►
Description
San Bruno Special City Council Meeting
March 30, 2021
Whole Meeting
trt 1:32:30
D
B
Here
and
now
we're
going
to
move
on
to
item
three
public
comments
for
items
not
on
the
agenda.
If
there's
anybody
from
the
public
who
wishes
to
speak
on
an
item
other
than
the
one
that
we're
having
a
study
session
on
for
this
evening,
you
could
please
raise
your
virtual
hand
now,
we'll
call
upon
you.
B
E
Sure
good
good
afternoon,
mayor
and
city
council
and
members
of
the
public,
this
item.
As
we
know,
we
were
not
able
to
accomplish
at
our
last
council
meeting
so
there's
a
special
meeting
tonight
for
this
important
project.
And
so,
as
the
mayor
mentioned,
we
have
a
presentation
for
you
on
the
huntington
avenue
cycle
track
project
and
we
are
looking
for
direction
tonight
on
a
preferred
alternative.
E
So
we
can
continue
work
on
this
important
project
and
make
sure
that
we
comply
with
all
of
the
grant
requirements
and
move
forward.
So
tonight's
presentation
will
be
provided
by
jimmy
tan.
Our
public
works
director
supported
by
david
wong,
one
of
our
principal
engineers,
and
so
why
don't?
I
turn
it
over
now
to
jimmy
tan
who
will
provide
the
presentation
and
we
will
give
us
a
moment
as
we
share
the
screen
and
make
it
full
screen,
and
then
we
will
be
ready
to
begin.
F
Great
thank
you
city
manager,
a
good
afternoon,
honorable
mayor
members
of
the
city
council,
jimmy
10
public
works
director,
as
the
city
manager
mentioned.
The
item
in
front
of
you
regards
to
the
huntington
avenue
cyber
track
project
city
has
a
improvement
project
to
install
the
cycle
track
on
huntington
avenue
between
centennial
trail
near
central
park
station,
as
well
as
the
cebu
ram
caltrain
station.
F
The
cycle
tracks
are
also
referred
to
as
a
class
four
or
bicycle
facility
that
is
separated
from
vehicles
and
pedestrians.
When
the
project
was
com
played
back
in
2016.
It's
part
of
the
welcome
by
plan.
The
lane
of
travel
on
huntington
avenue
would
be
removed
to
make
way
for
the
cycle
track.
The
city
was
then
awarded
a
federal
grant
as
part
of
the
grant
acceptance.
Council
requested
a
traffic
study
to
be
performed
and
brought
back
to
council
david
wong.
F
Our
civil
engineer,
we'll
be
also
presenting
tonight
regards
to
the
traffic
study
and
then
there's
also
a
consultant
on
here
tonight
as
well.
Aaron
from
bks,
who
performed
the
the
traffic
study,
a
traffic
engineering
consultant
and
syed,
who
is
our
city's
interim
traffic
engineer,
can
also
answer
any
traffic
engineering
related
questions
as
well,
and
the
objective
does
the
the
prop
that
I
am
tonight
is
shown
on
the
the
screen.
F
It
is
to
provide
the
city
council
with
information
regarding
the
implementation
of
a
classical
library
and
to
request
counsel
to
provide
direction
on
a
preferred
alternative.
Both
the
the
bottom
image.
An
image
on
the
right
are
illustrative
of
components
of
a
cycle
track.
Note
that
the
rays
of
barriers
providing
both
physical
and
vertical
separation
from
vehicle
traveling
and
the
pedestrian
sidewalk
next,
please
so.
This
slide
provides
the
agenda
for
tonight's
presentation.
F
Summarize
the
results
of
chocolate
study
that
was
performed
for
a
project
discuss
the
project,
cost
and
available
funding
sources,
discuss
the
grant
requirements
and
provide
staff
recommendation
and
then
conclude
with
answering
questions
public
comment
and
requesting
council's
input
next
slide.
Please,
for
the
background,
the
city
adopted
the
welcome
back
plan
back
in
july
of
2016..
F
F
One
plant
made
many
recommendations
which
the
city
is
currently
working
towards
tonight,
we're
discussing
one
specific
recommendation,
which
is
the
implementation
of
class
iv,
the
cycle
track
along
huntington
avenue
from
the
photos
on
the
slide.
You
can
see
that
the
hudson
avenue
is
used
by
bicyclists
already,
including
families
on
bicycles
and
on
the
bottom
of
the
photo
appearance
that
cyclists
were
coming
from
bart
station
crossing
the
sidewalk
adjacent
to
the
northbound
to
ten
avenue
travel
lights
the
floor
on
the
right.
F
You
can
see
that
there's
residents
bicycling
with
an
attached
child,
trailer
and
and
what
family
chosen
to
ride
on
the
sidewalk.
It's
not
an
ideal
situation.
That's
family
would
have
to
share
a
sidewalk
with
pedestrians
that
would
have
been
walking
on
the
sidewalk
as
well.
So
based
on
these
photos,
you
know
you
can
see
that
the
hunters-
and
I
mean
blacks,
the
enhanced
bicycle
amenities
and
for
those
wishing
to
travel
along
the
corner.
F
The
background
here
there's
an
aerial
photo
of
huntington
avenue
from
google
earth
huntington
avenue
is
currently
configured
as
a
four
lane
wide
road
with
two
lanes
in
each
node,
southbound
and
northbound
direction.
A
landscape
meeting
is
exists
at
certain
locations,
which
is
by
the
both
northbound
and
southbound
lanes.
The
speed
limit
along
the
corridor
is
about
30
miles
per
hour.
On
this
picture.
You
can
see
chad
fan
bart
station
city's
police
station.
On
your
left
hand,
side.
The
side
track
is
proposed
to
be
along
the
northbound
lanes
of
huntington
avenue
next
slide.
F
So
this
will
be
discussed
in
further
detail
later
in
the
presentation.
The
staff
will
be
recommended
that
the
cycle
track
be
installed
without
requiring
removal
of
any
travel
lanes
in
order
to
accommodate
a
necessary
increasing
vehicle
of
nuclear
traffic
caused
by
future
developments,
while
still
maintaining
all
the
benefits
of
having
a
cycle
track
for
the
residents
that
transition
from
driving
to
biking.
