On November 18, City Council approved quick-build traffic calming improvements in the neighborhood around Gibbons Drive, including speed humps, roundabouts, new pedestrian crossings, and a paint-and-post bulb-out, as well as collecting follow-up data to determine whether permanent installations are warranted. Under intense neighborhood opposition, Council delayed a decision about a pilot left-turn restriction at Gibbons Drive, which staff had recommended as part of long-term planning for the Fernside Boulevard Traffic and Bikeways Project.
Background
Transportation Planning Manager Lisa Foster and Traffic Engineer David Parisi of Parametrix presented recommendations for improving safety and traffic operations at the complicated Gibbons-High-Fernside intersection—one of Alameda’s high-injury corridors with 30 reported collisions since 2017.
The proposed intersection redesign is part of the Fernside Boulevard Traffic Calming and Bikeways Project, which began in 2023 and is planned for construction in 2030 or later. The long-term design includes a two-way protected bikeway along Fernside, pedestrian median islands, removal of slip lanes, and shortened crossings.
Key intersection safety problems include five legs resulting in a skewed geometry, uncontrolled pedestrian crossings, and crosswalks up to 70 feet long. Vehicles are observed entering and exiting Gibbons at high speeds for a residential neighborhood, with drivers leaving Gibbons accelerating to “beat” the High Street signal to reach the bridge. Confusing vehicle paths allow drivers to enter and exit Gibbons incorrectly. There is no pedestrian signal across Gibbons, and about 55% of morning peak traffic leaving Gibbons is cut-through traffic bound for the High Street Bridge.
The City’s traffic study determined that restricting left turns from Gibbons would provide strong safety benefits, including a sharp reduction in conflict points and wrong-way turning, elimination of dangerous “rush the light” behavior from drivers making left turns, and improved predictability for cyclists and pedestrians. Intersection delays and congestion would remain similar to today. While Gibbons’ traffic would drop by about 34%, there would be spillover traffic to Bayo Vista and Cornell Drive. Traffic calming measures, such as speed bumps, however, would lessen the spillover.
Foster argued that this design offers a strong combination of safety improvements and operational stability compared to other alternatives considered, such as a signalized left turn, which would lead to congestion.
Staff proposal
Foster presented a two-phase proposal. Phase 1, to be implemented 2026-2027, would involve quick-build neighborhood traffic calming measures, including a quick-build bulb-out at Gibbons-High-Fernside to slow turning speeds onto Gibbons Drive, two temporary roundabout pilots at Gibbons-Northwood-Southwood and Southwood-Bay Vista-Fairview, speed cushions on Gibbons, Southwood, and Cambridge, and marked crosswalks, temporary ADA ramps, and red-curb daylighting. Red curb daylighting is the practice of painting curbs red and removing parking near crosswalks to increase visibility between drivers and pedestrians.
Phase 2, to be implemented in 2028-2030+, would include data collection after traffic calming is in place and upgrading ADA curb ramps and roundabouts as funding allows. Controversially, it was also proposed to include a temporary pilot of restricting left turns from Gibbons onto High Street to test circulation and neighborhood impact, with a subsequent report of findings. Staff would then present a recommended intersection design and funding strategy.
Public comment
The proposal drew approximately 30 public speakers and substantial correspondence, reflecting a divided neighborhood. The majority strongly opposed any left-turn restriction from Gibbons Drive, even as a pilot. Opponents, many from Bayo Vista, Cornell, Fairview, Harvard, Cambridge, and Northwood/Southwood Streets, argued that restricting the left turn from Gibbons onto High Street would divert hundreds of cars onto their narrower neighborhood streets, some only two-thirds as wide as Gibbons. One argued, “I can’t drive my car in one direction if even a midsize sedan is coming the other way.”
Speakers cited the City’s own study estimating 300-400% increases in traffic on side streets, forcing unprotected left- and right-hand turns onto High Street or Fernside, which they viewed as more dangerous for drivers, pedestrians, and schoolchildren walking to Edison and Lincoln schools. Many noted that the Gibbons/High/Fernside intersection is not among Alameda’s top crash locations and that staff acknowledged no collisions have been caused by Gibbons left turns. They questioned the need for such a major intervention.
One speaker warned, “Temporary has meant permanent before in Alameda.” Several objected to the $200,000 General Fund cost, calling the proposal “not the best use of rare dollars” and arguing that the proposal was driven primarily by bikeway planning rather than neighborhood safety. They argued that less drastic measures—speed humps, enforcement, and improved pedestrian crossings—should be tried first.
