
likely
take
place
between
our
two
cities.
J
J
D
D
J
J
Apologize
for
the
speed
of
my
laptop
everyone
all
right
here,
we
go
so
a
bit
of
a
background
on
the
idea
for
moving
forward
with
this
project.
Albany
last
had
micro
mobility
come
to
town
with
dockless,
classic
pedal
bikes
in
late
2017
and
early
2018,
at
the
same
time
as
they
were
rolled
out
across
the
wider
urban
east
bay
region.
J
These
were
predominantly
operated,
at
least
at
first
by
the
company
lime,
which
today
has
its
main
market
in
the
shared
electric
scooter
market.
Micro
mobility
is
again
interested
in
returning
to
this
area.
There
are
currently
three
operators
present
in
berkeley,
which
is
the
maximum
number
under
the
allowed
under
their
permitting
system,
and
there
are
four
in
emeryville
micro
mobility
has
the
potential
to
significantly
improve
last
mile
options
from
more
traditional
transportation
options
and
substitute
short
distance
car
journeys.
J
J
Emeryville
operators
must
maintain
at
least
one
rebalancing
node
per
each
30
vehicles
that
operate
in
the
city.
A
node
is
decided,
its
location
is
not
specified
in
the
city
code,
though.
It's
understood
that
staff
work
with
companies
to
establish
ideal
spaces
for
rebalancing
vehicles,
so
that
they're
always
in
desired
opportunity
sites,
and
it's
up
to
the
operator
to
maintain
that
rebalancing,
node
or
corral
once
it's
been
determined.
The
locations
emeryville
also
requires
that
all
vehicles
be
rebalanced
if
they've
not
been
used
in
any
72-hour
period.
J
J
So
50
is
their
floor.
Their
cap,
depending
on
permit
is
250
or
500,
and
this
is
to
ensure
usability
of
the
system,
given
the
size
of
berkeley.
If
there
were
to
be
fewer
than
50
vehicles
active
in
the
fleet,
it
wouldn't
provide
for
enough
of
a
network
effect
to
become
a
meaningful
transportation
option
for
many
city
residents.
J
At
this
time,
el
cerrito
does
not
have
an
ordinance
or
permitting
system
in
place,
though
we
expect
that
if
they
were
to
come
to
albany,
many
of
our
riders
would
be
interested
in
using
it
to
access
barton,
el
cerrito
and
shop
just
over
the
border.
So
I
hope
that
this
has
been
a
bit
informative
as
to
the
ways
in
which
scooter
regulation
is
evolving.
It's
not
the
same
madness
that
we
saw
a
few
years
ago,
and
we
look
forward
to
answering
any
questions
you
may
have
about
preliminarily,
considering
micro
mobility
regulations.
Thank
you.
J
D
F
Hi
thanks
for
the
work,
I
have
two
questions.
So
as
far
as
I
know,
real
wright
has
already
applied.
A
business
license,
try
to
apply
a
business
licensing,
albany
and
based
on
previous.
I
actually
asked
justin
mr
freed
earlier.
If
we
have
any
regulations
at
that
time,
he
said
no
and
then,
as
long
as
the
vendor
applied
for
business
license,
it
will
work.
So
are
we
waiting?
F
So
what
are
we
saying
like
we
stop
it
and
then
wait
for
this
regulation
to
pass
before
we
issue
any
license
to
vendor.
That's
my
first
question
second,
is:
I
think
it
will
be
a
very
confusing
if
you
have
anything
major
difference
from
all
the
regulations
in
berkeley,
given
people
right
up
and
down
the
street
solano.
F
J
J
So
I
would
argue
that
while
I
that
it
would
be
unproductive
for
us
to
charge
a
per
vehicle
fee,
it
only
makes
sense
in
berkeley's
case
because
it
was
a
competitive
market
to
get
the
permit
to
operate,
that
they
had
it.
Capped
at
three
emeryville
does
not
cap
the
operators,
and
because
of
that
also
does
not
cap
the
number
or
it
does
not
charge
per
vehicle.
E
E
With
respect
to
your
first
question
the
the
business
we
would
not
hold
up
the
issuance
of
a
business
license.
In
fact,
the
business
license
is
essentially
a
tax.
It's
not
a
regulatory
tool
for
us,
so
we
would
go
ahead
and
do
that,
but
we
would
at
some
point
if
somebody
were
to
come
in
monday
morning
or
something
tomorrow
morning,
we
would
issue
the
business
license.
