Entries categorized "Downtown"

Reform the DDBA to Avoid a Costly Lawsuit

Commentary by Heather Caswell with Jonathan Greenberg

Our decision to threaten the City of Davis with a class action lawsuit on behalf of members of the Downtown Davis Business Association (DDBA) was not made easily, or quickly. For years, an organization that was created to support the interests of hundreds of dues-paying businesses has instead been co-opted to support controversial political positions promoted by the Davis City Council, as detailed below.

As stated in the California Supreme Court’s landmark 1976 Stanson v. Mott decision, a “fundamental precept of this nation’s democratic electoral process is that the government may not ‘take sides’ in election contests or bestow an unfair advantage on one of several competing factions.”

This means that it would be illegal if the Davis City Council, even indirectly, allowed a special tax dedicated to promoting the interest of downtown businesses be used to promote political speech benefiting city council positions on public initiatives.

 

We believe that this is what the DDBA has done,  through an unaccountable board of directors, which holds its power through irregular and potentially illegal elections

The DDBA has done this through an un-accountable board of directors, which holds its power through irregular and potentially illegal elections. Fewer than 10% of the organization's members voted in the January 23 election that I ran in. Three quarters of the dozens of DDBA businesses that I spoke to never received email notifications of the election. Not a single one was notified by the organization that they could run for its board. And at a time when all DDBA Board meetings are held over zoom, members, for no good reason, were required to vote in person within a one hour period, instead of online, at their convenience.

When Ezra Beeman and I ran to help create a more responsive board, the existing board members and the DDBA Executive Director colluded to change the election rules at the last minute, while they selectively recruited other former board members to show up to run or vote against us. Without any mention during the board meetings prior to the election, they added four seats to the seven member board two days before the election (the DDBA website today still states that they are a seven member board). They then delayed the printing of ballots for three days to print them just hours before the election, so that the names of their friendly candidates could be included.

Continue reading "Reform the DDBA to Avoid a Costly Lawsuit" »


Free Speech Curtailed in Davis

IMG_5699
The market shed is largely empty of vendor on Wednesday— this photo is 4/22. But the city has allow market manager the power to force community group to be table as far as possible from other farm even outside the shed in the Sun or rain. There are 2 community groups tabling behind the photographer in this photo.

 Farmers Market Discourages Community Engagement

By Alan “Lorax” Hirsch

(Alan passes out “love your neighbor” signs in the farmer’s market.)

Just when you thought our political rights could not be more threatened, this Trumpian zeitgeist seems to have come to Davis.

They are dramatically reducing visibility of community/free speech area at the Saturday farmer market by expelling these groups from their traditional tabling area along C street north of the restrooms. They will be displaced 1 block south and 2/3 of a block west to an unpaved part of Central Park.  They will be isolated from commercial vendors currently set on sidewalk next to C Street- community & political groups will be in an unpaved grass area close to B street.  An area that is unshaded and hot, so visitors won’t want to linger. This area is invisible to shoppers on C street as it will be hidden behind vendor’s trucks, banners and awnings. The Net: these Group’s tables won’t get any casual foot traffic.

The now lively Saturday market community area may go the way of the Wednesday free speech/community tablers. DFMA Market management decided to displace Wednesday tablers from under the awning to a similarly isolated, sunny & hot area far away from the half-empty market shed.  These tablers got no foot traffic in that location – and the sun stressed the volunteers - so now there is little or no community tabling on Wednesdays.

IMG_5637 1
One of the alleged reason for moving community group/ free speech areas 1 1/2 block to the shadeless B street side of the park is there is not enough room in current area. Here is one of the three bike racks recently installed by city that takes up shaded space that could be available for community group tabling.

Dropping the Bomb

Continue reading "Free Speech Curtailed in Davis" »


Davis’ Leaders Must Stop Protecting Criminals from Law Enforcement and Start Protecting Women from Violence

IMG_7916

Commentary by Heather Caswell

April 11, 2025


In the spirit of compassion, community and protecting women from violence, Davis needs to change the narrative around prosecuting repeat offending, mentally disturbed criminals who have created the worst safety crisis in our city’s history.

 

Since last summer, when I had my life threatened twice at my store by a mentally disturbed homeless man who had been arrested and released dozens of times for similar criminal behavior, I have spoken to nearly one hundred Davis women about downtown safety.  Almost every one of them had a frightening personal story to relate, like a friend who had a deranged man shouting angry threats for 20 minutes at her and a colleague as they sat outside eating lunch. 

 

My customer Jana Tutan, a lifelong Davis resident and a 73 year old attorney retired from the California State Attorney General's office, told me that she and her friends now go out to eat in Winters to avoid the insecurity they feel as seniors in downtown Davis.   

 

Jana went to UC Davis Law School and has been committed to civil rights her whole career.  “I never thought a time would come when I would feel unsafe in downtown Davis in broad daylight,” she told me. “Our rights have been short changed in favor of extending every possible accommodation to a small group of potentially dangerous men.”

Continue reading "Davis’ Leaders Must Stop Protecting Criminals from Law Enforcement and Start Protecting Women from Violence" »


Picnic in the Park returns to Davis on May 7

ChasePIP2024
Patrons enjoy the first Picnic in the Park of the 2024 season. The annual Davis Farmers Market tradition returns in May, and runs every Wednesday through September from 4 to 8 p.m. in Central Park. (Wendy Weitzel/Courtesy photos)

(From press release) The music, food and family fun of Picnic in the Park returns to the Davis Farmers Market on Wednesday, May 7.

The popular event is every Wednesday from 4 to 8 p.m., May through September. A local band plays each night. There’s children’s entertainment, loads of food vendors, and plenty of opportunity to gather as a community. October through April, there’s a traditional farmers market on Wednesdays, from 3 to 6 p.m.

Bands on the 2025 Picnic in the Park schedule are: Cold Shot (dance party) on May 7; Kindred Spirits (folk rock) on May 14; The Teds (rock) on May 21; According to Bazooka (indie, folk, pop) on May 28; The Geoffrey Miller Band (rockabilly) on June 4; 5-Star Alcatraz (indie, alt rock) on June 11; Julie and the Jukes (classic blues) on June 18; Now and Then (“back in the day” covers) on June 25; The Hey Nows (folk rock, Americana) on July 2; It’s About Time (big band) on July 9; Stout Rebellion (Irish folk with a rock edge) on July 16; Vaca Jazz Society (big-band jazz) on July 23; Katalysst (indie folk rock) on July 30; Island Crew (beach tunes) on Aug. 6; The Ron Goldberg Quartet (classic covers) on Aug. 13; Wealth of Nations (classic rock, acoustic) on Aug. 20; New Harmony Jazz Band (big-band jazz) on Aug. 27; Odd Man Out (folk rock) on Sept. 3; The Teds (singable, danceable rock) on Sept. 10; sKeTcHy (rock, pop, folk) on Sept. 17; and Penny Lane (Beatles covers) on Sept. 24.

Continue reading "Picnic in the Park returns to Davis on May 7" »


DDBA Board Prioritizes Rights of Repeat Offending Criminals Over Safety for Businesses, Women and Children

By Jonathan Greenberg

 

It is unfortunate that Kevin Wan, as Chair of the DDBA, resorted to lies and distortions in defense of a board majority that shamefully refuses to take an active part in responding to the worst public safety crisis in Davis history.

