Loading...
HomeMy WebLinkAbouttecp_091598TRH' FIC ENGINEERING COMA TTEE UKIAH CIVIC CENTER Conference Room No. 3 300 Seminary Avenue Ukiah, California 95482 SEPTEMBER 15, 1998 3:00 P.M. AGENDA KENNEDY, FERNANDEZ, HARRISLOONEY, ROBERTS,SAWYER, HOYLEANDTURNER I. CALL TO ORDER II. APPROVAL OF MINUTES: AUGUST 11, 1998 III. AUDIENCE COMMENTS ON NON-AGENDA ITEMS The Traffic Engineering Committee welcomes input from the audience. In order for everyone to be heard, please limit your comments to three (3) minutes per person and not more than 10 minutes per subject. The Brown Act regulations do not allow action to be taken on non-agenda items. IV. DISCUSSION/ACTION ITEMS: NEW BUSINESS a. Request to relocate bus stop on the west side of South State Street from 1070 South State Street (Super 8 Motel) north to 84' south of the curb return from Observatory Street, and mount the sign on the existing parking sign post. MTA request that the City Council designate the 84' of curb as red curb (No Parking) -Steve Turner, MTA. b. Request that the temporary bus stop located approximately 100' west of Despina on westbound Low Gap Road be made permanent. This will provide the safest possible northbound stop for MTA's expanded service to the High School -Steve Turner, MTA. Receive input from Traffic Engineering Committee to Planning Department regarding the Draft Bicycle and Pedestrian Master Plan - David Lohse, Associate Planner. Presentation of traffic issues and complaint concerning pickup and drop- off area for Elementary School children at Mendocino Drive and Dora Street -Officer Pete Hoyle, Ukiah Police Department. OLD BUSINESS N/A V. COMMITTEE MEMBER REPORTS VI. MISCELLANEOUS ITEMS VII. ADJOURNMENT Please call Kathy Kinch at 463-6214 if you are unable to attend the meeting. The City of Ukiah complies with ADA requirements and will attempt to reasonably accommodate individuals with disabilities upon request. TRAFFIC ENGINEERING COMMITTEE AUGUST 11, 1998 3:00 p.m. MINUTES MEMBERS PRESENT OTHERS PRESENT Steve Turner, MTA N/A Rick Kennedy, Director of Public Works/City Engineer Robert Sawyer, Director of Planning Michael Harris, Risk Manager/Budget Officer Pete Hoyle, Ukiah Police Department MEMBERS ABSENT STAFF PRESENT William Fernandez, Chairman Kathy Kinch Jim Looney, Public Works Superintendent Recording Secretary Donna Roberts, Public Member The Traffic Engineering Committee meeting was called to order by Acting Chairman Turner at 3:10 p.m. Roll was taken with the results listed above. AUDIENCE COMMENTS ON NON-AGENDA ITEMS Acting Chairman Turner read audience comments. No audience comments. APPROVAL OF MINUTES ON A MOTION by Member Kennedy, seconded by Acting Chairman Turner, it was carried by an all AYE voice vote of the members present, to approve the minutes July 14, 1998, as submitted. Member Hoyle abstained. DISCUSSION/ACTION ITEMS: NEW BUSINESS N/A MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE July 14, 1998 PAGE 1 OLD BUSINESS a. Status Reoort on Traffic Speed Studv for Clara and Ford Streets Member Kennedy reported speed surveys were conducted by Staff during the month of July for the purpose of monitoring the continued effectiveness of the traffic calming devices in the reduction of vehicle speeds. As recommended, vehicle speeds were measured for each direction of travel in the vicinity of the devices. The recent speed survey indicates that at most study locations, the vehicle speeds have increased slightly from those speeds observed in January of this year, however, the new speed measurements are less than the vehicle speeds measured prior to the installation of the devices. A comparison of the before and after 85th percentile speed measurements are as follows: 85TH PERCENTILE SPEED IN M.P.H. Before After Current Survey 7/98 Location Device 1994 01 /98 Westbound Eastbound Clara at Orchard Ave Chicane & 19.8 13.9 --- 22.4 traffic island Clara at Sidnie Traffic circle 30.9 25.6 29.8 27.8 Clara and Hamilton None --- 30.6 31.8 30.8 Clara and Mason Construction --- 26 26.7 26.8 (removed after 02/18/98) Ford at Orchard Ave Traffic island 21.1 15.1 --- 15.5 Ford at Sidnie Traffic circle 28.2 17.9 24.3 24.1 Ford and Myron None --- 25.9 30.0 28.5 MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE July 14, 1998 PAGE 2 It is noted that for those intersections having traffic circles, the 85th percentile speed is closer to the speed limit of 25 M.P.H. than the speeds measured at those intersections which do not have traffic calming devices. The recent speed results at Clara and Orchard Avenue are very surprising. It is difficult to imagine that the speed of left turning vehicles from Orchard Avenue onto Clara have increased since the installation of the traffic island. The island has restricted the width of the approach requiring drivers to make a slow and deliberate left-turn. There is thought that the data taker may have measured vehicles after the vehicle had completed the left-turn and during its acceleration through the chicane. Overall, it is believed that the traffic calming devices continue to effectuate a modest speed reduction. The traffic circles were painted white and reflectorized. Staff will be presenting these results to the City Council at the September 2, 1998 meeting. Staff will be recommending to the City Council to receive the report and take no action concerning the devices at this time. Member Kennedy advised that under the new General Plan a Traffic Management Plan will have to be adopted. Member Harris expressed that the traffic calming measures are a good source of informational data, and when necessary, to apply to other areas. He stated he has no problem with keeping the traffic calming devices on Ford and Clara. Acting Chairman Turner expressed that the traffic calming devices should remain in place, are useful, and could be used as informational techniques and as an educational process. Member Kennedy questioned should the temporary circle remain in place or have a low profile curb type planter. Acting Chairman Turner responded that the traffic circle should remain in place a little longer. Eric Larson stated that the data collected was during summer months when school is out, and that higher speeds are seasonal. The data sheets provided do not indicate the time of day or days the data was taken, which makes a difference, because there are certain times of the day where speeds are higher. He expressed there is the possibility of two observers registering the traffic speed at different points. He stated residents have noticed motorists making cleft-turn inside the median (turning into the eastbound right-hand lane), and suggested implementing a planned focused enforcement along with the traffic calming measurements. Mr. Larson asked if it is possible to incorporate into the Traffic Management Plan, a process, that a local MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE July 14, 1998 PAGE 3 jurisdiction can lower the traffic speed limit 5 m.p.h. below the posted speed limit, or a double fine zone, for the purpose of traffic calming safety. Member Kennedy stated that the double fine is applied to construction zones only by legislation. A lengthy discussion followed regarding the traffic calming measures and the traffic speed study survey. Member Turner questioned is it possible that motorists are consciously/aggressively ignoring the traffic calming measures on a routine basis. Mr. Larson responded yes. It was the consensus of the Committee that no action be required at this time. COMMITTEE MEMBER REPORTS Member Kennedy reported on the complaint received from Charlie Ruelle concerning a logging truck parking in a residential district. Officer Pete Hoyle of the Ukiah Police Department spoke with the resident, and that the resident has been complying with the ordinance of no commercial parking within a residential area. He also reported that at the August 5, 1998, meeting, the City Council approved the following: • A four-way stop at the intersection of Commerce Drive and Airport Park Boulevard. A Traffic Engineering Study of the intersection was undertaken because of the high frequency of reported traffic incidents. As a result of the Study, it was concluded that afour-way stop at this intersection is warranted. • Adoption of resolution establishing a no parking zone/bus loading zone on the west side of the 200 block of South Orchard Avenue just south of Stella Drive. The resident and property owner were notified of the request that a bus stop would be placed between the secondary driveway and the curb return, and would be painted upon completion of the Orchard Avenue reconstruction. The resident nor property owner attended the meeting. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE July 14, 1998 PAGE 4 • Recommendation to establish no parking zones adjacent to driveways on Hospital Drive. • Recommendation to open Marlene Street to two-way traffic. The Street Department will be installing two speed humps, between Lorraine and Orchard Avenue, before the removal of the barricade. Member Kennedy reported that he has received authorization for assistance from Whitlock and Weinberger for the proposed traffic signal modifications at Talmage Road and Airport Park Boulevard for the purpose of prohibiting through northbound traffic into the Lorraine Street neighborhood from the Airport Industrial Park. The modification would convert the existing middle northbound through lane on Airport Park Boulevard into a second left-turn lane. The existing outside, northbound, combination through right-turn lane would be changed to a right-turn only lane. Vehicles will continue to be permitted to turn into the north leg of Airport Park Boulevard from Talmage Road. Whitlock and Weinberger will prepare a work plan, preliminary sketches and a cost estimate outlining the work that will be required to implement the proposed modifications. Member Kennedy reported that Uretek USA, Inc., is currently milling the surface of North State Street from Henry Street to Low Gap Road. Member Kennedy reported the bid opening for the reconstruction of Perkins Street is August 26, 1998, and the bid opening for the reconstruction of Orchard Avenue is September 8, 1998. Perkins Street will have a full depth 17") of asphalt and 3" of grinding as aggregate sub-base. Orchard Avenue will have 9" of asphalt and 3" of grinding as aggregate sub-base. Member Turner reported MTA has new timetables that will be effective Sunday, August 16, 1998. The inland service (Ukiah, Redwood Valley, Willits and Potter Valley) has been separated from the Ukiah Valley services (the local and Jitney route. The timetable will also provide Saturday services. The access to the Redwood Business Park has been changed and will now be via Talmage Road, Airport Park Boulevard, Commerce Drive, and then to Hastings, and back to the Washington and Hastings intersection. He also noted that the MTA drivers will be very delighted with the four-way stop on Airport Park Boulevard and Commerce Drive. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE July 14, 1998 PAGE 5 MISCELLANEOUS ITEMS N/A ADJOURNMENT There being no further business, the meeting adjourned at 3:45 p.m. Acting Chairman Turner ~ _ _\ )~ Kathy Kinch, Recol 'ng Secretary ft'.1~1EC A0H1198 MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE July 14, 1998 PAGE 6 Member Kennedy advised it is very difficult exiting the driveway north and south bound onto South State Street due to the closeness of the traffic signal, and it would only take approximately two to three vehicles in the outside lane to obstruct the driveway. Member Hazris advised the ramp width should be a minimum of 24 feet from curb-to-curb, and the minimum curb height on the ramp should be 8 inches. Discussion followed regazding curb on both sides of the driveway, no sidewalk; handicap pazking requirements; the possibility of installing a chain fence across the new driveway to eliminate the pazking lot as a thoroughfare from State Street to Mulberry Street; adequate site distance for north and south bound traffic; the driveway will be an entrance/exit driveway; change in traffic patterns on Mulberry Street due to the proposed driveway, and Mulberry Street is a residential azea; and there is a proposal to extend Mulberry Street to Washington Street. ON A MOTION by Member Kennedy, seconded by Member Woods, it was carried by an all AYE vote the Traffic Engineering Committee approve the request by Ukiah Gazden Cafe for an entrance/exit (ramp drive) to Mulberry Street upon approval of the parking variance from the Zoning Administrator and the following conditions: An ingress-egress easement be obtained and a recorded copy be supplied to the Engineering Division. The concrete ramp, with curbs on each side, be designed by a registered Civil Engineer and approved by the City Engineer. Minimum width of the ramp shall be 24 feet from curb-to-curb. 4. Minimum curb height on the ramp area shall be 6 inches. Entrance to Mulberry Street shall be standazd driveway apron in order to maintain the southerly flow in the gutter to the existing catch basin near the southerly edge of the driveway. The contractor shall obtain an encroachment permit for all work within public right-of--way. Member Woods advised he received a letter from Larry Beckstrom, Director, Maintenance and Transportation, Ukiah Unified School District. Mr. Beckstrom is requesting a painted crosswalk at the intersection of Mendocino Drive and Alice Avenue. Ukiah Unified School District is proposing to install a pedestrian gate in the Yokayo School fence at the same intersection. A site investigation of this location indicates there is no sidewalk on the north side of Mendocino Drive and a slight rise in the ground to the fence that is to receive the gate. The School also proposes to install a sidewalk on the north side of Mendocino Drive with an asphalt path connecting to the new gate. The bus drop-off area will be moved from the present location on South Dora to the north side of Mendocino Drive west of Alice Drive. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE ~ NOVEMBER 8, 1994 Chairman Turner inquired as to the completion date of the proposed improvements. Mr. Beckstrom responded sometime during the winter months. Member Woods inquired if there will be crossing guazds. Mr. Beckstrom responded the School has contacted California State Automobile Association AAA insurance to train high school students to be crossing guazds. Member Harris expressed the crosswalk is an excellent idea. Member Budrow questioned if the location of the crosswalk, and the buses parking to the west of the crosswalk will provide adequate line-of--sight to vehicles of children exiting the gate. Discussion followed regarding there are approximately 70 children exiting the gate area daily; and the proposed crosswalk would need to be a yellow painted crosswalk due to the location being within a school zone. ON A MOTION by Member Harris, seconded by Member Budrow, it was cazried by an all AYE vote the Traffic Engineering Committee approve the request to install a crosswalk on Mendocino Avenue, west of the intersection of Mendocino Avenue and Alice Avenue. Red curb or appropriate signage in both direction from Alice Avenue, as determined by the Public Works Department. a. Talmaee Soeed Zone -Informational Only Member Kennedy advised he received a letter from Mark L. Suchanek, Chief, Traffic Safety Officer, Department of Transportation, stating 35 MPH speed signs will be installed within State right-of--way. Cleazing of shrubbery has been completed to provide adequate sight distance at the southbound off ramp. COMMITTEE MEMBER REPORTS None. MISCELLANEOUS ITEMS None. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE A NOVEMBER 8, 1994 Cheryl Carter Murphy ~+- 978 Mendocino Dr Ukiah, CA 95482 Phone 7074626286 Fax 7074624899 September 14, 1998 Rick Kennedy City Engineer 300 Seminary Drive Ukiah, CA 95482 RE: Mendocino Drive -Traffic control/safety measurments Dear Mr. Kennedy, There is a traffic problem on Mendocino Drive which needs attention/action in order to avoid the very real possibility of tragedy. Mendocino Drive is a very dynamic area with lots of young children, walkers, skateboarders, bicyclists and cars. It is a significant feed/link to Dora Street. Every school day the area fills to overflow with parents delivering and retrieving their children by car or on foot. The school field serves as a sort of city park after school and on the weekends with organized soccer games (it is the only regulation size soccer field in town), team practices, softball, fooiball, golf, etc. It is a busy place! Mendocino Drive lends itself to speed by nature of its design. It is a long, curving, wide road with a downhill slope, opening up into a field. It is fun to drive and unless brakes are applied speed naturally increases. Driver routinely accelerate and speed through the school zone and end with a quick stop at Dora St. I spoke with officers at Ukiah Police Department about the problem and they installed a radar speed reader for a few days. It helped while it was up. Speed bumps or a three way stop at the intersection of Alice Ave. and Mendocino Dr. would help. It would slow drivers down in the area where foot traffic and danger are greatest. The unimproved side of Mendocino Drive leaves children darting in, out, and between parked and moving cars. Often children are forced into the street -due to lack of clearance, puddles, lack of common sense, etc. It is odd there isn't a sidewalk along the school property which serves as an avenue of school foot traffic. The visibility is poor, and elementary children are small and don't stand much chance against a car. As long as it is unimproved, it should beano park zone. It is too dangerous and there is a tragedy just waiting to happen. Maybe the north side of campus could be improved for a better flow of traffic and or parking area. The school crosswalk at Alice Ave. and Mendocino Dr. has very poor visibility -drivers seem startled/unaware of it. The sun creates a significant blind spot, a.m. and p.m., as drivers enter the area. Speeds tend to be well above the 25 mph. The children have to poke out from between cars which are parked right up to the crossing. Here again speed bumps or a three way stop at that intersection with improved clearance and visibility would greatly help. I understand there is an in-house meeting related to this issue on the 15th of this month. t hope you will share my concern and that it will be considered in your discussions. If there is something I can do to improve the chance of some action tell me. I know I am not alone in my concern. I hope you can do something to make the area safer before somebody gets hurt. I would appreciate your comments and suggestions related to this problem. Sincl~er~ely, Cheryl Ca Murphy J cc: Gordon Burke, Ukiah Unified School District Greg Heitkamp, Ukiah Police Department ett~r ~' u#~ati 300 SEMit~AkY AVE., UKIAH, CA 95482 ^ ADMIN. 707/463-6200 ^ POLICE 463-6242 ^ FIRE 463-6274 MEMORANDUM DATE: September 10, 1998 TO: Traffic Engineering Committee FROM: City of Ukiah Planning Department SUBJECT: City of Ukiah Bicycle and Pedestrian Master Plan The transportation consulting firm of Whitlock and Weinberger Transportation (W-Trans) is preparing a Bicycle and Pedestrian Master Plan for Ukiah as part of the City's implementation of general plan goals and policies calling for user-friendly bicycle and pedestrian facilities. The enclosed draft plan is not complete, but does include individual chapters on goals and objectives; existing conditions; circulation strategy and range of design and performance standards. At least two additional chapters on implementation strategies and financing are expected from the consultants in the near future. Planning staff invite Traffic Engineering Committee members to review the enclosed information for preliminary comments and questions. The full draft plan will be sent to the Committee prior to any review and action by the City Planning Commission and City Council, but Planning staff wanted member comments to be included with the staff report for future hearings. Therefore, it is requested that Committee members present comments or questions to Associate Planner Dave Lohse at the meeting scheduled for September 15, 1998, or at any subsequent meetings required by the Committee. Comments or questions may also be dealt with by phone if you call Planning staff at 463-6207. W•TRANS Draft Report Bicycle and Pedestrian Master Plan for the City of Ukiah August 14, 1998 ~~~ Prinud on Reryded Paper SIWNKIOOB.AI WHITLOCK St WEINBERGER TRANSPORTATION INC 2200 Ronge Avenue, Suite 102, Santa Rosa, California, 95403, 1707) 542-9500, FAX (7071 542-9590 Table of Contents Introduction ....................................................... .................... 1 1.0 Goals and Objectives ........................................ .................... 