F
G
So
on
this
slide,
you
can
see
the
project
limits
and
scope
of
work
for
the
various
design
alternatives
under
consideration
for
alternatives.
One
and
three
the
project
limit
is
the
constructed
cycle
track
from
centennial
way
trail
to
san
bruno
avenue.
Alternative
one
will
eliminate
the
outermost
northbound
travel
lane
and
replace
it
with
a
cycle
track
alternative
three,
but
maintain
that
travel
lane,
while
still
constructing
that
cycle
track
and
alternative
2
has
a
similar
scope
of
work
to
alternative
3,
but
will
construct
a
smaller
segment
that
segment
being
from
hermann
street
to
san
bruno
avenue.
G
This
slide
is
a
visual
depiction
of
the
project
limits
of
the
three
alternatives
under
consideration.
Here
you
can
see
how
implementation
of
a
cycle
track
provides.
Convenient
connections
by
connecting
the
residents
of
the
fifth
edition
neighborhood
located
on
the
top
left
with
the
regional
transit
systems
of
bart
and
caltrain
travelers
coming
off
those
transit
stops
would
have
easy
access
via
the
cycle
track
to
the
tampering,
shopping
center
and
downtown
san
bernardino,
which
is
located
just
off
the
page
on
the
right.
G
G
This
is
the
passenger,
pickup
and
dropout
zone
for
the
bar
station
huntington
avenue,
southbound
travel
lanes
in
which
there
are
two
are
actually
in
the
middle
of
the
photo
to
the
bottom
of
those
southbound
travel
lanes.
This
is
divided
median.
You
can
see
the
trees
on
that
median
and
there
will
be
no
changes
to
the
southbound
travel
lanes
and
the
medium
of
alternative
ones.
As
you
can
tell
from
this
slide,
alternative
one
will
remove
the
outermost
northbound
travel
lanes
and
replace
it
with
a
two-way
cycle
track.
G
This
two-way
cycle
track
is
depicted
in
green
on
this
slide.
The
yellow
that
you
see
on
the
top
of
the
green
is
a
physical
buffer.
Think
of
it
as
a
concrete
curve
that
will
separate
the
cycle
track
from
the
now.
Only
single
existing
northbound
travel
lane
other
minor
minor
civil
improvements
will
include
construction
of
accessible,
curb
ramps,
some
pedestrian
lighting
improvements
at
intersections
and
concrete
refuge
islands,
which
is
what
is
shown
in
blue
to
shore
in
the
crossing
distance
for
pedestrians
to
get
across
antigen
avenue,
as
the
roadway
is
fairly
wide.
G
G
This
slide
shows
the
design
concept
of
both
alternatives,
2
and
3..
As
a
reminder,
alternative
2
is
the
exact
same
design
as
alternative
3..
The
difference
is
that
alternative
2
will
construct
a
short
segment
of
the
cycle
track.
Alternator,
2
and
3
will
maintain
both
travel
lanes,
except
at
the
intersection
of
huntington
and
san
bruno
avenue
at
that
location.
G
Due
to
the
limited
roadway
with
available,
there
will
be
one
northbound
travel
lane
for
distance
of
a
couple
hundred
feet
before
opening
back
up
to
two
travel
lanes.
The
rest
of
the
project
corridor
would
look
similar
to
the
design
shown
here
and
to
help
orient
ourselves.
The
orientation
of
huntington
avenue
in
this
slide
has
been
flipped
from
the
alternative
one
slide
on
this
slide.
The
bart
station
is
located
on
the
bottom
of
the
picture.
You
can
see
the
park
passenger,
pickup
and
drop-off
zone
on
the
bottom.
G
Existing
features
that
will
not
change
are
shown
in
light
gray
and
new
construction
is
solid
black
for
this
alternative,
as
you
can
tell,
there
will
be
no
changes
to
huntington
avenue
between
the
divided
median
and
and
the
southbound
travel
lanes.
Aside
from
the
incorporation
of
some
payment
markings,
the
class
three
shareholders,
which
are
to
me
to
remind
motorists
to
share
the
world
with
bicycles,
traveling
in
the
southbound
direction,
all
the
improvements
are
concentrated
between
the
divided
median
and
huntington
avenue
east,
which
is
a
local
residential
role
used
by
the
5th
edition
neighborhood.
G
The
difference
between
this
design
and
the
design
shown
on
the
previous
slide
is
that
the
goal
of
this
design
is
to
have
all
the
benefits
that
will
come
from
having
a
cycle
track
without
having
to
have
a
negative
impact
on
traffic
by
maintaining
all
the
existing
travel
lanes.
Due
to
the
existing
roadway
configuration.
G
G
G
So
a
traffic
study
was
performed
for
this
project
and
it
evaluated
two
future
traffic
conditions
which,
being
the
anticipated
traffic
in
2025
and
2040
under
three
different,
build
scenarios.
Those
being
the
no
build
scenario,
the
lane
removal
scenario
to
accommodate
the
cycle
track
and
maintain
two
travel
lanes,
while
also
implementing
a
cycle
track
scenario.
Level
service
los,
is
a
qualitative
measure
used
to
analyze,
railways
and
intersections
and
has
a
range
from
a
to
f
level
service.
G
A
is
free
flow
and
level
of
service,
f
represents,
jammed
or
stop-and-go
traffic
for
cyber
level
service
up
to
d
is
considered
to
be
acceptable.
I
will
note
that
the
purpose
of
this
slide
is
to
present
a
high
level
overview
of
the
traffic
study.
The
traffic
study
in
its
entirety
was
provided
in
the
council
agenda
packet,
and
this
slide
illustrates
traffic
conditions
in
2025
during
the
pm
peak
pnp,
being
the
time
frame
when
the
highest
traffic
occurs
in
the
northbound
direction
and
is
a
one-hour
period
between
4
pm
and
6
pm.
G
While
there
is
some
minor
changes
in
anticipated
delay
for
all
three
scenarios,
the
no
build
the
lane
removal
and
the
maintain
travel
lane
scenario,
the
important
thing
to
note
is
that
level
of
service
f
will
occur
at
two
intersections,
regardless
of
whether
or
not
there
is
a
cycle
track
project.
