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HomeMy WebLinkAbout2/2/2021 Item 16, Rowley Wilbanks, Megan From:Sandra Rowley < To:Harmon, Heidi; Christianson, Carlyn; Pease, Andy; Stewart, Erica A; Marx, Jan Cc:Johnson, Derek; CityClerk Subject:SUBJECT: Item #16, Active Transportation Plan (ATP) Attachments:1Laurel Ln Complete Sts.doc; 2Map-Cerro Romauldo.doc; 3Map-Flora.doc Dear Mayor Harmon and Members of the City Council, A few years ago it was residents who initiated changes to their residential streets by contacting City Transportation staff for assistance in resolving whatever traffic issue(s) affected their neighborhood. Such is no longer the case. Now there is a City committee which, with input from various individuals, decides what traffic management alterations should be made to various neighborhood streets. Hence the 2021 Active Transportation Plan (ATP), an update of the former 2013 Bicycle Transportation Plan. The process as explained to me by staff involves these steps: 1) An overall plan for the city, to include specific projects for particular streets, is prepared and submitted for approval; 2) Once funding is obtained for a particular project, a detailed design is prepared by staff; 3) Outreach to the affected neighborhood(s) occurs at this third stage and one or more meetings are held. There are two problems with the process: 1) Certain streets are selected by the committee, a rather specific plan is devised and included in the ATP before the neighborhood is even aware it exists; and 2) Staff prepares a detailed plan, also before neighborhood residents are contacted and neighborhood meetings arranged. As we have seen with the Anholm bikeway plan and as I experienced with the 2018 Laurel Lane Complete Streets Project, once staff has prepared a plan, any deviation from that plan requested by residents is difficult if not impossible to obtain. In other words, residents of an area are informed that changes to their streets are planned after it has been decided by others that said changes are necessary... and even if the residents affected do not want those, or most of those, particular changes. Tier 2, Laurel Lane. The Laurel Lane Complete Streets project from Orcutt to Johnson was completed in 2018. Since that time it does not appear that ridership has increased. Why? It is not because the bike lanes are too narrow or because of the absence of protected bike lanes. It is because the Laurel Lane hill is very steep... and because there are alternate routes available. Before approving yet another expenditure of funds for this street I suggest each of you take a bike ride up Laurel Lane; there won’t be any problem, the bike lanes are wide and rarely used. Tier 2, Cerro Romauldo. This route to Bishop Peak Elementary is already well-used by children who go to that school. The younger children walk there with their parents and the older children ride bicycles. There are also crossing guards on Craig and Patricia for increased safety. The need for transforming portions of these three streets into a greenway seems questionable. Tier 3, Flora Street. Currently there is no cut-through traffic on Flora Street. This is primarily due to the existence of bollyards on Flora before it reaches Bishop. Years ago residents on Flora contacted the City for assistance due to the cut- through traffic going to the medical offices at Johnson and Bishop, and maybe to Probation. Installation of the bollyards was the mutually agreed upon solution. Note: It is clear the ATP plan is to extend the greenway from Flora, across Bishop to Fixlini. It is not clear whether removal of those bollyards is part of the plan. If bollyard removal is part of the plan, there will again 1 be cut-through traffic making Flora and those who walk and bike there less safe and will reduce the quality of life for all. There have been a few times when I've seen bicycle enthusiasts ride along Flora. Unlike the children and adults on bikes who live here, they go fast! And since Flora curves, anyone on or crossing the street has no warning. As I may have mentioned before, Flora is used by walkers and bicyclists of all ages and abilities - parents with strollers and toddlers, dog walkers, children going to/returning from school, teens, adults, and seniors with canes, walking sticks or walkers. This is not a good mix with someone who "flies" down the street. Unfortunately, no amount of education can solve this problem because it’s impossible to contact everyone. If, as stated in the ATP, one wants to connect to areas across town, Sinsheimer Elementary or San Luis High School, one drops down to Johnson Avenue to do so. Stop lights and crossing guards facilitate crossing Johnson to get to Sinsheimer Elementary. Conclusion. 1. It seems wasteful to spend money re-doing Laurel Lane when there has already been a road diet, bulb-outs and wide bike lanes installed on both sides of the street. And, honestly, making the proposed changes will not lessen the grade of the hill or increase ridership on the street. 2. The density of renters and their vehicles in the Cerro Romauldo area, plus the current use of the street for walking and biking makes me question the value of a greenway at that location. 3. It appears that there may be an unstated reason for the decision to transform Flora into a greenway. Flora Street “as is” is perfect. No cut-through. Lots of use by walkers and bicyclists. If there is another reason, maybe a suitable alternative can be found. Sincerely, Sandra Rowley SLO Resident 3 Attachments 2 Laurel Lane Project Complete In 2016, a Traffic Safety Report identified intersections along Laurel Lane as the highest- ranking for pedestrian collisions on City maintained streets. More than 180 people cross Laurel Lane every day: school children and parents going to the elementary school and regional park, seniors accessing senior living and transit services, and neighbors accessing the community garden and local marketplace. The complete streets project included widening the sidewalk at the intersections of Laurel/ Augusta and Laurel/Southwood, reducing the crossing distance for pedestrians by more than 10 feet and removing a travel lane on Laurel so the pedestrian only crosses three legs of traffic rather than four. New hi-visibility school zone crosswalks were installed at both intersections. Reducing the number of vehicle travel lanes also makes the street safer for cars, including the ability to provide a two-way center turn lane that can be used as a refuge for left turning vehicles. About 30 on-street parking spaces were added in the project. Additionally, a buffer was provided between the vehicle lane and bike lane to provide further separation for bicyclists. Complete streets projects like this have potential to reduce vehicle speeds along a corridor, increasing the safety of all users and regular roadway maintenance decreases vehicle operations costs. In June, City Council approved the $2.5 million Laurel Lane Complete Streets and Roadway Maintenance Sealing project, with major funding coming from the Local Revenue Measure (Measure G).