 

In his column in yesterday's Davis Enterprise, Kevin is lying about the Davis Safety Empowerment Network system that my wife, Heather Caswell, owner of the Wardrobe, have spent three meetings discussing with the DDBA board. We propose to empower Davis businesses with an innovative system that would help them more effectively prosecute the small number of mentally unstable, dangerous men who repeatedly terrorize downtown businesses and their customers (especially women and seniors), without consequences, by a “catch and release” process that allows them to stay out of drug treatment, mental institutions or prison. 

Kevin wrote in the Enterprise that we propose “a PUBLIC database of POTENTIAL criminals.” 

 

Yet we have told Kevin that the system would be accessible only to participating DDBA businesses, not the public. And that it would ONLY include people whose images were taken from security cameras of DDBA businesses AFTER they ACTUALLY COMMITTED CRIMES in Davis stores and restaurants, such as threatening peoples’ lives, as one did twice, without consequences, to Heather. 

 

The database would provide the names of these dozen or so repeat criminal offenders, and add PUBLICLY AVAILABLE but difficult to access Davis Police Department incident reports, as well as past arrest records and local restraining orders against these individuals. 

 

The Davis Police have told us that 10 to 20 people are responsible for almost all criminal incidents downtown, and that the police themselves have a dossier with the record of each one. But that the government is unable to share this information with businesses, because it might taint prosecutions. These same mentally disturbed or drug addicted men also terrorize the 240 other unhoused people in Davis. Removing them from our streets would make life safer-and more compassionate-for everyone. 

 

Yet Kevin, and the DDBA Board members are more concerned with prioritizing what he misleadingly cites, in his column, as the “civil rights” and “privacy” of these repeat violent offenders over the rights of our community’s most vulnerable citizens, women, seniors and children, to be protected against violence by a small number of dangerous, mentally-disturbed unhoused men.

 

DDBA is clearly part of the problem when they cite the illusory rights of criminals as more important to their organization than the rights of those who are victims of violence, week after week. Many women, especially seniors, have told us that they no longer feel safe in downtown Davis. Some downtown businesses have even shortened their hours because their female employees do not feel safe in the evening.

 

Yolo County District Attorney Jeff Reisig reviewed and supports our program and does not question its legality. He wrote, “I think any business association that is able to improve information sharing with each other AND police as described would be very helpful. Our success in policing and prosecution would absolutely be enhanced by better information sharing among businesses/retailers on prolific offenders." 

 

Indeed, most successful criminal prosecutions by businesses rely on store video footage. Every store has a right to video its premises for security, and use those videos to protect themselves. The incident and past offense and restraining order data that this system would aggregate are all public information, but very difficult to access. This system would empower a network of DDMA members with the information about the past records of the criminals who repeatedly terrorize their customers and employees, allowing them to prosecute them more effectively.

Multiple companies sell records of past arrest records for businesses to run background checks when hiring.  And for generations, businesses have provided employees with photos of repeat offender shoplifters. This solution brings this strategy into the 21st century.  

 

Kevin also distorts reality when he writes, in his Enterprise column, that “for the past year, we have been working tirelessly with the Davis City Council and Davis Police Department to restore the presence of a dedicated, downtown-based police officer.”

Heather Caswell, and I participated in the last three DDBA meetings to urge the DDBA to take an active role in helping member businesses address crime. Not a word was mentioned of supporting a beat cop at any of these meetings. Nor can any mention of it be found in the DDBA minutes for the past 12 months.

 

Instead, it was Heather who, on December 16, after a special meeting with Council Member Donna Neville and Chief Todd Henry in which a new position assigned to the downtown was discussed, wrote to Kevin Wan and the Board to urge them to quickly pass a resolution supporting the new funding allocation at the next day’s city council meeting. Even though the December 17 full council meeting was the first to discuss how $11 million in new sales tax revenue would be spent, the DDBA Board and its Executive Director Brett Lee had no plan to mention the beat cop position to the city council. Heather convinced the DDBA board to pass a resolution overnight, and for Brett Lee, DDBA’s executive director, to join her in making a statement supporting the position. 

Davis businesses deserve better from the Chair of the DDBA. That is why Heather, along with Ezra Beeman, Shelly Ramos and Kellie Palmer, are running to replace the existing DDBA Board leadership with a women majority board that is willing to take an active part in resolving the most important problem facing every Davis retail business, restaurant and resident of Davis today: public safety. 

 

Jonathan Greenberg is a widely published investigative legal and financial journalist, and the founder of Progressive Source Communications.


Compassion Must Not Enable Crimes Against Women and Downtown Businesses

By Heather Caswell and Jonathan Greenberg

Commentary

January 18, 2025

Since writing my December 18 Enterprise column about the public safety crisis in downtown Davis, I have heard feedback from dozens of my customers, most of them older women.

Some, like former Assembly Member Helen Thomson, asked how they could support the effort. Many thanked me for paying attention. Nearly all of them told me that they now feel unsafe in downtown Davis for the first time in their lives.  

Who are we, as a community, when we cannot protect our most vulnerable members? After decades of progress in curtailing violence against women, how is it that our legal system today tolerates mentally unstable younger men menacing women, children and the elderly with violent threats, week after week, with no consequences?

Continue reading "Compassion Must Not Enable Crimes Against Women and Downtown Businesses" »


Gift Basket Central returns to the Davis Farmers Market

GiftBC2023
Randii MacNear shows a completed Davis Farmers Market gift basket in December 2023. (Wendy Weitzel/Courtesy photo)

(From press release) The Davis Farmers Market’s Gift Basket Central is back, offering free baskets and wrapping of market items on Saturdays.

On Saturdays, Dec. 7, 14 and 21, shoppers can compile items for custom gift baskets, and have them wrapped for free at the market’s Gift Basket Central station. There are red, green and blue tissue options, neutral and red baskets, cellophane wrapping and various colored ribbons. The service is available to anyone who purchases three or more items at the Davis Farmers Market, at 301 C St. in Central Park.

The market is open regular hours (8 a.m. to 1 p.m.), every Saturday through the holidays. It will be closed on Wednesday, Dec. 25 and Wednesday, Jan. 1, but open on Saturday, Dec. 28.

Looking for ideas? Besides the abundant produce, market sellers offer preserved jams and sauces, lemon curd, honey, balsamic vinegars, olive oils, dried herbs, nuts and nut butters. There are sweets like dried fruit or chocolate-covered almonds, pistachio brittle, and local wines. Other items include handmade soaps and lotions, wreaths, hats and scarves. Enjoy coffee and hot food, and peruse artisan crafts, market-logo merchandise, and surprising local ingredients for gift baskets.

There’s also “The Davis Farmers Market Cookbook, Revised Edition,” which features seasonal recipes from market produce. Also at the Market Shed, there are shopping baskets, market-logo aprons, hats, totes, mugs and T-shirts. Shoppers have access to an ATM, and the Market Shed accepts credit and debit cards.

