HomeMy WebLinkAbout12/13/1994, 2 - OPTIONS FOR LOCATING ACCESS TO THE JENNIFER STREET BRIDGE FROM THE WEST SIDE OF THE RAILROAD. �9plm n MEETING DATE:
� WlVyll���l 1p�pll city of sa l luis oBispoi DECEMBER 13, 199 ITEM NUMBER:
uUUUIII COUNCIL AGENDA REPORT Z
FROM: Michael McCluskey, Public Works Direct&T'�
Terry Sanville, Principal Transportation Planner
SUBJECT: Options for locating access to the Jennifer Street Bridge from the
west side of the railroad.
CAO RECOMMENDATION: Consider the recommendations of the Bicycle Committee and, by
motion, authorize staff and consultants to pursue access Option #1
(access near the southern end of Osos Street).
A. REPORT IN BRIEF
The design of the pedestrian-bicycle bridge crossing the railroad at Jennifer Street is going forward.
Staff seeks City Council direction on locating access to the bridge from the west side of the railroad.
When making this decision, the Council should consider possible future changes to the area's pedestrian,
bicycle and vehicle circulation. This report evaluates three access options. The City Council should
choose one of these options or identify a preferred alternative.
B. DISCUSSION
1. Background of Bridge Project
The City received a $400,000 Proposition 116 grant to build a bicycle-pedestrian bridge across the
railroad near Jennifer Street. The purpose of the bridge is to provide convenient bicycle and pedestrian
access from the Ella Street neighborhood and a planned bicycle path along the east side of the railroad
to the downtown.
Bridge Location: The City hired RRM Design Group to establish a specific bridge location and
prepare preliminary and final construction plans. A questionnaire was distributed to and received by
696 area households asking residents to identify their preferred crossing location for the bridge. A
neighborhood meeting was also held at the triangular park on Osos Street on August 11, 1994. RRM
received 118 responses to the survey — a 17% response. Ninety-seven percent (97%) of the residents
responding to the survey supported the need to construct a bridge over the railroad. Seventy-two
percent (72%) indicated that they would ride a bicycle or walk more often after a bridge is constructed.
While five different bridge locations were identified and received varying levels of resident support, the
Jennifer Street location by far received the greatest support. (Reference Exhibit "A" for summary results
of the neighborhood survey.)
Both staff and consultants believe that the Jennifer Street crossing best serves the needs of area residents
and provides convenient access from the planned railroad bicycle path. Unless the Council provides
alternative direction, the staff and consultants will proceed with designing a bridge at the Jennifer Street
location.
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City of San WI S OBISPO
COUNCIL AGENDA REPORT
Design Specifics: RRM Design Group is continuing to work with Southern Pacific Railroad to establish •
the precise location for bridge piers within the railroad area. A ramping system that uses the Jennifer
Street right-of-way is being pursued for access from the east side of the railroad. Establishing an access
point on the west.side of the railroad warrants Council direction. The location of this access point
raises questions about the relationship between the bridge and connections to existing or potential
bicycle-pedestrian routes in the area and vehicle circulation.
3. Related Transportation Issues
(a) Osos Street Bikeways. The Bicycle Transportation Plan does not identify bicycle routes to the
downtown from the south (see attached Exhibit B). The Bike Plan suggests that bikeway options
for Osos Street be further studied. The Circulation Element designates Osos Street as a truck
route and an Arterial Street. If Osos Street is to be used as a bikeway, bicyclists would either
have to share the traffic lanes with vehicles (Class III route) or curb parking would need to be
removed from one or both sides of the street and bike lanes installed (Class II lanes). Both of
these options were considered and rejected by the City Council in 1993.
(b) Neighborhood Traffic Cahning. The City has received complaints about traffic speeds on
Santa Barbara-Oros Street. People are concerned about the safety of pedestrians crossing the
road to access neighborhood services. Some have suggested that devices be installed to slow
traffic down. Others have suggested that stop signs or signals be installed to provide gaps in
the flow of traffic to make it easier for pedestrians to cross. A comprehensive traffic calming
approach could make the street more comfortable for pedestrians and bicyclists which could
warrant its designation as a Class III bike route. However, traffic calming is not recommended
for arterial streets.