E
We
should
get
these
regulations
in
place
in
the
next
few
months
due
to
to
some
litigation
that
occurred
in
oakland
and
perhaps
other
places
regarding
the
accessibility
regulations
and
basically
the
best
practice
now
is
that
we
adopt
something
so
that
we
have
parameters
and
procedures.
If
somebody
dumps
one
of
these
things
on
the
sidewalk
and
it
creates
a
hazard
or
a
barrier
to
someone
within
us
that
needs
some
accessibility,
assistance.
F
E
So
right
now
there
is
no
agreement,
that's
associated
with
the
business
license.
If
we
or
when
we
adopt
these
regulations,
then
we
would
we
would
apply.
These
are
new
regulations
to
any
provider
in
the
city,
and
at
that
time
we
would
have
to
decide
whether
we
needed
an
agreement
or
we
simply
say
to
the
provider.
Here-
are
the
rules,
whether
you
like
them
or
not,
and
since,
like
a
lot
of
the
building
code
or
the
many
of
our
municipal
codes,
there's
no
agreement
in
place.
It's
just
here's.
Here's
the
requirement
period,
gotcha.
A
F
J
Yes,
I
was
trying
to
use
emeryville
as
a
pure
comparison,
given
their
population
is
about
two-thirds
of
ours,
so
I
do
understand
they
have
larger
trip,
generators
and
they're,
a
pretty
large
regional
employment
hub.
I
think
that
emeryville's
regulations
are
make
micro
mobility
and
attract
it
and
make
this
forgive
me.
I
believe
that
their
regulations
are
attractive
to
operators.
A
A
F
J
I'm
not
sure
truth.
I
I
couldn't
tell
you
I.
I
know
that
if
they
have
three
permits
that
are
either
getting
a
floor
of
50,
then
you
would
have
a
minimum
of
150
vehicles
active,
which
is
one
per
thousand
residents
in
the
city
vaguely.
Maybe
that
was
the
metric
by
which
they
established
that
floor.
But
I
don't
have
data
on
that.
A
H
Thank
you,
jeff
bond.
Thank
you,
chair
mccroskey.
Thank
you,
commission
and
thank
you
staff
for
presenting.
I
really
appreciate
this.
You
know
I
was
at
the
north
berkeley
bart
station
the
other
day
and
I
decided
to
ride
my
bike
to
and
from
work
to
the
port
of
oakland
so
got
on
the
west
oakland
bar
station,
and
I
got
off
at
north
berkeley
and
I
took
this
beautiful
trail
back
through
towards
albany.
It
was
all
downhill,
it
was
beautiful.
H
I
saw
these
scooters,
I
forget
the
name.
I
did
take
a
photo,
hoping
that
I
would
send
it
to
you.
I
just
haven't
got
around
to
it,
yet
I
do
apologize,
there's
a
company
in
berkeley
and
they're
kind
of
mopeds.
So
when
we
talk
about
scooters,
sometimes
I
think
scooters
as
in
mopeds
or
you
know,
the
vespa
sort
of
scooter
and
then,
when
I
think
of
scooter
I
was
just
a
public
attendee.
H
When
I
hear
the
word
scooter,
sometimes
I
think
of
the
little
you
know
like
the
razer
scooters,
but
the
electronic
ones
right
the
ones
with
two
wheels,
and
you
know
it's
got
handlebars
everybody's
using
them
kind
of
thing.
So
I
don't
know,
there's
multiple
definitions
of
scooters
and
I
think
it'd
be
great
to
have
multiple
options.
H
I
think
there's
even
a
discount
if
you're,
if
you're
got
a
job
or
working
or
something
I
forget
how
it
goes,
but
then
there's
also
the
other
scooters
that
you
know
like
the
electronic
razer
scooters
kind
of
thing.
That's
how
I'm
explaining
them.
I
hope
you
know
what
I'm
talking
about,
but
yeah
so
they're
all
great
first
of
all.
Well,
hopefully
they're
all
electric.
H
H
H
J
J
J
C
Thank
you.
Let's
see,
first
I'll
offer
a
piece
of
information
relative
to.
In
addition
to
the
the
scooters
whether
they're
sit,
scooters
stand,
scooters
all
you
know
limited
15
miles
an
hour.
There
is
another
company
in
berkeley
rebel.
It
has
electric
mopeds,
which
basically,
you
know,
follows
all
the
the
regulations
of
a
motorcycle
has
to
drive
in
the
traffic.
Lane
cannot
drive
in
a
bike.
Lane
cannot
drive
on
a
bike
path.