This
is
due
to
the
anticipated
growth
and
traffic
for
the
region
that
is
expected
by
2025.
G
This
is
entirely
due
to
the
meteorin
effect
caused
by
the
lane
reduction
at
the
start
of
the
project
corridor,
beginning
at
the
intersection
of
huntington
avenue
with
san
bruno
avenue.
While
level
service
is
slightly
better
at
the
intersection
of
huntington
avenue
with
furman
street
under
the
lane.
Removal
alternative
the
overall
net
impact
caused
by
removing
a
travel
lane
is
that
it
will
worsen
the
overall
court
quarter,
travel
time,
which
is
the
amount
of
time
it
takes
to
drive
from
san
bernardino
avenue
to
sniff
lane,
and
this
slide
shows
the
anticipated
levels
service
in
2040.
G
All
intersections
are
expected
to
degrade
to
level
service
f
again.
This
is
entirely
due
to
the
anticipated
wealth
and
traffic
for
the
region
that
is
expected
by
2040
and
while
it
will
in
with
or
file
the
second
track,
should
the
city
choose
to
remove
a
travel
lane
that
certainly
won't
help
improve
traffic
conditions,
as
lane
removal
would
reduce
the
capacity
of
the
corridor
by
half.
G
And
in
summary,
the
worst
quarter
travel
time,
which
is
the
time
it
takes
to
travel
on
huntington
avenue
from
san
bruno
avenue
to
steve
lane
occurs
under
the
traveling
removal
scenario.
This
makes
sense
intuitively
because
removing
and
traveling
with
vehicular
capacity
from
the
roadway
based
on
the
traffic
study,
the
difference
in
the
quarter
travel
time
would
be
an
additional
10
to
20
seconds
in
2025.
Under
the
lane
removal
scenario,
this
is
the
worst
quarter,
travel
time
as
modeled
by
the
traffic
simulation,
while
overall
the
operational
impacts
of
cycle
track.
Installation
falls
within
acceptable
ranges.
G
The
old
bag
shown
right
here
is
a
federal
grant
that
will
provide
914
000.
Should
the
city
construct
a
cycle
track
from
centennial
way
trail
to
san
bruno
avenue,
and
the
smcta
grant
will
provide
either
1.4
million
if
we
were
to
construct
a
cycle
track
from
permanent
straight
to
san
bruno
avenue
or
up
to
2
million?
If
the
city
constructs
the
whole
segment
cycle
track,
staff
is
also
exploring
other
funding
sources.
In
addition
to
grant
opportunities.
G
And
to
utilize
the
914
000
from
old
bag.
This
grant
requires
that
the
city
construct
the
full
segment
cycle
track
and
the
project
is
ready
for
bid
advertisement
by
january
2023.
This
means
that
the
funding
for
the
project
for
the
selected
design
alternative
should
be
secured
and
in
place
for
contract
award
by
summer
of
2023.
G
G
So
alternative
three,
the
design
alternative
to
maintain
both
travel
lanes
while
also
having
a
cycle
track,
would
provide
the
greatest
future
benefit,
while
also
having
the
least
negative
side
effects.
Implementation
of
a
cycle
track
along
this
quarter
will
encourage
residents
to
mold
shift
from
cars
to
biking
and
walking.
This
is
due
much
in
part
to
the
location
of
the
proposed
project.
G
It
provides
city
residents
with
the
direct
connections
to
centennial
a
trail,
temporand
regional
mall,
downtown
san
bruno,
the
regional
transit
systems
of
bart
caltrain
and
the
bel
air
and
fifth
edition
neighborhoods
based
on
the
traffic
study.
We
know
that,
due
to
future
growth
in
the
region,
the
entire
corridor
is
anticipated
to
increase
in
traffic
levels
leading
to
reduction
level
service
for
the
entire
corridor.
G
So
alternative
three
by
maintaining
both
travel
lanes,
will
keep
the
status
quo
on
the
expected
traffic
levels
and
not
make
things
worse
like
moving
and
traveling
with
an
implementation
of
the
cycle
track
while
quantifying
the
amount
of
motion
from
cars.
If
I
can
is
not
possible,
well
reduce
the
amount
of
people
choosing
to
drive
along
this
corridor,
since
those
drivers
can
now
choose
to
use
the
cycle
track
instead
of
the
personal
vehicles.
G
We
recognize
that
alternative
three
is
the
most
complex
design
alternatives,
but,
as
this
design
would
provide
the
greatest
future
benefit
without
any
of
the
potential
traffic
impacts
associated
with
lane.
Removal
staff
recommends
that
alternative
b
be
the
preferred
design.
Alternative
and
staff
will
continue
to
seek
other
funding
sources,
which
would
include
grant
opportunities
as
they
become
available
to
fund
the
project,
and
this
concludes
staff's
presentation
and
we're
available
to
answer
any.
B
Thank
you
all
right
at
this
time.
Council,
I'm
gonna
in
case
folks
need
to
want
to
make
a
comment
and
maybe
need
to
depart.
I'm
gonna
ask
if
there
are
anybody
if
there's
anyone
from
the
public
that
wishes
to
speak
on
this.
If
you
could,
please
raise
your
virtual
hand
now
and
we'll
see
how
many
hands
we
will
get.
B
I
You're
ready
all
right.
Thank
you.
Boy,
no
build
scenario
makes
sense.
I
you
know
I
we
need
to
change
the
mindset
in
san
bruno.
Look
at
el
camino,
real.
It's
10
lanes,
12
lanes
wide
at
smith,
lane
we
need
to
make
it
safer
for
bicyclists
and
walkers
in
san
need,
a
in
the
city,
council
and
public
works
and
the
city
manager's
office.
To
do
so.
I
We
need
to
do
something
if
you
want
to
put
a
lot
of
apartments
down
there
downtown
and
have
people
take
public
transport,
bart
and
caltrain
need
to
make
it
easy
for
them
to
do
that.
A
lot
of
people
take
san
bruno
bart
station
to
go
to
south
san
francisco
because
it's
the
closest
station,
so
it
makes
sense
from
a
bicycling
perspective.