5 2.0 Existing Conditions ......................................... ................... 17 3.0 Circulation Strategy ......................................... ................... 28 4.0 Range of Design and Performance Standards ................... ................... 41 Figures 1 Bicycle Activity Corridors ......................................... ................... 18 2 Pedestrian Activity Corridors ....................................... ................... 20 3 Pedestrian Facilities .............................................. ................... 27 4 Proposed Bikeway System ......................................... ................... 29 5 Pedestrian Projects ............................................... ................... 35 Tables 1 Pedestrianlmprovements by Area Type ............................... ................... 14 2 Demographics and Transportation ................................... ................... 22 3 Accident Analysis ................................................ ................... 24 4 Ranking of Bicycle Improvements ................................... ................... 30 Appendices A Street Cross Sections B Crosswalk Mazking Standazds C Bicycle Pazking and Support Facilities D Design and Performance Standards Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alta Page i August 14, 1998 Introduction The Bicycle and Pedestrian Master Plan has been created through the diligent efforts of the City and citizens interested in improving the Ukiah pedestrian and bicycling environment. Appointed by the Mayor in 1998, outstanding representatives of the bicycling and walking community have spent many hours of volunteer time and effort to discuss and debate the best ways and means to achieve a more livable Ukiah. Through long discussion, numerous bicycle and walking tours, and constant advocacy at both the local and regional level, the Master Bicycle/Pedestrian Plan Steering Committee (MB/PPSC) addressed five key areas of concern: safety, accessibility, sustainability, beauty, and the absolute necessity for an effective implementation program. Without the MB/PPSC's sustained efforts, this Plan would not have been conceived and written. Why does Ukiah need a Bicycle and Pedestrian Master Plan? Surrounded by the spectaculaz Coastal Range on all sides and nestled in the beautiful Russian River valley, Ukiah enjoys one the finest settings of arty smaller city in California. Residents of the city have access to open farm and ranchland, the Mendocino National Forest, Lake Mendocino, the coast (about 50 miles by road to the west), as well as local cultural amenities including the Grace Hudson Museum and downtown Ukiah. The City is also a transportation hub on the U.S. 101 corridor (a major tourist route to the Redwoods in Humboldt County and the Mendocino Coast via S.R 20) and S.R. 20 to the east and S.R 253 to the west. The City is connected to other regional centers by scheduled transit service provided by Mendocino County Transit. A general aviation airport is located within the City limits. Scheduled tourist train service to Eureka and Santa Rosa is offered seasonally by the California Northern Raitroad. Greyhound bus service links Ukiah to other cities and towns on the U.S. 101 corridor. Significantly, most goods movement (such as lumber) generated in Northwestern California moves through Ukiah on trucks or raitroad cars. Historically life in Ukiah has centered- around the lumber and timber industries. In the 1960's and 70's, newcomers from the Bay Area and other cities seeking a rural lifestyle and including both young and retired people changed the flavor of the city and surrounding areas. With the closure of several major mills in the early 1990's and the emergence of smaller service and technology employers, life in Ukiah wntinues to change. Why does Ukiah need a Bicycle and Pedestrian Master Plan? One reason is the continuing change from a manufacturing town to a service employment base oriented to visitors. Simply put, visitors desire to get out of their cars and walk, shop, eat, and possibly stay overnight. In order to attract and extend the stay of quality visitors, the walking and bicycling environment in Ukiah must be enhanced. Another reason is the enjoyment and quality of life for the residents of Ukiah. Since walking and bicycling aze two of the most popular fomu of recreational activity in the United States (with 84 percent of Americans walking for pleasure and 46 percent bicycling for pleasure), we can assume that about 12,300 residents in Ukiah would like to walk and 6,700 would like to bicycle purely for pleasure. Safety is a primary reason to improve bicycling and walking conditions in Ukiah. Concerns about safety are the single greatest reason people do not commute by bicycle, according to a 1991 Lou Hams Poll. Addressing those concerns for both bicyclists and pedestrians through physical and progam improvements is another major objective of the Master Plan. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alra Page 1 August 14, 1998 What are the Major Issues that Ukiah must address to become a Bicycle and Pedestrian Friendly City? Safety, access, quality of life, and effective implementation are imperative elements for Ukiah's success as a birycle and pedestrian-friendly city. ^ Safety is the number one concern of citizens, whether they are avid or casual recreational cyclists, bicycle commuters, joggers, roller skaters, pedestrian commuters, or strollers to the corner store. For the most part bicyclists can use back streets to avoid State Street, which is heavily traveled through the heart of Ukiah However, a consistent bicycle network with either bike lanes or wider curb lanes and signing is generally lacking in the City. For pedestrians, the network of sidewalks, crosswalks, alleyways, and informal trails provides reasonable access throughout much of the city, but in many instances design decisions have been made to provide vehicular traffic or parking capacity and speeds at the expense of bicyclists and pedestrians. The following statistics bear this out. • The average number ojpedestrian accidents in Ukiah is higher than the statewide average • The majority ojpedestrian related accidents are caused by drivers • The average number ojbicycle accidents in Ukiah is higher than the statewide average ^ Access for pedestrians and bicyclists to shopping, work, recreation, school, and other destinations is somewhat hampered by the State Street and U.S. 101 corridors. For example, people moving from west to east Ukiah must cross or use State Street with its heavier traffic volumes, numerous parked cars, and wide unprotected crossing distances, and must cross U.S. 101 at busy interchanges. Movement across State Street is hampered by the sheer volume of traffic even at signalized intersections. Crossings of State Street continue to be a problem for pedestrians and bicyclists. ^ This Plan urges Ukiah to take measurable steps toward the goal of improving every Ukiah citizen's Quality of Life, creating a more sustainable envtronment, reducing traffic congestion, vehicle exhaust emissions, noise, and energy consumption. The importance of developing a pedestrian and bicycle system that is attractive and inviting is a key element in making Ukiah a city where people want to live, work, and visit. The attractiveness of the environment not only invites pedestrians and bicyclists to explore Ukiah, but mare importantly, a beautiful environment helps to improve everyone's positive feelings about the quality of life in Ukiah. ^ Education, enforcement, engineering, and funding are the basic components of an Effective Implementation Program for this Master Plan. Education must be targeted to the bicyclist and pedestrian as well as to the motorist regarding the rights and responsibilities of the bicyclist, pedestrian, auto and truck driver. Comprehensive enforcement of existing traffic and parking laws, coupled with the implementation of sound design and engineering principles for bike and pedestrian focused areas and corridors are also critical. This plan also proposes systematic review of all new development projects, including pubbc works efforts, to assure compGatux with planning and building codes and the principles of this Master Plan. Finally, this plan proposes an aggressive strategy for obtaining grants and competing for other funding sources in order to realize the physical improvements identified as the highest priorities. Expected Benefits ojthe Bicycle and Pedestrian Master Plan O Save Gves. Implementation of the Master Plan is expected to dramatically reduce the accident rate for Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 2 August 14, 1998 pedestrians and bicyclists through design standards and guidelines, education, and enforcement. ^ Provide needed facilities and servirec_ New facilities are needed to mcet the demand and increase use of bicycles.and walking as a means of travel around the city. With a goal of doubling bicycling and wallang by 2010, the bicycle commute share would be 2 percent (including school children) and walking commuters 8 percent. ^ Lnprove the quali of life in Ukiah Designing and building people-friendly strcets, paths, trails, and activity centers available to everyone, supports sustainable community development. By reducing tratTic congestion, vehicle exhaust emissions, noise and energy consumption, the quality of life in Ukiah will be improved. Finally, visitors can be encouraged to stop and enjoy Ukiah on foot or bicycle. ^ Maximize funding sources for Lmolementation This plan is meant to equip Ukiah to successfully compete for state and federal funding, by mceting the requvements of the California Bicycle Transportation Act and the Intermodal Surface Transportation Efficiency Act. Major Recommendations of the Bicyc% and Pedestrian Master Plan ^ A pedestrian bike path along with Northwestern Pacific rail right of way from Ford Road to Norgaard Lane. ^ The creation of a pedestrian bicycle corridor along Clay Strcet -Peach Strcet -Gibson Crcek Corridor through the NWP station redevelopment site. ^ The extension of bike lanes on Gobbi Street from Oak Manor Drive to Dora Street. ^ The creation of a north-south signed bike route along the west side of Ukiah. ^ Once Orchard Avenue is extended to Brush Street, the completion of bike lanes on Orchard Avenue from Gobbi Strcet to Ukiah High School. ^ Formalization and improvements to the downtown pedestrian district. ^ The creation of a one block pedestrian only street in the downtown area which will also improve tratlic flow at the intersection of State Street and Perkins Strcet. ^ Enhancements of uncontrolled crosswalk locations on arterials throughout the City and especially on State Street. ^ A Citywide program to provide sidewalks on "missing links." ^ Pedestrian Strcet enhancements on key corridors to connect the most vital pedestrian activity areas. Relationship between this Plan and other Bicycle and Pedestrian Planning Efforts in Ukiah As an Element of the General Plan, the Bicycle and Pedestrian Master Plan has the comprehensive scope and jurisdictional authority required to coordinate and guide the provision of all bicycle- and pedestrian-related plans, programs, and projects. Marry current planning efforts provide recommendations regazding one element or aspect Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 3 August 14, 1998 of the pedestrian and bicycle networks; the task of the Ukiah Bicycle and Pedestrian Master Plan is to ensure compatibility of all of these blueprints, while attending to planning for areas of the City not atready targeted by other studies. 1'he studies or planning efforts listed below have bcen reviewed and consulted, studied for consistency, and where appropriate, folded into Ukiah's Bicycle and Pedestrian Master Plan. • Ukiah General Plan (including Circulatlon, Parkr and Recreation, and Bicycle/Pedestrian elements) • Mendocino County Bikeway Plan • Mendocino County General Plan In addition, and most importantly, the Ukiah Bicycle and Pedestrian Master Plan includes an implementation program that aggressively targets grams and other funding sources to allow improvements, maintenance, and new facilities to be realized throughout the City of Ukiah. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alta Page 4 August 14, 1998 1.0 Goals and Objectives 1.1 Goals of the Bicycle and Pedestrian Master Plan Goals provide the context for the specific policies and recommendations discussed in the Bicycle and Pedestrian Master Plan. The goals provide the long-tenn vision and serve as the foundation of the plan. The goals are broad statements of purpose that do not provide details, but show the plan's direction and give overall guidance. Objectives provide more specific descriptions of the goal, while policies provide a bridge between general goals and actual implementation guidelines. The following Objectives and Policies are intended to guide ¢~ Bicycle and Pedestrian planning GOAL I: IMPROVE SAFETYAND EDUCATION. To make the City's circulation system safer for all pedestrians and bicyclists, and enhance education for bicyclists, pedestrians, and motorists. Safety and Education Objective 1: Maximi~a coordination and responsiveness of the City agencies responsible for the identification, analysis, and resolution of bicycle and pedestrian issues. Ukiah lacks a "one stop" entity that attends to, coordinates, and addresses bicycle and pedestrian safety issues. Current/y, every City agency has some measure of responsibility for bicycle and pedestrian safety issues, but there is no lead agency charged with bringing multi faceted safety or connectivity issues to resolution. Safety and Education Policy 1-1: Designate a responsible agency and part-time position for the identification, analysis and resolution of safety issues related to bicycle and pedestrian travel within the City of Ukiah. Oversight and guidance should be provided by a Safety Committee which includes representatives from the Public Works Department, Police Departrnent, School District, and other relevant departments and agencies. Safety and Education Policy 1-2: Expand and support school commute safety education, marketing, and physical improvements, including educational curriculum, on-bike training, safety handbooks, helmet subsidy programs, mazketing materials on the benefits of walking/bicycling, and a `toolbox' of physical measures to improve safety on school commute routes for pedestrians and bicyclists. Safety and Education Policy 1-3: Where possible, incorporate traffic calming techniques as described in published documenu produced by organizations such as the Institute of Transportation Engineers, including measures to manage vehicle speeds and flows so as to maximize the safety of pedestrian and bicycle movement in residential and commercial neighborhoods. Safety and Education Policy 1-4: Educate adults on the rights and responsibilities of bicyclists and pedestrians through signage (`Shaze the Road'), public information, and education of drivers, cyclists, and pedestrians. Support adult bicycle training courses, and inclusion of bicycle and pedestrian laws as part of traffic school curriculum and driving test questions. Produce a safety brochure that illustrates basic Hiles of the road and other good practices for Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 5 August 14, 1998 distribution in schools and libraries. Safety and Education Policy 1-5: Coordinate with the Ukiah Police Department and the Public Works Department to enhance enforcement of existing bicycle and pedestrian laws. Safety and Education Objective 2: In conformance with Federal policy, double current levels of walking and bicycling in Ukiah by the yeaz 2010 as a commute mode and reduce bicycle and pedestrian-related accidents by 10 percent from current levels. Safety and Education Policy 2-1: Monitor bicycle and pedestrian commute modes and accident statistics over the life of this plan to measure the effectiveness of improvements and achievement of stated objectives. Prepaze annual summary reports on mode split (the percentage of various travel modes used by citizens for work trips, shopping trips, etc.) and accident data. GOAL 2: GREATER CITYWIDEACCESS. To provide a system of paths, lanes, routes, and support facilities which enable and encourage convenient pedestrian and bicycle cvculation for all transportation needs, including travel to work, school, shopping, or recreation activities. Cueater Cil}+wide Access Obiective 1: Plan, design, implement, and maintain a comprehensive bicycle and pedestrian system in Ukiah. Greater Citywide Access Policy 1-1: Develop and maintain acity-wide system ofpaths, lanes, and routes which meets the needs of commuter and recreational users, helps reduce motor vehicle trips, and links residential neighborhoods with employment centers and with local and regional destinations. Greater Citywide Access Policy 1-2: Integrate the Ukiah bicycle and pedestrian network of lanes, paths, and routes into the regional system, including direct and transit wnnections to Willits, Cloverdale, and Healdsburg. Greater Citywide Access Policy 1-3: Explore the use of the Northwestern Pacific Railroad (NWP) and other natural and manmade corridors for the development of Class I bicycle and pedestrian pathways that connect major employment centers, shopping and recreation areas, and transit modes. Greater Citywide Access Policy 1-4: Review the allocation of pubhc rightof--way to vehiculaz, bicycle, and pedestrian movement, and re-allocate sufficient space for bicycles and pedestrians on all strcets and especially those identified as the primary comdors and areas in the Plan. Greater Access Objective 2: Coordinate bicycle and pedestrian improvements and funding efforts with other jurisdictions and regional agencies. Greater Citywide Access Policy 2-1: Birycle and Pedestrian Master Plan City of Ukiah W-TransiAlta Page 6 August 14, 1998 Work with Mendocino County and other public, private, and non-profit agencies to create swell-connected and easily accessible pedestrian and bicycle network for the region. Greater Citywide Access Policy 2-2: Work with Mendocino County to increase mutual gain when applying and competing for funding for projects that haveinter-city or inter-agency benefits. Greater Access Obj tiv Use public open space to its greatest public advantage by capitalizing on existing or planned City amenities (such as the NWP Station Redevelopment Area) when completing or upgrading the bicycle and pedestrian facilities. Greater Access Policy 3-1: Designate State Street andlor other local downtown streets as a transit bike corridor and pedestrian promenade, and facilities to encourage bicycle and pedestrian use should be incorporated in any development or redevelopment. Greater Access Policy 3-2: Evaluate opportunities for mountain biking in and around Ukiah, especially for the potential to attract new visitors to the area. Greater Access Obiective 4: Include facilities for bicyclists and pedestrians when contemplating any changes to the City street network in the City of Ukiah. Greater Citywide Access Policy 4-1: The City, Caltrans, Mendocino County Transit, and other affected agencies and cities should include the recommendations of this Plan and pedestrian bicycle needs in general in addition to transit and auto commuters when designing arty new freeway by-pass project or street project. Greater Access Policy 4-2: Incorporate bicycle and pedestrian facilities in development and redevelopment plans in Ukiah. COAL 3: A HIGH QUALITY OF LIFE Ouali of Life O ~ective 1: Foster a sustainable environment by increasing transportation options such as bicycling, and walking, recognizing that increased use of these methods of travel, and the associated reduced use of automobiles, aze an essential component of a sustainable local and regional environment. Quality of Life Policy l-1: Develop the showcases of Ukiah's bicycle and pedestrian network by identifying outstanding scenic rides, walks, trails, and destination points, thereby enhancing the character, livability, and attractiveness of Ukiah. Quality of Life Policy 1-2: Integrate the bicycle and pedestrian system and facilities with other travel modes as a vital and essential part of the City's transportation system. Quality of Life Policy 1-3: Create a streetscape and path system in Ukiah that is not only physically adequate, but aesthetically pleasing Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alto Page 7 August 14, 1998 and inviting to pedestrians and bicyclists alike. Designers of pedestrian and bikeway systems and facilities should strive to improve the physical quality ofthe system while maintaining elements that tell the story of Ukiah 's history, character, and the aesthetic and cultural diversity of our city. Quality of Life Policy I-4: Incorporate aesthetically pleasing bicycle and pedestrian friendly design elements, both on and off the road system in new residential and commerciaV industrial development in Ukiah. GOAL 4: ESTABLISHANEFFECTIVEIMPLEMENTATIONSTR4TEGY To incorporate the needs of bicyclists and pedestrians into the City's existing progams, policies, plans, and operations, and to involve all aspects of the community and local agencies in planning and implementing improved opportunities for bicycle and pedestrian travel. Ukiah 's residents want the planning eJj`orts they invest in to become real. Implementation of this plan would result in the eventual completion of an interconnected network ojpaths and routes, an on-going and aggressive competltion for grants and other funding mechanisms, and day-to-day oversight of the planning, building, and maintenance activities ofthe City with regard to pedestrian and bicycle facilities. Effective Implementation Objective L Make bicycle and pedestrian improvements a high priority when allocating funding, reviewing development plans, and coordinating interagency and inter-jurisdictional transportation improvement efforts. Effective Implementation Policy 1-1: Fund a Bicycle and Pedestrian Part-Time Coordinator for the City of Ukiah with the responsibility of developing and managing a bi-annual maintenance and operations budget, preparing applications for gants and other funding, assisting with promotional and educational events, and otherwise driving implementation of the Master Plan. The City, in consultation with the MB/PPSC, should set minimum quali5cations and priority of assignments for the position(s). Effective Implementation Policy 1-2: Update the Bicycle and Pedestrian Master Plan every two years (per California State Law), and provide for an amendment process which includes review and recommendations by the MB/PPSC. Effective Implementation Policy 1-3: Implement a maintenance progam insuring adequate upkeep of bicycle and pedestrian improvements and existing amenities. Effective Implementation Policy I-4: Institute a private sponsorship and adoption progam of the bicycle and pedestrian system to assist in maintenance and possibly construction, to be acknowledged with small signs where appropriate. 