C
C
C
And,
to
the
extent
that
we
may
require
operators
to
pay
a
fee,
it
makes
sense
for
that
fee
to
first
cover
any
administrative
expense,
but
then
go
towards
some
expansion
of
our
bike,
racks
in
the
city,
so
install
new
bike
racks,
where
these
devices
can
be
locked
up
or
ask
the
operator
to
install
bike
racks
in
locations.
We
designate,
I
think
either.
C
One
of
those
is
probably
a
fine
approach
to
take
and
probably
subject
to
a
little
more
discussion
to
see,
what's
considered
feasible
and
then
I
will
take
a
sort
of
a
step
farther
beyond
that
of
you
know.
Where
do
we
put
bike
racks?
You
know
some
of
our
sidewalks
on
solano
have
limited
space
for
bike
racks.
There
may
be
places
whether
on
solano
or
as
we
look
at
people
taking
these
scooters
from
the
bus
stop
or
the
bart
station,
whether
el
cerrito
or
north
berkeley
and
riding
to
their
home.
C
We
don't
have
a
lot
of
public
bike
racks
in
neighborhoods
and
maybe
not
a
lot
of
space.
Maybe
we
might
have
some
homeowners,
who
would
say,
I'm
happy,
you
know
having
a
bike
rack
in
the
parking
strip
outside
of
my
house,
which
is
part
of
the
public
right-of-way
or,
as
we
mentioned
earlier
in
this
meeting.
C
If
we're
going
to
daylight
intersections,
we
could
create
on-street
bike
corrals
in
those
setbacks
from
the
intersection,
bikes
and
scooters
are
pretty
easy
to
see
past
or
through
or
over
as
compared
to
cars,
and
I
think
that
that
would
not
be
a
bad
way
to
go.
That
might
give
us
a
location
in
the
neighborhood,
so
they're
not
getting
changed
to
trees
or
you
know
other
locations
that
are
not
really
well
suited.
C
So
that's
a
thought,
a
suggestion
for
something
that
we
might
want
to
pursue
to
provide
good
places
to
lock
these
up
at
the
end
of
a
ride
or
for
the
operator
to
deploy
them,
because
we
recognize
that
both
happen.
The
operator
puts
them
out,
someone
uses
them
and
they
go
wherever
they
want
to
go
and
they
would
like
to
have
somewhere
close
to
their
destination
to
lock
up.
Otherwise,
I
think
we
run
the
risk
of
unlocking
them
inappropriately.
A
I
would
just
add
that
I
could
think
of
a
couple
locations
where
there
are
daylighted
areas
that
regularly
get
motorists
using
them
as
as
sort
of
temporary
parking
and
there's
a
reason
in
these
cases
that
the
area
was
daylighted.
So
cars
are
not
blocking
some
other
feature
like
the
bike
lane
or
or
backing
into
an
intersection
to
get
out
of
the
parking
space
and
putting
a
couple
of
racks.
There
could
serve
quite
a
few
purposes.
F
A
If,
if
we're
not
moving
in
concert
with
el
cerrito,
I
think
we're
going
to
need
a
relocation
node
at
the
stream
there
at
cerrito
creek
on
the
greenway
as
people
trying
to
go
to
the
bart
station.
Unfortunately,
so
my
hope
is
that
el
cerrito
will
will
hopefully
be
moving
along
as
we
do
and
provide
that
opportunity.
A
A
B
Back
to
you
once
again,
I
know
you
guys
can't
get
enough
of
them.
Neither
can
we
so
since
we
last
spoke
to
you
about
the
parklets
we
have
presented
to
both
the
economic
development
commission,
our
committee
and
the
planning
and
zoning
commission
and
have
received
feedback
from
both
of
those
groups
and
the
the
guidelines
have
shifted
a
little
bit
since
the
last
time.
B
So
I
won't
go
into
all
the
detail
again
about
the
guidelines,
I'll
just
kind
of
hit.
The
highlights
of
the
changes
that
have
been
made
here.
The
first
one
is
regarding
parklet
spaces,
so
we
still
have
the
guideline
that
parklets
can
either
be
one
to
two
parallel
parking
spaces
or
two
to
three
angled
spaces.
B
So
that's
a
change.
We
also
have
the
recommendation
by
the
economic
development
committee
that,
if
more
than
40
of
the
parking
spaces
on
a
given
block
are
being
used
by
parklets,
then
only
two
space
parklets
can
be
allowed
from
that
point
on,
so
that
actually
was
brought
up.
I
think
at
a
previous
at
our
last
meeting,
we
discussed
with
you
all
about
these
parklet
guidelines
and
the
transportation
commission
determines
not
to
recommend
that
and
to
have
edc
have
that
recommendation
on
their
own.