I
Thank
you
for
looking
at
this
project
to
make
it
safer
to
walk
and
bike
in
san
bruno
personally,
I'd
like
to
see
a
complete
cycle
track
from
san
bernardino
avenue,
all
the
way
to
hermann
and
then
beyond.
All
the
way
down
to
millbrae
is
ideal
and
I'd
like
to
know
what
elements
you've
put
into
this
plan
for
storm
water
runoff.
I
I
saw
a
catch
basin,
but
I'm
not
certain
what
that
is,
and
I'm
hoping
that's
something
to
help
alleviate
the
storm
runoff
situation
we
see
in
san
bernardino
today,
among
the
funds
you
mentioned,
you
don't
mention
funds
from
ccag.
I've
been
on
the
san,
the
ccag
bicycle
pedestrian
advisory
committee
for
four
years
and
we've,
given
you
that's
over
three
hundred
thousand
dollars
and
that
wasn't
listed
in
there.
So
it'd
be
nice.
I
If
you
gave
some
recognition
to
the
other
sources
of
funding
for
this
project,
I'd
like
to
say
one
last
thing
about
this:
this
committee,
so
it's
under
sea,
kag,
so
city
and
counties
of
san
mateo
county,
and
there
are
three
open
seats
for
elected
officials
on
the
committee
right
now
we
have
five
of
eight
people
on
the
committee
representing
different
cities.
Millbrae
is
well
represented.
I
Catherine
matsumoto
from
south
city
did
a
lot
of
great
work
on
the
committee
and
brought
a
lot
of
funding
to
south
san
francisco
for
their
projects.
When
I
joined
the
committee
four
or
five
years
ago,
ken
ibero
was
on
the
committee,
so
there
are
three
seats
available
and
I
would
like
I
would
ask
that
somebody
from
the
san
bernardino
city
council
show
an
interest
and
commitment
to
other
modes
of
transportation
other
than
the
automobile
and
join
the
committee
and
help
make
it
safer
to
walk
and
bike
in
san
bruno
and
in
san
mateo
county.
I
B
F
J
J
J
F
Yeah,
so
in
regards
to
1117,
my
understanding
is
that
you
know
south
africa,
as
you
cross
central
royal.
You
know
towards
you
know,
along
huntington.
The
lane
actually
starts
to
merge
as
well
into
a
single
lane.
So
there's
maybe
about
a
short
stretch
of
you-
know
two
lanes
just
in
front
of
one
eleven
alley
at
one
eleven
on
san
bernardino
avenue,
and
then
it
becomes
one
lane
again.
So
I
believe,
as
part
of
the
development
was
to
remove
that
transitional
lane
into
a
single
lane
there.
F
But
I
you
know,
we
don't
believe
there
wouldn't
be.
There
will
be
any
issues
with
the
traffic
impact
just
by
that
short
segment.
Just
south
of
that
you
know
central
avenue
crossing,
because
north
of
that
there'll
still
be
two
lanes
here
right
and
then
one
of
the
main
there's
a
left
turn
left
turn
lane
towards
to
make
a
left
turn,
and
then
there
will
be
the
single
right
hand.
Lane
will
most
likely
be
a
right
turn
only
lane
and
the
middle
lane
will
be
the
one.
That's
going.
F
You
know
across
central
royalty,
so
you
know
with
that.
I
don't
think
there
will
be
any
issues
regarding
traffic.
You
know
impacts
just
at
that
location.
I
think
you
know
you
also
have
some
questions
related
to
the
connectivity
or
maybe
malcolm
mr
robinson
had
as
well.
This
project
will
connect
to
other
bicycle
improvements
that
were
the
city
is
looking.
We
have.
We've
received
a
couple
of
grants
in
the
past.
You
know
along
the
san
antonio
corridor.
We
will
be
putting
you
know,
bacheros.
J
To
milwaukee
that's
great,
I
I
know
I've
heard
of
that.
I
just
haven't
seen
that
in
a
while,
and
I
think
I
think,
for
those
that
are
really
interested
to
see
what
we're
actually
trying
to
achieve
here
would
be
beneficial.
So
that's
fine.
Let
me
go
back
to
my
questions,
so
we
have
tspc
and
bpac
and
were
they
involved
in
reviewing
these
alternatives.
G
J
J
E
E
Up
on
the
balcony,
this
is
intended
to
be
a
project
that
provides
the
class
a
separated
bike
lane
connecting
our
downtown
to
our
main
retail
hub,
which,
in
the
future
we
know,
will
also
be
a
job
club
for
the
area.
There's
the
lane
partners
project
that
is
currently
planned
for
south
san
francisco
and
then
there
are
active
plans
being
developed
to
be
submitted
to
san
bruno
potentially
to
put
office
on
a
part
of
tan
fran.
E
To
that
person
of
the
community-
and
we
may
want
to
think
about
opening
up
more
access
for
that
community
by
having
access
onto
huntington
for
that
scott
street
neighborhood
by
taking
out
a
lane
of
travel,
we've
reduced
the
capacity
and
we're
potentially
adding
more
traffic.
That,
of
course,
the
traffic
study
did
not
capture
because
it's
long-term
visioning
and
that
study
was
done
in
2019.
E
And
so
we
really
pivoted
to
this
alternative
trying
to
achieve
what
is
the
best
outcome
for
san
bruno
and
I'll
certainly
tell
you.
One
of
the
conversations
that
I
had
with
staff
is
sort
of.
Let's
look
at
costs,
but
let's
step
back
and
say
based
on
what
we
know
is
going
to
happen
and
that
the
traffic
study
looked
at
based.
E
F
E
That's
in
the
hopper
and
being
planned
since
then.
What's
your
best
engineering
recommendation
and
that's
really
how
we
pivoted
to
these
alternatives?
Is
there
a
way
to
maintain
the
four
lanes
of
travel,
but
also
have
that
protected
bike
lane
for
the
bike
community?
So
when
we
have
that
growth
people
hopefully
will
bike
from
caltrain
or
buy
from
downtown
or
bike
from
the
bart
station,
reducing
the
traffic,
that's
on
our
streets
and
that's
how
we
really
arrived
arrived
at
this.
