I have spent some time of late working on the “family cycling” problem. I would like to get my kids around town without a car. I would also like to bike to work, which is 10+ miles one way, which is a bit far for me to ride twice every day. Last year, I took a leap of faith and purchased a Radwagon. Around $2,200 all-in, including having a mobile bike shop assemble and deliver it. That is cheap for a bike that can haul kids on the back. It is great for my work commute, but the high back was too scary for my older son.
The Radwagon is pretty rad, but the rear cargo deck was too high for the older son to feel comfortable.
After the younger son turned 1, I got a baby seat (another $250, as I recall) and now I have a bike fanatic who loves the high ride adventures. This is great, because I have more encouragement for me to get riding. (Really, these are demands: “Dada, go go go go go! Byyyeee mama! Byyyeee bruhbruh! Dada, shoess!”) This is great, until the older kid starts feeling left out of quality time with Dad.
Before he could even walk, he could climb up on the running board of Daddy’s bike.
Thus began my quest for a family bicycle that could accomodate both boys: something lower …
There are a lot of options. There are bikes like the Radwagon but with a smaller wheel in the back, so kids can ride low. Non-motorized bikes from Yuba and Xtracycle start around $2,200. Motorized versions start around $4,500. There are bikes with a box up front: the classic Dutch Bakfiets can be imported from Europe for some insane amount of money. There are box-in-the-front tricycles from Bunch (around $2,600 delivered) and Wike in Canada. The Bunch has an electric option. Finally, I stumbled across Madsen, which sells “bucket bikes” which have a big, sturdy, plastic bucket on the rear that seats four. They start around $2,000, and can deliver at $2,200 (mostly) assembled, but I decided that really, I want to be able to drop kids off and head to work, so all in with e-assist and a few accessories is $3,500.
The next challenge is: a test ride. The Radwagon was a Leap of Faith with mixed results. There are “local” dealers for the more expensive bikes. This would mostly involve calling ahead to set up an appointment to ensure that the appropriate bike(s) are in stock and set up for a test ride, then schlepping the kids up to San Francisco. Fortunately, Madsen has a customer one town over that was willing to share a test ride. I was able to confirm that both boys enjoyed it, and the wife could fit in the bucket, too. The electric option is new for Madsen, so the bike I ordered won’t arrive until later this month.
Last Month, the Bike Snob published an article that declared that “No, Cycling Isn’t Elitist” which argues that family cycling can be more cost effective than driving. I wish that were true. I wouldn’t say that cycling is elitist, but where I live, where a car is a basic requirement to partipate in economic life, spending additional time and money to research, purchase, store, and maintain a family bicycle remains an act of privilege.
So, what to do: wring your hands and feel like a bougy jackass? On the contrary. I think that if you are in a position to enjoy family biking, and have the means to make it happen, then this is all the more reason to do it. If your family is out on the bike, it helps encourage drivers to be more careful, it opens eyes, and maybe nudges more people of privilege to try it out. Nudges politicians to prioritize safe bicycling infrastructure, which makes it easier for more folks to choose to ride more bikes …
The kids will outgrow the family cycle, and when it comes time to sell, the used bicycles get around the community at prices that are more affordable to folks with less privilege.
See Also: The Edgerunner Philosophy — “It has to do with mushrooms, opportunities, taking risks, and embracing change:”
Luminary mycologist Paul Stamets uses the term “edgerunner” to refer to the profound role that mycelium—an extremely beneficial fungus—plays in Earth’s ecosystems, working at the edges of biological possibility in order to advance life.
As I see it: cycling may not be elitist, but it is definitely more accessible to privileged folks, so if you have the privilege to “work at the edge of possibility” you should consider taking it, in hopes of helping to normalize a beneficial activity and make it more accessible over time.
On the drive in this morning, I caught Forum’s program on the new dockless electric scooters that have been showing up in San Francisco. This service is a new take on dockless bike share. There is concern that users are riding on sidewalks, menacing pedestrians, and that despite state laws, they aren’t wearing helmets. Also, the scooters are often left blocking up the sidewalks.