1.2 Bikeway Plan The bikeway plan is composed of the goals, objectives, and policies that relate specifically to bicycling, the physical bicycle network, and the implementation progams that support bicycle travel. Bikeway improvements include striping new bike lanes, re-striping streets to provide wider curb lanes, eliminating or reducing on-street parking or medians, making surface improvements, signing, and adding bike racks and lockers. The implementation of the bikeways portion of the plan is explained in Beater detail in the Implementation chapter Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alta Page 8 August 14, 1998 of this Plan. Bicycle Objectives and Policies These Objectives and Policies are specific to the proposed Bikeway improvements in the City of Ukiah. GOAL l: IMPROVE SAFETYAND EDUCATION Bicycle Safety and Education Objective 1: Improve street, path, signs, and signalization systems to increase the safety of bicyclists in Ukiah. Bicycle Safety and Education Policy 1-1: Adhere to Caltrans design standards or other supplementary standards for all bicycle improvements. Final design should be reviewed and approved by a registered civil or traffic engineer. Bicycle Safety and Education Policy 1-2: Many recreational and less experienced cyclists prefer to ride ~ Class 1 bike paths rather than arterial streets. Make efforts to obtain, redevelop, or encourage private redevelopment of railroad, utility, and other rights-of- way as linked, multi-use Class I bike paths or trails. Pay special attention to safety at roadway and railroad crossings. Provide adequate width to accommodate a variety of trail users. Identify security and monitoring mechanisms such as lighting, call boxes, emergency access, and bicycle patrols, especially along isolated portions of the pathway. Bicycle Safety and Education Policy 1-3: Identify the cost, funding source, and agency responsibility of future maintenance and operation when contemplating the design of bike paths, bike lanes, or bike routes. Bicycle Safety and Education Policy 1-4: M~vimnr the separation between bicyclists and vehicles on all streets. Provide Class II bike lanes along the primary bikeway system where feasible. Provide a minimum of 14 foot wide curb lanes on the primary bikeway system where feasible and where bike lanes cannot be provided (Class III bike route). Feasibility of lanes and routes are to be detem~ined through a specific set of planning and design steps listed in the Implementation Chapter. Bicycle Safety and Education Policy 1-5: Review intersections on the primary bikeway system for needed improvements, including signal loop detectors, bike lane pockets, curve geometry, striping, and signing. Bicycle Safety and Education Policy 1-6: Discourage the use of sidewalks or pathways pazallel to roadways as bicycle facilities where there aze numerous curb cuts or cross streets, limited visibility, a significant number of pedestrians and/or other available options such as bike lanes. GOAL 1: GREATERACCESS Greater Bicycle Access Objective L• Plan, design, implement, and maintain a comprehensive bicycle system in Ukiah. A comprehensive, well-maintained system will meet the needs of both commuter and recreational bicyclists by providing a rational and consistent network ofroutes which provide a reasonable balance Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 9 August 14, 1998 between connectivity, access, and traffic conditions. Greater Bicycle Access Pohcy 1-l: Develop and maintain acity-wide bicycle system of paths, lanes, and routes that is integrated into the regional system of bikeways and which meets the needs of commuter and recreational users, helps reduce motor vehicle trips, and links residential neighborhoods with local and regional destinations. Greater Bicycle Access Policy 1-2: Provide alternate routes for less experienced bicyclists off the State StreeW.S. 101 corridors. Greater Bicycle Access Objective 2: Improve the quality and quantity of bicycle parking and support facilities in iJkiah. Greater Bicycle Access Policy 2-1: Secure, safe, and covered bike racks should be provided at all public destinations, including the library, pazks, museum, schools, hospital, railroad station, and City Hall. Provide speciSc guidelines on the type of racks, the location, and the required storage capacity based on employees, visitors, etc. Greater Bicycle Access Policy 2-2: Work with the School District to facilitate the conswction of bicycle corrals at the elementary, middle, and high school in Ukiah. Greater Bicycle Access Policy 2-3: Require all new commercial development or redevelopment in excess of 10,000 gross leasable square feet to provide storage for one bicycle per 30 employees (minimum, 1 rack = 8 bicycles). All bicycle racks should be securely anchored to the ground and allow bicycles to lock both frame and wheels. Greater Bicycle Access Policy 2-4: Work with Mendocino County Transit to provide bike racks on all bus routes that link with major recreational or commuting destinations. Planning Criteria for the Bikeway The selected routes were evaluated according to the following criteria. 1. Coverage Provide a balanced transportation system that is accessible from all neighborhoods. 2. Connectivity and Directness Provide direct connections to all major destinations and activity centers, and to existing and proposed regional routes. Avoid circuitous routes through local street networks that are unlikely to be used by cyclists because the routes are too slow or confusing. 3. User Groups Provide facilities to accommodate both experienced and inexperienced cyclists, people of various physical abilities and skills, and people with various trip purposes. Develop loop roues for recreational bicyclists. 4. Implementation Develop a system that can be reasonably implemented within the 20-year time frame of the plan and consider physical, economic, and environmental Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alta Page 10 August 14, 1998 constraints when selecting routes. S. Local Input Draw on the experience of local bicyclists to identify routes they recownend based on then experience and knowledge. 6. Funding Sources Consider the specific requirements of various funding sources when selecting a bicycle route. For example, most funding sources are oriented towazds commuting (versus recreational) uses, and all require estimates of benefits and future usage. Typical sources include Transportation Development Act (TDA), and federal funding from the soon-to-be re-authorized ISTEA progam. Bikeway Classifications The physical components of the bikeway system include paths, lanes, and routes, as classified by the California State Department of Transportation (Caltrans). Specific design standards are described in the Implementation chapter. Class I Bike Paths A bike path is a Bade-separated, bi-directional and paved pathway at least 8 feet wide, to be used primarily by bicyclists but also by pedestrians and others. Bike paths are often located along waterfronts, railroad right-of--way (active or abandoned), or stream or river channels. In most cases sidewalks cannot be considered Class I bike paths, unless there is at least a 5-foot horizontal separation or a physical barrier. Class u Bike Lanes Bike lanes are striped 4 or 5 foot wide one-directional lanes located on the right hand side of a travel lane, on both sides of a two-way street or both parts of a one-way couplet. Bike lanes have specific signing and striping requirements, and can be designed in a variety of ways for intersections. On-street bike lanes should be placed on all routes of the primary bicycle system with average daily traffic volumes (ADTs) over 5,000, where feasible. Class III Bike Routes According to Caltrans, bike routes are characterized by signing only and should provide a superior through route for bicyclists than other parallel routes. If bike lanes are not feasible on a proposed route, the City should follow a sequential order of implementation steps detailed in the implementation progam to make other improvements such as widening curb lanes, eliminating on-street parking, and removing multiple tum lanes. Bikeway System Components In addition to the Caltrans classifications, there aze a variety of physical improvements which could enhance the safety and attraction of streets for bicyclists. Hybrid types of improvements include enhanced sidewalks, shoulders, curb lanes, intersection treatments, and bicycle sensitive signal loop detectors or actuators. The bikeway system also includes support facilities for bicyclists, such as racks, showers and av pumps. The major components of a bicycle system for Ukiah are briefly described here, while all bikeway components and specific design standards are described at length in the Implementation Chapter. Recommendations for use of these components at specific locations in the City are made in this Plan, but will typically require site specific study for implementation. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 11 August 14, 1998 Following are examples of physical improvements which could enhance the safety and attraction of streets for bicyclists. ^ Bicycle Boulevard: A Bicycle Boulevard is a street or alleyway dvectly parallel to a major commercial corridor that was designed to promote bicycle movement and discourage through vehicle movement. ^ Sidewalks: The use of sidewalks as bicycle facilities is not rncouraged by Caltrans or allowed by the City of Ukiah Municipal Code. ^ Traffic Calming Techniques: Such techniques are implemented to moderate or reduce vehicle speeds and/or volumes on streets where traffic has a negative impact on bicycle or pedestrian movement, including actions such as installing traffic circles, intersection islands, partial street closings, `bulb-out' curbs, pavement treatments, lower speed, signal timing, and narrowing travel lanes. O Signing and Striping: Uniform signing and striping is an important part of the bikeway safety and network system, distinguishing commute routes from recreational routes as well as providing continuity with facilities in adjacent communities. ^ Bicycle Parking: Bicycle parking facilities include bike racks and corrals and all should be anchored to the ground and allow bicyclists to lock both frame and wheels. ^ Bike Racks on Buses: Providing bike racks on buses expands greatly a cyclists' ability to ride•more challenging topography in the hill azeas or more easily complete atwo-stage commute trip. Bikeway System Map The primary bikeway system consists of commute routes for the more experirnced cyclist who is looking for the most duect route between residential neighborhoods and local and regional employment centers, multi-modal terminals, schools, and recreational routes. The recreational or scenic routes are often more circuitous routes favored by the less experienced cyclist. These routes are typically located on lower volume residential streets and off-street bike paths. The recreational routes serve regional historic, cultural, and natural destinations. Both the commute routes and recreational routes are shown on the map. The map shows the proposed citywide primary bikeway system. The proposed system is designed to serve as the primary system for development in the short to mid-term for the City, serving the broadest variety of user groups, levels of experience, age groups, destinations, and trip purposes possible. This primary bikeway system is not meant to accommodate every bicyclist and bicycle trip in the City, and bicyclists continue to have a legal right to use all public streets in the City. The City will also continue to make improvements and maintain facilities for bicyclists as needed throughout the City. The primary system merely allows the City to concentrate its limited resources on those corridors that benefit the greatest number of existing and potential bicyclists possible. Tlie proposed bikeway system will be developed according to specific design and implementation standazds outlined in the Implementation chapter. 1.3 Pedestrian Plan The intent of the Pedestrian Plan is to create a tool that can be used by the City to address pedestrian activity throughout Ukiah While strcetscape plans and other detailed pedestrian improvement plans for the entire City of Ukiah is not within the scope of this effort, this Plan creates a framework for evaluating pedestrian conditions and gives guidance for how to address a variety of problems and deficiencies. The first part of this section Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alra Page 12 August 14, 1998 describes the pedestrian planning criteria and pedestrian system components, followed by a matrix showing the relationship of these elements, and then pedestrian-specific Objectives and Policies. The Implementation section of this Plan provides direct guidance for prioritization of pedestrian projects, and more detailed information about system components, standards, and design guidelines is presented in the Lnplementation chapter. Pedestrian Planning Criteria and System Components The Plan provides a straightforward framework for evaluating and addressing pedestrian deficiencies based on criteria of safety, accessibility, quality of life, implementation, and the speck needs of different user groups. Pedestrian commuters, like bicyclists, are primarily concerned with connectivity and safety. The casual pedestrian is more interested in the immediate landscape, protection from the elements, visual interest, places to rest, and protection from traffic. Pedestrians in general benefit from a network that offers good connections and good conditions. One common attribute of populaz pedestrian areas is that motor vehicle movement is either completely restricted or severely slowed down. After safety, access is the most inywrtant issue for encouraging pedestrian activity. Access to all areas of the city, for abled and disabled alike, is essential in creating a pedestrian friendly Ukiah and an improved quality of life. Access for the pedestrian does not just include physical access and an absence of barriers, but also choices in routes, activities and views, and chances to interact with other people and engage in the urban environment. A pedestrian accessible envvonment should allow for a high level of access to basic and accessory daily needs, including commercial areas and services, restrooms, the downtown, educational facilities, community facilities, recreation areas, restaurants, cultural activities, and social gathering places. Access can be divided into four broad categories: safety, directness, sensory stimulation, and interface with other transportation modes. ^ Safety: mirrirniung and managing conflicts with vehicular traffic, while providing access where needed. ^ Directness: providing direct connections between activity areas, overcoming obstacles such as roadways, freeways, waterways, railroads, etc.. . ^ Sensory Stimulation: promoting, in a commercial setting, a variety of street-scale storefronts, sidewalk dining areas, landscaping, artwork, historic markers, public spaces, alleyways, etc. ^ Interface with Other Modes of Travel: increasing the ease with which a pedestrian can interface with other modes promotes pedestrian activity. Components of the Pedestrian System can be designed and manipulated to create a safer, more accessible Ukiah. The following components summarized here are discussed in greater detail in the Implementation chapter. Pedestrian Area Classifications Pedestrians must compete for scarce public right-of--way with moving and parked automobiles, trucks, transit, and bicycles. At one end of the scale, every street in Ukiah should provide a bare minimum in pedestrian facilities to maintain accessibility and safety. At the other end of the spectrum, streets can be closed off to automobiles entirety and pedestrians given the full area for movement. Pedestrian areas in Ukiah are classi5ed from minimal features that should be applied throughout the city to specific improvements for residential neighborhoods, commercial strip areas (South Main St.), public use facilities (parks, schools, library, senior centers, community center), to Downtown Ukiah The following matrix provides guidance to the type of improvement by area, with details provided in the Implementation chapter. These are goals which may be possible in some areas, but may also not be possible in others due to physical and other operational restrictions. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 13 August 14, 1998 Table 1 Pedestrian Improvements by Area Type Pedestrian Area Type ojlmprovement Citywide 5-foot sidewalk on at least one side of the street (minimum Street lighting at intersections and crosswallcs. standard) Crosswalks at every signalized intersection. ADA curb ramps at all intersections. Modify high speed right toms. Provide adequate pedestrian crossing time given street width. Provide push buttons/pedestrian signals at all crossings where warrants are met. Residential Use traffic calming techniques in an attempt to limit average daily traffic to 5,000 on neighborhoods residential streets and 10,000 on collector streets. Limit travel speeds to 25 mph on residential streets through design (necking down intersections, installing roundabouts) and consistent enforcement. 5-foot minimum sidewalks on both sides of the street where feasible. Enforce no parking on sidewalk ordinance. Plant and maintain street trees. Provide new linkages where neighborhoods are bisected by manmade or natwal barriers. Provide sidewalks and crosswalks to parks, transit, schools, shopping areas, and other destinations. Adequately maintain all crosswalks and sidewalks. Downtown Ukiah 8-foot sidewalks on both sides of street. Re-organize traffic, fuming, and parking lanes for sidewalk expansion areas to be used for outdoor dining, landscaping, artwork, and other features. Provide crosswalks at least every 1,000 feet. Widen sidewalk areas at all transit stops for additional benches and waiting room. Identify off-street parking opportunities for longer-term parkers to lessen demand for on-street parking. Provide bulb-outs at crosswalks. Encourage a mix of land uses and storefronts. Develop alleyway connections to parking and residential neighborhoods. Eliminate diagonal or 90 degree on-street parking where feasible; replace with parallel parking and/or off-street parking. iThis may not be practical in some older residential areas. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 14 August 14, 1998 Table 1 Pedestrian Improvements by Area Type Commercial Require new development to provide connections to parking areas to sidewalks and Strips bus stops. Encourage storefronts to be located on the street with parking in the rear. Minimiu the number of curb cuts. Requve landscaping, parking, and other obstructions to be at least 25 feet from all curb cuts. Plant and maintain street trees. Develop corridor `entrance features' to define siea and add identity. Eliminate unnecessary travel, taming, and parking lanes, and widen sidewalks and/or provide bulb-outs. Public Use Areas Implement school educational, marketing, and physical improvements detailed in this Plan. Fund crossing guards where needed on school commute condors. Manage school drop-off and pick-up areas and traffic at schools. Install properly designed crosswalks and protection (as warranted) on all major aceess routes to school, library, community center, park, or library. Separate pedestrians, roller skaters, and bicyclists in recreational areas where volumes aze high. Ad'ust si al timin neaz senior centers to allow additional crossin time. Pedestrian Objectives and Policies These Objectives and Policies address pedestrian issues and should also be viewed in conjunction with the combined Bicycle and Pedestrian Goals, Objectives, and Policies in the fvst section. GOAL 1. IMPROVE SAFETYAND EDUCATION Pedestrian Safety Objective 1: Transform City streets and enforcement systems to increase safety for pedestrians in Ukiah. Improving pedestrian safety is pazamount for Ukiah. Ukiah must work diligently to ensure safe travel for its children, parents, friends and neighbors. Pedestrian Safety Policy I-1 Crosswalks should be provided where needed on all access routes to schools, parks, shopping areas, libraries, community centers, and transit stops. Provide new signals and other improvements where warranted. Pedestrian Safety Policy 1-2: Alter traffic signal phasing to accommodate the pedestrian needs over the vehicle in key pedestrian-oriented locations such as downtown, near schools, senior centers, recreation centers, entertainment and cultural destinations, and neighborhood commercial areas. Pedestrian Safety Policy 1-3: Lnprove school azea pedestrian safety through joint efforts with the School District and other interested parties by using methods such as: identifying hazardous routes or conditions, analyzing accident data, observing traffic circulation neaz the schools, and surveying students who walk or ride to school, and then Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 15 August 14, 1998 acting promptly to correct the problem. Pedestrian Safety Policy 1-4: Reduce traffic speeds below 25 miles per hour, install flashing lights, increase enforcement, and use other feasible means of slowing tratLc near areas where children and seniors are active. GOAL ~. GRF-ATBRACCESS Greater Pedestrian Access Objective 1: Identify locations and facilitate the creation of easily identi5able activity centers along the State Strcet corridor that can serve as safe, inviting, and memorable public gathering places. Greater Pedestrian Access Policy 1-1: The City should focus attention on creating and improving the State Street comdor where needed by residents and visitors. The corridorshould bepedestrian-friendly and pedestrian-oriented, using guidelines developed in the Implementation chapter for this Plan. Greater Pedestrian Access Policy 1-2: When contemplating development or Strcet improvements, consider the range of options outlined in the Implementation chapter for improving pedestrian access and pedestrian traffic flow. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alta Page 16 August 14, 1998 2.0 Existing Conditions 2.1 Eaisting Bicycle Facilities and Activity Areas There are very limited formal bikeways in the City of Ukiah, with major parts of the city having no facilities at all. There are currently Class II bike lanes on Dora Street, Bush Street, Low Gap Road, and Walnut Avenue and a short bike path segment leading to the U.S. 101 pedestrian bridge. Nearby regional bicycle facilities include bike lanes (shoulders) on North and South State Street and Talmage Road. The lack of an `official' bikeway ~twork does not mean that people are not riding. The bicycling community, ranging from experienced club riders to school children, has developed their own system of streets and routes which provide connectivity and safety for then purposes. For example, bicyclists ride on east-west streets such as Washington Avenue, Mill Street, and Empire Drive despite the absence of bike lanes. Some key observations on existing bicycling conditions are as follows. ^ Ukiah is an ideal bicycling environment. The small size, climate, and topography mean that virtually all residents are within a few minutes' bicycle ride of all destinations, whether for work or pleasure. ^ Local bicyclists include experienced adult riders and younger school children. ^ The elementary schools, middle school, and the high school are located such that many students who walk or ride a bicycle must cross State Street, Perkins Street, and/or Talmage Road. Observations of students also revealed a substantial number of bicyclists riding on the wrong side of the street and crossing major streets at unprotected locations. ^ Secondary streets in Ukiah such as Dora Street, Low Gap Road, Clay Street, Bush Street, and Orchard Avenue generally provide good bicycling alternatives to more heavily traveled roadways such as Perkins and State Streets. ^ Oak Street, School Street, and other streets off of State Street in downtown Ukiah are atready relatively pedestrian-and bicycle-friendly, with slower moving traffic and lower volumes. This could be supplemented by other improvements such as providing traffic cabning measures, enhanced sidewalks, and bike racks and lockers near destinations such as shops, medical offices, and public uses which do not already Gave bike racks. A map showing Bicycle Activity Corridors in Ukiah is shown in Figure 1. Cross-sections for various streets are included in Appendix A. 2.2 Eaisting Pedestrian Facilities and Activity Areas The City of Ukiah has an excellent network of sidewalks for pedestrians. The downtown and surrounding neighborhoods provide amenities which tend to encourage pedestrian trips including narrow streets, tree coverage, close building proximity to the street, short crossing distances on public streets, and a mix of office and commercial uses. Although more auto oriented, there is a significant amount of pedestrian activity along North and South State Streets. This activity consists of transit riders as well as other pedestrians walking to their destinations. There are several barriers to walking trips in Ukiah including wide crossing distances and traffic conditions along State Street, a lack of pedestrian facilities on Perkins Street and portions of State Street, U.S. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alto Page 17 August 14, 1998 a n ___ j - i i i North NM to Scsb LEGEND E,dsting sicycle Activity Areas ~` -------- pppprtimityArees :, Figure 1 Bicycle Activity Corridors Bicycle and Pedestrian Master Plan ._r,,. Whitlo~kBW~inb~rp~rTransporta6onlna. CI of Ukiah 101, and various gaps in sidewalks throughout the City. Key observations on existing pedestrians activities aze as follows. ^ Ukiah is an ideal walking environment. The small size, climate, and topography mean that the majority of residents aze within a ten minute walking time of commercial opportunities along State and Perkins Street. ^ The most significant pedestrian activity is in the downtown where the mix of land use and narrow streets encourages pedestrian trips. ^ The neighborhoods surrounding the downtown that are within a half--mile or less generate the most walking trips. ^ The elementary schools, middle school, and the high school also generate a significant amount of pedestrian trips. A map showing Pedestrian Activity Areas in Ukiah is shown in Figure 2. 2.3 Opportunities and Constraints Information on opportunities and constraints for bicyclists has come from a variety of sources, including field observations. Marry general and site specific comments have been collected, which helped to form an idea of the type of system and specific improvements that will be required. Comments can generally be summarized into the following statements. Opportunities • Quieter local streets offer an alternative to using State Street for most bicyclists. • As a smaller city on a major transportation corridor, the City has the opportunity to attract visitors to stop and visit while en route to other destinations. • The agriculturaUforest surroundings are close to most neighborhoods, and offer the excitement of off-road bicycling and hiking and views of Ukiah and its surroundings. • The parks and community center serve as major attractors to residents, especially children who have the opportunity to ride then bicycles or walk to events from most neighborhoods. • The continued revitalization of downtown will act as an attractor for walking trips from the surrounding neighborhoods. • The North Coast rail wrridor and future transit centef presents an opportunity for a new pedestrian and bicycle trail link. Constraints • There is a lack of adequate short or long term secure bicycle parking Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 19 August 14, 1998 ~O i 1 _> S £ Ig 13 i a i ~ i a I D I m i o Fq'rglouWS A North A Not to Scale LEGEND Existing Pian Activity Arm ---•---° OpporWnAy Armes Figure 2 Pedestrian Activity Areas Bicycle and Pedestrian Master Plan ..,...: WMHoak d WeinMrp~r Tramportotion Ina. CI of Ukiah • The Perlans Street, Gobbi Stnx~ and Talmage Road overcrossings of U.S. 101 are major constrainu for any bicyclist or pedestrian entering or leaving Ukiah, especially younger and/or less experienced cyclisu and walkers. • State Street is the biggest constraint to bicyclisu because, while it provides for the best north-south connectivity, the amount of traffic, number of parked vehicles and driveways pose a high amount of conflict for bicychsu. • State Street is also the biggest constraint to pedestrians due to iu long unprotected crossing distances at uncontrolled intersections. • Like streeu in all cities and towns, there is some debris and gravel thrown by vehicles onto the right side of streeu occasionally forcing bicyclisu to ride in travel lanes. • Other common phenomena in Ukiah are younger bicyclisu riding on the wrong side of the road, crossing at unmarked crossings, or riding at higher speeds on sidewalks. This typically poinu to the need to enhance education and enforcement. These lists represent a summary and sample of opportunities and constrainu in Ukiah, and can be updated as part of futwe plan revisions. 2.4 Needs Analysis The purpose of reviewing the needs of bicyclisu is twofold: (a) it is instrumental when planning a system which must serve both user groups and (b) it is useful when attempting to quantify future usage and beneflu to justify expenditwes of resowces. According to a May 1991 Lou Hams Poll, it was reported that "...nearly 3 million adults--about one in 60--already commute by bike. This number could rise to 35 million if more bicycle fn'endly transportation systems existed. " In short, there is a large reservoir of potential bicyclisu who don't ride (or ride more often) simply because they do not feel comfortable using the existing street system. A common term used in analyzing the demand or need for bicycle or pedestrian facilities is `mode split.' Mode split refers to the choice of transportation a person selecu to move from home to work to shopping to other destinations. One major objective of any bicycle improvement is to increase the `split' or percentage of people who choose to ride rather than drive or be drives Every saved vehicle trip or vehicle mile represenu quantifiable reductions in air pollution. A summary of the needs analysis is presented below. Key Points ^ A needs analysis helps identify the types of improvemenu needed, justifies expenditures on improvemenu, and quantifies information needed for several funding sowces. ^ As noted above, the number of bicycle commuters could be expected to increase substantially if adequate facilities were provided. ^ The latent `need" for bicycle and pedestrian facilities, versus actual bicyclisu and pedestrians, is difficult to quantify; we must rely on an evaluation of comparable communities to determine potential usage. O Mode spht refers to the choice of transportation people make whether for work or non-work trips. Currently, the average household in the U.S. generates about ten vehicle trips per day. Work trips account for less than Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 21 August 14, 1998 30 percent of these trips on average. ^ According to the 1990 U.S. censl~s, 2 percent of all employed Ukiah residents commute primarily by bicycle. This does not include those who ride less than 50 percent of the time. Thus, the bicycle commute rate in Ukiah is about twice the rate of California and the United States as a whole. ^ The walk commute mode share for Ukiah is 6.4 percent, which is about the same as for the U.S. as a whole and about twice the rate as other smaller cities. ^ About 36 percent of Ukiah employees work within ten minutes of home, which is an easy bicycle ride for most people. The distances between residences and workplaces combined with the types of employment, clunate, and available birycle facilities all influence these commute shares. As Ukiah grows and additional local employment opportunities become available and better birycle connections are provided, this mode share can be expected to increase. ^ The U.S. Department of Transportation, in then publication entitled "National Walking and Bicycling Study" (1995), sets as a national goal the doubling of current bicycling mode shares by the year 2010, assuming that a comprehensive birycle system is in place. Since the current bicycle commute mode share in Ukiah is 2 percent, this will translate into a future birycle commute mode share of 4 percent in Ukiah, or about 270 commuters. Add to this number of commuters who bicycle occasionally and students at local schools, and the average number of daily bicyclists in Ukiah increases to an estimated 900 birycle commuters by 2010. These bicyclists will be saving an estimated 1,800 vehicle trips per day, 450,000 trips per year, and 810,000 vehicle miles per year. The combined benefit of these future bicycle commuters over the next 20 years is a reduction of about 19,480 pounds of PM10, 52,785 pounds of Nox, and 76,846 pounds of ROG. ^ Wallang and bicycling are two of the most popular forms of recreational activity in the United States, with 84 percent of Americans walking for pleasure and 46 percent bicycling for pleasure. As shown in Table 2, the 1990 Census information indicates that about 11,930 residents over the age of ten in Ukiah would like to walk for pleasure and 6,530 would like to bicycle for pleasure. If mothing else, this indicates a latent demand for facilities and a potent constituenry to push for better facilities. rame~- Estimated Ukiah Residents who Walk for Pleasure 11,930 Estimated Ukiah Residents who Birycle for Pleasure 6,530 Current Bicycle Commute Mode Share (1990) 2% Desired Future Bicycle Commute Mode Share 4% School-related bicycle commuters 530 Total future bicycle commuters 900 Vehicle Trips/Year 450,000 Vehicle Miles/Year 810,000 PM 10/Ibs./Year 19,480 NoX/Ibs./Year 52, 785 ROGflbs./Year 76,846 Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 22 August 14, 1998 ^ Bicyclists are typically separated between experienced and casual riders. The U.S. Department of Transportation identifies thresholds of traffic volumes, speeds, and curb lane widths where less experienced bicyclists begin to feel uncomfortable. For example, on an arterial with traffic moving between 30 and 40 miles per hour, less experienced (Class B) bicyclists requve bike lanes while more experienced bicyclists (Class A) require a 14 or 15 foot wide curb lane. ^ Casual riders include those who feel uncomfortable negotiating traffic. Others, such as children and the elderly, may have difficulty gauging tratTic, responding to changing conditions, or moving rapidly enough to clear intersections. Other bicyclists, experienced or not, may be willing to sacrifice time by avoiding heavily traveled arterials and using quietar side streets. In some cases, casual riders may perceive side streets (or sidewalks) as being safer alternatives than major through routes, when in fact they may be less safe. Other attributes of the casual bicyclist include shorter distances than the experienced rider and unfamiliarity with many of the Hiles of the road. The casual bicyclist will benefit from route markers, bike lanes, wider curb lanes, and educational programs. Casual biryclists may also benefit from marked routes which lead to parks, museums, historic districts, and other visitor destinations. Experienced biryc(ists include those who prefer the most direct, through route between origin and destination, and have a preference for riding within travel lanes. Experienced bicyclists negotiate streets in much the same manner as motor vehicles, merging across traffic to make left turns, and avoiding bike lanes and shoulders at times due debris such as glass. The experienced bicyclist will benefit from wider curb lanes and loop detectors at signals. The experienced bicyclist who is primarily interested in exercise will benefit from loop routes which lead back to the point of origin. Recreational Needs The needs of recreational bicyclists must be understood prior to developing a system or set of improvements. While it is not possible to serve every neighborhood and every need, a good plan will integrate recreational needs to the extent possible. Tn the Ukiah region, areas such as Lake Mendocino, Low Gap Park, and Cow Mountain attract recreational bicyclists. The following points summarize recreational needs: • Recreational bicycling typically falls in to one of three categories: exercise, non-work destination such as a pazk or shopping, or touring. Recreational users range from healthy adults to children to senior citizens. Each group has their own abilities, interests, and needs. Duecmess of route is typically less important than routes with fewer traffic conflicts, visual interest, shade, protection from wind, moderate gradients, or other features. • People exercising or touring often (though not always) prefer a loop route rather than having to back-track Commuter Needs Commuter bicyclists range from employees who ride occasionally to work to a child who rides to school. Millions of dollars have been spent attempting to increase the number of people who ride to work or school, with moderate success. Bicycling requires shorter commutes, which runs counter to our land use and transportation policies which encourage people to live fiuther and fwfher from where they work. Access to transit helps extend the Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 23 August 14, 1998 commute range of cyclists, but transit systems also face an increasingly dispersed live-work pattern which is difficult to serve. Despite these facts, Ukiah has a great potential to increase the number of people who ride to work or school because of the small size of the city, moderate density residential neighborhoods near employment centers, a favorable topography and climate, and a high percentage of work trips that are less than 15 minutes. Key commuter needs aze summarized below. • Commuter walking or bicycling typically fall in to oae of two categories: adult employees, or younger students. • Commuter trips range from several blocks to one or more miles. • Commuters typically scek the most duet[ and fastest route available, with regular adult commuters often preferring to ride on arterials rather than side strcets. • Commute periods typically coincide with peak traffic volumes and congestion, increasing the exposure to potential conflicts with vehicles. Places to safely store bicycles aze of pazamount importance to all bicycle commuters. • Major commuter concerns include changes in weather (rain), riding in dazkness, personal safety and security. • Rather than be directed to side streets, most commuting cyclists would prefer to be given bike lanes or wider curb lanes on duce[ routes. • Students riding the wrong way on-strcet are common and account for many recorded accidents, pointing to the need for education 2.5 Accident Analysis Based on statistics provided by the City of Ukiah, there have been an average of 11 pedestrian related and 20 bicycle related accidents citywide each year for the last four years. Based on information provided by the California Highway Patrol, the expected number of accidents in Ukiah, considering the current population and average number of accidents per capita in the State, should be approximately 8 pedestrian related and 6 bicycle related accidents. These statistics are summarized below. Table 3 -Accident Analvsis Year Pedestrian Accidents Bicycle Accidents 1994 10 22 1495 18 18 1996 8 21 1997 (prorated) 9 19 Average 11 20 Ex ceted 8 6 Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alta Page 24 August 14, 1998 Therefore, the Ciry of Ukiah has a higher than average accident history for both pedestrians and especially bicyclists. The data also revealed that: • In the majority of the pedestrian related accidents, the driver who struck the pedestrian was at fault. • in the majority of the bicycle accidents, the bicyclist was at fault. • The majority of the pedestrian and bicyclists who were involved in accidents were 16 years old or less. 2.6 Relevant Legislation and Policies Aside from the City's own General Plan which identifies specific goals and policies that are relevant to the bicycle master plan, and the Circulation Element which was adopted by the City Council, there are several state, regional, and federal requirements for master plans which are primarily related to funding. Mendocino County has its own birycle master plan. Caltrans has historically played an oversight and review role for Federal ISTEA (Intermodal Surface Transportation Efficiency Act) funding programs for bicycle projects. ISTEA II was recently re-authorized and provides many of the same programs oriented to birycle facilities as did ISTEA--possibly with even more money being available. All of these bicycle funding programs requve approval of a Bicycle Master Plan with specified elements in order to qualify for the program. On a state level, according to the California Bicycle Transportation Act (1994), all cities and counties should have an adopted bicycle and pedestrian master plan that contains the following. Estimated number of existing and future bicycle commuters Land use and population density Existing and proposed bikeways Existing and proposed bicycle parking facilities Existing and proposed multi-modal connections Existing and proposed facilities for changing and storing clothes and equipment Bicycle safety and education programs Citizen and community participation programs Consistency with transportation, air quality, and energy plans Project descriptions and priority listings Past expenditures and future financial needs In addition to these required elements, the Caltrans Highway Design Manual contains speck design guidelines. Chanter 1000: Bikeway Plannine and Iksien of the Manual sets the basic design parameters for on-street and off-street bicycle facilities, including mandatory design requirements. 