This
project
started
off
as
removing
the
traffic
lane
and
having
that
protected
bike.
J
J
That
lane
merged
really
caused
problems,
so
there's
no
other
alternative
there,
apparently
of
how
we're
taking
two
lengths
and
it
turned
it
into
one
for
for
a
couple
hundred
feet.
I
was
wondering
if
we
could
just
hear
from
and
and
the
traffic
study
did
account
for,
that,
in
the
delays
and
in
in
operations
of
that
of
that
traffic
flow.
C
C
J
Okay
and
and
my
next,
my
next
question
is
another
potential
bottleneck.
I
couldn't
really
tell
from
the
drawings,
but
as
we
go
under,
how
does
all
of
that
fit
with
those
with
those
pipe
with
those
structures
there
is?
Is
that
later
on
in
the
design,
or
is
that
something
you
guys
can
figure
out
now
with
with
wayne
lit
lane
widths.
G
H
Great,
thank
you
so
how
so
I'm
just
thinking
back
as
I'm
looking
through
the
powerpoint,
if
I
remember
correctly
the
111
huntington
project,
the
only
way
to
get
into
that
lot
is
going
to
be
through
huntington
and
then
san
bruno
avenue,
and
so
is
there.
I
just
I
just
looked
up
the
previous
staff
report
when
it
came
to
planning
commission.
H
K
K
If
I
heard
correctly
so
it's
not
something
we
looked
at
specifically,
I
will
say
you
know
we
were
seeing
more
due
to
the
future
the
forecasted
travel.
It
does
increase
more
in
the
southbound
direction
and
there
was
more
queuing
along
the
study
corridor
in
the
southbound
direction.
So
let
me
see
what
the
existing
cross
section
is.
There.
K
K
H
E
C
E
And
if
we
go
with
the
recommended
alternative
to
maintain
the
travel
lanes,
it's
sort
of
status
quo
with
regard
to
vehicular
traffic
and
and
only
beneficial
with
regard
to
both
pedestrian
and
bike
traffic,
because
we're
providing
that
that
protected
and
more
aesthetically
pleasing
paths.
So,
hopefully
more
people
will
actually
get
out
of
their
cars
and
use
other
modes
of
transportation.
As
they're
going
from
downtown
to
to
to
cal
train
to
bar
to
tan
fran
town
center,
et
cetera,.
B
Okay,
so
and
city
manager
for
city
attorney
we're
talking
about
a
project
that
doesn't
go
into
one
one
one
also.
I
don't
know
how
the
grant
funding
the
funding
came,
but
I
know
that
additional,
which
is
outside
the
scope
of
at
least
I
know
what
came
to
the
transportation
authority
with
that.
So,
if
I
I
think
we're
we're
on
two
different
things,
but
I
want
to
check
with
the
city
manager,
yeah.
E
H
Just
thank
you,
mayor
medina.
I
guess
I'm
just
trying
to
understand
why
I
understand
that
they're
two
separate
projects-
I'm
not
I'm,
just
not
understanding-
why
they
why
we
can't
think
about
the
impact
of
one
on
the
other,
I'm
not
saying
to
change
the
whole
project,
I'm
just
saying:
can
we
just
make
sure
that
we
are
considering
it
because
from
what
I
just
heard,
I
mean
from
what
I
just
heard.
It
wasn't
that
one
doesn't
impact
the
other,
it's
that
it
just
wasn't
considered
in
the
project.
B
C
If
I
may
say
something
here,
please
what
usually
this
project
when
you
look
at
the
tables
and
you
look
at
2025
what
it
means
it's
conserved
all
the
development
that
happens
not
only
111
san
bruno
but
others-
that's
might
happen
so
that
project
and
their
traffic
impact
is
already
considered
in
the
table,
and
that's
why
some
of
the
intersections
are
bad.
When
you
look
at
2025
and
then
when
you
look
at
2040,
there
are
more
projects
anticipated,
so
the
effect
of
one
one:
it's
not
that
it
has
been
ignored
and
aaron
can
correct
me.
K
Yeah
that
that's
exactly
right
and
we
used
as
a
source
for
growth
forecasts,
the
regional
travel
demand
model
maintained
by
ccag,
so
that
has
built
into
it.
Certain
assumptions
about
regional
growth-
and
you
know
and
theory,
is
consistent
with
all
the
local
jurisdictions
general
plans
as
far
as
land
use
and
future
future
growth.
H
A
So,
regarding
111
samford
avenue
right
now,
there's
two
lanes
southbound,
that's
the
no
build
scenario
with
any
of
the
three
alternatives
before
us.
There's
gonna
be
two
lanes
out
there
so
that
that's
how
I'm
able
to
separate
the
two
things,
because
there's
no
yes
they're
right
next
to
each
other,
and
my
next
question
actually
does
it
does
get
to
potential
impacts
outside
of
the
study
area.
But
I
don't
think
that
this
is
one.
That's
there's
definitely
potential
for
backup
there
councilmember
mason
is
absolutely
correct.
A
You
know,
cars
transiting
into
111
could
cause
a
delay
there
and
cause
a
backup,
but
that's
going
to
happen,
no
matter
what
we
do
with
this,
whether
we
do
nothing
or
whether
we
build
any
of
the
three
alternatives
in.
In
my
view,
from
looking
at
all
of
this
together,
I
have
a
follow
on
from
council
member
or
from
vice
mayor
medina's
question
regarding
the
removal
of
the
northbound
lane
at
san
bernardino
avenue
for
200
feet.
A
It
was
stated
that
this
would
that
this
reduced
traffic
flow
coming
into
the
study
court
corridor,
meaning
that
there's
there
were
fewer.
The
anticipation
was,
there's
less
volume
coming
into
the
study
corridor
and
what
was
studied,
but
was
it
studied
what
that's
going
to
do
outside
of
the
corner?
So,
what's
going
to
happen
on
huntington
south
of
san
bernardino
avenue,
as
a
result
of
that,
what's
going
to
happen
on
san
bernardino
avenue
for
cars
transiting
into
northbound
huntington
with
that,
really
that
reduction
down
to
one
was
that
part
of
the
study.
