HomeMy WebLinkAbout02-20-2018 Item 11 - Confirmation of Resolution RE: Anholm Bike Way
Meeting Date: 2/20/2018
FROM: Daryl Grigsby, Public Works Director
Prepared By: Jake Hudson, Transportation Manager
SUBJECT: ANHOLM BIKEWAY PLAN
RECOMMENDATION
Adopt a resolution approving the modified Anholm Bikeway Plan.
DISCUSSION
At its February 6th meeting the City Council conceptually approved a modified version of the
Preferred Alternative of the Anholm Bikeway Plan which included the following:
Phase I
1. Bicycle/Pedestrian crossing at Foothill & Ferrini (Pedestrian Hybrid Signal);
2. Class I path between Foothill & Ramona;
3. Removal of on-street parking on north side of Ramona and installation of two-way Class
IV protected bikeway (Cycle Track); and
4. Initiation of a residential parking district.
Phase II
1. Class III shared street with traffic calming on Broad, Mission, & Chorro, between
Ramona & Lincoln;
2. Streetscape & lighting improvements with public art at Chorro & Hwy 101
undercrossing;
3. Extension of buffered bike lanes on Chorro from Lincoln to Palm;
4. Class III shared street on Chorro from Palm to Monterey; and
5. Performance monitoring report to Council at 12 and 24 months after implementation.
Phase III
1. Reconsideration of protected bike lanes, traditional bike boulevard on Broad Street, &
other traffic calming measures based on Phase II performance monitoring; and
2. Incremental installation of ancillary spot improvements such as sidewalks, curb ramps,
and additional street lighting.
Staff has revised the Anholm Bikeway Plan document per the direction given by the City
Council (Attachment A) and is recommending final adoption of the plan by resolution
(Attachment B). As the plan is implemented, construction documents will be brought back
before the Active Transportation Committee and City Council for review.
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ENVIRONMENTAL REVIEW
The Anholm Bike Plan is categorially exempt from CEQA under Class 1, Existing Facilities;
Section 15301 and Class 4, Minor Alterations to Land, because the project would be constructed
on existing city streets within the public right of way.
FISCAL IMPACT
The fiscal impact associated with the plan conceptually approved by the Council is identical to
the that of the “Preferred Alternative” presented in the February 6th staff report (Attachment C).
ALTERNATIVE
The Council may direct staff to make additional changes to the plan and return to Council.
Attachments:
a - Council Reading File - Anholm Bikeway Plan
b - Council Resolution Adopting the Anholm Bikeway Plan
c - Broad Street Bike Boulevard February 6, 2018 Staff Report
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R ______
RESOLUTION NO. XXXXX___ (2018 SERIES)
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SAN LUIS
OBISPO, CALIFORNIA, ADOPTING THE MODIFIED ANHOLM
BIKEWAY PLAN
WHEREAS, the Bicycle Transportation Plan and the Land Use and Circulation Elements
to the General Plan support reducing use of single-occupant motor vehicles by supporting
alternatives, such as walking and bicycling; and
WHEREAS, the Circulation Element to the General Plan has modal split objectives of 20
percent for bicycles and 18 percent for walking, carpools, and other forms of transportation; and
WHEREAS, the proposed Anholm Bikeway Plan calls for implementation of bicycle
facilities that have been shown in other communities to provide substantial benefits to bicycle
safety and increase bicycle mode share; and
WHEREAS, the City has identified Multi-Modal Transportation as a Major City Goal,
with the purpose of prioritizing implementation of the Bicycle Transportation Plan, pedestrian
safety, and the Short-Range Transit Plan; and
WHEREAS, the Bicycle Transportation Plan recommends development of a low-impact
route for bicyclists and pedestrians connecting the downtown core to Foothill Boulevard as a “first
priority” project; and
WHEREAS, the City has adopted a Vision Zero policy to eliminate all fatal traffic deaths
and severe injuries by 2030, with a focus on improving pedestrian and bicyclist safety; and
WHEREAS, the City coordinated with neighbors and other community members on
outreach and public input through community meetings and other methods; and
WHEREAS, on January 18, 2018 the Bicycle Advisory Committee reviewed the Anholm
Bikeway Plan at a public hearing and provided recommendations to the City Council.