2.7 Bicycle Parking Bicycle parking includes bike racks, lockers, and corrals. Racks are low cost devices that typically hold about eight bicycles, allow bicyclists to securely lock their frames and wheels, are secured to the ground, and are located in highly visible areas. Bike lockers are covered storage units that typically accommodate one bicycle per locker, and provide additional security and protection from the elements. Bike racks are most often found in commercial areas where regular commuters can take advantage of the multi-modal connections and feel safe in leaving their bicycle. Bike corrals can be found at schools, special events, and other locations, and typically involve a movable fencing system that can safely store numerous bicycles. Security is provided by either locking the enclosure or locating it neaz other activities so that it can be supervised. A 5eld review of Ukiah revealed bike racks for Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 25 August 14, 1998 bicyclists az parks and schools. Most of the racks are in fenced corral areas at schools, and appear to be used by students. Otherwise, bicyclists visiting stores, restaurants, places of employment, medical facilities and community facilities are largely left to they own devices to temporarily store then bicycles. 2.8 Transit Center There has been considerable interest in planning the future development of historic railroad depot property which is bounded by Perkins Street on the north, the raihvad rightof--way on the west and Lesfie Street on the east. The Mendocino Transit Authority is interested in developing an intermodal transportation center on a portion of the property. In order for the site to act as a focal point for transportation in the City of Ukiah and to limit the vehicular traffic impacts in and around the site, connections to pedestrian and bicycles routes are of the utmost importance. A key component to these connections is Clay Street which currently temrinates on the west side of the property. There have been discussions of extending Clay Street to Leslie Street which would provide a more acceptable pedestrian and bicycle route than Perkins Street which is undesirable for these alternatives modes due to its narrow alignment and traffic flow characteristics. 2.9 Public Crossings Safe pedestrian crossing of the public right of way is the most critical component of a circulation system which encourages pedestrian traffic. Along State Street and Perkins Street, there are marry signalized intersections which have protected pedestrian crosswalks. However, there are a significant number of crosswalks which are unprotected either by a traffic signal or stop sign. These types of locations are the most susceptible to pedestrian crossing accidents. A Seld inventory of uncontrolled pedestrian crossings was conducted on all City arterial and collector streets. Locations of these crosswalk locations are shown in Figure 3. The City may wish to develop a policy to remove uncontrolled crosswalks or enhance their visibility. 3.0 Sidewalk Continuity There are marry small missing sections of sidewalk within the City of Ukiah due to undeveloped lots. These gaps in sidewall: disturb the continuity of pedestrian travel and discourage some walking trips. Afield inventory was conducted on all City arterial and collector streets. Locations along these streets which had missing sections of sidewalk are shown in Figure 3. The most notable gaps were on State Street near the Favgounds, on Main Street neaz the Grace Hudson Museum, and on Perkins Street over the U.S. 101 interchange. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 26 August 14, 1998 a Na[ aos in Sklewaks Figure 3 Bicycle and Pedestrian Master Plan :,s J Whitloek8 Ma. Pedestrian Facilities of Ukiah Uncontrolled Cro~ralk Locations 3.0 Circulatiou Strategy 3.1 Bicycle Circulation Strategy The recommended birycle cvculation strategy consists of a system of routes, lanes, and paths connecting residential neighborhoods in Ukiah with the schools, parks, library, downtown, and other destinations. The proposed bikeway system is shown in the attached Figure 4. The proposed Ukiah Bikeway system is characterized by a primary north-south Class I Bikeway on the Northwestern Pacific Railroad right-of--way within the City limits, a primary north-south system of Class II bike lanes on Dora and Bush Streets, and a series of improved east-west bikeway connectors on Perkins, Gobbi, and Talmage Streets. Class III bike route improvements will include intersection protection where needed, wider curb lanes where possible, shoulder striping where feasible, and signing. Finally, new birycle support facilities (such as racks and lockers) and progams which are proposed for the City are detailed later in this report. The top bikeway projects were selected by staff, the public, and bikeway specialists based on their local knowledge and cycling experience, the orientation of funding progams, and the planning criteria outlined in the Master Plan (coverage, connectivity, user goups, implementation, local input, funding sources). The scoring mechanism for selecting the top priority corridors is shown below. 3.2 Creating a Bikeway System A bikeway `system' is a network of bicycle routes that, for a variety of reasons including safety and convenience, provide a superior level of semce for biryclists and/or are targeted for improvements by the City due to existing deficiencies. It is important to recognize that, by law, bicyclists aze allowed on all streets and roads regazdless of whether they are a part of the bikeway system. The bikeway system is a tool that allows the City to focus and prioritize implementation efforts where they will provide the greatest benefit to the bicycling community. There is an established methodology which is typically used for selecting a bikeway system for any community. The primary method is to receive input from the local birycling community and local staff familiar with the best routes and existing constraints and opportunities. Input can be received through a variety of means, but typically is tluough the public workshop format. A public workshop was held in Ukiah on May 20, 1998, where citizens were asked to identify the routes they regularly ride plus corridors they saw as either opportunities or constraints. The following criteria are typically used to develop a bicycle system: • Existing Bicycling Patterns • Connectivity • Traffic volumes and travel speeds • Amount of side friction (driveways, side streets) • Curb-to-curb width • Pavement condition • Access from residential areas • Number of destinations served (schools, parks, employment centers) • Topogaphy • Integation into the regional system • Adjacent land use • On-street pazking • Accident data and safety concerns • Existing bottlenecks or constraints • Existing opportunities such as planed roadway improvements The Ukiah bikeway system was developed with a focus on connecting existing segments of bike lane, addressing Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alra Page 28 August 14, 1998 Z i \ I I Loers lase S 3 I ~ ~mI i '~' ~ ~ ~ MAtl tale 5 _~ ~ Engirt Drve .~ 1 _ L,.. ~. 'i t q~., ~ ~!~ 1~1 ~ ~'' - nmtl .rush Street S~ ` b Clare Avenue St c fb ~~ yeti tge7 a ~ q } ~+eAcin9 t Q. T c s S e ~ { Sk ~~ ~et ~ ' `~• ~ .. \ aY ~~ ~ ~ Gdta Street q, i Njl\ N 4` 9y ~z F I `\ e ~ North ~ j $ a 1~ C T HoW No[to Scab / Y A H mg venue npe on i LEGEND s Class I Bike Path CHSS II Bike Lane Class III Bike RatRe Figure 4 Proposed Bikeway System Bicycle and Pedestrian Master Plan A , "~ WFlitlockSWeinbarger Transportation Me. CI of Ukiah ..T. . u.weaaaw T/ea routes used by bicyclists, and spceific opportunities (such as the Northwestern Pacific Railroad ROV1~ and constraints (such as State Strcet and Perkins Street). The grid street pattern offers several distinct through corridors which connect residential areas with activity centers such as downtown, schools, and parks. Once a bikeway system has bcen identified, the geatest challenge is to identify the segments that will offer the geatest benefit to bicyclists in the next flue years. Aside from the criteria used in developing the system as a whole, selection of these top projects was based on the following. (1) The number of schools saved; (2) The number of recreational centers served. If the segment is a Class I bike path, the pathway itself may qualify as a recreational destination. (3) The number of employment centers served; (4) The numbs of areas where bicycle safety is addressed, i.e., condors with high traffic volumes and narrow travel lanes; and (5) Segments which help overcome existing gaps in the bicycling system. Table 4 provides a summary of this scoring system for each of the proposed corridors. Table 4 Rankin of Bic cle Im rovements Corridor Schools Recreation Employment Safety Connectivity Total Clay-Peach-Gibson Creek I 1 2 2 2 8 Crosstown (Grove-Pine...) I 2 0 0 1 4 Dora-Bush (new only) 1 I 0 0 1 3 Empue 1 0 0 0 0 1 Gobbi 2 1 1 2 1 7 Main Street 0 0 2 2 1 5 North State 0 0 2 1 2 5 NWP 0 3 2 2 2 9 Oak Manor-River 1 1 0 1 0 3 Orchard-Brush I 0 2 1 2 6 Orr Creek 2 3 0 0 0 5 South State 0 0 0 2 2 4 Washington-Talmage 1 0 1 I 2 5 West elen-Gardens... 3 1 2 0 0 6 Criteria schools =number of schools within 2 blocks recreation =number of parks within 2 blocks, plus 2 points per mile of recreational trail employment = 2 points per employment center served safety = 1-2 points for safety concerns resolved connective = 1-2 oinis for a closure ro'ects Finally, it is important to remember that the bikeway system and the top projects are flexible concepts that serve Bicycle and Pedestrian Master Plan City of iJkiah W-Trans/Alfa Page 30 August 14, 1998 as guidelines to those responsible for implementation. The system and segments themselves will change over time as a result of changing bicycling patterns and implementation constraints and opportunities. 3.3 Description of Proposed Bikeway Improvements Using the scoring mechanism detailed in Table 4, the top priority short term projects in Ukiah are as follows. $8p it 1 Bikeway Project Northwestern Pacific Rail Trail j~pjjg City limits 2 Clay-Pesch-Gibson Creek Corridor Osk Manor to McPeak 3 Gobbi Corridor Oak Manor to Dora 4 Western Bikeway (Helen-Gardens- Washington to High School McPeak-Barnes-Todd-Hazel) 4 Orchard-Brush Corridor Gobbi to High School These 5ve projects meet immediate needs in Ukiah, help overcome existing barriers, serve virtually all of the City's activity centers, and link all four quadrants of the community. Each project is presented on its own Project Sheet, which provides key information on the proposal including cost, location, and sample cross sections. The Project Sheets aze designed to be used as a duect resource and addendum to funding applications. A short description of each project is presented below and shown in Figure 4. A detailed description of how bike lane or route treatments were selected is presented in the Implementation chapter. Clay Street -Peach Street -Gibson Creek Corridor (Oak Manor Drive to McPeak Street) This corridor was identified as an alternative to the Perkins Street corridor, and would require an access across the old NWP station redevelopment site plus a new railroad crossing. Bike lanes can be striped on Clay Street by narrowing the travel lanes to 10 feet in width, assuming pazking is allowed on one side only from approximately Dora Street eastwazd. Bike lanes could not be provided on Peach Street without eliminating parking on one side of the street, and are not warranted based on the low traffic volumes. A paved pathway from Peach Street along Gibson Creek already exists, leading to a pedestrian bridge over U.S. 101. Currently, there is an informal path through the back of the school property. The pathway should be improved and extended on the east side of U.S. 101 to Oak Manor Park. Dora Street -Bush Street Corridor (Meadow Brook to Feed Lot Lane) Bike lanes already exist along this corridor within City limits. New bike lanes are proposed to be extended south to Meadow Brook, where bicyc]ists can transition over from South State Street. These new lanes will provide an alternative to using South State Street in the southern part of Ukiah. Pazking will need to be eliminated on one side of Dora Street south of the City limits, which should have a minimal impact on residential neighbors due to the extremely low utilization. Empire Drive Corridor (Despins Drive to North State Street) Low traffic volumes mean that this could be a Class III bike route. If bike lines were desired, pazking would need to be eliminated on one side of the street between Bush Street and North State Street. Gobbi Street Corridor (Oak Manor Drive to Dora Street) Bike lanes are already provided between South State Street and U.S. 101. Bike lanes could be extended to Dora Street by eliminating parkiig on one side of the street between South State Street and Oak Street with relatively minimal impact. Bike lanes could be extended westward from U.S. 101 to Oak Manor Drive with minor pavement work. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 31 August 14, 1998 Grove Avenue -Pine Street -Scott Street -Norton Street -Clara Avenue Corridor This cross city route is on streets with lower traffic volumes and is recommended as a Class III bike route. Main Street Corridor (Gobbi Street to Norton Street) This alternative to State Street will serve as a Class III bike route. The route is only one block west of the NWP rail trail, however, and might be redundant. North State Street (Norton Street to City Limits) The cinrent configuration will not allow bike lanes or shoulders without eliminating parking or travel lanes, which fr probably unlikely given the wmmercial uses in this azea. Cyclists arriving from the north should be duetted to the NWP Rail Trail (via Ford Road) or the Dora Street -Bush Street Corridor via Empire Drive. Northwestern (NWP) Pacific Rail Trail (Ford Road to Norgard Lane) The bike path should be located on the west side of the tracks within the railroad right-of--way, and set back approximately 25 feet from the centerline of the tracks within the 80 foot right-of--way. While referred to by its historical name, the NWP right-of--way is actually owned by a public agency. Access across the tracks onto the rail trail from the east will be at established crossings. Any new crossings will require California Public Utilities Commission approval. Oak Manor Drive -Babcock Lane Corridor (Talmage Road to Perkins Street) Traffic volumes on Oak Manor Drive and Babcock Lane do not warrant bike lanes, but the presence of school children may make them a desirable element. On-street parking would need to be eliminated on one side of the street, possibly between 8:00 a.m. and 5:00 p.m. on weekdays only. Orchard Avenue -Brush Street (Gobbi Street to Ukiah High School) This route will allow bicyclists to bypass the busy downtown azea and connect directly to existing bike lanes on Low Gap Road once the Brush Street extension to Orchard Avenue is completed. Orchard Avenue could provide two 5-foot bike lanes with two 8 foot parking lanes, and two 10.5 foot travel lanes south to Gobbi Street and north to Ford Street. It is assumed that the Brush Street Extension will be constructed to a 46 foot or 48 foot curb-to-curb cross section with 5 foot bike lanes. Brush Street between the extended section and North State Street will need to be widened from its current 22 foot to 30 foot width to at least 48 feet (with parking and bike lanes) or 32 feet (bike lanes, no parking). Orr Creek Pathway (Anton Stadium to Ukiah High School This pathway could conceivably be unpaved, and runs partially on park property, partially along the perimeter of the golf course, and could use the existing bridge over Orr Creek or a new bridge further upstream to connect to Low Gap Road and Ukiah High School. Perkins Street Corridor (Orchard Avenue to Dora Street) Bike lanes could be provided by providing two travel lanes and a center turn lane instead of four travel lanes, although the impact on traffic is not known. A 3 foot shoulder could be provided while maintaining the four travel lanes and two 5 foot sidewalks on each side, but one of the curbs would need to be moved 2 feet. However, it is recommended that in order to provide bike lanes, the City should acquire 4 feet of additional right-of--way, provide four 11 foot travel lanes, two 4 foot bike lanes, and two 6 foot sidewallcs with a planting strip. Bike lanes can be striped on Perkins Street from Orchazd Avenue east over the U.S. 101 overpass to Oak Manor Drive. There maybe some potential conflicts at the U.S. 101 southbound off-ramp due to restricted sight distance. Implementation of the Clay Street -Peach Street Condor about three blocks south of Perkins Street would lessen the short term need for bike lanes on Perkins Street. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alto Page 32 August 14, 1998 South State Street Corridor (Washington Avenue to Norgasrd Lane) Northbound cyclists should be diverted to either Dora Street or the NWP Rail Trail as they approach Ukiah. South State Street cannot provide bike lanes or wider curb lanes without reducing lane widths to less than 12 feet or eliminating a parking lane, both of which aze unlikely given traffic volumes and commercial uses on the corridor. Washington Avenue -Talmage Road Corridor (U.S. 101 to Helen Avenue) The Washington Avenue -Talmage Road corridor is the southern most east-west corridor for bicyclists in Ukiah, and provides access to a populaz rural route leading east out of town. Bike lanes on Talmage Road would requue eliminating aparkurg lane between U.S. 101 and Waugh Lane, and expanding the pavement from 30 feet to 32 feet (with no parking) between Waugh Lane and South State Street. Talmage Road is identified as a Class III bike route at least until the mid- tolong-term in this plan. Washington Avenue can serve as a Class III corrector bike route due to the lower traffic volumes and requvement to eliminate parking on one side to provide a bike lane. Western Bikeway (Helen Avenue/Gsrdens Avenue/McPeak Street/Barnes Street/I'odd Road/Hazxl Avenue) This network of streets would be a Class III bike route due to the low traffic volumes. Traffic calming devices could be used to make the streets more bicycle-friendly. 