B
Another
minor
change
is
signage.
This
is
really
just
a
change
to
the
wording
of
signage
prohibition
so
that
it's
only
prohibited
on
the
perimeter
of
the
parklet
structure
and
it
would
be
okay
within
a
parklet,
and
this
was
really
changed
because
there
does
need
to
be
some
signage
within
the
parkland.
B
B
And
that
brings
us
to
the
probably
most
significant
change
which
is
related
to
perimeter
barriers.
So
the
last
time
we
brought
this
to
you.
The
perimeter
barrier
requirement
was
that
there
be
a
wall
or
railing
of
36
to
42
inches
around
the
entire
parklet,
and
then
there
would
also
be
a
substantial
barrier
able
to
withstand
250
pounds
of
force
and
that
that
substantial
barrier,
which
could
be
a
planter
or
a
k,
rail
or
something
else,
could
be
incorporated
into
the
wall
or
railing
structure,
or
they
could
be
two
separate
components.
B
So
planning
and
zoning
recommended
that
we
shift
that
so
that
there
would
be
a
requirement
that
there
would
be
that
same
wall
or
railing
36
to
42
inches
high.
That's
with
able
to
stand
withstand
200
pounds
of
lateral
force
and
a
separate
substantial
barrier
would
not
be
required
so
really
just
kind
of
combining
those
two
pieces
into
one
and
then
changing
the
weight
to
200
pounds
of
force
and
the
reason
that
they
changed.
B
You
know
it
could
create
that
visual
barrier
for
drivers
to
help
create
distinction
and
prevent
collisions,
but
if
there
is
a
collision
into
that
barrier,
it's
it's
not
going
to
do
much
to
stop
a
car.
It's
it's
still
something.
You
know
it's
more
than
a
six-inch
curb,
but
again
it's
it's
not
really
with
the
intention
of
providing
a
lot
of
protection
against
some
sort
of
you
know.
You
know
drunk
driver
who's,
speeding
into
the
parklet
or
something
like
that.
B
B
So
there
are
a
few
different
kinds
of
k,
rails,
they're,
plastic
ones
that
can
be
filled
with
water
and
sand
and
there's
also
concrete
and,
generally
speaking,
the
water-filled
k-rails
weigh
about
170
pounds
per
linear
foot.
The
sand
filled
are
about
350
pounds
per
linear
foot
and
cement
is
about
390..
B
So
this
is
quite
a
bit
heavier
and
often
times
they're
bolted
into
pavement,
to
provide
some
extra
strength
and
protection.
That's
you
know,
for
instance,
along
a
highway.
When
you
see
the
medium
barriers
there
or
around
a
construction
zone,
that's
that's!
Usually
what
you'll
have
as
a
cement
or
sand
filled?
K-Rail
that's
bolted
into
the
pavement,
and
you
know
these.
They
wouldn't
be
stopping
an
arid
vehicle
vehicle
in
its
tracks.
B
You
know
it's
not
going
to
provide
100
protection
by
any
means,
but
they
would
definitely
limit
the
damage
if
we
did
see
a
collision
and
slow
down
the
car-
and
you
know
they'd
prevent
some
some
injuries,
and
you
know
in
the
case
of
a
minor
collision,
say
someone
kind
of
sideswiping
the
parklet,
while
they're
driving
slowly.
That
could
provide
quite
a
bit
of
protection,
potentially.
B
There
are
some
costs
to
k-rails
the
first,
one
being
you
know
financial
cost.
If
someone
were
to
completely
surround
a
parklet
with
the
plastic
k
rails,
it
would
cost
about
three
and
a
half
thousand
dollars
for
concrete.
It
would
be
about
four
thousand
dollars
plus
handling,
because
you
would
actually
need
a
forklift
to
be
moving
these
very
heavy
concrete
k
rails
around,
so
that
could
be
quite
a
bit
more
potentially
and
then
there's
also
a
cost
in
terms
of
square
footage.
B
B
So
with
all
that
in
mind,
we
do
recommend
that
the
commission
recommends
these
updated
guidelines,
as
recommended
by
the
planning
and
zoning
commission,
including
their
new
guideline
of
having
that
single
barrier.
That
is,
the
36
to
42
inch
wall,
able
to
withstand
200
pounds
of
lateral
force
and
we're
happy
to
answer
any
questions
and
and
talk
through
all
those
all
those
things
in
more
detail.
If
you'd
like.