A smaller group supported staff’s recommendation, describing the High-Gibbons-Fernside intersection as confusing, fast-moving, and hazardous for cyclists and pedestrians. Speakers emphasized the benefits of simplifying movements, reducing cut-through traffic, and advancing the planned Fernside protected bikeway, part of Alameda’s adopted transportation and climate commitments. Supporters said the pilot is reversible, data-driven, and paired with meaningful neighborhood safety upgrades—roundabout demonstrations, speed humps, bulb-outs, and new crosswalks—that would “raise the safety floor” across the Fernside area.
City Manager input
City Manager Jennifer Ott clarified that staff’s phased approach attempted to “thread the needle” between immediate neighborhood safety concerns and the long-term Fernside project. She warned that the planned two-way protected bikeway along Fernside—previously approved by Council—depends on changes at the Gibbons/High/Fernside intersection. After extensive engineering analysis, staff believes the left-turn restriction, or a similar intervention, is necessary.
Ott noted that without eventually altering how the intersection works, the City “may have to revisit that two-way bike concept,” which would affect bike safety and connectivity to the Cross Alameda Trail. Thus, delaying or removing the turn restriction has citywide implications, not just neighborhood ones.
Council comment
Regarding the left turn restriction, Mayor Marilyn Ezzy Ashcraft said, “I would be prepared to follow the staff’s recommendation, but I’m not sure everyone would.” However, she described visiting the neighborhood during school commute time, noting that parents spontaneously approached her, saying “Yes, we need this,” regarding safer crossings and traffic calming. She stressed the City’s responsibility to “make our streets safe for all users.”
Vice Mayor Michelle Pryor expressed strong trust in staff and said the multi-year timeline proves the process is not rushed. She highlighted the temporary nature of the pilot, saying, “If we do it and it’s terrible, we would say that.” She fully supported the staff recommendation, citing ADA improvements, shorter crosswalks, and smaller intersection geometry as legitimate safety needs.
Councilmember Tony Daysog stated he would not support the staff recommendation because the data shows “extensive traffic spillage” onto Cornell, Yale, and Bayo Vista if the left turn from Gibbons is removed. He noted that these streets are narrower, and diverted drivers “will drive faster” to reach the High Street Bridge, creating a risk for residents east of High Street, particularly children crossing near Edison. He supported traffic calming on Gibbons, but strongly opposed restricting the left turn.
Councilmember Greg Boller showed interest in adaptive traffic control technologies and asked staff whether AI-enabled signals could improve operations. Staff confirmed that such systems reduce delays but “do not shrink the intersection” or address pedestrian safety. Boller expressed concern about equity, questioning whether roundabouts are the most justified investment. He indicated willingness to approve most of Phase 1, the quick-build traffic calming measures, but wanted to remove roundabouts unless community acceptance or data proves their value. Staff, however, clarified that roundabout geometry is the only way to provide safe ADA-compliant crossings due to the odd street layout; they noted that quick-build materials would mean the roundabouts are not permanent. Boller also made clear that he would not support any motion that automatically put the left turn restriction into effect.
Councilmember Tracy Jensen, a self-described long-time Edison parent and neighborhood resident, elevated Safe Routes to School concerns, saying the Alameda County Safe Routes to School program recommended a roundabout for the Gibbons/Northwood/Southwood intersection, citing the need for safer student crossings.
Final motion and vote
Recognizing public concern and the long timeline for Fernside construction (likely post-2030), Councilmember Jensen proposed a compromise motion to approve the Phase 1 quick-build traffic calming measures, conduct post-calming data collection, and then return to City Council with options for the possibility of permanent roundabouts and ADA curb ramps, a left-turn restriction pilot, and/or alternative measures based on data gathered. The motion delayed any commitment to a pilot program for a left-turn restriction at Gibbons Drive.
The motion passed 4-1, with Councilmember Daysog voting against it, saying he was fundamentally opposed to any plan that keeps open the possibility of restricting the left turn from Gibbons Drive onto High Street in the future. Councilmember Boller agreed to approve the motion because it preserved flexibility and removed an automatic commitment to the left-turn restriction pilot, instead requiring data to be collected and considered by Council before permanent changes are implemented.
Other council business
In other business, Council appointed Nick Ksiazek as Trustee of the Alameda County Mosquito Abatement District Board and delayed consideration of updates to the Inclusionary Housing Ordinance and proposed Mylar Balloon Ordinance.
Contributing writer Karin K. Jensen covers boards and commissions for the Alameda Post. Contact her via [email protected]. Her writing is collected at https://linktr.ee/karinkjensen and https://alamedapost.com/Karin-K-Jensen.