Still need inspiration? Market staffers are prepared with a list of gift basket ideas for chefs, bakers, party hosts, chocolate lovers, and youths, or with themes like breakfast or relaxation.

The rest of the year, the Davis Farmers Market is open from 8 a.m. to 1 p.m. on Saturdays. Wednesday hours are 3 to 6 p.m. through April, and 4 to 8 p.m. May through September for Picnic in the Park.

For more information, go to https://www.davisfarmersmarket.org/ or visit it on Facebook or Instagram.


Farmers market plans extended Pre-Thanksgiving event

Pies2023
A Davis Breads and Desserts employee shows a pumpkin and pecan pie on Nov. 22, 2023. The Davis Farmers Market’s annual Pre-Thanksgiving Market is from noon to 5 p.m. on Wednesday, Nov. 27. (Wendy Weitzel/Courtesy photo)

(From press release) The day before Thanksgiving, the Davis Farmers Market extends its hours. This year’s annual Pre-Thanksgiving Market will be from noon to 5 p.m. in Central Park, 301 C St., Davis.

On Wednesday, Nov. 27, the market will have a bounty of seasonal produce, flowers and table décor, olive oil, nuts, honey and wine from two wineries. Several bakeries will have fresh-baked items like pumpkin, apple, pecan and berry pies and pumpkin cheesecake; breads, rolls, stuffing mix and cookies. There will be dips and Kettle Corn too.

The rest of the season, visit the market from 3 to 6 p.m. on Wednesdays, and 8 a.m. to 1 p.m. Saturdays. It will be closed on Wednesday, Dec. 25 and Wednesday, Jan. 1, but open on Saturday, Dec. 28. For more information, go to https//davisfarmersmarket.org or visit it on Facebook or Instagram.


New Commissions are Opportunity for more public participation and Innovation

By Alan Hirsch, Davis Lorax

The controversial city council plan for commission consolidation and refocus is going into effect this summer. This is a rare opportunity for reform I hope is not missed. 

Let us begin by restating the overarching goals council set forward in this reform: 

Davis Council Resolution 24-079 May 2024

Guiding Principle for New Commission Structure

. City Commissions should act at all times with the understanding that guiding principles are at the core of their work.

  1. Promote and embrace diversity, equity, and inclusion
  2. Prioritize environmental and social justice
  3. Make space for community engagement
  4. Balance environmental and fiscal sustainability
  5. Strive for innovation and human progress

The first meeting of the new Climate and Environmental Justice Commission on 7/22 Monday is precedent setting as it can begin to put implementation meat on the bone of these principles by:

  1. Better Prioritize Environmental  Justice than in the past  (principal B)
  2. Change meeting practices to allow more public participation. (principle A & C)  
  3. Speed surfacing of new ideas and follow through on their implementation.  (principle E

As a first step in embracing council principles for this reorganization,  I suggest the  commission’s pass a resolution to  establish these ground rules for operation

Continue reading "New Commissions are Opportunity for more public participation and Innovation" »


Farmer's Kitchen Cafe Energy Prices Force it Out of D Street Location

Farmers-kitchen-cafeby Scott Steward

My brother came over from the Bay Area, where they have a lot of great dessert shops, and we sat down on my mom's west Davis back patio for a picnic lunch.

I had stopped at previously at the Farmer’s Kitchen Cafe and picked up a beautiful (gluten-free) crust strawberry and raspberry pie, which we had with a small amount of ice cream, following our humus and vegetable platter with potato and green salads.

But the pie! "Best pie I've had," my brother exclaimed, and his wife agreed and the seven of us present were able to eat half of the large 12" diameter desert. 

This is the kind of consistently tasty and inspired eating you get from the Farmer's Family Cafe. Roseanne and her family have served sit-down no hurry service, and have provided a subscription menu, for years from the D Street location, but no more as of this July.

In the last eight months, Roseanne has had to pay PG&E $36,000 in energy bills. Energy bills have always been high for the businesses renting in the conspicuously inefficient 11,400 sq ft D Street building (est. built in the 60s), but the last 8 months are different. $36,000, and Roseanne—who is not one to want to move—is moving to a new location to be announced once all is settled.

Two systemic problems forced Roseanne's hand, and she is just one of the majority of businesses that have seen profits reduced by high utility bills. Not since Enron in 2000 have utilities increased so much in such a short period of time. The owners of these old buildings keep on collecting rent checks and do nothing about what it costs tenant businesses to keep buildings cool and food hot.

Continue reading "Farmer's Kitchen Cafe Energy Prices Force it Out of D Street Location" »


Dangerous Depot

Depot1
The 30% Design (excerpt)

 

Necessary ADA improvements at Davis Train Station are complicated by toxic over-promise of shared infrastructure.

Facilities essential to support modern train-bike multi-modal travel a vague promise.

City Council plans to sign an MOU with Amtrak at their meeting today; a update of the “30% design” for station modifications will also be presented. 

Starting in around 2012 the City of Davis - in cooperation or partnership with Amtrak and Capitol Corridor - began to attempt improvements for multi-modal access to the Southern Pacific Railway Depot, aka. Davis Depot, Davis Amtrak etc. In 2018-2020 this continued with an outreach program to determine desires and consider possibilities. (There are some bad links there, here is the Final Study). In subsequent years and through the present day Amtrak and Union Pacific made the City aware of a national program to ensure that Amtrak stations are ADA-compliant.

I fully support the Americans with Disabilities Act (ADA) and related ideas in mobility equity, and have actively done so for a long time. I applied the general principles to a train station optimization concept I worked on when I lived in Prague nearly 20 years ago, and - back in the USA in the past ten years for a water shuttle in the Estuary between Alameda and Oakland, and in Davis in regards to continued lack of a sidewalk from Old East Davis east of L and more acutely as an overgrown lot forced people to walk on 2nd Street. 

 

Depot1a

Unfortunately, however, the absolutely late and totally necessary ADA improvements also planned for Davis Depot, while ostensibly improving the lot for people with mobility challenges will likely create not continual yet repeating complications for these users and people who use bikes or walk.

And it’s all completely unnecessary. 

While safe infrastructure for everyone moving not by private vehicle is a necessary entitlement, there’s only a Federal law for people with mobility challenges, not - yet - for people riding bikes. So while I will focus on what I now am coining as TOPoS - toxic over-promise of shared infrastructure - I will also highlight the lowlights of barely vaguely planned bicycle facilities at the train station. 

 

TOPoS

One doesn’t have to spend a long time on NextDoor forums focused on Davis to see a most often justified call for people to “slow down on Greenbelts” when riding bikes, and especially e-bikes and e-scooters. It’s anti-social when people do this, but what do we expect? Enforcement will never solve this, and technology fixes such as used on parts of UCD campus for shared micromobility devices don’t work with private micromobility devices, and may not for a very long time. The Greenbelt paths are in many parts of town the only active transportation (and dog walking etc.) corridors free from motor vehicles. While it’s an advantage that some go above or below arterial streets, I believe the actual physical and sound distance from motor vehicles that’s the biggest plus. Bike lanes do not provide this, slip lanes (free right turns) are especially good at encouraging people to take Greenbelt paths… to the detriment of other users.