3.4 Bicycle Parking and Other Support Facilities Bike racks are typically provided at local schools in Ukiah, but overall We lack of safe and secure bicycle parking is a concern of bicyclists who may wish to ride to work or shops in town. Theft and vandalism of bicycles, especially now that bicycles are often worth in excess of $500, is a major impediment to bicycle riding. Bicycle parking includes standard bike racks, covered lockers, and corrals. A systematic program to improve the quality and increase the quantity of bicycle parking facilities is required in Ukiah. The proposed performance standards to supplement grant progams is presented in the following recommendations. Recommendation #1: Bike racks and lockers should be provided at all public destinations, including the community center, parks, schools, and public buildings which do not already have racks. All bicycle parking should be in a safe, secure, covered area (ijpossibleJ. Commuter locations should provide secure indoor parking, covered bicycle corrals, or bicycle lockers. A program to fund and instal! these facilities should be started as ajoint-agency project in Ukiah . Recommendation #2: All new commercial development or redevelopment in excess of I0, 000 gross leasable square jeer should be required to provide one approved bicycle rack per 30 employees. All bicycle racks should be located in safe, secure, covered areas, be anchored to the grounri; and allow bicycles to lock both frame and wheels. Figures illustrating the recommended Class I (bike locker) and Class II (bike rack) conjigurattons are included in Appendix C. Recommendation #3: Bicycle parkt'ng locations in downtown and other employment areas (such as parking lots) where centralized public covered bicycle parking identified in this plan should be installed. These facilities may charge a small user fee and/or be subsidized by nearby employers. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 33 August 14, 1998 Recommendation ~4. A special program to construct bicycle corrals at all elementary schools, the middle school, and the high school in Ukiah should be initiated. These simple enclosed facilities are locked throughout the school day and address the theft and vandalism concerns ojstudents. 3.5 Description of Proposed Pedestrian Improvements A short description of each project is presented below. Locations for these projects are shown in Figure 5. Downtown Pedestrian District -Downtown Ukiah aUeady provides a streetscape and building scale which encourages and serves pedestrian travel. The strcets are generally narrow with building placement close to the street. Activities generated by the County Courthouse and downtown businesses result in a high level of pedestrian vitality. However, there are improvements which could be made to strengthen this vitality. Following is a list of pedestrian improvements which could be made in the downtown pedestrian district. • Replace the existing interior red painted crosswalks with a colored stamped concrete material. • Ensure clear paths on sidewalks for pedestrians by removing or relocating Strcet furniture, mailboxes, and other related objects which may present obstacles. • Install street trees at intersections which are different in color than other street trees to act as a visual cue to the driver of an intersection approaching. • Bulb-out comers at intersections to reduce crossing distances for pedestrians. • Ensure the proper maintenance of sidewalks. • Provide a pedestrian only block (see description to follow). Pedestrian Only Block -Several of the streets surrounding the County Courthouse already serve a high number of pedestrians and vehicles resulting in frequent conflicts. It is suggested that the City of Ukiah consider closing Perkins Street to vehiculaz traffic for one black between State Street and School Strcet. This modification would actually improve the traffic flow at the intersection of State StrcedPedans Strcet which is the key congestion point in the City of Ukiah. By changing the interscetion to a T rather than afour-way intersection, the worst case peak hour conditions would improve from a Level of Service E to a Level of Service C. Traffic which currently utilizes this block would have to disperse to other parallel blocks. The traffic impacts generated by this change should be assessed within the downtown area to deternune the extent of this impact. Arterial Street Crossing Program -Outside of the downtown area where Strcet widths present more of a "friendly" atmosphere for the pedestrian, street widths tend to be a challenge for pedestrians, especially on State Street. The Existing Conditions section noted a large number of uncontrolled pedestrian crossings throughout the City. Marry of these crosswalks are on State Street, Dora Street, and Bush Street, where these streets are very wide. There has been a recent trend nationwide of removing crosswalks at uncontrolled intersections based on the notion that the striping gives pedestrians a false sense of security and leads to a higher accident rate. This theory, which is based on a study in the City of San Diego in the 1970's, is currently being re-studied at the federal level. Given this consideration, it is recommended that a series of enhanced crosswalk designs replace the existing crosswalk striping on State Strcet, Dora Strcet and Bush Strcet. The design would consist of the following. removal of parking near the intersection to provide bulbouts at either end of the crosswalk wider 12-foot crosswalks with zebra striping pattern (A copy of the Caltrans standard is included in Appendix B.) street trees or standard monument to demarcate crosswalk location Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alto Page 34 August 14, 1998 _~ ~,~• 1 ~ Na~rth ~ A KUq lane g ~ g Not to Sceb F+~C+~• Orhe , i FbrRoytla ~ i~ 1~1~ fs ~ _ - I _ AW rm~ __ ~ 1 °~~_ l .~~ (!rob ~ Cpl ~. 6 3 .\ - d qe ROSa-. • npbn Menye ~ie9ripa R ~/ r LEGEND Pedestren Enhancements h Downtown x Inproved Strut Crossing Design Missing Links ~~ Pedestr®n Bk~elc Pedestr®n Street EMarwerkrts Figure 5 Pedestrian Projects Bicycle and Pedestrian Master Plan '.r L:^.~_ ~ Whittoek b Wainberpsr Transportatlon Inc. CI Of Ukiah uo•a.aaw ins • median refuge island where feasible • installation of pavement flashing lights activated automatically when pedestrian breaks entry beam Missing Links - As shown in the existing conditions section, there are many sidewalks with gaps or "missing links." These missing sidewalk sections generally have a significant impact in discouraging pedestrian trips no matter how short the length. The City should conduct a sidewalk installation progam which targets these missing links. Pedestrian Street Enhancements - In order to connect the most vital pedestrian activity area, the downtown, with other activity centers in the City of Ukiah, a number of corridors should be enhanced with pedestrian facilities to create pedestrian friendly condors. The corridors consist of State Street, Low Gap Road, Bush Street, Dora Street, Perkins Street, Talmage Road and the proposed Clay Street -Peach Street -Gibson Creek Condor proposed as a bike route. Design enhancements would consist of the following. • 6 to 8 foot wide sidewalks • some buffering between vehicles and pedestrians such as bike lanes, parking or landscaping • continuous sidewalks • standazd street trees with feature trees at intersections • wider crosswalks (Caltrans standazd of 12 feet edge to edge) with zebra striping pattern • demand responsive pedestrian calls where traffic signals exist • adequate street lighting It should be noted that some of these streets aready have some of the amenities, therefore, the extent of the modification would depend on the state of the existing street. 3.6 Bicycle and Pedestrian Safety Education Programs The Ukiah Bicycle Master Plan provides both physical recommendations (such as bike lanes) and progam recommendations. Some of the progam recommendations, such as changes in zoning requirements for bicycle parking, have already been covered. This section covers future efforts to educate bicyclists and motorists, and efforts to increase the use of bicycles as a transportation alternative. 3.6.1 Education The Ukiah Unified School District, Ukiah Police Departtnent, and the City of Ukiah Department of Public Works have a long history of trying to improve safety conditions for bicyclists and pedestrians. Despite these efforts, the lack of education for bicyclists, especially younger students, is a leading cause of accidents. For example, the most common type of reported bicycle accident in California involves a younger person (between 8 and 16 years of age) riding on the wrong side of the road in the evening hours. Studies of accident locations azound California consistently show the geatest concentration of accidants are directly adjacent to elementary, middle, and high schools. Many less-experienced adult bicyclists are unsure how to negotiate intersections and make [onus on city streets. Motorist education on the rights of bicyclists and pedestrians is virtually non-existent. Many motorists mistakenly bebeve, for example, that bicyclists do not have a right to ride in travel lanes and that they should be riding on sidewalks. Marry motorists do not understand the concept of `sharing the road' with bicyclists, or why a bicyclist may need to ride in a travel lane if there is no shoulder or it is full of gavel or potholes. Existing education progams in schools are generally taught once a year to 3rd, 4th, and 5th gaders. The Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alto Page 36 August 14, 1998 curriculum is generally derived from established programs developed by groups such as the California State Automobile Association, and taught by members of the Ukiah Police Departrnent. Budget cuts, demands oa students' time, and Lability concerns limit the extent of bicycle education to school children. Formal adult bicycle education is non-existent. Recommended Program: Expand Current Education Programs Existing educational programs in Ukiah schools should be expanded and supported by a secure, regulaz finding source. A Joint City/School District Safety Committce should be formed consisting of appointed pazents, teachers, administrators, and police and public works staff who aze responsible for identifying problems and solutions, ensuring implementation, and submitting recommendations to the School Board or City Council. Recommended Program: Develop New Educational Program Materials and Curriculum Education materials should be expanded to promote the benefits of bicycling, the need for education and safety improvements, the most recent educational tools available in the country (including the use of low-cost safety videos), and dircetives to pazents on specific school drop-off procedure duetted by their particular school. Educational pamphlets for childrer should be made more readable. Incentive programs to reward good behavior should be developed. Educational programs, and especially on-bike training, should be expanded to more grades and for more hours per yeaz. The education curriculum should, at a minimum, cover the following lessons: ^ on-bike training or bicycle `rodeos' ^ how to adjust and maintain a bicycle ^ night riding (clothes, lights) ^ Hiles of the road ^ restriction of riding on sidewalks ^ how to negotiate intersections ^ riding defensively ^ use of hand signals A standard safety handbook format should be developed incorporating the best elements of those currently in use, and made available to each school on disk so they may be customized as needed. Each school should develop a circulation map of the campus and immediate environs to include in the handbooks, cleazly showing the preferred circulation and pazking patterns and explaining in text the reason behind the recommendations. This circulation map should also be a permanent feature in all school newsletters. Bicycle helmet subsidy-programs aze available in California, and should be used to provide low-cost approved helmets for all school children who ride bicycles. Recommended Program: Develop an Adult Education Program Establish an adult bicycle education program through the Parks and Recreation Department, or other City departments that teaches adults bow to ride defensively, bow to ride on a variety of city strcets, and encourages adults to feel more confident to ride to work or for recreation. Work with local bicycling groups who wuld provide the training expertise, and possibly lead organized bicycle training sessions, tours and rides. Recommended Program: Educate Motorists Educate motorists about the rights and characteristics of bicyclists through a variety of means including: making bicycle safety a part of traffic school curriculum in Ukiah , producing a brochure on bicycle safety and laws for Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 37 August 14, 1998 public distribution, enforcing existing traffic laws for both motorists and bicycles, sending an official letter to the Departrnent of Motor Vehicles recommending the inclusion of bicycle laws in the drivers license exam, and installing signs that read `Share the Road' with a bicycle symbol at least every 1,000 feet along all routes of the proposed primary system where bike lanes are not feasible, travel lanes are under 14 fcet wide, and ADTs excced 20,000. Recommendation: Identify School Commute Routes This plan has identiSed marry mutes which will benefit school children who choose to walk or bicycle to school. However, each school needs to conduct its own evaluation of school commute patterns and work with the City in identifying crossing and condor improvements. Identifying and improving routes for children to walk or bicycle to school is one of the most cost effective means of reducing morning traffic congestion and addrossing existing safety problems. Most effective school commute programs are joint efforts of the school district and city, with pazent organizations adding an important element. Develop a tool that can be used to evaluate safety conditions on school commute corridors to determine if conditions are within acceptable bounds. This can be done using state or City accident data, surveys of parents on their school commute habits, surveys of students who walk or ride to school, and other sowces. Develop specific thresholds by which meaningfid comparisons can be made. Develop a toolbox of measwes that can be implemented by the school district and City to address safety problems. This may include maps of preferred school commute routes, warning signs, enhanced education, additional crossing guards, signal treatments (longer cycles, pedestrian activated buttons, etc.), enhanced visibility at key locations (lighting, landscaping abatement), crosswalks, bike lanes, and other measwes. Recommended Program: Develop School Commute Route Improvement Plan 3.7 Community and Employer Outreach Without community support, a bicycle and pedestrian plan lacks the key resowces that are needed to enswe implementation over time. While the City Public Works Department may be responsible for designing and constructing physical improvements, strategies for community involvement will be important to enswe broad- based support, which translates into political support, and can help secwe fmancial resowces. Involvement by the private sector in raising awazeness of the benefits of bicycling and walking range from small incremental activities by non-profit groups to efforts by the largest employers in the City. Specific programs are described below. 3.7.1 Bicycle Donatlon Program A fleet of lender bicycles available to employees to use as a commute alternative has proved successful in Portland and other U.S. cities. The bicycle may be purchased new or obtained from pofice auctions, repaired, painted and engraved with ID numbers, and made available frce of charge to employees. Depending on demand, bicycles may be made available through reservations or on a rotating basis. The bicycles themselves should be lower-end heavy-duty bicycles that have minimal re-sale value. Employers' responsibilities would be limited to an annual maintenance inspection and repays as necessary. The objective of the program is to encowage employees to try bicycling to work as an alternative, without making a major investment. Employers may wish to allow bicycle commuters to leave 15 minutes eazly from work, or some other type of incentive to encowage Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alta Page 38 August 14, 1998 use of the bicycles. It is recommended that the City of Ukiah (all Departments) be the first to try this program, and to encowage private employers to follow suit by offering TDM (Transportation Demand Management) credits or subsidized pwchases of bicycles. 3.7.2 Bicycle Clunker and Parts Program, Bicycle Repair Program This program ties directly into the previous program by obtaining broken, stolen, or other bicycles and restoring them to working condition. The program's dual mission is also to train young people (ages 12-18) how to repay bicycles as part of a summer jobs training effort. Bicycles are an excellent medium to teach young people the fundamentals of mechanics, safety, and operation. Young people can use these skills to maintain they own bicycles, or to build on related interests. The program is often staffed by volunteers from local cycling organizations and bicycle shops, who can help build an interest in bicycling as an alternative to driving. The seed money to begin this program often comes from a local private funding sowce. The proposal submitted to this source should clearly outline the project objectives, operating details, costs, effectiveness evaluation, and other details. The bicycles themselves could be derived from unclaimed stolen bicycles from the police department, or from donated bicycles. The program will need to qualify as a Section 501 C(3) non-pro5t organization to offer tax deductions. 3.7.3 Bicycle Facilities Map Work with the Parks & Recreation Department, the School District, Chamber of Commerce, and local businesses to produce a bicyclelwallang map that shows existing and recommended touring and commuting bicycle routes, access to regional mountain bike trails, historic walking tows, and school commute routes. The map could be distributed at local bike shops, the Chamber of Cortmierce, public buildings and local tourist oriented businesses. 3.7.4 CommunityAdopdon Programs to have local businesses and organizations `adopt' a pathway such as the Northwestern Pacific Bikeway have proven effective around the country, similar to the adoption of segments of the Interstate Highway system. Supporters would be identified by small signs located along the pathway, acknowledging their contribution. Support would be m the form of an annual commitment to pay for the routine maintenance of the pathway, which in general costs about $8,500 per mile. This program may be administered by the Parks and Recreation Departrnent or other groups. 3.7.5 Bike Fairs and Races The City is well positioned to capitalize on the growing interest in on-road and off-road bicycle races. Events would need to be sponsored by local businesses, and involve some promotion, insurance, and development of adequate circuits for all levels of riders. It is not unusual for these events to draw up to 1,000 riders, which could bring some additional expenditures into the town. The City can assist in developing these events by acting as a co-sponsor, and expediting and possibly underwriting some of the expense of, for example, police time. The City should also encowage these events to have races and tows that appeal to the less experienced cyclist. For example, in exchange for underwriting part of the costs of a race the City could require the event promoters to hold a bicycle repair and maintenance workshop for kids, short fun races for kids, and/or a tow of the route lead by experienced cyclists who could show less experienced riders how to safely negotiate city streets. Bicycle and Pedestrian Master Plan City of Ukiah W--Trans/Alfa Page 39 August 14, 1998 3.7.6 Employer Incentives Beyond progams described earlier such as the Bicycle Donation Progam, employer incentives to encourage employees to try bicycling or walking to work include sponsoring bike fairs and races, providing bicycle lockers and shower facilities, and offering incentives ro employees who commute by bicycle or walk by allowing for more flexible amval and deparhae times, and possibly paying for transit or taxis during inclement weather. The City may offer incentives to employers to institute these improvements through av quality credits, lowered pazking requirements, reduced traffic mitigation fees, or other means. 