WHEREAS, on February 6, 2018 the City Council reviewed the draft Anholm Bikeway
Plan and conceptually approved the plan with phase 1 as presented, a modified phase 2 with traffic
calming signage and crosswalks along Broad & Chorro, in lieu of a cycle track and parking
removal, with performance monitoring reports at 12 and 24 months, and a modified phase 3 with
reconsideration of protected lanes, traditional bike boulevard on Broad Street, and other traffic
calming measures at that time (Exhibit A).
WHEREAS, staff has revised the draft Anholm Bikeway Plan consistent with Council’s
approval and the City Council finds that the revised Anholm Bikeway Plan is consistent with the
Council’s conceptual approval.
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Resolution No. _____ (2018 Series) Page 2
NOW, THEREFORE, BE IT RESOLVED by the Council of the City of San Luis Obispo
that
SECTION 1. Findings. This Council, after consideration of the Anholm Bikeway Plan as
recommended by the Bicycle Advisory Committee, staff recommendations, public testimony, and
reports thereof, makes the following findings:
1. The Anholm Bikeway Plan is consistent with the City’s General Plan and Bicycle
Transportation Plan.
2. The Anholm Bikeway Plan will develop low-stress, protected bicycle facilities, which have
been a well-documented strategy to make bicycling safer, more accessible, and attractive as a
transportation option for users of all ages and ability levels.
3. The Anholm Bikeway Plan will further the City goals to increase bicycle and walking mode
share.
4. The Anholm Bikeway Plan will provide improved infrastructure for walking and bicycling,
improving the viability of active transportation modes connecting the downtown with the
Anholm Neighborhood in addition to schools and neighborhood north of Foothill Boulevard.
SECTION 2. Environmental Review. Per Section 15304 of the State California
Environmental Quality Act (CEQA) Guidelines, the project is categorically exempt from CEQA
under Class 1, Existing Facilities; Section 15301 and Class 4, Minor Alterations to Land, because
the project would be constructed on existing city streets within the public right of way. The project
will be constructed in an area that has no value as habitat for biological resources and would not
be located in agricultural areas. The proposed street lights would be located in an urban area and
would not significantly increase light or glare beyond existing conditions. The project has no
potentially significant traffic impacts. The project is consistent with General Plan policies that
promote an integrated system of bikeways, walkways, and traffic calming measures that promote
a safe, multimodal transportation network.
SECTION 3. Approval. The Anholm Bikeway Plan dated February 20, 2018, attached
hereto as Exhibit A, is hereby adopted:
Upon motion of _______________________, seconded by _______________________, and on
the following roll call vote:
AYES:
NOES:
ABSENT:
The foregoing resolution was adopted this _____ day of _____________________ 2018.
____________________________________
Mayor Heidi Harmon
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Resolution No. _____ (2018 Series) Page 3
ATTEST:
____________________________________
Carrie Gallagher
City Clerk
APPROVED AS TO FORM:
_____________________________________
J. Christine Dietrick
City Attorney
IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City
of San Luis Obispo, California, this ______ day of ______________, _________.
____________________________________
Carrie Gallagher
City Clerk
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Resolution No. _____ (2018 Series) Page 4 EXHIBIT A: ANHOLM BIKEWAY PLAN EXECUTIVE SUMMARY
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Resolution No. _____ (2018 Series) Page 5
EXHIBIT A: ANHOLM BIKEWAY PLAN EXECUTIVE SUMMARY
Install safety lighting, streetscape, & public art enhancements to improve environment at Chorro/Highway 101 undercrossing Packet Pg 17911
Resolution No. _____ (2018 Series) Page 6 Packet Pg 18011
Resolution No. _____ (2018 Series) Page 7 Packet Pg 18111
Meeting Date: 2/6/2018
FROM: Daryl R. Grigsby, Director of Public Works
Prepared By: Jake Hudson, Transportation Manager
Luke Schwartz, Transportation Planner-Engineer
SUBJECT: BROAD STREET BICYCLE BOULEVARD (ANHOLM BIKEWAY) PLAN
RECOMMENDATION
As recommended by the Bicyc le Advisory Committee, adopt a resolution approving the Anholm
Bikeway Plan Preferred Alternative, as defined in Attachment B.