K
So
we
don't
really
look
at
the
impacts
on
huntington
south
of
san
bruno
but
you're
right.
It
would
add
some
delay
for
traffic
say
either
a
northbound
through
or
an
eastbound
making
a
left
turn
onto
huntington
avenue
north
there.
There
would
be
some
addition
additional
delay
for
vehicles
waiting
to
make
that
movement.
A
K
Yeah
it
that
was
part
of
the
network
that
we
looked
at
and
we
could,
I
suppose,
the
report
that
we
sent
you.
We
started
measuring
the
travel
time
as
vehicles
were
exiting
that
san
bruno
avenue,
huntington
intersection
from
there
up
to
smith
lane.
That
was
how
we
measured
the
northbound,
but
you're
right
it
would
be,
and
there
is
some
delay
I
actually
went
in
and
looked
at
the
detailed
model,
outputs.
There
is
additional
delay
for
vehicles
waiting
to
get
into
the
study
corridor.
A
K
A
A
This
is,
this
is
more
of
a
curiosity
question
because
I
know
these
cycle
tracks
exist
all
over
the
place
and,
there's
I'm
sure,
there's
a
mitigation,
but
I
you
might,
you
might
have
to
bring
up
slide
nine
from
the
presentation.
There's
either
nine
or
ten
in
both
option.
Two
and
three
right
hand
turns
from
westbound
san
bernardino
avenue
coming
under
the
under
the
train,
overpass
onto
northbound
huntington.
A
What
how
do?
How
do?
How
do
you
prevent
cars
from
turning
into
the
cycle
track
for
people
who
aren't
paying
attention,
because
you
have
to
go
past
the
cycle
track
and
then
turn
to
go
north?
How
is
that
typically
handled?
I
know
again
we're
not
reinventing
the
wheel
here,
but
I'm
I'm
not
familiar
with
how
that's
usually
done
from
an
engineering
perspective.
A
Okay,
so
that's
part
of
the
design
phase
and
not
something
that's
been
addressed
yet
right.
Yes,
okay
on
slide,
11,
and
you
explained
it
and
I
didn't-
I
didn't
understand
it.
So
I,
how
again
does
one
of
the
scores
went
up
by
taking
out
a
white
taking
out
a
lane,
and
I
didn't
follow
how
that
could
be
one
of
the
one
of
the
one
of
the
the
letter
grade
scores
for
traffic
actually
improved
by
removing
elaine.
A
K
Off
yes,
so
we
think,
that's
probably
due
to
that
bottleneck
effect
of
both
of
the
build
alternatives,
do
reduce
the
northbound
lanes
down
to
one
for
at
least
a
short
section.
So
what
happens?
Is
there's
actually
fewer
vehicles
getting
into
the
study
corridor
and
going
through
that
it
sort
of
meters
the
traffic
that
reaches
the
huntington
hermann
intersection,
so
there's
fewer
vehicles
reaching
it
reduces
the
delay
slightly,
and
I
think
it
was
pretty
close
to
the
threshold
for
d
to
c
so
that
just
tipped
it
back
into
the
sea.
A
All
right,
so
this
is
now
a
funding.
Question
grant
question.
So
obviously,
we've
got
we've
got
the
grants,
we've
already
been
awarded,
which
is
great,
there's
nothing
preventing
us
from
applying
for
additional
funding
to
fund
the
rest.
Is
there
there's
not
like
you
can't
you
can't
go
back,
can't
go
back
to
the
feds
and
they'll
say
no,
because
you
already
have
this
other
grant.
A
The
reason
that
I
ask
is
I'm
sure,
as
I'm
I'm
sure
that
you
guys
are
monitoring
closely
the
the
president
is
going
to
be
putting
out
a
infrastructure
plan,
and
this
would
this
would
be
something
that
we
may
want
to.
You
know
have
shovel
ready
to
be
able
to
apply
for
apply
for
that
when
that
funding,
assuming
that
gets
approved
and
when,
when
that
opens
up,
so
I
wanted
to
throw
that
out
there
I'll
I'll
hold
off
on
my
comments
on
which
alternative
is
best.
D
B
I
apologize,
I
just
saw
the
mic
turn
on,
so
I
assumed
so
you
know
when
this
was
first
brought
up
some
time
ago
with
the
former
director,
not
mr
tan,
but
in
the
community
development.
I
didn't
agree
with
it,
then,
as
far
as
the
one
lane,
because
I
was
thinking
down
the
road
and
then
just
the
congestions,
so
I
appreciate
the
staff
has
looked
at
that
and
look
excuse
me
to
maintaining
all
four
lanes,
because
I
think
that's
that's
important.
B
For
me,
the
funding
is,
of
course
it's
it's
it's
a
lot
and
in
order
for
us
to
use
the
2
million,
we
have
to
do
the
whole
stretch,
though,
for
the
transportation
authority.
It
goes
down
to
1.4,
if
it's
less
than
that,
but
I'm
hopeful
too
that
with
what
may
be
coming
out
of
washington,
but
we
never
know
how
quick
that
maybe
the
shovel
on
the
ground,
as
was
used
before,
would
afford
us
that
opportunity.
B
Also,
something
is
in
the
county
wide
there's
only
such
a
as
what
we've
changed
as
a
time
frame.
So
if
it's
not
used
and
it's
just
delayed
and
delayed
eventually
those
phones,
those
funds
may
become
unavailable.
So
that
is
something
that
has
not
always
been
that,
but
that
body
learned
something
from
another
city
which
kept
going
for
five
years
and
then
it
ended
up
not
happening
at
all
so
anyway.
But
then,
as
far
as
the
staff
report
and
the
presentation
and
what
my
colleagues
have
asked,
I
think.
A
G
J
B
H
B
J
Sure
I
I
I
saw
those
questions
and
I'm
still
ready
for
my
recommendations,
but
okay.
So
clearly,
I
recall,
mr
mayor,
when
we
were
at
the
on
the
diocese
when
we
first
heard
this
and
when
I,
when
they
it
was
reported
we're
going
to
close
the
lane
on
huntington.
It
was
like
wow,
that's
that's,
gonna
be
messed
up
and
I'm
glad
staff
has
gone
back
and
looked
at
things
and
and
are
providing
us
with
alternatives.