3.8 Other Safety Improvements In addition to the education actions listed above and the proposed bicycle and pedestrian system improvements, the following miscellaneous actions address a variety of needs and deficiencies. • Standard pedestrian crossing symbols, equipment, and timing at traffic signals. • Standard (12 foot wide edge to edge) crosswalks • Bright yellow-gcen high visibility pedestrian school crossing signs • Use of medians and bulbouts at uncontrolled crosswalks • Minimize crossing distance • Progam to relocate mailboxes and poles to provide adequate sidewalk width Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alta Page 40 August 14, 1998 4.0 Range of Design and Performance Standards This chapter provides details on the recommended design and operating standards for the Ukiah Bikeway and Pedestrian System. 4.1 Existing Bicycle Design Standards and Classifications National design standards for bikeways have been developed by the American Association of Highway and Transportation Officials (AASHTO) and the California Department of Transportation (Caltrans). The Caltrans Highway Design Manual, Chapter 1000: Bikeway Planning and Design, serves as the official design standazd for all bicycle facilities in California. Design standards in Chapter 1000 fall into two categories, mandatory and advisory. Caltrans advises that all standards in Chapter 1000 be followed, which also provides a measure of design immunity to the City. Not all possible design options are shown in Chapter 1000. For example, intersections, ramp entrances, rural roads, and a variety of pathway locations are not specified in the Highway Design Manual. The following section summarizes key operating and design definitions. ^ Bicycle A device upon which a person may ride, propelled exclusively by human power through a belt, chain, or gears, and having either two or three wheels in tandem or tricycle arrangement. ^ Class I Bikeway Variously called a bike path or multi-use trail. Provides for bicycle travel on a paved right of way completely separated from any strcet or highway. ^ Class II Bikeway Referred to as a bike lane. Provides a striped lane for one-way travel on a street or highway. ^ Class III Bikeway Referred to as a bike route. Provides for shared use with pedestrian or motor vehicle traffic. Graphic descriptions of Class I, II, and III bikeways are shown in Appendix D. 4.2 General Design Recommendations 4.2.1 Conform to Caltrans Design Guidelines jorAll Bikeways 1. All designated Class I, II, or III bicycle facilities should wnform to the Highway Design Manual Chapter. Where facilities do not mcet this criteria, they should not be referred to as a Class I, II, or III bike facility. 4.2 Class I, II and III Bikeway Design Guidelines The following guidelines present the recommended minimum design standards and ancillary support items for Class I bike paths (also referred to as multi-use trails), Class II bike lanes, and Class III bike routes. 4.2.1 All Class 1 bike paths should generally conform to the design recommendatlons included in Appendix Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 41 August 14, 1998 D. 1. Multi-use trails and unpaved facilities that serve primarily a recreation rather than a transportation function and will not be funded with federal transportation dollazs may not need to be designed to Caltrans standards. 2. Class I bike path crossings of roadways require preliminary design review. A prototype design in presented in Appendix D. Crenerally speaking, bike paths that cross roadways with ADTs over 20,000 vehicles will require signalization or Bade sepazation. No multi-use trails are proposed to cross a major arterial with ADTs over 20,000 vehicles in Ukiah. 3. Landscaping should generally be low water native vegetation. 4. Lighting should be provided where the bike path will be used by commuters. 5. Barriers at pathway entrances should be clearly marked with reflectors and ADA accessible (minimum 5 feet of clearance). 6. Bike path consdvction should take into account impacts of maintenance and emergency vehicles on shoulders and vertical requirements. 7. Provide 2 foot wide unpaved shoulders for pedestrians/runners, or a separate tread way where feasible. Direct pedestrians to right side of pathway with signing and stenciling. 8. Provide adequate trailhead parking and other facilities such as restrooms, drinking fountains and appropriate locations. 4.2.2: All Class II bike lanes should generally conform to the design recommendations in Appendix D. 1. Caltrans provides recommended intersection treatments in Chapter 1000 including bike lane `pockets' and signal loop detectors. The Departrnent of Public Works should develop a protocol for the application of these recommendations, so that improvements can be funded and made as part of regular improvement projects. Figures illustrating Class II Bike Lanes at Intersections and Recommended Right Turn Channelization included in Appendix C provide details for recommended intersection treatments. 2. Signal loop detectors should be considered for all arteriaUarterial, arteriaUcollector, and collector/collector intersections. The location of the detectors should be identified by a stencil of a standazd bicycle symbol. 3. Bike lane pockets (minimum 4 feet wide) between right tum lanes and through lanes should be provided wherever available width allows, and right tum volumes exceed 150 motor vehicles/hour. 4.3 Other Facilities Tn addition to the criteria established by Caltrans, there are a variety of improvements which will enhance the safety and attraction of streets for bicyclists. Bicycle Boulevards. Palo Alto pioneered the concept of a bicycle boulevard, which in that city is a street directly Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 42 August 14, 1998 parallel to a major commercial corridor that was designed to promote bicycle movement and discourage through vehicle movement. This was achieved by partial street closures and Zack of coordinated signals. In additioq wider curb lanes and frequent signing as a `Bicycle Boulevard' helps increase the motorists' awareness. A bicycle boulevard could be justified for routes such as the Western Corridor in the future. 4.3.1: The bicycle boulevard concept should be kept as a tool to be used by the City in the future as needed. Sidewalks. The use of sidewalks as bicycle facilities is not encauaged by Caltrans, even as a Class III bike route. There aze exceptions to this Wile. The California Vehicle Code states: "Local authorities may adopt rules and regulations by ordinance or resolution regarding the operation of bicycles on the public sidewalks.' (California Vehicle Code 21100, Subdivision I-n. Caltrans adds in Chapter 1000, "In residential azeas, sidewalk riding by young children too inexperienced to ride in the street is common. With lower bicycle speeds and lower auto speeds, potential conflicts are somewhat lessened, but still exist. But it is inappropriate to sign these facilities as bikeways. Bicyclists should not be encouraged (through signing) to ride on facilities that aze not designed to accommodate bicycle travel." 4.3.2: Adopt Caltrans recommendations. Tra,JJic Calming. This includes any effort to moderate or reduce vehicle speeds and/or volumes on streets where that traffic has a negative unpact on bicycle or pedestrian movement. Because these efforts may impact traffic outside the immediate condor, study of traffic impacts is typically required. For example, the City of Berkeley instituted traffic calming techniques by blocking access into residential streets. The impact was less traffic on local streets, and more traffic on arterials and collectors. Other techniques include installing traffic cycles, intersection islands, partial street closings, `bulb-out' curbs, pavement treatments, lower speed signal timing, and narrowing travel lanes. The City of Ukiah atready has a relatively continuous street grid system with some filtering of through traffic into residential neighborhoods. Traffic cycles, roundabouts, and other measures may be wnsidered for residential collector streets where there is a desire to control travel speeds and traffic volumes but not to install numerous stop signs or traffic signals. Signing and Striping. All bikeway signing in Ukiah should conform to the signing identified in the Caltrans Traffic Manual and/or the Manual on Uniform Traffic Control Devices (MUTCD). These documents give specific information on the type and location of signing for the primary bike system. A list of bikeway signs from Caltrans and the MUTCD are included in Appendix D (Recommended Bikeway Signing and Mazkings). Typical signing for a school commute corridor and a typical bike route sign are also shown in Appendix D. 4.3.3: Develop a Ukiah Bikeway System logo for use on the primary network. This sign may include a bikeway numbering system that is keyed into a publicly produced bikeway map. An example ofsuch a sign are shown in Appendix D. 4.3.4: Installing bikeway signs should be a high priority, and may begin immediately on Class III bike route portions of the bikeway network Examples of bikeway signing at signalized and unsignalized intersections and examples of bikeway warning signs are shown in Appendix D. 4.3.5: The City should identify locations in downtown and other employment areas where centralized public covered bicycle parking can be installed, such as parking lots. These facilities may charge a small user fee and/or be subsidized by nearby employers. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 43 August 14, 1998 4.4 Monitoring, Maintenance, and Security 4.4.1 Monitoring Once the plan has been adopted, a monitoring effort is required to ensure that the recommendations are enforced over time. The following actions are recommended to achieve this. Action: A bicycle coordinator position should be established, preferably located in the Public Works Department, who will be responsible for many ojthe monitoring responsibilities. They wtl! also be responsible for coordinating with planning, parks and recreation, police, and other departments. Action: Plan Review. All development and infrastructure improvement plans should be routed through the bicycle coordinator to ensure that bikeway segments are implemented, developer requirements are being met, and design standards adhered to. Action: Accident monitoring. Bicycle-related accident data should be collected annually from the police department and evaluated to determine areas ojconcern. Action: Marketing/Publtc Awareness. The coordinator should assist with promotional and educational events. Action: Maintenance. The coordinator should be responsible for an annual maintenance and operations budget, coordinating with the Public Works Department The coordinator should track long term bike path maintenance, schedule repairs, and respond to calls from the public or staff regarding maintenance needs. Action: Funding. The coordinator should work closely with agencies such as Caltrans to keep abreast of funding opportunities and prepare application packages. Action #22: Enforcement/Security. The coordinator should be responsible for coordinating with the police department to provide needed enforcement along bike paths. Also, problems regarding security, privacy, vandalism, and crime along bike paths should be addressed through the coordinator. 4.4.2 Maintenance The total annual maintenance cost of the primary bikeway system is estimated to be $~ocxx when it is fully implemented All of the maintenance costs are associated with the proposed bike paths, as bike lanes and routes are assumed to be maintained as part of routine roadway maintenance. Class I bike path maintenance costs are based on $8,500 per mile, which covers labor, supplies, and amortized equipment costs for weekly trash removal, monthly sweeping, and bi-annual resurfacing and repay patrols. Maintenance access on the Class I bike path will be achieved using standard City pick-up trucks on the pathway itself Sections with narrow widths or other clearance restrictions should be clearly marked. Class I bike path maintenance includes cleaning, resurfacing and restriping the asphalt path, repairs to crossings, cleaning drainage systems, trash removal, and landscaping. Underbrush and weed abatement should be performed once in the late spring and again in mid-summer. Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 44 August 14, 1998 Action: Identlfy a reliable source of funding to cover all new Class 1 bike path construch'on. All proposed designs should be closely examined to minimize future maintenance costs. 4.4.3 Security Sectuity may be au issue along portions of the proposed Northwestern Pacific Rail Trail Class I bike path. The following actions are recommended to address these concerns. Action: Enforcement ojapplicable laws on the bike path will be performed by the City ojUkiah Police Department, using both bicycles and vehicles. Enforcement ojvehicle statutes relating to bicycle operation will be enforced on Class II and Class III bikeways as part of the department's normal operations. No additional manpower or equipment is anticipated for Class II or III segments. Action: Normal bike path hours of operation will be Gam to 9pm, unless otherwise specified Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alto Page 45 August 14, 1998 Study Participants and References A. Stady Participants Whitlock & Weinberger Transportatioq Inc. (W-Trans) 2200 Range Avenue, Suite 102 Santa Rosa, CA 95403 (707)542-9500 Steve Weinberger, Principal-in-Charge Alta Transportation 56 Manor Road Fairfax, CA 94930 (415)258-0468 Michael Jones, Principal-in-Charge Sill' aSl&ff City of Ukiah 300 Seminary Avenue Ukiah, CA 95482 Chazley Stump, Senior Planner Rick Sennor, Deputy Dvector of Public Works Dave Lohse, Associate Planer Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa Page 46 August 14, 1998 Appendix A Street Cross Sections (to be included in Final Report) Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa August 1998 Appendix B Crosswalk Mazking Standards Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alta August 1998 v I ' 31t-18 t, nsswalks and Crosswalk Lines ~ m-stet - 'raised ~ ~ ~ Crosswalk markings at signalized intersections and across intersectional ReY. 4 K:. nay be ,a~ ~~ approaches on which traffic stops, serve primazily to guide pedestrians in the proper paths. Crosswalk markings across roadways on which traffic is ~, ,e p;=~-n of the iii-yt~~ ! not controlled by traffic signals or STOP signs, must also serve to warn RaY. a pedestrian crossin the motorist of a g point. At non-intersectional -e;, ;4;~-ating for locations, these markings legally establish the crosswalk. .: na-~.tra length Crosswalk lines shall be solid white lines, marking both edges of the ~ crosswalk. They shall be not less than 6 inches in width and should not be --ytp e.' =_ ~ or five spaced less than 6 feet apart. Under special circumstances where a stop line r at ap-r_dmately vi-atcl is not provided or where vehicular speeds exceed 35 MPH or where ~ _~ feet.: ~ at least Rev. 5 crosswalks are unexpected, it may be desirable to increase the width of the ,cen line ~-= *rents of crosswalk line up to 24" in width. Crosswalk lines on both sides of the ~ tcenae,~ Leas may crosswalk should extend across the full width of pavement to discourage r reflec~-,: markers diagonal walking between crosswalks (fig. 3-14a). .zszrecttn1ireexists Crosswalks should be marked at all intersections where there is ~' a fine ~~ents are w-sr Icl substantial conflict between vehicle and pedestrian movements. Marked .. .the -c'Ren line ReY.s crosswalks should also be provided at other appropriate points of i. two rz=:reflective pedestrian concentration, such as at loading islands, midblock pedestrian crossing, or where pedestrians could not otherwise recognize the proper apro~atzly N/8 ttt_No1 place to cross. than ~ :. R'Y' ° Crosswalk markings should not be used indiscriminately. An i °pprot~arzly N / 8 ~k A { ~ engineering study should be required before they aze installed at locations f l STOP f5 i i t s per de_v' line. away rom tra c s gna s or s gns. e~~ctive. Since non-intersectional pedestrian crossings are generally unexpected z.t mar's may be by the motorist, warning signs (sec. 2C-31) should be installed and e ne. adequate visibility provided by pazking prohibitions. I ui-s(o) For added visibility, the azea of the crosswalk may be marked with ReY. 4 white diagonal lines at a 45 ° angle or with white longitudinal lines at a 90 ° hes a:,:z. extending angle to the line of the crosswalk (figs. 3-14b, 14c). These lines should be approximately 12" to 24" wide and spaced 12" to 24" apart. When -an arei; ~hzre it is diagonal or longitudinal lines are used to mark a crosswalk, the transverse •~es arz -:ti;uired to crosswalk lines maybe omitted. This type of mazking is intended for use at leers' =:action, or locations where substantial numbers of pedestrians cross without any other traffic control device, at locations where physical conditions are 1 feet advance of such that added visibility of the crosswalk is desired or at places where a _ ence ;' a marked pedestrian crosswalk might not be expected. Caze should be taken to _.., stop:~+t point, in insure that crosswalks with diagonal or longitudinal lines used at some ~: neazz~. t'.ge of the locations do not weaken or detract from other crosswalks (where special emphasis markings aze not used) (fig. 3-14a). When an exclusive ~P sig. it should pedestrian phase signal, which permits diagonal crossing, is installed at an :i the sign Howevr intersection, a unique mazking may be used for the crosswalk (fig. 3-15). m-tNel .. stop. -`~ Stop line R~Y.4 3B-19 Parking Space Markings l~~ Parking space markings shall be white. 38-23 Rev. 3189 C - OlOfSWdlk marking with longitutlinal lines for added vitibil l(y Typire! etawt.vlk wrkinp. Traffic Manual MARKINGS 6-9 61992 Exit and entrance ramps, including freeway connectors, shall be marked with a yellow edgeline supplemented with yellow reflective pavement markers on the left and a white edgeline on the right. See Figure 6-5, LEFT EDGELINES FOR DIVIDED HIGHWAYS. Typical interchange mazkings are shown in Figure 6-27, TYPICAL EXIT /CONNECTOR RAMP MARKINGS, Figure 6-28, TYPICAL ENTRANCE /CONNECTOR RAMP MARK- INGS, Figure 6-29, TYPICAL ACCELERA- TION /DECELERATION AND PARALLEL ACCELERATION LANE MARKINGS, and Figures 6-30 through 6-35, TYPICAL EN- TRANCE /EXIT RAMP TERMINAL PAVE- MENT MARKINGS. 602.9 Two-way Lett Turn Lanes A two-way left-turn lane is a lane reserved in the center of a highway for exclusive use of left or U-turning vehicles (CVC 21460.5). It is normally used where there aze many poinu of access. The makkings shall be selected from those shown in Figure 6-8, TWO-WAY LEFT-TURN LANES. Optional treatments at signalized, major and minor intersections aze shown in Figure 6-19, TYPICAL TWO-WAY LEFT-TURN LANES. A gap in the markings should be made at all intersections. Two-way opposing pavement arrows may be used as shown in Figure 6-19, TYPICAL TWO-WAY LEFT-TURN LANES. The arrows may be supplemented by TWO-WAY LEFT TURN LANE SYMBOL (R67) and TWO-WAY TURN LANE (R6TA) signs at new installations and problem locations. 6-02.10 Approach to an Obstruction Pavement mazltings shall be used to guide traffic on the approach to fixed obstructions within a paved roadway. An obstruction may be so located that all traffic must keep to the right, or the obstruction may be between two lanes of traffic moving in the same direction. The markings in either case guide traffic away from the obstruction. The use of channelizing lines as shown in Figure 6-12, MISCELLANEOUS DETAILS, or no-passing markings as shown in Figure 6-4, NO-PASSING ZONE - TWO DIRECTION, and as shown in Figure 6-36, TYPICAL OBSTRUCTION MARKINGS, aze generally effective for mazking obstructions such as bridge supports, refuge islands, median islands, and channelizadon islands. 602.11 Llmfl Lines (Stopllnes) Limit lines (CVC 377) aze solid white lines, normally 12 to 24 inches wide, extending across all approach lanes to indicate the point behind which vehicles are required to stop. If a marked crosswalk (Section 6-02.12, CROSSWALKS AND CROSSWALK LINES) is in place, it would normally function as a limit line. For added emphasis, a limit line may be placed 4 feet or further in advance of and pazallel to the nearest crosswalk line. See Chapter 10, Section 10-04.3, CROSSWALK LINES, of this manual. In the absence of a marked crosswalk, the limit line should be placed at the desired stopping point this point is typically no more than 30 feet nor less than 4 feet from the nearest edge of traveled way of the intersecting roadway. If a limit line is used in conjunction with a STOP sign, it should ordinarily be placed in line with the STOP sign. However, if the sign cannot be located exactly where vehicles are expected to stop, the limit line should be placed at the stopping point. The word "STOP", in 8 foot letters, may be placed on the pavement in advance of the limit line. A limit line shall be placed on paved approaches and a STOP pavement mazking should be placed on all but minor approaches to State highways not controlled by signals. Typical limit line markings are shown in Figure 6-37, TYPICAL INTERSECTION MARKINGS. 