REPORT-IN-BRIEF
P lanning efforts for the Broad Street Bicycle Boulevard project have progressed with the goal of
developing a safe, low-stress priority route for bicyclists and pedestrians connecting the City’s
Downtown Core to Foothill Boulevard. The corridor also serves as a key safe route to school
corridor for Pacheco and Bishop’s Peak elementary schools. The intent of this effort is to provide
a route that is attractive to not only experienced cyclists, but users of all ages and ability levels.
Based on a two-year process of community engagement and extensive technical analysis, staff
has developed final recommendations for the plan. As directed by the City Council at its August
15, 2017 Study Session, two distinct alternatives have been developed for the most challenging
portion of this route–the segment between Lincoln Street and Foothill Boulevard. Each of the
two proposed alternatives include unique benefits and trade-offs, and varying levels of support
and opposition from the community.
At its August 15, 2017 Study Session, Council directed staff to develop a primary alternative that
provided additional separation for bicyclists by looking at partial on-street parking space
removal. This primary alternative—referred to as the Preferred Alternative—includes installation
of protected/buffered bike lanes along the majority of the route connecting Downtown and
Foothill Boulevard, with the tradeoff of removal of 73 on-street parking spaces. The Lincoln
Street Alternative, a secondary option presented for consideration at the request of the Council,
includes a shared route with pavement markings, route signage and minor traffic calming to
convey the bikeway route. Minimal parking loss is required for the Lincoln Alternative, with the
tradeoff of a less desirable route with lower potential to attract new cyclists and increase bicycle
mode share.
The Bicycle Advisory Committee reviewed the Anholm Bikeway Plan alternatives on January
18, 2018 and has recommended the Preferred Alternative to the City Council for approval.
Council will receive full presentation of each plan along with the pros and cons of each
alternative. Council is asked to consider the technical analysis presented in each plan, and
community input for each alternative, and adopt a final plan to carry forward into design and
implementation. This project supports several key City programs and policies, including t he
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Multimodal Transportation Major City Goal, the General Plan objective to achieve 20 percent
bicycle mode share citywide, Climate Action Plan recommendation to increase bicycle use for
transportation, and Vision Zero initiative to eliminate traffic-related deaths and severe injuries
for all the city’s road users by 2030.
DISCUSSION
Background
The Broad Street Bicycle Boulevard has been a component of the City’s Bicycle Transportation
plans since 2007, with the goal of providing a low-stress, priority route for bicyclists and
pedestrians connecting the Downtown Core to Foothill Boulevard. For bicyclists, a “low-stress”
route minimizes stressful factors such as difficult terrain, gaps in connectivity, and most
importantly, perceived safety concerns about conflicts with high-speed/volume motor vehicle
traffic. Simply put, a low-stress route is a connection that is attractive to users of all ages and
ability levels, from families with young children to less-experienced adult cyclists who may be
intimidated sharing the street with vehicular traffic under current conditions. Additionally, the
proposed multimodal corridor serves a dual purpose as a safe routes to school connection for
Pacheco and Bishop’s Peak elementary schools. This project is established as a “first priority”
bike project in the 2013 Bicycle Transportation Plan and supports several City programs and
policies, including the Multimodal Transportation Major City Goal, the General Plan objective to
achieve 20 percent bicycle mode share citywide, Climate Action Plan, and Vision Zero initiative
to eliminate traffic-related deaths and severe injuries for all the city’s road users by 2030.