I formally considered that the Greenbelt paths are underbuilt - i.e. too narrow, in too many cases with unnecessary bollards at egress points to the street grid and some bad sightlines, too - but increasing width where possible may only serve to increase the velocity of users. 

Please note that many are called “bike paths” when - technically-speaking - they are multi-use paths. More on that in a moment….

Our current Class II bike lanes on most arteries are often not enough for side-by-side riding, an insult and more when many arteries have two lanes in the same direction.

What’s necessary is protected bike lanes - cycleways - on major arterial streets, optimized for the two general cruising speeds of their users - slower bikes and some e-scooters & faster bikes and e-bikes and some e-scooters… approximately 13 mph and 20-23 mph. They need to be wide enough to permit someone a faster device to pass two riding side-by-side going slower. That’s a necessary way to get more people to cycle in Davis and do it safety. This won’t happen if we ask people on e-bikes that travel at 20 mph without much effort to be nice, etc, or some “bike lanes for everyone” campaign. 

So, how does TOPoS relate to ADA-compliance at Davis Depot?

Well, we’re not at the train station just yet….

 

Depot2
From my 2007 Concept for Prague's Main Train Station


The Davis Wall 

While developers etc name many things (proposed) in Davis somewhat to fully-fictionally - e.g. “Village Farms” - not village and ex-farms, Oaktree Plaza - removed oak trees - “Village Homes” - sorry to go anti-sacred cow but where’s the cobbler?,  “Palomino Place”  - lack of horses, you know, like Wildhorse, ‘North Davis Creek” - like it as a wild feature but not as a development, whose creators seem to have created that name… what about the huge barrier to cycling and mobility device use running east-west across the lower third of Davis?

Every existing grade-separated crossing of I-80 and/or the railroad tracks has approximately an 6.5% to 8%. The exception is the section of  the Putah Creek Parkway multi-user path going under the train tracks and up to the Arboretum.. The section going up from under I-80 to Research Park Drive is steep too, but fortunately short.

The new section of the multi-user path that’s part of the 80-Richards interchange project and which goes under its new ramps will have a 4.2% gradient. This is a standard design practice for multi-use paths, though some go to 5%. To be ADA-compliant everything above 5% needs railings and repeating short sections of max 2% gradient.  Thus, the existing over-crossings on Pole Line and even the Dave Pelz bridge are not compliant. The new over-crossing of SR-113 in Woodland is 5% or less

The planned campus side of the Promenade over-crossing will be 4.2%, but the project side - the City side - will be 8%.  

Why 8%? Because there’s apparently no space for a longer route on the project side. Why 8%? Because the full City Council brought what was then generally known as “Nishi 2.0” forward to a citywide vote without an agreement with Union Pacific that there would be an undercrossing (that would be under 5%). Why 8%? Because pro-Nishi 2.0 materials showed a visual of an undercrossing, whereas the actual text of the development agreement said “grade-separated crossing”. It was a con-job, and so sloppy and apparently embarrassing that it was not officially-revealed by the City until May 2023 that Union Pacific officially-rejected the undercrossing proposal that the developer and partners made in the fall of 2018, a few months after the Nishi 2.0 vote. The gradient is so unusable that City staff agreed months ago that likely nearly everyone traveling by foot, mobility device or bike from Promenade towards campus (and Downtown) will use the existing under-crossing mentioned above on the Putah Creek Parkway. (A proposed mitigation of the I-80 “Improvement Project” is a widening of the multi-user path along the Downtown side of the Arboretum, but the undercrossing (tunnel) will not be widened, so it will remain a pinch point.) 

The 'Davis Wall" is nor necessarily above-grade. It's a barrier caused by both infrastructure and institutions. Minor walls in Davis could also include the H St "Bike Tunnel" towards F St, or a lack of active transportation crossings of SR-113 - even though they are at-grade and level - or even the noise produced by all road infrastructure

 

Are we almost at the train station?

Going back around ten years, the City performed an audit and outreach process related to walking and cycling access to schools in the City. Amongst other things, it correctly and wisely revealed that children living on East Olive Drive had a huge barrier to get to Montgomery Elementary, closest as the bird flies (and to other schools such as Peregrine or in East Davis, etc).

The solution was a ramp from the east end of Olive Drive to Pole Line, thus forming an aggregate multi-path towards Montgomery heading down and under Pole Line, under Cowell Blvd, past Playfields Park, etc.

The ramp had to get up to Pole Line BUT also leave room for the Olive Drive off-ramp from WB I-80 to remain open. To be clear, the latter was not stated at the time, not when it was finally decided by Caltrans to close the exit - though it’s not yet structurally-closed: This may be an innocent contingency in case there’s a complication in construction of 80-Richards, or Caltrans may decide to change its mind.

The resulting ramp is ADA-compliant, no more than 8%. As mentioned above, everything else in the region and beyond - I scoured recent, relevant recipient designs from the Active Transportation Program, a Federally-funded program administered by the State of California and provider of most of the funding for the Olive-Pole Line connector - is 5% or less. 

From my unfortunately non-conclusive research on the issue, I provisionally-conclude that it was never, ever the intention of ADA to result in 8% ramps that are about 400 long and shared with people on bikes. The gradient and length creates multiple issues:

  • It’s difficult to control speed whilst heading down on a bike, and above 12 mph or so the ADA-required undulations cause a bike and its human to nearly jump. 
  • The relative lack of width combined with mentioned speed doing down makes collisions between users going in opposite directions a possibility.
  • The gradient makes it difficult for people on non-e-bikes to travel up; this is made worse by the undulations which make it hard to get any kind of rhythm IF one can muster the strength and stamina. 

It’s not really good for anyone except for people on e-bikes, and more or less impossible for e.g. parents taking children to school with non-electric cargo bikes. This is the epitome of non-equitable infrastructure, especially in a “family”, “bike” etc etc. Davis. 

(Why did this happen? I will take part of the blame, as I was on the Bicycling, Transportation and Street Safety Commission at the time. But I am not a licensed etc. traffic engineer. The licensed etc. traffic engineering firm that designed it didn’t say a thing… the licensed etc traffic engineer for the City of Davis… didn’t exist at the time. There was no senior-level traffic engineer in Davis from 2017 until 2022.  I also think that the funder should have noticed these technical issues, and returned the grant application for revisions.)

Please think about these issues when you observe people using the Connector - How many people get off their bikes to go up? How many are actually using it at all?

 

Station Access from Olive

It’s worth noting that the approval for what was then called Lincoln40 and is now Ryder Apartments included both a below-Street Standards width for the newly-built sidewalk on the project side of Olive as well as a hard “no” to bring the bike lane up to the Street Standards minimum, and the same for the bike lane on the south side of the street. This would have resulted in less land for the Apartments. 

(As part of the promised closure of the on-ramp, there’s been some vague promise of a shared street concept for Olive. It’s also worth noting that the bike lane-ish space on most of the EB side, east of In & Out has cars parked in it. Staff has refused to change it and the police have not enforced a thing).