The scooter proponent answered that since the scooters are a handy way to save car trips, San Francisco can continue its efforts to convert car lanes to bike lanes, where the scooters could safely scoot apart from pedestrians. That sounds great to me. The helmets, though … as I pulled up to the office, I emailed in a brief opinion. I then hung back from going into the office for a couple of minutes to catch the very end of the show. I’m glad I did. Michael Krazny closed with this:
We’ll leave it there! Well, except for one more comment about helmets that I want to read here, from Daniel, who says: “We should revisit the helmet requirement. Helmet use is a cultural convention. For example, they don’t wear helmets in Amsterdam or Copenhagen, which makes bicycling even easier in those places. It is safer to wear a helmet when riding in a car, yet we wouldn’t expect anyone to wear a helmet as a requirement to ride in a car.”
I think it would be nice to see these scooters in Peninsula suburbs, where we tend to lack good “last mile” transit options, and where there are fewer pedestrians to upset. Rental electric scooters sound like a better option than rental bikes in a lot of cases because they’re cheap to deploy, require less knowledge to ride, and require less storage space. And I suspect that the helmet requirement is probably unworkable.
A question was posed as to whether folks should fight for or flee from the Silicon Valley.
I answered that those who have bought homes here ought to fight for opportunities for the next group. The greater challenge is that a lot of folks who got theirs don’t want to make allowances for the next generations.
I was in Chicago this week. There was a death in the family, so it was good to be among my kinfolk with our adorable, loving child.
Chicago is famously corrupt and moribund and the State of Illinois is mired in perpetual scandal. It is a magnet for immigrants but it is also a city from which many of us Californians are originally from. I’ve gotten used to the California way and I generally prefer it but what I noticed this week in Chicago was all the construction.
For a city that is corrupt and moribund, there was an awful lot of demolition and rebuilding going on. On the way to the L in the evening we stopped and stared over a fence as a variety of heavy machines worked under brilliant stadium lights. The star of the show was a yellow machine with a huge claw on the end of a boom arm reaching several stories up, to the top of a building, it was tearing down from the top, girder by girder, as another machine sprayed down the dust with a water hose. The claw was at the very end of its reach, it felt the machine was on tippy toes, as it tugged away, girder after girder, waiting for torrents of debris to fall, pulling the pieces out and dropping them into piles to be dragged into more discrete piles by lesser enormous machines. It was like watching dinosaurs go about their business. Father, Son, and Grandmother: none of us could take our eyes off the marvel. “They should sell beer and peanuts,” said I.
The neighbors of this derelict house in Sunnyvale are terrified at the prospect of it being replaced with housing for families.
We don’t get this in Suburban California. What little “history” we have is viciously guarded and any attempt to replace the old with newer and better is often met with resistance and exaggerated speculation as to the intentions and end results of new development. You don’t see that so much in the old country–In Chicago, and in any place with some history under its belt, everyone knows that they are surrounded by at least a century of continuity–Everyone is merely links in a great chain. The city is inherited and bequeathed and the hope is to leave it in a little better shape: Urbs in Horto.
In Dublin, I saw them building a light rail line, right down an ancient street. It made the Northern Californian in me jealous.
They say that University Politics is the most vicious because the stakes are so low. I get a sense of that observing some of the political rhetoric in Sunnyvale. Out here the city is so new and raw that the idea of changing it implies that those who built the city and have lived in it until now are being completely rejected by the hordes of newcomers flooding the city from the Midwest and the Far East. But in the ancient lands where the immigrants come from, there is no such sentiment: the cities are naturally timeworn, and the idea of redevelopment is an intuitive component of the cycle of death and rebirth.
Fierce as a dog with tongue lapping for action, cunning as a savage pitted against the wilderness,
Building, breaking, rebuilding,
Under the smoke, dust all over his mouth, laughing with white teeth,
Under the terrible burden of destiny laughing as a young man laughs,
Laughing even as an ignorant fighter laughs who has never lost a battle
The land in which I live would be enriched if it embraced a bit of the poetry of the land in which I was born.
I am proud to have grown up in Chicago. It is a great city. But us Chicago fans have to admit to its numerous mistakes and sins. One of those sins was repeated over and over again in the mid-twentieth century, when neighborhood after neighborhood was torn apart to make way for highways. Working class neighborhoods, homes to people of color and immigrants … the fabric of community life was torn away. Neighborhoods were divided and conquered and made into ghettos.
One would hope for Silicon Valley in the twenty-first century not to repeat the mistakes of twentieth-century Chicago.