Development of this plan began approximately two years ago as part of the 2015 -17 Financial
Plan, and progress has accelerated after adoption of the 2017-19 Financial Plan when the Broad
Street Boulevard project was identified as one of the top priorities in Multimodal Major City
Goal. Over this time, numerous iterations of plan concepts evolved and were focused into a
series of alternatives through several public workshops, community design charrettes, online
forums, and community surveys. Through this public feedback, four themes emerged which were
reflected in the various alternatives. Those four themes, in no particular order, are:
1.The desire for physical separation from motor vehicle traffic—protected lanes;
2.The desire to have the improvements follow the route most cyclists are currently using ,
avoiding difficult topography and circuitous routing (i.e. follow existing Desire Lines1);
3.The request to not disrupt or substantially change vehicle flows; and
4.The wish to avoid removal of on-street parking.
In August of 2017, Staff presented preliminary design options to the Bicycle Advisory
Committee (BAC) and City Council to receive direction o n narrowing the range of options and
focusing further plan development on one or two alternatives to be brought back before the BAC
and City Council for final action. Council directed staff to continue development of an
1 In transportation planning, desire lines refer to paths created by pedestrians or bicyclists to follow the shortest or
most easily navigated route between origin and destination—often as a shortcut to a more circuitous, or inefficient
designated route. An example would be a dirt footpath worn across a field, created over time by pedestrians or
bicyclists, bypassing a more circuitous paved trail in lieu of a shorter path.
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alternative that included protected bike lanes in exchange for on-street parking on one-side of the
street , with a more in-depth analysis of the associated on-street parking loss. Council also
directed staff to continue development of a secondary alternative following Lincoln Street, which
required minimal parking loss. Staff has completed this work and is now prepared for Council
consideration of final adoption.
Although this planning effort continues to be called the “Broad Street Bicycle Boulevard Plan”,
City staff is recommending that the actual plan document be titled “Anholm Bikeway Plan”
because neither option is technically a bicycle boulevard , nor is it established exclusively on
Broad Street. “Anholm Bikeway Plan” is a working title and will be used herein to refer to the
project; however, staff welcomes any recommendations of alternative titles to the plan. Other
common terms used to describe streets that are intended to provide equal priority for bikes,
pedestrians, transit , automobiles and neighborhood livability are sometimes call “neighborhood
greenways”. Whatever the term that is being used, the intent is to promote all modes and
provide equal access and use.
The Plan
Consistent with Council direction, two alternative plans are being presented for the Northern
Segment of the proposed corridor (Lincoln Street to Foothill Boulevard). These alternatives are:
1.Preferred Alternative (Protected Bike Lanes) – Converts one side of on-street parking to
protected or buffered bike lanes, with a route alignme nt following Chorro, Mission,
Broad, and Ramona.
2.Lincoln Street Alternative (Minimal Parking Loss) – Retains a shared street configuration
where bicyclists and drivers share travel lanes, with a route alignment following Lincoln,
Mission, Broad and Ramona.
Two stand-alone Anholm Bikeway Plan documents have been prepared—one for the Preferred
Alternative, and one for the Lincoln Street Alternative. These documents, which include detailed
project descriptions, conceptual design drawings, analysis of benefits and trade-offs, proposed
costs and implementation strategies, are provided for review as Attachment B and Attachment E.
Each Northern Segment alternative, as well as recommendations for the Southern Segment
(Downtown to Lincoln Street) are summarized below.
Northern Segment – Preferred Alternative (Protected Bike Lanes)
The Preferred Alternative is described in detail in Attachment B.
The Preferred Alternative, as requested by the City Council for further refinement and study
during the August 2017 Counc il Study Session, proposes conversion of one side of on-street
parking to dedicated protected/buffered bike lanes along Chorro Street, Broad Street and
Ramona Drive. The proposed corridor includes a two-way protected bikeway on the west side of
Chorro (Lincoln to Mission), shared mixed-flow lanes along the low-traffic portion of Mission
(Chorro to Broad), a southbound buffered/protected bike lane and northbound shared lane on
Broad (Mission to Ramona), a two-way protected bikeway on the north side of Ramona (Broad
to Safe Routes to School Path), and construction of the planned Safe Routes to School
Bicycle/Pedestrian Path connecting Ramona to the planned bicycle/pedestrian crossing at the
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Foothill/Ferrini intersection. Enhanced route signage and pavement markings are proposed
throughout the corridor for wayfinding purposes and to increase the visibility of the corridor as a
priority multimodal route.