The easement on the west end of Ryder - is it too short to allow for a 5% grade from the sidewalk at Olive Dr to the underpassage? It’s not clear: The 30% seems to show a path that’s two-thirds 8% grade closer to the station and then level in its remaining third to Olive. The original concept back during the Lincoln40 approval process had some kind of corkscrew-based overcrossing. A better approach - well, from Pole Line - would have been a long ramp with a mild gradient situated in what’s now the back of the Ryder property, circling to the undercrossing. Sigh. I think a good traffic engineer could have identified it as a partial solution. 

 

OK, we’re finally at the train station!

Lack of Specific Design Experience?

WSP - designing the station improvement for Amtrak -  is a huge, multinational engineering firm with a massive portfolio even just in the train station/mobility hub sub-sector, with many prominent examples that will facilitate the expansion of sustainable mobility across the country and beyond.  That’s not up for debate. 

Based on a short discussion with its engineers present at the outreach event earlier this year, they’ve worked with Amtrak on many ADA-improvement projects. That’s great. 

What I don’t see on their website is a lot of… bikes. Cycling is just one part of a robust sustainable mobility program, but I just don’t see any highlighted examples for cycling infrastructure nor for ADA infrastructure for train station access combined with cycling infrastructure not necessarily focused on train station access. I am happy if I am in error about this… but the bottom line perhaps is that I don’t see any evidence of an earlier or under-construction WSP project relevant to our specific needs in Davis. 

I’ve not had time to research it in detail, but I don’t think Amtrak has a coherent, strategic plan for bicycle and rail multi-modality. (Again, prove me wrong!). If there’s not much there, then it’s fair to assume that WSP didn’t have a lot of direction on the matter. 

If no one cycled in Davis, and everyone arrived at Davis Depot by car or bus and walked or went by mobility device etc to the platforms, things would be okay. (As the entire station is not being rebuilt - this could include a large plaza with a very, very gradual gradient leading to bicycle parking and above that the platforms accessed by escalator or elevator - things would be amazing. This is basically the template for new or rebuilt train stations in the Netherlands. )

But okay is good. Great would be a 100% elevator path option for people in mobility devices from both sides of the station; the current plan only has an elevator between the underpassage and the new center platform. The “okay” is ADA-compliant, and for this and other reasons if I was only walking to the train I would not mind that it takes more time than in the current design (rail services will have shorter delays while approaching the station that might make up for that). 

But not everyone who is arriving at Davis Depot is coming by car or bus and foot and mobility device etc, and many people traveling this way in both directions - from Downtown or Olive Dr, South Davis, Promenade - are not going to or from the trains at all.

Their 30% Davis Depot design, however and sadly, builds upon the TOPoS qualities of the Olive to Pole Line Connector. It contains:

  • An undulating ramp on both sides of the station. 
  • A bicycle wheel gutter on the wide, expressive stairs. (This solution should only be used to retrofit existing stairs, not in new builds. The best underground bike parking facilities have very long ramps which are sometimes cycleable; platforms are accessed as mentioned above in the Dutch example.)
  • In addition, the overall design contains:
  • No hint of bicycle parking on the Olive Dr side of the station
  • Only some kind of vague mention of bike parking on the Downtown side, and nothing for large, cargo bikes, or the more expensive e-cargo bikes. (Imagine if SUV’s couldn’t be parked at the station). 
  • No provision for eventually connecting toward J St (this would enable people walking or cycling from the east to avoid any freight train blockages and in aggregate with the crossing to Olive Dr would make illegal encroachment of the track areas less likely)
    No provision for eventually connecting under H St, and even to a below-grade entrance of the new apartment building in the old Ace home furnishings space).
  • Too much regret at “losing” car parking in a City that is supposed to prioritize active transportation. We’re not yet called Not the Car Parking Capital of the USA for nothing. 

 

Here are some scenarios to illustrate the issues, with approaches from all directions and origins:

A family from South Davis heads toward the train: an adult with two kids in a fancy e-cargo bike - manages the climb up Pole Line but struggles on the way down the Connector, fortunately mostly without any other traffic. After heading down Olive they make a more than hard right onto the ramp which has a similar gradient to the Connector. They share the ramp - train departure is approaching -  with a few people walking at one speed, a single person in a motorized mobility device going a bit faster and some people on bikes originating in Downtown headed towards Olive Dr from the opposite direction. They reach the Downtown side. The kids get out of the bike and the adult pushes the heavy bike up the long steep ramp. They walk to the short-term design bike parking (Varsity racks etc which are currently used), lock their bike, walking down the stairs, walk up the ramp to the platform. When they return to Davis Depot at the end of the day the bike is, quite obviously, not there. (Option is that what’s not there is a fancy adaptive bike). 

An individual who uses a manual mobility device comes from South Davis by car via Richards Blvd. They are slowed by congestion in the Richards Tunnel, park in an ADA space and then take the ramp to the underpassage and attempt to take the elevator to the platform. The elevator is not working, so they have to take the ramp. They barely make the train. 

Two UCD students who live in South Davis travel by bike from Downtown. They’ve had a beer each, are only a bit tipsy, below the legal limit. They head down the undulating ramp, perhaps a bit too fast, but it’s steep. They don’t notice that the train has just arrived.  At the hairpin turn, one loses traction but recovers a bit just before nearly slamming into someone with a guide dog who lives on Olive Drive, headed Downtown.  The other stops at the bottom just as people from the arriving trains start arriving at the bottom of the ramp. 

A Ryder resident who uses a motorized mobility device exits their building via the west entrance, and has to immediately head to the left, using the sidewalk, turning right onto the sidewalk on Olive and then over to the ramp. Not direct and a waste of time. 

These are all worst-case scenarios, and certainly more likely when there’s a concurrence of uses: People going to or from trains, people headed to or from Olive Dr with no train objective… and multiple user types: walking, mobility device, slow bike, fast bike, heavy bike etc.). It won’t be like this all day; it might be like this at peaks. It cannot be made un-toxic with enforcement, signage or slogans. It makes the Depot more dangerous than it should be. 

Language, language: Note that the 30% design shows a “bike/ped easement” and a “bike-ped connection” for what’s formally a multi-use path that’s optimized for people using mobility devices, ideally without the presence of people moving faster than them. 

 

Depot3
From my Concept for Davis Depot

Solutions?

I sent in comments and a design concept to the BTSSC in advance of their April 13, 2023 meeting that’s referenced in the Staff Report for tonight’s meeting. That meeting was not recorded. I saw no reference to my design or comments in the minutes and Commissioner comments apparently focused only on the underpass or overpass options, nothing about gradients, shared use, bike parking etc. 

Following the outreach events earlier this year - which were quite informal and according to tonight’s Staff Report again focused only on over- or under- I drew up a more detailed concept for modifications, and discussed this in person with City of Davis Staff in March of this year. I’ve developed a bit further, so here goes nuthin’....

The main strategic elements are:

  • Separate users on the most problematic sections of the project area.
  • Create a more direct path for target users using mobility devices covered by ADA.
  • Reduce unnecessary transits through the station whilst maintaining a desire to use active transportation through and to/from the station.
  • Reduce unnecessary visits to the platform by people meeting arriving passengers. 
  • Reduce unnecessary transits by motor vehicle through the Richards tunnel
  • Plan for likely significant demand from residents of Promenade, only one intersection and a short, mostly level ride away. 
  • Amend formal agreements as necessary related to provision of private vehicle parking at Davis Depot, and negotiate use of part of the parking at Ryder.