F
B
B
F
E
If
I
may
add
to
that
to
michelle's
answer
to
you,
I
mean
one
of
the
ways
we
sometimes
think
about.
The
difference
between
various
commissions
is
use.
The
transportation
commission
really
look
at
the
function
of
the
roadway
and
that
mobility
and
in
a
way
we're
taking
these
areas
out
of
mobility
and
into
the
the
economic
base
and
of
the
of
the
city,
and
that's
traditionally
the
planning
commission,
but
it's
very
much
a
gray
area.
So
if
you
have
a
different
perspective
on
it,
that
would
be
terrific,
that's
just
kind
of
where
we
started
from.
F
A
A
A
D
D
H
H
H
H
H
H
H
H
H
H
I
think
that's
the
best
solution.
I
mean
really
sure
the
construction
grade
doesn't
look
good,
but
it's
safe
and
you
could
paint
them
and
the
orange
ones
what
if
we
had
a
lane,
splitter
pizza
right
and
then
what?
If
that
orange
construction
thing
was
part
of
their
design
of
their
business,
you
know
is
meant
to
look
construction,
so
that
kind
of
would
look
good
too.
So,
let's
do
the
k
rails,
the
cement
ones
please,
and
we
can
have
art
in
public
places
to
paint
them
thanks.
F
I
understand
that
rail
can
provide
the
wall
of
safety
and
the
peace
of
mind,
but
I
do
want
to
bring
people's
attention
to
the
fact
that
they
will
take
one-third
of
the
space,
that's
operatable
and
also,
I
think,
michelle
quirky.
If
I'm
wrong,
we
have
to
decide
if
we
want
to
keep
our
suggestion.
Regarding
that
you
know
you
can
only
do
two
space
if
the
street
is
forty
percent
occupied
by
the
parklet.
F
C
I
do
agree
that
you
know
if
parklets
are
reviewed,
the
fewest
stops
at
commissions
would
be
the
best.
So
if
planning
and
zoning
is
going
to
be
reviewing
part
of
it,
they
should
review
the
whole
thing.
I
think
that's
fine.
We
have
weighed
in
on
what
we
think
the
transportation
needs
are
from
the
categorical
perspective
and
that
becomes
part
of
the
regulation.
That's
good
enough.
We
don't
need
to
review
every
single
one
with
respect
to
the
question
about
around
signs
that
came
up.
C
Personally,
I
would
be
okay
with
being
flexible
about
signage,
on
the
perimeter
of
the
parklet
if
the
parklet
is
blocking
the
the
signage
of
the
restaurant
or
other
building
that
this
would
sort
of
make
up
for
that.
So
I
would
hope
that
we'd
be
flexible
around
that,
but
I
don't
think
that
needs
to
you
know
be
critical
at
this
point.
It
could
always
be
changed
later.
If
we
need
to
just
the
thought
there
other
than
that
yeah
I
I
would
feel
more
comfortable
sitting
behind
a
k-rail.
C
C
A
I
think
we've
agreed-
or
I
agree
with
staff
that
once
once
the
parklet
issue
is
is
kind
of
resolved
here
by
council.
It's
out
of
our
purview
and
the
signage
issue
is
a
is
something
that's
out
of
our
purview
for
the
most
part
and
we'll
be
under
the
review
of
planning
and
zoning
anyway.
So
I
think
that's
a
a
comment
that
they
can
resolve
in
the
course
of
their
own
deliberations.
A
C
F
C
C
A
F
B
Yes,
I
have
two
short
announcements.
The
first
is
related
to
our
active
transportation
plan.
Signing
and
striping
striping
was
completed
earlier
this
month,
including
bicycle
boulevard,
stencils
on
washington,
jackson
and
part
of
talbot,
and
the
remainder
of
the
bike
lanes
on
posend
and
wayfinding
signage
will
be
installed
soon
in
early
august.
A
B
Yes,
we
like
to
see
it
too.
Yes,
my
second
announcement
is
regarding
the
national
night
out,
join
us
for
another
year
of
national
night
out
celebrating
neighborhood
safety
with
block
party
block
parties
throughout
albany
additional
information
and
the
link
to
register
your
block
on
the
city
website
is
at
albanyca.org
nno.
A
And
we
are
expecting
a
break
here
in
august,
we'll
resume
in
september,
and
then
we
have
three
meetings
and
then
september.
Now
we
have
two
meetings.
September
october,
we
don't
know
when
we
might
return
to
in-person
unless
there's
an
update
from
staff
and
and
then
we
usually
combine
the
november
december
meetings.