The Preferred Alternative makes over 80 percent of the 1.3 -mile trip between Downtown and
Foothill Boulevard possible via physically protected or buffered bike lanes—the type of facilities
that are attractive to cyclists of all ages and ability levels. For this reason, this alternative is
expected to have the greatest potential to increase bicycle mode share. The primary tradeoff with
this alternative is the loss of 73 on-street parking spaces along the route, which is the chief
shared concern of neighborhood residents. To better understand the potential effects of this
parking loss on the neighborhood, parking data was collected throughout the vicinity of the
proposed bikeway during fall of 2017. Findings of the parking study are summarized in Table 1.
Table 1: Peak Period On-Street Parking Conditions with and without Project
It should be noted that this parking analysis does not reflect the recently approved, but not yet
occupied, multifamily residential developments at 22 Chorro and 41 Palomar. As approved,
these projects were found to include on-site parking consistent with City requirements, including
an allowed parking reduction for mixed-use development and for incorporating auto trip
reduction measures, such as increased bicycle parking and other amenities to encourage use of
alternative transportation modes. The proposed implementation and monitoring pla n for the
Anholm Bikeway strategically delays removal of street parking fronting residential properties
along Broad and Chorro Streets until a later project phase to allow for monitoring of parking
conditions after occupancy of these development projects. As discussed further below, formation
of a residential permit parking district would be an appropriate strategy to address concerns of
potential parking spillover from these developments into nearby neighborhood streets—
particularly considering that multifamily residential properties are not eligible to receive permits
for street parking within parking districts.
With the reduction in on-street parking supply associated with the proposed bikeway project ,
street parking is anticipated to be scarce during peak periods along certain segments of Chorro,
Broad and Ramona. For segments where peak parking demand nears or exceeds available
supply, there is generally available street parking within one-to-two blocks (about a 1- to 3-
minute walk). Some residents who favor parking on street out of convenience may simply park
in their garage or driveway more frequently if parking on street becomes difficult to find.
(Informal observations during parking data collection found that 30 -40 percent of residential
driveways were vacant along Chorro and Broad Streets during peak periods). Other residents
living in homes with high auto ownership and/or with limited off-street garage/driveway parking
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will likely continue to rely on street parking and may need to walk 1 -2 blocks at times of peak
demand to find available parking nearby. It’s important to acknowledge that under either
circumstance, some residents consider the lack of readily-available on-street parking fronting
their home as an unacceptable hardship in exchange for improved bicycle facilities.
While there are no adopted plans or policies that obligate the City to provide street parking for
private vehicles, staff is sensitive to the concerns of the neighborhood and have outlined the
following po tential strategies in the Anholm Bikeway Plan to address parking concerns:
•Residential Parking District – If the Council moves forward with the Preferred
Alternative, it is recommended that the City initiate the process to form a parking
district (s) in the Anholm neighborhood. Actual boundaries of the district will be
determined as part of this process and will require a 60% vote of support from
households and Council Approval. There is a limit of two permits per residents at a cost
of $15 per permit. The initial $15 permit fee for all is proposed to be funded by the
project at no cost to the neighborhood, any subsequent permit fees would be subject to
the standard provisions of the parking residential parking district program.
•Accessible On-Street Parking – The plan retains on-street parking on at least one side of
the street for the length of the route. On a case-by-case basis, residents can request
installation of designated ADA accessible on-street parking stalls along segments of the
proposed bike route where parking remova l is proposed.
•Phasing/Monitoring Strategies – The project is proposed to be constructed in three
phases with a one-year monitoring period and a subsequent performance report that will
be presented to Council. The phasing plan allows for parking removal t o occur
incrementally and provides time for initiation a parking district prior to removal of street
parking along Broad and Chorro, if supported by residents. In addition, t he initial
installation of protected bike lanes will be made with temporary device s that could easily
be modified/removed and parking restored if the Council Directed staff to do so. Lastly,
the phased approach allows for monitoring and adjustments to project designs and the
possibility of spillover parking from the 71 Palomar and 22 Chorro projects.