The main implementation elements are:

  • Creating a continuous elevator choice for people with mobility devices covered by ADA. This will mean two more elevators: One on the plaza side and on the Olive Dr side.
  • Implement a 4.2% (ideal) or max. 5% grade max path on the Downtown (plaza) side prioritized for people on bikes, but as backup in case the plaza-to-underpassage elevator is out of service. It should include markings etc to maintain safety within the parking lot. 
  • Implement a 5% grade max path on the Olive Dr side, prioritized for people on bikes. (If the space is too short within the current easement, either extend the easement into Olive Dr or add length within (below the parking lot grade), or add a second back up elevator)
  • Create an ADA-compliant path directly from the west egress of Ryder Apartments to the Olive Dr side elevator. 
  • Create an inviting seating area oriented towards the elevator and stairs on the plaza side, so that arriving passengers - not heading to their cars - will know exactly where to meet. Include cover for shade and inclement weather, and space for e.g. a small food cart or two. 
  • Implement ADA-only parking on the existing Ryder lot (so people don’t have to drive through the Richards tunnel.)
  • Design under passages on plaza side to facilitate further phase under passages towards J St and G St. 

 

Bicycle parking: 

Strategy: Create an equal level of bicycle parking security for all train passengers, whether for all-day or overnight,

Implementation:

  • A small amount of short-term parking, e.g. for people doing station business or waiting for arrivals. 
  • Group-room based parking based on technology and structures used by BikeLink (operator of the current bike lockers) at BART stations such as Ashby and Embarcadero. Include space for bikes of all reasonable sizes. These parking rooms will be expandable: They will have a fixed portal area but can be extended by addition of glass and metal as demand warrants: 
  • The plaza side group room will be located close to the elevator. 
  • The Olive Dr side group room will be built over the under-passage, with access from the Ryder parking lot (note that many private properties in Davis allow transit between the local street grid and e.g. Greenbelt paths). Build close to the elevator: People who use the bike parking, Ryder residents and mobility device users will be encouraged to use the elevator. 
  • Relocate short term parking racks to Downtown or other needed areas.
  • Relocate/sell e-lockers to local or regional Park(Bike)& Ride facilities. 

Note on passive and other communication about likely under passage congestion: Users transiting the under passage will learn that if there’s no train on the platform or approaching it, there’s less likely to be users just getting off the train. While signage as a solution will not likely not be effective, it might be useful to consider some kind of active sign, e.g. a pictogram of a train etc, that is lit up during the a specific period of time, e.g. 5 minutes before every train departs and 3 to 5 min after it leaves. This may help normally better behaving people be more aware of possible issues. 

Staff told me that the ideas for bike parking on the Olive Dr side of the station were appreciated and they promised to ask some questions about gradients on the Olive side. They said they would look into a design that would allow for further undercrossings towards J St and under H St. 

In early April I corresponded about the issue with staff from Capitol Corridor. It was made clear to me that ADA-access was Amtrak’s priority, not cycling, and that funding could not be used for improving cycling, at least not as a priority of the project, but that further cooperation was possible between all the partner

My response at this juncture - which I hope I have made clear by now - is that if the station and approaches do not respect the true and equitable limits of shared space, barrier will remain for the user of mobility devices, and for ADA compliance. A lack of optimization in this area will also improve bike & rail multi-modality less than it could, and will improve conditions for cycling and walking in Davis less than it could.


Davis Downtown names Brett Lee as executive director

Lee_DDBA
Brett Lee (Courtesy photo)

(From press release) Former Davis Mayor Brett Lee has been named executive director of the Davis Downtown Business Association, effective June 3.

Lee replaces Brett Maresca, who stepped down from the role on Jan. 26 to pursue other opportunities. Former Davis City Manager Dirk Brazil has been interim executive director since Feb. 12.

Lee served on the Davis City Council from 2012 to 2020 – the last two of those years as mayor. He’s a third-generation Davis resident and is raising his 15-year-old son here. Lee has degrees from UC Berkeley and the London School of Economics. For the past nine years, he has worked as a process improvement engineer for Farm Fresh to You, a subscription-based organic produce delivery service of Capay Organic farm.

Kevin Wan, president of the Davis Downtown board of directors, is thrilled to welcome Lee. “His existing relationships with city staff and his experience with the politics of Davis make him the perfect fit to lead Davis Downtown and champion our mission. Since his days on City Council, he has always been an advocate of our downtown, especially for clean and safe streets, which – year after year – is a top concern with our membership. His skill set will be a tremendous asset to help us navigate an evolving economic landscape.”

Continue reading "Davis Downtown names Brett Lee as executive director" »


Open Discussion: Bob Dunning Terminated by Davis Enterprise Owners (an Al's Corner Exclusive)

Adfc46d7-dadc-4553-a16a-0777ff3b922bIn a bozo move by the owners of the Davis Enterprise, Bob Dunning was terminated without so much as a thank you after 55 years of service to the paper (and Davis).

Shelley Dunning pays a very sweet tribute in a 7-minute video on her Facebook page:

facebook.com/shelleydunning

She also outlines how cold the termination was.  I doubt that will sit well with the Davis community.

Bob's column will continue at: 

thewaryone.com

Please share your thoughts here in comments regarding this poorly-handled move by the owners of the Davis Enterprise.

Full disclosure:  Bob Dunning once wrote a column about how I should be on the City Council :-|

Note:  Pardon the pictured haircut, Bob, this is what A.I. gave me when I described the incident!


Picnic in the Park returns to Davis on May 1

PIP2023
Patrons enjoy the first Picnic in the Park of the 2023 season. The annual Davis Farmers Market tradition returns in May, and runs every Wednesday from 4 to 8 p.m. through September in Central Park. (Wendy Weitzel/Courtesy photo)

(From press release) The music, food and family fun of Picnic in the Park returns to the Davis Farmers Market on May 1.

The popular event is every Wednesday from 4 to 8 p.m., May through September. A local band plays each night. There’s children’s entertainment, loads of food vendors, and plenty of opportunity to gather as a community. October through April, there’s a traditional farmers market on Wednesdays, from 3 to 6 p.m.

Upcoming bands on the 2024 Picnic in the Park schedule are: Cold Shot (dance party) on May 1; 5-Star Alcatraz (indie, alt rock) on May 8; Kindred Spirits (folk rock) on May 15; Penny Lane (Beatles) on May 22; According to Bazooka (indie, folk, pop) on May 29; The Teds (rock) on June 5; Island Crew (beach tunes) on June 12; and Julie and the Jukes (classic blues) on June 19. Bands are still being booked through September. Check the entertainment schedule at https://www.davisfarmersmarket.org/entertainment-schedule/.

Tables and chairs in the Market Food Court are sponsored by A Grand Affair Party and Event Rentals. They are for use while enjoying market-purchased food. Patrons are encouraged to bring their own chairs and blankets for picnicking on the lawn.

During operating hours, the market will have an open-container permit, allowing patrons to consume alcohol, whether it’s canned beer from one of the four Davis breweries rotating each week, a bottle of wine from Heringer Estates, or a beverage they brought from home. Check the brewery rotation schedule at https://www.davisfarmersmarket.org/2024-beer-schedule/.