On Wednesday, the Santa Clara Planning Commission will review the Environmental Impact Report for the Lawrence Station Area Plan. The Lawrence Station Area Plan is an ambitious project to redevelop a low-rise industrial area into a modern urban neighborhood, providing 3,500 housing units, office space, and parks, directly adjacent to commuter rail services.
The Lawrence Station Area as it exists today: mainly low-rise industrial.
Plans for 3,500 residential units, 104,000 square feet of office, and six acres of parks.
Among the current recommendations is to cut off the Northwest block of housing from the rest of the neighborhood because it serves as a connector ramp between Lawrence and Central Expressways. Instead of crosswalks for people to walk across their community, pedestrians will need to walk up and over a ramp so as not to slow down the cars … on a two-lane road.
It is hard to find pictures of pedestrian bridges spanning two-lane roads. Picture something like this, with elevators on each side.
This is another case where we err on the side of inconveniencing people and dividing neighborhoods for the sake of keeping cars moving along as fast as possible. A crosswalk would allow people to cross the street in their new neighborhood and be better connected to their neighbors, at the cost of possibly adding an occasional minute or two to someone’s commute. Does that sound so unreasonable?
Perhaps instead of right-left-right through a neighborhood, we could drive a gentle arc around the neighborhood. The path is still there.
We might explore some alternatives. One thing I notice is that the right-of-way still exists to restore the old on-ramp from Lawrence Northbound to Central Eastbound. Instead of making a right-left-right through a residential neighborhood, drivers just coast on up a gentle right-hand curve and merge on to Central. From there, the existing two-way on-ramp might be adapted to a two-lane one-way street. The two-lane street allows more cars to queue at a crosswalk while pedestrians cross, reducing potential congestion.
Alternatively, traffic off of Central Eastbound could simply take alternate routes from Oakmead/Corwin.
The Santa Clara Planning Commission is in a place to recommend smarter planning that better addresses the concerns of pedestrians, neighborhood vitality, and motorists. The Commission will review the Specific Plan this Wednesday at 7:00pm. I hope to drop by and share my concerns. You should show up too, if you are interested. You can also write a letter to the Planning Commission: PlanningCommission@santaclaraca.gov and CC planner John Davidson: JDavidson@santaclaraca.gov.
Many thanks to Green Caltrain for the tip.
Earlier this month I attended a meeting at Bishop School in which Rob Smiley, COO of Sunnyvale School District, brought us up to speed on the current construction plans. I took noted and shared on Nextdoor.com, and I’m sharing them here for better community access.
Maps viewable in school office, and online at: http://www.sesd.org/Page/3722
… re-bidding is not yet complete …
Renderings of new campus and a site plan.
October — Temp Classrooms to be installed on blacktop (note: these were installed last week)
December — Fencing / Construction begins (North Side)
August 2017 — move into new rooms
August 2018 — project complete
North Side construction thru Aug 2017
South Side construction thru Aug 2018
– Reduced on-street parking (25 parking spaces removed)
– Increased traffic
– Reduced play area
– “Hard Hat Cafe” (during kitchen construction, from June 2017)
– Noise (no loud construction during testing)
– Demolition (.. asbestos .. “abatement” ..)
Q: When does Maude Ave bike lane (remove parking) happen?
A: Do not know
On October 10, 2016, file 16-0548 was heard by the Sunnyvale Planning Commission. The item was to down-zone a condominium development per the General Plan, and to up-zone a one third acre parcel from Residential Low Density to Residential Low-Medium Density. By up-zoning the site at 838 Azure St, the property owner would be able to build four homes on the property instead of a maximum of two.
The Planning Commission passed the down-zoning proposal but denied the up-zoning at 838 Azure St. I do not believe the decision with regard to 838 Azure was consistent with the public interest of Sunnyvale residents. At a time of housing crisis, we should err on the side of providing more affordable homes for more families, and the location at 838 Azure is well suited to providing housing with minimal impact on congestion.
Current Status and Options
The property presently hosts two dilapidated structures which had recently housed squatters. There are dying trees and contaminated soil from Sunnyvale’s orchard days.