J
J
J
E
Thank
you,
council,
member
or
councilmember
vice
mayor
medina.
For
that
suggestion,
why
don't?
I
have
staff
opine
because
there's
challenges
with
option
two.
With
regard
to
maintaining
the
grants
we
have,
for
example,
for
our
ta
grant.
There
is
not
a
ability
for
a
half
grant,
it's
either
alternative
one
and
we
receive
1.4
million
or
alternative
two
and
we
receive
the
two
million
dollars.
E
G
So
to
add
some
additional
detail:
the
old
back
grant
was
the
scope
of
that
it's
914
000,
just
as
a
reminder,
and
that
is
for
if
the
city
decides
to
construct
a
full
segment
cycle
track,
it's
914
000
and
they
haven't.
Let
us
know
yet.
If
we
do
the
half
segment,
would
there
be
reduction
in
funds
or
could
we
maintain
all
the
914
thousand?
So
the
other
is
that
flexible?
No,
that
one's
in
flexible
the
varying
amount,
that's
still
unknown
for
old
bag.
G
There
are
also
obank
is
a
federal
grant
and
because
it
is
a
federal
grant,
there
are
some
requirements
that
need
to
be
followed.
Should
we
decide
to
proceed
with
that
staff
will
do
our
best
to
make
sure
that
we
meet
those
requirements
that,
but
some
of
it
does
depend
on
outside
agencies
such
as
bart
and
sfpuc,
and
well
we're
certainly
we'll
work
with
them
very
closely.
Some
of
it
is
out
of
control.
F
G
E
E
We
do
have
a
fully
funded
project,
but
that
has
negative
implications
and
if
we're
looking
forward
to
having
a
full
cycle
track
in
order
to
be
in
the
best
position
where
we
maintain
those
funds,
we
have
it's
really
alternative.
Three
that
places
the
city
in
the
best
position.
Knowing
that
we
have
a
funding
gap
that
we
need
to
forthrightly,
go
about
and
try
and
solve
and
sort
of
putting
on
my
city
manager
hat.
D
Thank
you,
mr
mayor,
so
the
more
I
hear
the
more
I'm
convinced
that,
for
me
option
one
is
the
only
one
that
really
makes
sense,
and
you
know
hearing
that.
That's
the
only
one!
That's
really
the
funded
project
is
kind
of
a
clincher
for
me,
because
if
we,
if
we
want
to
guarantee
success,
I
think
we
got
to
pick
projects
that
we
know
we
can
build
and
we
know
we
can
afford.
D
And
yes,
there
is,
there
is
a
downside
to
the
the
traffic
flow,
but
what
I'm
seeing
from
the
traffic
report
is
that
not
only
is
it
I
mean
we're,
preserving
only
a
tiny
bit
of
improvement
over
you
know
taking
that
lane
out,
but
then
all
that
benefit
is
erased
within
a
few
years.
So
we
all
we
end
up
in
the
same
place
where
we're
still
f
across
the
board.
D
D
So
you
know
I
am
fully
in
favor
of
having
one
completed
project,
one
big
win
for
a
cycle
track
somewhere
in
the
city
that
we
can
actually
pull
off,
and
it
really
seems
that
we
have
a
winner
in
that
option
one
and
we
still
have
a
ton
of
other
segments
in
the
city
that
need
to
be
completed.
I
attended
a
a
lecture,
a
little
webinar
on
what
they're
doing
on
the
grand
boulevard
and
you
know
they're
they're.
D
You
know
fully
invested
in
in
trying
to
get
that
funded
and
that's
going
to
go
right
through
san
bruno
and
we're
going
to
have
to
make
some
improvements
there.
So
is
this
tiny
little
segment
here
really
where
we
want
to
put
all
our
eggs?
You
know:
that's
it's
a
very
small
basket
when
there's
going
to
be
some
really
big
projects
coming
up
all
around
us
that
are
going
to
be
impacting
more
of
the
region.
D
So
I
I
get
that
this
is
an
important
segment,
but
I
don't
think
that
we
should
be
spending
any
more
effort
than
necessary
in
getting
that
cycle
track
open.
So
I
say:
let's,
let's
make
this
low-hanging
fruit.
Let's
go
with
the
project
we
can
afford
and
one
that
we
can
probably
complete
in
the
shortest
amount
of
time.
A
So
I
I
mean
I
also
I
mean
obviously
it's
it's.
It's
tempting
to
go
to
go
with
the
the
low-hanging
fruit
option.
It's
just
it's
hard
to
fathom
having
only
one
lane
north
on
huntington,
knowing
the
that
we're
going
to
have
housing
at
panfran
and
and
commercial,
and
you
know
who
knows
what
at
tanforan
and
the
southland
project,
which
you
know
we're
already
getting.
A
We
already
know,
there's
going
to
be
a
massive
amount
of
traffic
and
just
from
the
logistics
of
offline
people
aren't
going
to
be
going
through
south
city
to
get
there
so
that
that's
that's
my
biggest
concern
with
option
one.
I
I
understand
that
eventually,
eventually,
all
the
models
show
that
we're
gonna
be
f's
everywhere.
But
you
know
one
lane
versus
two
lanes
is
the
difference
between
an
f
and
an
f
minus
minus
meaning.
A
I
would
recommend
that
we
that
we
approve
option
three
and
work
and
authorize
doing
the
design
as
soon
as
possible
to
get
that
completed
as
quickly
as
we
possibly
can,
so
that
we
are
ready,
should
federal
funding
from
the
infrastructure
plan
or
other
other
things
come
up.
Other
sources
of
funding
were
ready
with
a
shovel
ready
plant
to
be
able
to
apply
to
those.
D
A
Another
way
of
looking
at
what
we've
seen
that
came
through
in
the
the
black
and
pedestrian
plan
of
all
that
the
whole
thing
the
whole
concept
of
a
road
diet.
Let's
give
it
a
road
diet
and
maybe
maybe
the
cars
will
go
away.
I
don't
oh.
I
don't
subscribe
to
that
in
every
scenario.
I
don't
think.