Picnic in the Park will focus on family-friendly children’s activities and music, along with a wide range of food made from market ingredients. There is a clown, face-painter and children’s activities. The Davis Schools Foundation is organizing the pedal-powered carousel.

Continue reading "Picnic in the Park returns to Davis on May 1" »


Reply from city staff concerning Sierra Club's downtown housing recommendations

The following email was received by members of the Sierra Club Yolano Group Management Committee yesterday (Apr 4, 2024) in response to the email outlining the recommendations of the Sierra Club Management Committee for Davis downtown housing projects:

Thank you for taking the time to send us your thoughts on the downtown Davis housing projects.  While your email has been received by the City Council members, I want to take this opportunity to respond to your comments.

  1. As you have correctly noted, both the Lumberyard project and the project at 240 G have a 5% affordability requirement. Both of these projects applied for approval when our housing element was not certified and our new inclusionary ordinance had not gone into effect and were therefore afforded the ability to lock in the previous affordability rate of 5%.  Our new inclusionary housing ordinance, which complies with State Law, limits the affordable housing cap to 15%.  The City of Davis cannot require more than 15% as we are unable to demonstrate that it is financially feasible to construct a project with more than 15% affordable units included.    The project at 4th and G, which proposed 20% affordable units under a different provision of the law, is not moving forward as it has been withdrawn.
  1. As you know, parking is not required in the downtown Davis specific plan area. The Lumberyard project has no associated parking while the 240 G project has some underground parking.  Both projects are providing a space for a shared car and pick up space for a ride share car.  Disabled parking is not required if no parking is required. Therefore, the 240 G project will have some ADA accessible parking.
  1. Both of the referenced projects have provided large, indoor bike storage rooms within their projects. Charging stations will also be provided.
  1. Both of the referenced projects have planned for large recreational spaces. 240 G has space planned on the roof of the building.  The Lumberyard includes more traditional space planned for the interior courtyard areas of the project.
  1. Both projects are being conditioned to plant and maintain landscaping in accordance with city standards.

Please let me know if you have any further questions or comments.

SHERRI A. METZKER

Community Development Director


Recommendations to the Davis City Council for Downtown Housing Projects

Submitted for consideration by the Davis City Council from the Sierra Club Yolano Group (email sent 4/2/2024)

March 30, 2024

Recently, several housing projects have been proposed for downtown Davis: one at the site of the former Hibbert Lumberyard at the intersection of G Street and 5th Street (“The Lumberyard”), one at the site of the former Regal Cinemas Davis Stadium 5 at the intersection of G Street and 4th Street, and one at 240 G Street. 

We write to express our strong support of these sorts of infill projects, projects that would increase housing density in Davis, allowing for more efficient use of land and creating the potential for reduced-carbon lifestyles. However, we have concerns about the details of the projects and urge that they be addressed prior to approval:

  1. Increase affordable housing. Davis’s greatest housing need is for affordable housing, yet only the 4th and G Street project provides for a reasonable percentage of affordable housing (20%, in accordance with the “Builder’s Remedy” that they are applying under). The other two projects are only proposing 5% affordable housing, which does very little to address Davis’s affordable housing needs.  Equity demands that a higher percentage of affordable housing – at least 20% – be included in all future downtown housing projects. 5% is totally unacceptable. If Proposition 1 funds become available, the minimum required percentage should be increased to 25%.

  2. Increase feasibility of a car-free lifestyle for all potential residents. Two out of the three projects (the Lumberyard and 240 G Street) provide for very little parking. We commend the attempt to foster a car-free lifestyle that could be possible in the downtown, especially if increased numbers of residents are able to attract more retail businesses.  However, the units should be feasible for all, and car-free lifestyles can be difficult for those with mobility challenges, including but not limited to some elderly seniors.  Thus, the housing projects need to facilitate other ways of getting around by including, for example, an area for taxis/Uber/Lyft/DoorDash/etc. to pick up and drop off.  Projects should provide a minimum percentage of parking spaces for people who have Disabled Person (DP) placards.  Putting funds toward improving public transportation in the downtown (including microtransit) – or having dedicated vans are other options that we strongly recommend; developers should work with the City and UCD on this, with subsidized passes provided for people with low incomes.

    We understand that some members of the community think that there should be parking minimum requirements for downtown housing projects. However, to create a walkable, active transit oriented lifestyle (which many younger people in particular have been asking for), we need fewer, not more, cars downtown.  This is the best way to achieve our climate goals. We have suggested a variety of ways to try to make it easier for everyone to live downtown, but other solutions may be possible and feasible; the City should consult with relevant experts, such as disability access professionals.

  3. Support use of vehicles other than cars. Car-free lifestyles can be facilitated with bicycles, e-bikes and e-scooters. To that end, projects should be required to set aside a sufficient number of covered spaces for these vehicles relative to number of bedrooms and units.  Moreover, San Francisco’s recent experience (https://www.sfchronicle.com/sf/article/bike-scooter-battery-fire-17869505.php) has shown that some of the batteries for e-bikes and e-scooters can be fire hazards.  Davis should look to NYC’s ordinances (they are ahead of other municipalities) as a way to mitigate the risk of fire when e-bikes and e-scooters are brought indoors.  To further facilitate the use of these vehicles, charging stations should be provided.

  4. Ensure a high quality of life for residents. Living in a dense environment can be physically and psychologically challenging if it is not done correctly. This can be ameliorated by providing greenspace, rooftop gardens, etc.  The City of Davis should work with developers to identify community garden space and/or spaces where residents of these housing developments can grow food or plants (e.g., on balconies or window boxes).  Again, this is an equity issue.

  5. Require planting and maintenance of trees and landscaping. One of the goals of the Davis Climate Action and Adaptation Plan is to “...create a cooler city with more urban forest and green space for people and habitat.” To help further that goal, developers should fund the planting and maintenance of trees in internal plazas and along public sidewalks, using best practices for producing a street canopy developed in concert with Tree Davis and the Davis Tree Commission.

Thank you for your consideration of these recommended changes.

Respectfully submitted,

The Sierra Club Yolano Group Management Committee

The Sierra Club Yolano Group is comprised of over 1,400 Sierra Club members from Yolo County, a portion of eastern Solano County, and a portion of southern Colusa County.


Three Davis Farmers Market vendors featured in new Food Network show

BiteGroup
Contestants and judges pose with Guy Fieri on Aug. 1, the day the “Best Bite in Town” was filmed in Davis’ Central Park (Courtesy photo)

(From press release) Six Davis restaurants are featured in the premiere of Food Network’s newest series “Best Bite in Town,” which airs Sunday, April 7 at 10 p.m. Three of those restaurants are vendors at the Davis Farmers Market, and will be available at the Saturday, April 6 market in downtown Davis.

The six restaurants are Handheld Sweet & Savory Pies, Hikari Sushi & Omakase, The Hotdogger, Sudwerk Brewing Co., Tommy J’s Grill and Zumapoke. From 8 a.m. to noon on Saturday, Handheld, The Hotdogger and Zumapoke will be at the Davis Farmers Market, in Central Park, 301 C St. in Davis. The park is where the competition segment of the show was filmed. The winner will not be announced before it airs.