Proposed zoning for 838 Azure St
Present zoning is R0: 7 homes per acre, or 2 per 1/3 acre
Two lots of 7,200 square feet, homes up to 3,240 square feet
Requested zoning is R2: 12 homes per acre, or 4 per 1/3 acre
Four lots of 3,600 square feet, homes up to 1,620 square feet
||3200 sq ft / 5 bed / 3.5 bath
||1600 sq ft / 3 bed / 2.5 bath
The lot in question is about 14,400 square feet, and present zoning allows for up to two houses. At 45% FAR one can build two homes of 3,200 square feet. Comparable homes in the area are typically 5 bedroom, 3.5 baths at $2,400,000. With a 20% down payment of $480,000, a 30 year fixed mortgage at 3.875% with taxes and insurance runs nearly $12,000/mo.
On the other hand, a 1,600 square foot townhouse or condo in this area is typically 3 bedroom, 2.5 bath at $1,000,000. With a 20% down payment, a 30 year fixed mortgage, taxes, insurance runs nearly $5,000/mo.
If we assume that housing is “affordable” at 33% of Gross Income, then the big houses are affordable to a family with $436,000 annual income, and the smaller homes are affordable at $182,000.
See Also: Redfin
See Also: Residential Zoning Standards – City of Sunnyvale
Location: Pedestrian and Transit Quality vs Congestion
Much of Sunnyvale is poorly suited to walking or public transportation. Housing in such areas encourages automobile trips and results in congestion. If you want to increase housing while avoiding congestion, you want to place the housing in areas where walking and public transit are viable options: when people have the option not to drive they are less likely to add congestion.
The average Walk Score in Sunnyvale is 55. For 838 Azure the walk score is 78. The site is well within Sunnyvale’s walkable downtown core, a very close walk to multiple groceries, restaurants, and Murphy St. This pedestrian accessibility does not encourage automobile trips, thus it mitigates congestion.
To avoid congestion, put housing in Sunnyvale’s walkable core: 838 Azure is at the Y of Mathilda and Sunnyvale in the lower right. Source: Sunnyvale Walk Score
The site is very near VTA’s premier bus route: the 22/522 El Camino Real, as well as the 55 and 54 routes for North-South mobility. Within an hour, public transit can get residents across Sunnyvale, including the offices on the North Side, as well as much of Cupertino and Santa Clara. The downtown areas of San Jose, Mountain View, and Palo Alto are accessible. At just over a mile to Sunnyvale Station, the site is not a convenient walk to Caltrain: residents may prefer to bicycle.
Public Comment and Planning Board
Two neighbors spoke against the zoning change. A neighbor who lived in an adjacent townhouse was concerned that the development of townhouses on the neighboring property would not meet his aesthetic standards. A neighbor to the south was concerned that his dogs might get out if the property was developed, and that if the driveway were moved from Sunnyvale-Saratoga to Azure then there would be less street parking available on Azure.
Per the minutes:
Commissioner Melton noted that the benefits of the GPA and Rezone of the Azure site are the PD designation and an increase in housing density, and that the negatives include parking, neighborhood incompatibility and inappropriate density.
Commissioner Simons said he does not like the potential spot zoning of 838 Azure.
MOTION: Commissioner Melton moved and Commissioner Simons seconded the motion to recommend that City Council deny the General Plan Amendment and Rezone for 838 Azure Street.
Vice Chair Rheaume said he is not supporting this motion and supports increasing the density of this lot.
The motion carried by the following vote:
Yes: 4 – Commissioner Melton
No: 1 – Vice Chair Rheaume
Absent: 1 – Chair Harrison
This item should come before the City Council on November 1. Anyone who might wish to speak up on behalf of the virtue of increased housing in Sunnyvale can contact the City Council or make a public comment of up to three minutes at the upcoming council meeting. I am hoping to attend and speak November 1. If you think you might also be interested, or would like to be notified of any updates, please drop me a line: email@example.com.
This item was considered by the Sunnyvale City Council on November 1, 2016. City Council heard testimony from City Staff and the Property Owner. City Council candidate John Cordes and I made public comments in favor of the change. A few neighbors made public comments against the change.
The City Council enacted an ordinance to change the zoning at 838 Azure from R0 to R2-PD. The vote was 6-1, with Council Member Pat Meyering in dissent. Council made it clear that they were only approving the zoning change, in order to provide more housing in an area well-suited to pedestrian, bicycle and public transit. Council was generally most concerned with how the development would transition from the adjacent R2 zones to the rest of the neighborhood, which is among the several considerations which will be addressed subsequently in the planning process.
The Property Owner is now at liberty to submit plans for development, which will be subject to review by the Zoning Administrator, with community feedback, and potentially by the Planning Commission and the City Council.