That's
always
true
and
the
alternatives
for
folks
to
find
a
different
way
to
drive
to
that
area
are
limited.
You
know
if
you're
coming
off
101
and
you
need
to
get
to
tanfran.
A
D
Yeah,
no
definitely-
and
you
know
possibly
getting
people
to
rethink
public
transit
as
well.
When
you
know
when
driving
starts
becoming
that
much
of
a
pain,
then
you
start
thinking:
okay,
well,
bart's
right
there.
Let
me
jump
on
bart
or
let
me
you
know,
ride
my
bike
down
to
caltrain
and
jump
on
that.
B
H
H
H
I
definitely
hear
councilmember
salazar's
point
and
you
know
the
the
vision
kind
of
for
the
future,
but
I
also
don't
want
to
lose
track
of
the
fact
that
people
are
still
driving
cars
and
you
know,
as
we
all
know,
there's
a
one
of
the
biggest
complaints
we
all
get.
Is
the
amount
of
cars
people
are
parking
in
their
lots,
which
tells
me
that
people
aren't
getting
less
cars?
I
think
they're,
their
kids
are
growing
up,
you're
having
intergenerational
houses
and
you
like
more
cars,
not
less,
and
so
to
take
away
a
lane.
H
I
think
in
a
city,
that's
only
going
to
be
getting
more
crowded,
as
we
see
from
the
you
know
that
11
000
number
that's
helpline
throughout
youtube.
I
think
it's
600
new
employees
every
year
for
the
next
10
years
and
a
percentage
of
all
these
employees
are
obviously
going
to
take
public
transit,
but
not
a
hundred
percent
and
so
you're
still
going
to
see
an
increase
in
traffic.
H
I
just
think
that
we're
still
remaining
practical
about.
You
know
what
what
those
lanes
look
like,
what
our
city
looks
like
and
and
how
it's
going
to
grow.
So
I
I
don't.
I
just
don't
see
how
we
can
take
away
a
lane.
I
really
don't
I
like
to
have
a
better
idea
of
if
you
do
take
away
these
lanes,
and
you
make
you
know
you
make
this-
I
don't
know
I
just
I
don't
know
I
think
you're
going
to
end
up
with
a
huge
backup
and
and
to
sellzer's
point
yeah.
H
Maybe
people
will
eventually
get
used
to
going
around
and
then
that
backlog
backup
is
on
el
camino
and
everywhere
else,
but
at
the
end
of
the
day,
if
we
still
want
people
to
take
bart,
are
we
going
to
have
going
all
over
san
bruno?
That's
going
to
pick
people
up
and
drive
them
down
to
trying
to
figure
out
how
people
are
going
to
get
to
bart
how
people
are
going
to
get
out
to
caltrain,
because
those
parking
lots
are
right
in
the
center
of
this
project.
H
H
H
B
D
And-
and
so
you
know,
I
I
agree-
probably
taking
lanes
away
in
most
parts
of
the
of
any
city
probably
doesn't
make
a
whole
lot
of
sense.
If
you
want,
because
there
are
going
to
be
a
lot
of
cars
and
that's
why
we
fought
so
hard
to
change
the
parking
requirements
in
our
transit
corridor,
because
we
understood
that
there
were
going
to
be
more
cars.
D
But
yeah
I
mean
I,
I
see
the
impact
here
as
being
pretty
minimal
and
also
I'm
hearing
about
other
cities
that
have
because
of
cove
had
gone
to
parklets
in
their
downtowns
that
they're
thinking
of
keeping
those
permanent
and
that
definitely
has
an
impact
on
on
traffic
and
they're,
probably
really
busy
corridors
yet
they're.
You
know
they're
looking
at
some
of
the
the
benefits
of
making
those
areas
more
walkable.
D
By
doing
just
that,
and
one
point
that
council
member
mason
made
that
that
kind
of
struck
a
chord
with
me
and
since
we
have
the
police
chief
on,
I
did
want
to
hear
about
what
the
perceived
impact
is
as
these
traffic
conditions
worsen
and
with
our
police
station
being
right
there.
Even
though
cars
exit
over
to
the
sneak
side
are
there
any
anticipated
service
impacts
because
of
that.
C
Time
sure,
mr
mayor,
I
apologize
that
I
don't
have
video
I'm
in
a
bit
of
an
unstable
connection,
location
now,
yeah.
I
obviously
I
have
not
done
any
kind
of
formal
study
on
response
time
impacts,
but
I
can
tell
you
that
without
question,
any
of
the
options
that
reduce
the
lanes
of
travel
along
huntington
are
going
to
be
problematic,
given
given
the
location
of
our
police
department,
which
is
not
anticipated
to
change
any
time
in
the
near
future.
That
is
a
main
response.
C
Route
to
emergency
calls
for
service
for
your
police
department
and
any
reduction
in
lanes
regardless
whether
they're,
south
or
northbound,
will
have
a
will
have
an
impact
on
response
times.
So,
if
that's
at
all
helpful
in
in
your
decision-making
process,
I'm
happy
to
answer
answer
any
other
questions,
but
but
pretty
definitively.
We
we
would
prefer
the
police
department
to
maintain
all
the
lanes
of
travel.
B
The
concrete
that
I
already
was,
but
even
hearing
from
our
chief
and
for
me
to
you
know,
I
think,
if
we're
going
to
do
it,
we
need
to
do
it
and
I
think
we
have
to
look
far-reaching.
I
think
we
come
in
an
opportunity
and
a
time
with
hopefully
infrastructure
and
things
that
we
you
know
at
the
county
level,
there's
they're,
saying
hey.
B
B
E
B
B
E
B
Okay,
thank
you
and
again
there
were
some
comments
and
that
we
did
have
a
public
public
was
allowed
to
speak
on
this
topic.
They
went
right
after
the
powerpoint
presentation
by
staff,
and
there
are
some
comments
that
can
be
looked
at.
Staff
has
seen
those
just
as
for
some
some
thoughts.
Okay
with
that
said,
then
we're
going
to
go
ahead
and
adjourn
this
meeting
to
the
next
regular
city
council
meeting,
which
will
be
held
on
april
13
2021
at
7
o'clock.
Virtually.