602.12 Crosswalks and Crosswalk Lines The principles and practices described in this section apply to pedestrian crossings, in general, but may apply to other types of crossings, such as equestrian, bicycles, etc. This section does not apply to school crosswalks which are 6-10 MARKINGS Traffic Manual 11.1991 described more completely in Chapter 10, SCHOOL AREA PEDESTRIAN SAFETY, of this manual. Pedestrian crosswalk markings may be placed at intersections, representing extensions of the sidewalk lines, or on any portion of the roadway distinctly indicated for pedestrian crossing (CVC 275). Crosswalk makkings serve primarily to guide pedestrians into the proper path. Pedestrian crosswalk markings should not be used indiscriminately, as their presence can be detrimental to pedestrian safety. In some cases, pedestrians can be given a false sense of security due to the prominent appearance of the crosswalk to the pedestrian, resulting in a lack of caution. The crosswalk markings may not be readily apparent to the driver from a safe stopging distance. Pedestrian crosswallc markings may be installed where they are advisable to channelize pedestrians into the preferred path at intersections when the intended course is not readily apparent or when in the opinion of the engineer, their presence would minimize pedestrian-auto conflicts. In general, crosswalks should not be marked at intersections unless they are intended to channelize pedestrians. Emphasis is placed on the use of marked crosswalks as a channelization device rather than as a safety device. The following factors may be considered in determining whether a marked crosswalk should be used: • Vehiculaz approach speeds from both directions. • Vehiculaz volume and density. • Vehicular turning movements. • Pedestrian volumes. • Roadway width. • Day and night visibility by both pedestrians and motorists. Channelization is desirable to clarify pedestrian routes for sighted or sight impaired pedestrians. Discouragement of pedestrian use of undesirable routes. • Consistency with markings at adjacent intersections or within the same intersection. Crosswalk markings may be established between intersections in accordance with CVC 21106(a). Warning signs should be installed and adequate visibility provided by appropriate measures such as parking prohibitions. Non-intersectional (mid-block) pedestrian crossings are generally unexpected by the motorist and should be discouraged unless, in the opinion of the engineer, there is strong justification in favor of such installation. Particular attention should be given to roadways with two or more traffic lanes in one direction as a pedestrian may be hidden from view by a vehicle yielding the right-of-way to a pedestrian. Crosswalk markings shall be solid white lines not less than 12 inches wide, mazking both edges of the crosswalk. The lines should extend across the full width of pavement to discourage diagonal walking. A crosswalk should provide at least six feet of clear width between the lines. Diagonal or longitudinal lines may be placed within the crosswalk makkings. These lines should be approximately 12" to 24" wide and spaced 12" to 24" apart. When diagonal or longitudinal lines are used to mark a crosswalk, the transverse crosswalk lines may be omitted; except when the factor that determined the need to mazk a crosswalk is the clarification of pedestrian routes for sight-impaired pedestrians, the transverse crosswalk lines shall be marked. At controlled approaches, limit lines (s[oplines) help to define pedestrian paths and are therefore a factor the engineer may consider in deciding whether or not to mark the crosswalk. Where it is desirable to remove a mazked crosswalk, the removal may be accomplished by Appendis C Bicycle Pazking and Support Facilities Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alfa August 1998 s --'--•taoem_--- V ~e -an- ~,16 ~ ~~ f ~r~_~ o. 1 / ~ ~ 4Ma C«n~~n~nu ~ {~ ~•~ 2•B~dt a • otiw.~ a • e.cY eon .: r s•sre. f • oo« T•roa e•~ • l ~• f.Tpp Class I Bike Locker Designs TOP VIEYV S Loekfrf 10 0leyelff IOCR LOCATION! •! E T 1 Multiple Racka •fFANRE4: .hµ . wnWn a~~qn . lMi~ i 3 wfy~b . y.o...aaw . Gn M CorIWnM w.m mon rc~u .~W~MbW svECRUnoHS: • v.HV:z.d Rri • wMO~E b Oau. .. a~.a a Class II Bike Rack Designs ~~ Appendia D Design and Performance Standazds Bicycle and Pedestrian Master Plan City of Ukiah W-Trans/Alra August 1998 :- '~ , -;r '~' ._ ,.; ..~ - - BIKE PATH BIKE PATH NO MOTOR VEHICLES oR MOTORIZED BICYCLES BIKE LANE BIKE LANE BIKE ROUTE ON PhRKING Class I Bicycle Path Specifications • Thiclmess ' Pavement Type: Recycled Asphalt' 3" 7.5 cm AsPhalt~ 3" ,7.5'cm Concrete 3" 7.5 cm Sub-base: Granite 4-6" 10-15 cm Gravel 46" 10-15 cm Shoulders: Decomposed Granite 2-4" 5-10 cm Width: Minimum 8' 2.5 cm Preferred 12' 3.5 cm Shoulders: 2'-3' 75 em - 1 m Lateral Cleazance 2'-3' 75 em - 1 m Vertical Cleazance 8' 2.5 m w/ Equestrians 12' 3.5 m Striping (solid yellow line) 4" g cm Signing see MUTCD Cross Slope 2 °/, Min. Separation from Roadwayr 5' 1.25 m Design Speed 15-20 mph Maximum Superelevation 12 Maximum Grades 5 Barrier Posts 5' min. spacing May b< unsuitable Cor bdcc paths located N stream chw ' Unless physical barrier provided. Source: Caltrans Highway Design Manual, Chapter 1000. Class I Bicycle Path Specifications 2Sm (8~ venical clearance i h0.m (3) 75mm (3")Recycled A.C. or decomposed granite (AB2) .Z.l"m Decomposed Granite or Grave ~- 29o aoss slope (p) I 17Qmm (6") Compacted \ / ~~~""(4") yet!°~ wnterline stripe Sub-Grade - Native material oifilCcari ..., ~ ~~~' ..:.., -. '^ _. ,..........x<. 0.6m 1.S m I 1.8. m 0.6m (2) (67 35 m (6~ (27 (12~ 4.8 m (16~ Fencing required for privacy see details above .. ._. 2:1 slope ,. ...; , - ~;. 15:1 Draina8e slop/e ~\ /' Class I Bicycle Path Cross Section I F TRAFFIC SIGNAL ; ~ i ~; CONTROL PROTOTYPE ti [~~ W41. ~ ' W41A (OPTIONAL) 3 t, MVlil-PURPOSE `ft`'-~~ C TRNI \ m'~ ~ y oETECroR LoGP GR ~ ~ (OPTIONAL)TECTOR \ TRAIL CURVES TO • V ~~ SIDW BICYCLISiS 33 ~nQ SE ~AdNC BALLAROS ~ R62C C BICYCLE TRNIER ACCESSIERE O ~~ i ~ ~ i ~ I ~ 12' UMIT UNE Y1T0 R9~6 r BARRIER ANO 'WN7' 'HERE' W41 PEGS LEGENDS WNA ~ ~~~ 1 1~ ~I ACTUATED SIGNAL WITH PUSH BUTTON, INTERSECTION LIGHT{NG ~ AND STREET NAME yAR1ED SURfACE ~ s SIGNS (OPTIONAL) 9CNAL 1O0P5 OR 40TION DETECTORS PoPPLED PAVEMENT (OPTpNAI) 12' HIDE ~ CRQSSiNC _~ _ WTy WTS WBO XING REDUCE SPEEO -~ t CALL OUT flEDUCE WNEN PASSWG SPEED 8 CALL OUT WHEN PASSWO TRNI CURVES TO AOW 61CYCUSTS ,-CURB CUi (PER ADA REOUIREMEN TS) ~-f1,ASHINC YELLOW WARWNC BEACON (OPTIONAL) _ 12" LIMB LINE - _ STREET NAME(TRAIL SIGN(S) (OPTIONAL) R1 ~ R1-2 ` ,~ ~ ~ ~ QT SW1 r% (OPTIONAL) L=J ( ?,r '(i~ PAVEMENT LEGEND ^$TOP^ Qf "YIELD" }(~\ ' ~ ~ w1T .f, wza .~. O OT O G YELLOW SNS ~~ I ~ (OPTIONAL) r.ne. bl x,m. r.iw.. st N,m. I ~; STOP OR YIELD CONTROL PROTOTYPE 2' I e'~j'- r~ % NOT TO SCALE RECOY4ENOED "°°'~"'~"'" Class I Bicycle Path Crossing Prototype Table C2: Class II Bike Lane Specifications Minimum Widths Adjacent Parking 5' (1.5 m) No Parking' 4' (1.2 m) Combination Parking Lanes 11-13' (3.3-3.9 m) Striping Left side line: solid white stripe 6" (150 mm) Right side line: solid white stripe 4" (100 mm) Approach to intersections: 100-200' (30 m-60 m) Dashed white stripe Signing R81 Bike Lane Sign ^ beginning of all bike lanes ^ far side of all bike path crossings ^ at approaches and far side of all arterial crossings ^ at major changes indirection ^ maximum % mile (0.8 km) intervals Custom Bike Route Sign with G33 Directional Arrow and destination signs (where needed) ^ -see items under R8~t-Bike Lane Sign ^ at approach to arterialtrossings Pavement Markings "Bike" legend "Lane"legend Directional arrow ^ see items under R81 Bike Lane Sign ^ at beginning and end of bike lane pockets at approach to intersection Source: Caltrans Highway Design Manual, Chapter 1000, MUTCD, Caltrans Traffic Manual 4 Minimum 3' (.9 m) between stripe and gutter joint. 5 Rolled curb, 11' (3.3 m), vertical curb, 12' (3.6 m), 13' (3.9 m) recommended with significant parking or turnover. Class II Bicycle Lane Specifications 6' Contlnuoue whlU atrlpe Curb Lane: t I 10' Undar 2000 AOT l~Jl 72' over 2000 ADT (untlsr 35 mph) 1 a' over 20,000 ADT (over 35 mph) m -1 g ~ No Parking J I , - a J C e Y i m g J 3Y Parking Atl)acsnt W ~5 II 4.5 Gutter trsnsition muss De smooN 10 Oa intlWed in wi01n ~~ Minimum Street W(dths to Accommodate Bike Lanes 2 -Lanes /Perking a • Lanes /Parking B • Lanes /Parking 0 1 2 0 1 2 0 1 2 >2,000 AOT 28' 35' 44' 46' S6' 82' N/A N/A N/A 2,000 ~ 20,000 ADT 32' 41' S0' S6' 65' 74' BO' 89' 98' 20.000 . ADT Under 35 MPH 32' 41' S0' S6' 65' 74' 80' 69' 98' 20.000+ADT Under 35 MPH 36' 45' S4' 80' 69' 78' 84' 93' 102' Note: Assumes curb to curb with smooth gutter transition. Assumes no medians. ' Class II Bicycle Lane Cross Section I r I I F t Parking Lane Trans(tion Length Should Be ~ ~ 8. Designed Baaed on 85th Percentile Parking Lane , I Speed of Vehicle Travel 8' ' ' I , - I I ` ` I I ~ "Bike", "Lane", and Artow ~ i "Bike", "Lane", and Arrow White White Pavement Markings i ~ Pavement Markings; R81 "Bike ~ ~ Lane" Sign I I I I I I t' min Bika Lans (1' min ' ' Clear of Gutter) I I I ~ .a. I Signal Detector ~ ~ ~ ~ ; Enhanced Slynal Detector (with stenciled marker) I I i ~` ., .` .` t " " h i R81 Bike Lane Sign led marker) Signal Detector (wit stenc I I~ I I I I Enhanced Signal ' I ' ~ 'Bika" "Lane" and Arrow Detector ' t White Pavement Markings I I I I ' I E°e I I O N ~ I I 4' Minimum Bike Lane ' e ° " I (tor heavy LeR tum Bicycle ~ ~ ' Volumes, i.e., over SDlhour) ~ ' i I - I , ~ ~ ~ ~ ~ , ~ ~ ' ~ ~ B' , ~ 5' Min Bika Jana ~ I ~ 8' Parking Lane ~ ' r•-- ~- Parking Lane Bicycle Lane Intersection Design Typical High-Speed, L~ Channelized Right Tur ~• Modified Low-Speed, 1 Channelized Right Tur Recommended Right Turn Channelization BIKE PATH SIGNS Caltrans MUTCD For Use: Sign DescrlpUon Location Color Designation Designaton Yes Bike Path-NO Motor Vehides Entrance to Vail B on W R44A WA or Motorized Birydes No No Motor Vehicles Entrances to tail B on W WA R53 Yes Trail Logo sign Trail logo: at all trail entrances and major Varies WA WA access points Yes Trail Regulations All Vail entrances (whero people reading B on W WA NIA sign will not block traiq Yes Trail Curfew 10PM -SAM Based on local ordinance R on W WA WA Yes Mufti-purpose Trail: Bikes All Dail entrances WA WA Yield to PedestriansMOroes Yes Bikes Reduce Speed 6 Call Every 2,000 feet B on W WA WA Out Before Passing Yes Keep LeR Peds Right Bikes Every 1000-2000 teat whero pad and B on W WA Rg-7 Keep Right Peds LeR Bikes bike areas era designated Yes ~ Please Stay on Trail In environmentalty-sensitive areas WA WA Yes Speed Limit Signs Where speed limits should be reduced B on W R2 R2-t Erom the Veils design speed Yes Caution: Storm Damaged Trail Stonn damaged locetions B on Y WA N/A Yes Trail Closed: No Entry Until Where Vail or access points dosed due-B on W WA WA Made Accessible & safe for to hazardous conditions Public Use Yes STOP At Vail Intersections with roads and W on R Rt R1-1 Yes YIELD other primary trails W on R R7-2 Rt-2 Yes Birycle Push Button for Green Above push button at signal B on W R62C WA Light Yas Biryde Use Pad Signal For pact signal at cross walks B on W WA Rg-6 Yes Birycle Yield to Peds Where facility Gs shared by pads B on W WA Rg-6 Yes Biryde Symbol For motorists before/at uncontrolled B on Y W79 W11-1 trail crossings and roads wkh unexpected bikes Yes STOP Ahead Before unexpected STOP sign B, R on Y W17 W3.1a Yes YIELD Ahead Before unexpected YIELD sign B, R, W on YW28 W3.2a Yes Signal Ahead Before unexpected signal B, R, G on YW4t W33 Recommended Bikeway Signing and Marking BIKE PATH SIGNS (eont.'0 Caltrans MUTCD For Use: Sign Description Location Color Designation Designation Yes Cross Traffic Dces Not Stop Below stop oryieW using B on W SW t WA engineering judgment Yes Tums and Curves Before toms and curves less than B on Y W1,2,3 W1-1,2 design speed specificatlons W4,5,6,14 W14,5 W56,57 W1.6,7 Yes Trail Intersections Before uncontrolled trail approach, B on Y W7,6,9 -W2-1,2,3 or whero visibility is IimRed W24,5 Yes Bikeway Narrows Before bikeway bss Nan 8' wide B on Y W75 (mod) W5~4 Yes Narow BRdge Before bridge less than 1T wide B on Y W23 WS2 Yes Downgrade Before sustained bikeway hill greater B on Y W29 (mod) W7-5 than 5°.6 Yes Pedestrian Crossing Where pedestrian walkway crosses trail B on Y W54 W 1 to-2 Yes Restricted Vertical Clearance Before vertical Uearanca less than 8'- 6' B on Y W34 W12.2 Yes Railroad Crossing Before trail crosses railway tredcs B on Y W47 W10.1 BIKE LANE SIGNS Caltrens MUTCD For Use: Sign Description Location Color Design. Design. Yes Bike Lane Far side of intersections, B on W R81 N/A etc. Yes Begin Beginning of bike lane B on W R81A N/A Yes End End-of bike lane B on W R81 B N/A No Bike Lana Ahead/Ends At beginning/end of bike lanes B on W WA R3-i6 No Right/LeNCurb Lane Bikes Along bike lanes B on W WA R3.17 Ony Yes Right Lane Must Tum Right At required vahide right turns 8 on W R18 R3-7 No Begin Right turn Hera, Yield Where bike lanes end before B on W WA R4- to Bikes intersection Yes No Parking Any Time Where parking is prohibited R on W R26, 26A R7-t R28, 28A Yes No Parking Bike Lane Where parking is prohibited B,R on W WA R7-9, 9a Yes No Bikes Wrong Way On bade of signs visible to wrong way B,R on W WA N/A riders Recommended Bikeway Signing and Marking (cont'd) BIKE ROUTE SIGNS Caltnns MUTCD For Use: Slgn Desedptlon Loatlon Color Deslgnatlon DeslgnaUon- Yes Bike Route Beforo intetsedions, etc. W on G G93 D1 t-1 Yes Begin Beginning of bke route W on G G93A M4-11 Yes End End of bike route W on G G93B M4.12 Yes Arrows Beforo Intersections, etc. W on G G33~5 M7-1-7 Yes Route Name - On primary named routes W on G St7 WA Yes tago Numbered Route On logo numbered routes W on G SG45 Mt-8, 9 Yes SUeetname and Directional Signs At intersections whero accesato major W do G G7 D1-1 (i.e., Beaehas, Downtown, etc.) destinations b available G8 D1-1b(r/1) OTHER BIKE SIGNS Caltnna MUTCD For Use: Sign Deserlptlon Locatlon Color Deslgnatlon Deslgnatlon Yes Bitycb Parking At brke parking ba0ons G on W G93C D4-3 Yes Hazardous Condition Beforo slippery or rough pavement, B on Y W42 (mod) W&10 such as steel deck, ford, etc. Yes Angled Railroad Crossing Before angled trades B on W SW27-1 WA Yes No Bikes fadlity (sidewalks, At entrance to prohibited B, R on W R95, 95A R5-6 etc.) Yes Pedestrians Bitytks Motor- On Freeway on-ramps B on W R44 R&t0A,108 Driven Cycles ProhbRed whero bikes prohibited Yes Bitycles Motor-Driven At romp~vhere bikes must exit a freeway B on W R446, 44C N/A Cyees Must FxPt Recommended Bikeway Signing and Marking (conYd) (p uoltelletsup 11tl ~~ T L tl llrln enn AM Installation A• In advance of remote xhool crosswalW and on streets with prima facie 25 MPH Installation B- Optional at xhool erosswalW. Not used with stop signs, yieltl signs, or signals. installation C- On streets wOh higher speeds. to wam drivers of School Zone with 25 mph speed limit at Certain times. (8 uo!tellWSUI) ti -7. pF F Varies F N W d 8 J N4 D V C ~{tl ~~ n F T ~RU y7 a a uBls (SE) Zk! to nag ul peso as eyr 3e02 q M 100N7S '~' drr3 e1 N 0 6 his I A' I p §~ i; e 4 0 N cal Uns Interse~ g c N .z N u b -~ 1 ~~ .~ gN Q~ 0 ~ SLf~ I I m I ~ I I SGEED i uA1fh R1 35 Indicates that vehicle is out of school zone by posting higher speed limit. May be used in lieu of W65-1 R `o 3~~ 3 3 < ~ a C .~ e O ® ~ g g e an m E T O ~ ~ m ~~ ~ a-a~ i ~~ m N G O r ;d ~' ®waa W!M (Installation B) Notes: t. The eityele Crossin8 sign (W79) is optional where the approach ut controlletl Dy a signal, stop sign, or yield sign. 2. For urban situations, post 250' prior to intersection, 750' in rural sreas. 3. The bike lane may either be dropped entirely approximately 200' in advance of the Intersection, or a dashed line carded to the interseaion or through the intersection is optional. wey a.e]o i UYf} R 1 25 _ en (Inatallation C) Signs and Marking within School Zones A ~~ ., BIKE ROUTE Bike Route Sign STATE Of CALIFORNIA - DEFAR7MEM OF TAANSfOR7AT10N YUTCD NUMBEA -~`10T1f .Q C ODDE SG4$ ~ E ~- H J i K L K M N DIMENSIONS (lNCNES} • SIGN SIZE A 8 C D E F G N J- K L M N 72x18 12 18 1Jd tld i-12 10 16 i/4 4 3!d 4-112 40 1-?/1 16 x 24 18 24 3B 12 1.12 15 21 12 5 1 6 5D 2.1/? COLORS BORDER & LEGEND -GREEN (Retlective) BACKGROUND • WHITE (Reflective) TIE -GUCY FDR 4RFNDFD USAD[ DFTNB SIGM B SICTIN ON RETERSE SDE - yT[ JEYI{dI AiVEGI Numbered Bike Route Sign t ou •[M ~~~ C~7a Cr0 ~ mm I F .c ~ O i 5 ~ i O Where Vehicle parking ~ ~ ~ ~ ~ 4'6) is Permitted ': ~ ~ ~ ~ -~ ~ ~ ~-r ~ ~ ) 3' £ l ~ ~ o ~-~ • goo tt_ ® _~ _ ~ ~g~ ,~1: . ~ ~` ® ~~ ~' a a tt w.w.,s . ~ d ~' ~ tl T Varies s is O ypical Unsignalize °' to Intersection 0 v F Varies 2 F y R1 1 ~O ~ SWWaN aO' as [ o: $~ ~~~ ~ w 1 , ~N O• } =~ a T ~ Qo ~' Where Vehicle parking a ' "°"~~ .~, ~ ° l is Prohibited I. The Bicycle Crossing sign (W79) is .~ ( t optional where the approach is y ) $ controlled by a signal, stop sign, or o •e yield sign. I m 1 rn. ,v_ 2. 250 - 1500 feet (75 -450 m); Based on ~.•+ ~r 'o ( 9 -L vehical approach speed. cw y ~ ~> iO ~ ~ oaa A mm+mvm :s' oetween 3. The bike lane may either be dropped I ~ 4, ~`~ the longitudinal Point at entirely approximately 100' • 200' (30 - ( the concrete and 6' bike 60 m) in advance of the intersection, ifs °ca" lane line is required atw 1 .,~ or a dashed line carried to the ~- intersection or tluough the Y intersection is optional. cco Signing at Unsignalized Intersections I~ 1 NL10 T I O 7 OI 1 cw ~ 1 S3 1 3 1 1 Where Vehicle parking ,, ~ ~ is Prohibited ~ I ~: t:Iauol)dp :.~ I I sut T I I uoune 4snd •xlH . m I wAnB tP'td Ped '. ~I y JA 4 V ens on .,~ . ~_ ~ a °°=s, as 3~ ~ S o M G M Z ®~ ® ~ ~ .~, a Varies z ~ ~ ~ ~ t-Presence Loop wth Stencil Typical Signalized intersection Presence Loop t~th Stencil-~ A ~ g ct F varies z • Ped Rah Bulout a ~ _ ~ • Bike Push Burton g~ ® ® w 1 1 4' m Q us When parking area ~ ~ ~ 1 M optional 4' solid while stripe y n s ~ ~ becomes Rlght• ~' may be used in place at the cross stri es where Arkin . a Turn-Only lane I p p g _~ ~ 1 stalls are unnecessary because ~ parking is light and there is concam that a motorist may Typical path of through bicyclist to misconstrue the bike lane to Notes: ~ a ; r be a traflie lane ~ I t 1. The Bicycle Crossing sign (W79) is optional where the approach is ~ , T -~ ~' ~ ~ I 1 h "~ Where Vehicle parking controlled by a signal, stop sign, or pp ~• . yield Sign. ~ i ~ ~ is Permitted 2. 250 - 1500 feet (75 -750 m); Based on ,g t I .~ tg vehical approach speed. ~~ 1 v) ~ 3. The bike lane may either be dropped tuia 1 io I au entirely approcimately I00' - 200' (30 • ~. e . e of the interxetion dvan 60 i ~ 1 ~ ~ i , n a c m) r or a dashed line carried to the no ~~ ~ intersection or through the intersection is optional. Signing at Signalized Intersections WARNING SIGNS Signs for iocations on path near auto access points Signs for bike lanes where there is no auto parking on right of lone Signs for occasional use on Class 2 8 3 routes and Bicycle Boulevards. Can 6e interspersed with 'Share the Road" signs. Possible stickers Signs for use at transition from Class 2 to Class 3; at the beginning of routes; and on non-birycle•route roads where birycle traffic might be expected or of intervals on all city streets. Possible stickers CAUTION • WATCH FOR I BIKES Signs used at intervals along bike routes with adjacent parallel parking. Frequency of signs should be related to parking turnover rates. Should be used throughout City at parallel parking locations, aiso. Warning Signs ~ Bs C,z „~ -~~ -Q ~: T~_-~_ ~~k~~ LtS ~1~...--!r- s N-- ~- Tt.~porarc.~ Intl- _>j,o 1 oc~.h.~- ~ o t ~~ ,utlO ~,~ i ~ ~~ ~~ T Gl1 CPra~~St ~ ~c u-tird, la' C~Pa~b~ rt.~olA.c~r;.--~ ra W~'f7a bwm ~oh~ ~~ ~ .. 3L ~ Dr. u ti wc..~ ~x~~}lnc~ NB -r n9 -~+~p'' ~DuTI-'t ~~~"~~ T fe ~ CT" ~ ~-rtG~' (,u t ~ f~ no ~ ~ s ~--~--U- s~ --~ ~~ ~orh~T .. O O' GK~P~ ~~ .- -. serving Mendocino County since 1976 Memo To: City of Ukiah, Traffic Engineering Committee From: Steve Turner, Assistant General Manager Date: August 17, 1998 Subject: Request for Bus Stops 1. Request to relocate bus stop on the west side of South State Street from 1070 South State Street (Super 8 Motel) north to 84' south of the curb return from Observatory Street and mount the sign on the existing parking sign post. We request that the City Council designate this 84 feet of curb as red (No Parking). Drawing attached. 2. Request that the temporary bus stop located approximately 100' west of Despina on west bound Low Gap Road be made permanent. This will provide the safest possible Northbound stop for our expanded service to the High School. st:.. \ b u s s to p\o b s rvs s. d o c Mendocino Transit Awthority