The Circulation Element identifies the Osos Street corridor as part of a larger area for which a
Neighborhood Traffic Management Plan will be prepared. The management plan will identify
strategies for dealing with traffic speed, pedestrian-bicycling safety, and traffic intrusion or
diversion within the area.
(c) —Morro Street Bicycle Boulevard. Creating a Bicycle Boulevard on Morro Street was
considered by the City Council and rejected when the bike plan was being adopted. A bicycle
boulevard may necessitate the installation of some type of stop controls at the Santa Barbara
Street - Morro Street intersection. Through vehicle traffic on Morro Street would be blocked,
the stop signs removed and through bicycle traffic encouraged. Morro Street is a lightly-used
local street that could provide direct bicycle access to the downtown. It could also link up with
bike lanes on Marsh Street with connections to north city areas.
(d) The Santa Barbara-Santa Rosa Street Connection. The Circulation Element includes the
following program statement:
8.13 During Fiscal Year 1995-96, the City will evaluate the feasibility of establishing
an arterial street connection between Santa Barbara Street and the south end of
Santa Rosa Street.
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411111111� ity of San Luis OBlspo
COUNCIL AGENDA REPORT
If this street connection is eventually made, traffic levels in the railroad square area could
significantly change. The analysis of this street connection should be combined with the
preparation of the area's Neighborhood Traffic Management Plan because it could significantly
change neighborhood traffic patterns and shift traffic impacts.
(e) Extension of the San Diegan. Expanded passenger rail service is expected to begin in the Fall
of 1995. A layover facility (a siding where the train is serviced over night) will be constructed
adjacent to- and east of the existing railroad tracks across from the AMTRAK passenger
terminal. The construction of the layover facility may increase conflicts between trains and
pedestrians and bicyclists crossing the rail yard. It has been staff's goal of pursue the
completion of the Jennifer Street bridge to remove the potential for these conflicts.
Choosing an access option must be done with some understanding of all the transportation issues
affecting the area. Since these background issues will take some time to resolve, the bridge access
solution chosen at this point should be capable of working under a variety of future conditions.
C. CONCURRENCES
The Bicycle Committee is scheduled to consider this issue at its quarterly meeting on December 8,
1994. The Committee's recommendations and input will be orally presented to the City Council at its
December 13th meeting. A written memorandum of the Committee's actions has been placed in the
City Council's red file prior to the December 13, 1994 meeting.
D. FISCAL IMPACTS
The City has received a $400,000 state grant to fund this project. Refined cost estimates will be made
as the design of the bridge proceeds. It is likely that a supplement to the project's budget will be
needed to construct it. Staff will be presenting more information concerning project cost as part of the
draft FY 1995-96 budget.
Regarding the various access options:
Option #1 may reduce access costs since part of the bridge and ramps could be located within
the Osos Street right-of-way and on City-owned land.
Option #2 might involve additional right-of-way costs since the alignment of the bridge would
not be within an existing right-of-way.
Option#3 may involve additional right-of-way costs if the ramps extending toward Morro Street
encroach on railroad land.
Options #1 and #2 will require the removal of some-parking from the lot in back of Cafe Roma
Restaurant (a maximum of about 10 spaces). Land costs could increase if these parking spaces
are replaced on property currently owned by Southern Pacific. Option #3 may remove about
3 parking spaces but would probably not involve additional land costs.
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COUNCIL AGENDA REPORT
There is little difference in the construction cost of each of the three access options. There may be
some differences in right-of--way costs depending on the extent of railroad property affected.
E. ALTERNATIVES
Staff and RRM Design Group have identified three alternatives for locating access to the bridge on the
west side of the railroad. The pros and cons of each are provided on the following pages. Staff and
the consultants are recommending Option #1 (access from the southern end of Osos Street) because it
provides a very visible access point and can be adapted to serve a variety of future circulation conditions
in the area.
OPTION #1
DIRECT OSOS STREET ACCESS
Construct a bridge with access from the west near the southeastern end of Osos Street.