Although the Anholm Bikeway Plan is primarily a bicycle project, several other features are
proposed along the Northern Segment to improve safety and mobility for pedestrians, including:
•Installation of speed cushions along Broad between M ission and Ramona to calm traffic
and reduce auto speeds to a level conducive to a walkable, bikeable environment.
•Construction of a raised intersection at Broad/Murray to calm traffic and improve the
intersection crossing environment for pedestrians and bicycles.
•Installation of additional street lighting along the proposed bikeway route.
•Construction of corner bulbouts at Broad/Ramona/Meinecke, new sidewalks along west
side of Broad, installation of accessible curb ramps and higher -visibility crosswalk
markings at several intersections to improve pedestrian accessibility and safety along the
proposed route.
The primary elements of the Preferred Alternative are illustrated in Figure 1.
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Figure 1: Northern Segment Summary Map – Preferred Alternative (Protected Bike Lanes) Packet Pg. 30412Packet Pg 1871111Packet Pg 187
Northern Segment – Lincoln Street Alternative (Minimal Parking Loss)
The Lincoln Street Alternative is described in detail in Attachment E.
The Lincoln Street Alternative was requested by the City Council for consideration as a
secondary option if the parking loss proposed in the Preferred Alternative is determined to be too
impactful to the neighborhood. This alternative retains a shared street environment throughout
the Northern Segment, where bicyclists and motorists share travel lanes , albeit with the addition
of guide signage, bikeway pavement markings and minor traffic calming measures. The
proposed route alignment follows Lincoln Street (Chorro to Mission), Mission (Lincoln to
Broad), Broad (Mission to Ramona), Ramona (Broad to Safe Routes to School Path), and
construction of the planned Safe Routes to School Bicycle/Pedestrian Path connecting Ramona
to the planned bicycle/pedestrian crossing at the Foothill/Ferrini intersection. This alternative
requires elimination of less than 10 on-street parking spaces—strictly at corners where bulbouts
are proposed to improve pedestrian crossings, and on Ramona at the entry to the planned Safe
Routes to School Path.
While the Lincoln Alternative requires minimal loss of on-street parking, it has the tradeoff of
having less potential to increase bicycle mode share. Lincoln Street is already a superior cycling
environment over Chorro & Broad Street ; however, only 12 percent of the approximately 300
daily cyclists that travel between Downtown and Foothill currently choose Lincoln over Broad &
Chorro Streets—mainly due to the route being longer and more circuitous. Pedestrians and
bicyclists using the streets for transportation as opposed to leisure will most commonly choose
the shortest and most int uitive path over a path with an improved environment, even when the
distance or time difference is minor. In addition to this, the Broad Street and Ramona Drive
portions of the proposed bikeway route will continue to carry traffic volumes that exceed the
t hreshold s generally recommended for shared bicycle streets. Implementation of additional
traffic calming will provide some benefits to cycling along these streets, but the frequent
conflicts with passing autos will likely continue to deter many less experienced riders.
The Lincoln Street Alternative includes the same pedestrian improvements for the Northern
Segment as the Preferred Alternative, which are listed in the previous section of this report.
The primary elements of the Lincoln Street Alternative are illustrated in Figure 2.
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Figure 2: Northern Segment Summary Map – Lincoln St. Alternative (Minimal Parking Loss) Packet Pg. 30612Packet Pg 1891111Packet Pg 189
Southern Segment
One set of recommendations is proposed for the Southern Segment of the Anholm Bikeway Plan,
extending from Downtown (Monterey Street) to Lincoln Street. The plan recommendations for
this segment are summarized as follows:
•Install safety lighting and streetscape enhancements at Highway 101/Chorro Street
undercrossing. Staff will explore opportunities through grants and other City programs to
include community artwork and/or other aesthetic features to enhance this location as a
key gateway to the downtown.
•Extend existing buffered bike lanes on Chorro between Lincoln and Palm, and add
physical separation within buffers to create protected bike lanes.
•Provide enhanced pavement markings and route signage on Chorro between Palm and
Monterey to convey the priority bikeway link into Downtown.