This year there will be an election for four of the seven seats on the Sunnyvale City Council.
Mapping Out the Council
I found a nice web site that summarizes campaign contributions for the different candidates. As I have only recently taken an interest in the City Council, it helps me paint a crude picture of the council as it exists today. There seems to be a core majority and an independent minority.
Caveat: it has been pointed out to me that my data source is not entirely accurate. Raw data can be obtained directly from the city. Unfortunately, that data is provided in PDF format. If I find a convenient way to parse the data out of those PDF files, I’ll take a crack a re-doing the Financial Backings visualization, below.
Heading up the “Core” are Mayor Glenn Hendricks and Vice Mayor Gustav Larsson, who have each received overwhelmingly large sums from the National Association of Realtors Fund.
Jim Griffith is an Software Engineer who has mainly bankrolled his own campaigns. He is the only second-term member of the council, thus his cumulative financial backing is larger than most members of the council, with the exception of Mayor Hendricks and Vice Mayor Larsson. Jim maintains a blog about city council activities at dweeb.org.
Next are what I would label the “Friends” which includes Larry Klein and Tara Martin-Milius. Klein very recently won a special election held in August after the resignation of Dave Whittum. Neither of these candidates have the volume of donations as Hendricks, Larsson or Griffith, but the Inner Core have made friendly contributions to the Friends. Martin-Milius has received contributions from Hendricks, Larsson, and Griffith while Klein has received contributions from Hendricks and Griffith.
The Inner Core and Friends make up a five-member majority. Council motions are often made and carried with minimal dissent.
Beyond the Core are the two “Independents.” Jim Davis‘ campaign contributions are mainly from non-resident individuals, none from the Core members. He generally votes along with the Core, though he did vote against the Maude Ave bike lane, an issue which I took a special interest in. Pat Meyering‘s campaign is completely self-funded. He often clashes with Mayor Hendricks and other members of the council.
Mapping Out the Election
The Deep Pockets (Hendricks, Larsson, Griffith) are not up for election this year, but everyone else is.
Seat 4: Recently won by Larry Klein, is challenged by John Cordes and Mike McCarthy. Klein, who recently served on the Planning Commission, is backed by a few Business and Real Estate PACS, and several residents, including the Core council members, and Stephen Williams, who ran against him in the special election. John Cordes, who also ran against Klein in the special election, is an environmentalist who serves on the Bicycle and Pedestrian Advisory Commission. He is mainly self-funded, with an even split between resident and non-resident contributions, and a single PAC donation from the California League of Conservation Voters. Mike McCarthy is entirely self-funded.
Seat 5: Incumbent Pat Meyering is solely self-funded, and I could not find a campaign web site. He is challenged by Russell Melton, who has served several terms on the Planning Commission, and has the support of several developers, the Core council members, and numerous individuals. Melton also managed Mayor Hendricks’ successful 2013 City Council campaign.
Seat 6: Incumbent Jim Davis is a former Public Safety Officer who has served many government and community organizations. He is funded mainly by non-resident individuals. Challenger Nancy Smith has chaired the Santa Clara County Water District Environmental and Water Resources Committee, and is funded by several residents and non-residents.
Seat 7: Incumbent Tara Martin-Milius is funded in the main by several individuals, including Core council members, along with business and real estate contributions. She is challenged by unfunded Ron Banks and self-funded Michael Goldman.
Visualizing the Council and the Election
In an attempt at objectivity, I have compiled the following table to provide a quick reference to in understanding the Council and the election. I welcome feedback, especially factual corrections.