Pros Cons
❑ Most visible pedestrian ❑ Remote from Morro Street if developed
access location which as bicycle boulevard.
fosters safety
❑ Direct access to Railroad ❑ Encourages bicycle use of Osos Street
Square area facilities which is a truck route and bus route
❑ Current informal access routing ❑ Will remove a maximum of 10 parking spaces
for Ella Street neighborhood along the east edge of Railroad Square parking lot
residents
❑ Bikes& Peds have clear route
to/from the downtown(Oros Street)
and the north City (Santa Rosa
Street)
❑ Will allow for extension to the
south if a bicycle boulevard is created
on Morro Street
❑ Minimizes conflicts with the
railroad and land costs
❑ H the Santa Barbara-Santa Rosa connection
is made, bicyclists and pedestrians would cross
at a "T" intersection.
❑ Southbound bicyclists can use existing
left tum pocket on Santa Barbara Street
at the triangular park to gain access.
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OPTION #2
ACCESS TO RAELROAD SQUARE PARKING LOT
Construct a bridge with access from the west at the southern end of the Railroad Square parking lot.
Pros Cons
❑ Only minor diversion from ❑ Ped access point hidden behind building
railroad square area facilities with reduced security
❑ Bilte connection to a possible ❑ More bicycle and pedestrian circulation in parking
Morro Street bicycle boulevard lot
is more obvious. Provides
equal-length access to either ❑ Greater diversion of bicyclists who want to use
Morro or Osos Street intersections Santa Rosa Street
❑ Could function as an interim ❑ If Santa Barbara Street- Santa Rosa Street
solution until a Morro Street bike is implemented, would encourage mid-block
boulevard is created crossings
❑ Southbound bicyclists can use ❑ Increased conflicts with railroad property and higher
existing left turn pocket on Santa land costs
Barbara Street at the triangular
park to gain access ❑ Will remove a maximum of 10 parking spaces along
the eastern edge of the Railroad Square parking lot
❑ Longer bridge may be needed to clear railroad areas
and locate the western bridge pier on City property
OPTION #3
CONNECTION WITH MORRO STREET
Build a bridge within the existing Osos Street:right-of-way with access near Morro Street.
Pros Cons
❑ Makes direct linkage with ❑ Requires pedestrians to divert 400 feet
potential Morro Street bike to the south. Could encourage continued
boulevard which is a much less illegal at-grade crossings
congested route for bicyclists
to access the downtown ❑ Significant diversion for cyclists who want
to use Santa Rosa Street to connect with
❑ Enables bike and ped crossing north City areas
at a stop controlled "T" intersection
❑ Increases costs due to the need to provide bicycle and
pedestrian access from Santa Barbara Street.
❑ May require some changes to Santa Barbara Street
(stop signs, left tum pocket or both) to allow
southbound cyclists to access the bridge.
❑ An elongated ramp system may increase aesthetic
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It is possible to combine Option #1 with Option #3 to provide for direct access to both Osos Street and
to the Santa Barbara - Morro Street intersection. The Osos Street connection could be constructed as
a first phase (Option#1) with the pier holding up the ramps designed to accommodate additional ramps
at a future date. If a bicycle boulevard is created on Morro Street in the future, additional ramps could
be added (with additional cost).
For additional comments on the three options presented above, reference attached Exhibit C, a
memorandum from Mr. Dean Benedix, RRM's project engineer.
ATTACEMIENTS
Exhibit A: Summary Results of Neighborhood Survey
Exhibit B: 1993 Bikeways Map (from adopted Bicycle Transportation Plan)
Exhibit C: November 28th Memorandum from Mr. Dean Benedix, RRM Design Group
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RESPONSES
SITE NuME8 STREET NAm NuM33ER PERCE-TrAGE
#1 Henry Street 28 24%
#2 Jennifer Street SS 47%
#3 Swazey Street 12 109ro
#4 Penny Lane 10 8%
#5 Rachel 10 8%
No bridge None 3 3%
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11/28/94 14:52 1®'805 543 4809 RRM DESIGN GROUP 1@001
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MEMORANDUM
Date: November 28, 1994
To: Terry SaavMe
City of San Luis Obispo - Via FAX@ 781-7198
From: Dean Benedix
Job Name: Jennifer Street Job No.: E94823
Re: Jennifer Street Pedestrian Bicycle Bridge
Ramp Exit Circulation
This memo provides comments on three conceptual ramp egress options for your
consideration and discussion with the City Council prior to our preparation of schematic
bridge and ramp designs. As you directed on November 28, we will = provide sketch
alternatives with this memo. Considerations for each alternative are:
Ontion 1 (switch back with ramp egress to the north):
May require no right-of-way from SPRR dependent upon alignment Project could
be constructed without SPRR right-of-way assistance.