For the show, filmed in late July and early August, Guy Fieri sends a trio of judges, his buddy Noah Cappe and acclaimed chefs Tiffani Faison and Jet Tila, to hit the food scene in Davis. Each judge selects two restaurants, trying everything from college hangouts and local pubs to bicycle-friendly eateries and high-end sushi. After tasting a wide variety of delicious food, they select one dish each to take to a crowd-packed showcase in Central Park where a panel of Fieri judges taste and determine which restaurant has the best bite in town.

Continue reading "Three Davis Farmers Market vendors featured in new Food Network show" »


Davis Downtown names Brazil interim executive director

DirkBrazil
Dirk Brazil (courtesy photo)

(From press release) Former Davis City Manager Dirk Brazil has been named interim executive director of the Davis Downtown Business Association, effective Monday, Feb. 12.

He replaces Brett Maresca, who stepped down from the role on Jan. 26 to pursue other opportunities.

Brazil served as Davis city manager from 2014 to 2017, and as Yolo County assistant county administrator from 2006 to 2014. After retiring in 2017, Brazil worked as interim city manager for the cities of South Lake Tahoe and Alameda, and as the interim executive director of the Yolo Habitat Conservancy. 

“I’m looking forward to working with the DDBA board and their membership in the next few months to first, help them in their search for a new executive director, and second, to look into how best to possibly restructure DDBA into a more focused and effective organization,” Brazil said. “I’ll also seek collaboration opportunities with City of Davis elected officials and city staff, as well as UC Davis administration. There is a great deal of potential in these partnerships.”

Continue reading "Davis Downtown names Brazil interim executive director" »


G Street Reimagined

G Street Reimagined-1
(Click to see larger version)

By Architect Marcus Marino of Design M Group

On October 4th, the engineering firm hired by City planning staff presented their options for G Street to the community for comments. The Davis Enterprise newspaper wrote an article on this but neglected to mention the alternative plan prepared and presented by the Davis architectural firm, Design M Group. The firm’s architect, Marcus Marino, explained the major differences between his proposal and the City planning staff’s proposals.

The City of Davis has reduced G Street to a 20-foot wide pedestrian/emergency vehicle area in the center of the street. City Planning’s proposal is to keep the sidewalks for pedestrians as well. Design M Group proposes a different plan: pedestrians use the center width of the street while using the existing sidewalks and sides of the street for restaurant seating, store display areas, or parklets with kiosks. This plan could enliven the pedestrian area, allowing a more cohesive atmosphere for the extension of the restaurants and potentially increasing revenue for the City of Davis.

Design M Group proposes making G Street level from the pedestrian area to the sidewalks by milling the street and using an outdoor, raised flooring system. This raised flooring would permit stormwater to continue to flow in the same way that it does now, potentially reducing costs to the City. Design M Group’s proposal also aims to have a simpler and more cost-efficient way to correct the parking area near 2nd Street.

G Street Reimagined-2
(Click to see larger version)

The most dramatic part of the proposal was the suggestion to build gateway signs over the entrances to the G Street area as an homage to the original Davis Arch that stood from 1916 to 1924. The gateway columns would be conical, like those of the original Davis Arch, and they would be built with perforated stainless-steel material that would be lit from the inside—creating a starry night sky effect as people walked by the structure.

Downtown advocate Aaron Wedra has closely followed both the City's and Design M Group's plans and expressed his view by stating, "I believe Design M Group's recommendations offer more substantial improvements to the pedestrian area of G Street than what the City has considered up to this point. The City has repeatedly emphasized adding strand lighting and street art (and other small improvements), but so much more could be done. This space is our city’s historic main street and, considering its proximity to the train station, could serve as the gateway to downtown. Putting a gateway arch on at least the South entrance would bring a lot of life to this pedestrian space. Additionally, Design M Group’s plans make much better use of the entire width of the street. The City’s current plans seem to partition the street into at least five segments unnecessarily."

Design M Group’s architectural renderings can be seen at https://smartzgraphics.wixsite.com/design-m.


Thursdays in The Davisphere canceled for 2023

(From press release) Thursdays in The Davisphere, the concert series launched in 2022 by Davis Downtown, is on hiatus until 2024.

The board of the Davis Downtown Business Association decided this month to cancel the 2023 event, planned for Oct. 26 in Central Park. In 2024, the organization is looking to bring Thursdays in The Davisphere further into the downtown core, to add vibrant energy to its downtown member businesses.

DDBA Executive Director Brett Maresca said several factors led to the difficult decision. The postponement gives the organization time to raise funds and plan for a spectacular 2024 series.

The inaugural season of Thursdays in The Davisphere was weekly in September and October 2022, thanks to funding from a city of Davis grant to revitalize local businesses emerging from the COVID-19 pandemic. A follow-up survey showed a nearly 90% approval rating of the event, citing the energy and vibrancy it brought to the downtown. Davis Downtown provided a designated nonprofit beneficiary to receive a portion of proceeds from beer and wine sales.

Davis Downtown is recruiting sponsors and vendors. Sponsorships would allow the organization to offer multiple Thursdays in The Davisphere events in 2024. For details, email [email protected].

Davis Downtown leads and energizes the downtown as the primary business, entertainment and cultural center of Davis. Alive with activity seven days a week, downtown Davis draws locals and visitors alike to experience fine food and beverages, retail, professional services, arts and entertainment in an extraordinary and sustainable gathering place.

  • For more information on The Davisphere, visit thedavisphere.com.
  • Learn more about Davis Downtown events and programs at davisdowntown.com.
  • To stay abreast of activities, sign up for the Davis Downtown email newsletter at davisdowntown.com/subscribe.
  • Follow Davis Downtown on Facebook at @davisdowntown and on Instagram at @davis.downtown.

Hot Davis Days Cars & Coffee is Sunday

CoffeeAndCars
Attendees enjoy the 2022 Hot Davis Days Cars & Coffee event. (Chris Lossin, CPP, Aperture Alley Photography)

(From press release) Davis Downtown will present its third annual Hot Davis Days Cars & Coffee event on Sunday, Aug. 13 in Central Park, 301 C St.

The event, from 10 a.m. to 1 p.m., is free for participants and attendees. Vintage, new, electric and other specialty vehicles are welcome. No registration necessary. Participants are asked to bring their cars to the Farmers Market Pavilion between 9:30 and 10 a.m. Once that area is full, overflow vehicles for the show may park on C Street, between Third and Fourth streets.

Patrons and participants may enjoy treats from Upper Crust Baking, and coffee from Pachamama. Davis Downtown is collaborating with several other groups to make this year the largest and best Cars & Coffee event yet. These include the car-enthusiast groups Cars and Coffee Sac, Davis Motorsports and Yacht Club Premier Car Club.

For details, visit https://davisdowntown.com/hot-davis-days-cars-coffee/. For additional information, email [email protected].

Davis Downtown leads and energizes the downtown as the primary business, entertainment and cultural center of Davis. Alive with activity seven days a week, downtown Davis draws locals and visitors alike to experience fine food and beverages, retail, professional services, arts and entertainment in an extraordinary and sustainable gathering place.