•Construct corner bulbouts at Chorro/Walnut to shorter pedestrian crossing exposure.
•Install accessible curb ramps and enhanced crossing markings for bicycles and
pedestrians at the Chorro/Peach and Chorro/Walnut intersections.
Potential Highway 101/Broad Street Ramp Closure
In the 2013 Bicycle Transportation Plan, the Broad Street Bicyc le Boulevard identifies a
potential future grade-separated bicycle/pedestrian crossing of Highway 101 at Broad Street .
This project has been considered as part of this planning process however the scope of the
project is significant and requires the ultimate closure of the Broad Street 101 on- and off-ramps
by Caltrans. Recent studies of the potential closure of the Broad Street ramps by both the City
and Caltrans, including consideration for closure of the southbound ramps only, have concluded
that closure of the ramps is not feasible at this time without significant, and costly improvements
to the adjacent Highway 101/Santa Rosa Street (Highway 1) interchange. A separate project
would need to be created to consider the system implications of such a closure that is beyond the
scope of the bicycle boulevard project. In addition to the high-cost improvements required
simply to facilitate closure of the ramps, construction of the grade-separated pedestrian/bicycle
crossing would involve substantial costs and fu nding challenges on its own. For these reasons,
these improvement s are not included as part of the Anholm Bikeway Plan at this time; however,
staff will continue to work with Caltrans to pursue closure of the ramps and will reevaluate the
potential for a pedestrian/bicycle crossing at this location in future years if closure of the ramps
becomes feasible. Making the recommended improvements along Chorro south of Lincoln Street
improves the bicycle separation objectives of bike plan without significant operation impacts or
capital cost outlay.
Community Input
To supplement the input already received at previous community meetings and via the project’s
web forum, staff conducted additional informal surveys of residents to gauge support for the two
proposed project alternatives for the Northern Segment . An online survey was made available for
citywide participation via the project webpage, while a mail-in survey was distributed to
approximately 1,200 residents in the Broad and Chorro neighborhood. In total, 697 survey
responses have been received as of January 16, 2018. The results of this survey are summarized
below.
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As shown in the survey results, there is a clear differentiation of the support for either alternative
between the community-wide sample and residents of the Anholm neighborhood. This would be
expected as it mirrors concerns of the residents regarding potential parking removal. Where
survey participants selected “Other” as a preferred option, comments generally supported no
change at all, many citing the limited benefit of the Lincoln alternative, or prioritization of other
improvements in the city over this project. All comments received during the community survey
process are included as a Council Reading File in Attachment G.
Implementation Strategy
The proposed implementation strategy is similar for either alternative and includes the two
elements of the recently adopted Safe Routes to School (SRTS) plan for Bishop’s Peak and
Pacheco Elementary Schools: the bike and pedestrian crossing at Foothill/Ferrini and the Class I
Path between Foothill & Ramona. Proposed project phasing is summarized as follows:
Phase I (2018-19)
1.Right of Way Acquisition from Church of Latter Day Saints Property
2.Processing of Residential Parking District
3.Construction of Bicycle & Pedestrian Crossing at Foothill & Ferrini
4.Construction of SRTS Class I Path between Foothill & Ramona
5.Installation of Measures along Ramona (Depending on Adopted Plan)
- 12 Month Performance Monitoring and Status Report to Council
- Continued coordination with Caltrans on Highway 1 & 101 Improvements &
Following Broad Ramp Closure.
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Phase II (2019-20)
1.Installation of Temporary Measures South of Ramona (Depending on Adopted Plan)
2.Installation of Lighting and Streetscape Enhancements at Chorro & 101 Undercrossing.
- 12 Month Performance Monitoring and Status Report to Council
- Continued coordination with Caltrans on Hwy 1 & 101 Improvements & Following
Broad Ramp Closure.
Phase III (2020 & Beyond)
1.Incremental conversion of Temporary Measures to Permanent installations
2.Installation of ancillary spot improvements, such as raised intersection at Broad/Murray,
installation of sidewalks along west side of Broad, curb ramps and additional street lights.