• Egress centered around "huh" area of railroad station parking lot circle island, Osos
Street east end terminus, and generally presenting egress toward the railroad station
activities to the north of the ramp location.
• The "feel" of this egress alternative is toward the center of activity of the railroad
station area.
• Provides most central egress for pedestrians and bicycles with destinations south,
west and north.
a Minimum bridge span length (+130') uecessary at location of minimum railroad
right-of-way span-
0 Most cost effective ramp construction.
a Minimum backtracking of ultimate destination for users.
• Visually protected from Osos Street viewshed.
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11/28/94 14:52 $805 SA" 4809 RRM DESIGN GROUP 1@002
Mr. Terry Sanville
Page 2
November 28, 1994
Option 2 (perpendicular to right-of-way crossing - northerly egress):
• Requires ±20' additional bridge length due to wider overall crossing. Requires
obtaining right-of-way from SPRR for bridge alignment to construct outside of
Jennifer Street existing right-of-way.
0 Egress from north end of parking lot requires backtracking to north for northerly
bound destinations.
• May require reconfiguration of existing parking lot aisle at sough end due to 24'
ramp landing width.
• More ramp structure hidden by Railroad Square buildings as viewed from Osos
Street viewshed than Option 1.
• Suggests egress to the south toward Morro Street, although a significant distance
(±200') from Santa Barbara Street
• Increased cost due to extended bridge length.
• Same impact to existing parking spaces as Option 1.
Ogtion (straight ramp - south egress):
• Visually excessive ramp length of approximately 360 feet
• Requires extensive backtracldng for northerly bound destinations from egress point
• May encroach into potential Santa Barbara Street to Santa Rosa Street circulation
connection.
• May likely have most minimal or no effect upon existing parking spaces on the City
parking lot
• May require the most extensive casement from the railroad depending on location
(i.e. if outside of City owned property area).
+ Nominal cost differences from Options 1 & 2. .
• Egress terminus point at a relatively remote location adjacent to vacant railroad yard
area.
• Increases the disturbed soil area beyond that of Options 1 & 2.
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11/28/94 14:5 '2805 541 4609 RRM DESIGN GROUP 2003
Mr. Terry Sanville
Page 3
November 28, 1994
a Closest immediate egress point to Santa Barbara and Morro Street intersection, i.e.
within 60 feet of street right-of-way.
It appears that the maximum number of parldng spaces in the City lot which could be
effected would be ten, dependent upon the availability or success of obtaining railroad
easement property. These spaces would be effected in Options 1 and 2. Option 3 would
likely effect a maximum three spaces because the ramp superstructure would be elevated
above any spaces below.
It is our recommendation that Option 1 be designated for the beneficial reasons stated
above.
Initial schematic review work indicates that the total length of ramp on the west side is
approximately 360 lineal feet including five foot long ramps at every five foot vertical grade
change. Attached is UBC Section 3106A(f) regarding pedestrian grade separations. This
provides an exception when the grade differential or the walking surface of a grade
separation exceeds 14 feet due to required height clearance and grade conditions. The
enforcing agency may find that because of right-of-way restrictions, topography, or natural
barriers where wheelchair accessibility would create an unreasonable hardship, such
accessibility need not be provided. Slopes could be increased to one vertical to eight
horizontal with a five foot maximum rise requirement for a five foot minimum length
landing. Tbis results in a ramp slope of approximately 1212%, and could reduce the ramp
length and likely the construction cost by approximately 20%. For example a 1:8 slope
would require 260 feet of ramp instead of the 360 feet indicated above. The magnitude of
cost reduction is in the range of $40,000 based on the initial assumptions of the project
costs.
It may be timely to provide information to the City Council requesting their input as to the
use of the slopes in this condition.
cc: Nolte and Associates (Steve Hiatt) Via FAX (916) 641.9222
Erik Justesen, RRM
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