|| ███ ███ ████ ██████████ ██████████ ██████████ ██████████ ██████████ ██████████ ██████████ ██████████ ██████████ ██████████ ████████ ██████████ ██████████ ██████████ ████ ████ █████ █ ███████
||Engineer at Ciena
|| █ ███ ███ ██████████ ██████████ ██████████ ██████████ ██████████ ██████████ ██████████ ██████████ █████████ ██████████ ██████████ ██████████ ██ ████ █████████ █████ ████ ██████████ ████
||Manager at PayPal
|| ██ ██████ ███████ ██████████ ██████████ ██████████ ██████████ ████████ ██████ ██████████ ██ █████ █ ██████████ ██████
||Software Engineer at Apple
Numerous Government Activities
|| █ ████████ ███ ███████ ██
||Staff Engineer at Qnovo
|| ██████████ █ ██ █
Bicycle and Pedestrian Advisory Commission
||CEO at Green Galaxy Homes
Plaza Del Rey Residents Association
|| ██ █ ██████████ ██████████ ██████████ █████ ███ ██ █████████ █
|| █ ███ █ ████████
||Sunnyvale Public Safety Officer
Numerous Government Activities
|| █ ██████ ██████████ █████ ██████████
||Program Manager at NVIDIA
Santa Clara County Water District Environmental and Water Resources Committee
|| ██ ████████ █████ █ ██████████ ████ ██████████ ██████
||Teacher, UCSC Extension in Silicon Valley
San Miguel Neighbors Association
Financial Backing Key
██████████ represents $10,000
█ represents $1,000
█ Business PAC
█ Real Estate PAC
█ Elected Official PAC
█ Political Party
█ Political Committee
█ Environmental PAC
█ Social Issues PAC
█ Union PAC
Source: http://www.specialinterestwatch.org/, cumulative contributions through June 30, 2016
In 2006, Sunnyvale applied for funding to add bicycle lanes on Maude Ave from Mathilda to Fair Oaks.
Maude is a two-lane road with a center turn lane. It serves as a main thoroughfare for the immediate neighborhood: residential, commercial, and Bishop Elementary. It also serves through traffic. It is very congested at peak. In the past three years there have been a few dozen accidents: mainly between vehicles, 3 involving pedestrians, 1 involving a cyclist.
W Maude Ave: filling in a gap in Sunnyvale’s bicycle network
In March 2016, a community meeting was held at Bishop school. Three main alternatives were proposed:
Option 1: remove parking along Maude, replace it with 5′ bike lanes with 3′ buffers
Option 2: retain parking, remove left-turn lanes, add bicycle lanes between driving and parking lanes
Option 3: do nothing except add some signs and paint sharrows on the street
At the community meeting, many residents from the SNAIL neighborhood to the North took turns berating the city for any number of reasons. There was a lot of upset that Maude is already congested and that people might park in front of their homes. There was a “voting” board and the community poll came out something like:
Option 1: 35%
Option 2: 15%
Option 3: 50%
Sunnyvale Staff recommend Option 1: improve bicycle infrastructure but avoid increased congestion.
On April 21, 2016, the Sunnyvale Bicycle Pedestrian Advisory Committee (BPAC) reviewed the proposal. Some observations from BPAC:
Further detail desired regarding the causes of vehicle collisions along the corridor — details were not included in the present study.
Project should extend the last half block between Fair Oaks and Wolfe Road — staff remarked that this was an oversight on the original grant request, but that this could be included for future improvement projects to the bicycle infrastructure on Fair Oaks or Wolfe.
Drivers might park in buffered lanes.
If left turn lanes are removed, drivers might use the bicycle lane to pass vehicles waiting for turn.
Maude has many driveways, and it is safer for bicyclists further from the curb, where they are more visible to drivers utilizing driveways.
Traffic impact analysis will be performed subsequent to the city selecting a preferred alternative, thus no traffic impact studies have been performed to distinguish the current proposals.
1 mile between Mathilda and Fair Oaks
1 grammar school
3 pedestrian crosswalks
I spoke first. I live adjacent to Bishop school:
I remarked on the lack of pedestrian crosswalks, asked the City to look at adding more as part of the project.
I noted the advantages of using the parking as a buffer lane for cyclists: route bike lanes at the curb.
I thanked BPAC for noting the desirability of an extension to Wolfe.
One gentleman who used to live in the neighborhood spoke in support of bike lanes.
One gentlemen from SNAIL explained his opposition to bike lanes, due to present low bicycle traffic.
One lady from Lowlanders spoke in support of a bike lane:
Leaning toward Option 2
Asked if there had been any Spanish-language outreach, as this is the population occupying the rental housing and attending Bishop who would be most impacted by the project, especially removal of parking.
BPAC made a motion to:
Support Option 1, per staff recommendation
Request 6′ bicycle lanes with 2′ buffer
Request project extension to Wolfe Road
Request inclusion of additional crosswalks
The motion passed with two dissenting votes. The chair, who lives on Murphy, stated his objections:
Removal of parking would adversely impact the neighborhood
Removal of left turn lanes would inconvenience drivers, and thereby discourage through traffic
City Council will review the plan May 17, 2016.