- Continued coordination with Caltrans on Hwy 1 & 101 Improvements & Following
Broad Ramp Closure.
CONCURRENCES
The Bicycle Advisory Committee reviewed the Anholm Bikeway Plan alternatives on January
18, 2018, and recommended approval of the Preferred Alternative to the City Council. Due to the
limited time between the Bicycle Advisory Committee Meeting and City Council Meeting, draft
minutes will be provided as part of Council Correspondence.
ENVIRONMENTAL REVIEW
The findings of the CEQA environmental analysis conducted for each project alternative is
included as Attachment C and Attachment F.
Per Section 15304 of the State California Environmental Quality Act (CEQA) Guidelines , the
project is categorically exempt from CEQA under Class 1, Existing Facilities; Section 15301 and
Class 4, Minor Alterations to Land, because the project would be constructed on existing city
streets within the public right of way. The project will be constructed in an area that has no value
as habitat for biological resources and would not be located in agricultural areas. The proposed
street lights would be located in an urban area and would not significantly increase light or glare
beyond existing conditions. The project has been reviewed by the City Public Works Department
(Transportation Division) and Community Development Department, and no significant traffic
impacts were identified, based on the description and location of the project. The project is
consistent with General Plan policies that promote an integrated system of bikeways, walkways,
and traffic calming measures that promote a safe, multimodal transportation network.
FISCAL IMPACT
Staff is proposing to implement elements of the Bishop’s Peak and Pacheco Safe Routes to
School Plan in conjunction with the Broad Street Bicycle Boulevard (Anholm Bikeway) Plan—
both projects are included in the adopted FY2017-19 Financial Plan. There is currently $610,000
approved through FY2018/19 in the FY2017-19 Financial Plan for project implementation. At
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the time the current financial plan was adopted, the scope was yet to be de fined and the cost
estimates were speculative for the Broad Street Bicycle Boulevard (Anholm Bikeway) Plan. For
example, a final plan had yet to be adopted and potential costs could range significantly,
depending on the type of features to be approved. The cost for Phase I of the Anholm Bikeway
(Preferred Alternative) improvements is estimated at $900,000, leaving a budget shortfall of
$290,000 for Phase I. To address this shortfall, staff will be requesting $290,000 as part of the
FY2017-19 Budget Supplement through SB-1 State funding.
Phase II of Anholm Bikeway Plan implementation is included in the five -year Capital
Improvement Program (CIP), with $270,000 identified for FY2019/20. Again, at the time the
current Financial Plan was adopted, the scope of these improvements was yet to be defined.
Under the recommended plan, the estimated cost for Phase II implementation is $475,000. Staff
will be requesting these funds as part of the FY2019-21 Financial Plan. Due to the incremental
nature of Phase III imple mentation, it’s anticipated that these improvements can be scaled and
phased in as future budgets permit.
Broad Street Bicycle Boulevard (Anholm Bikeway Plan) improvements are under consideration
for inclusion in the Citywide Transportation Impact Fee Program update, which is expected to be
finalized in 2018 and could provide additional funding opportunities. In addition, staff will
pursue any available grant funding for unfunded portions of the project.
ALTERNATIVES
1.Council could adopt a resolution ado pting the Anholm Bikeway plan under a hybrid of
features from the Preferred Alternative (protected bike lanes) and the Lincoln Alternative
(shared streets).
An example hybrid plan could include the Preferred Alternative’s protected lanes on
Chorro & Ramona, with the Lincoln Alternative’s class III shared lanes, traffic calming,
and no parking removal on Broad where parking is most limited. This example is a
supportable alternative by staff.
2.Council could adopt a resolution adopting the Anholm Bikeway Plan under the Lincoln
Street Alternative, as defined in Attachment E. Staff does not recommend this alternative
because this option is expected to have limited effect on achieving the bicycle mode share
goals, as adopted in the City General Plan.
3.Council could either defer adoption of any plan to some future point uncertain or decide
to adopt no plan and direct staff to return with an amendment to the Bicycle
Transportation plan removing the planned facility augmentation.
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