12 Staff Report - Report on SR 9 Bicycle Lane and Pedestrian Facility Feasibility Study
DATE: TO: FROM: COUNCIL AGENDA REPORT OCTOBER 26, 2004 DEBRA J. FIGONE, TOWN MANAGER MEETING DATE:ll1101l04 ITEM NO. i 12 SUBJECT: ACCEPT REPORT
ON SR 9· BICYCLE LANE AND PEDESTRIAN STUDY RECOMMENDATION: Accept report on SR 9 Bicycle Lane and Pedestrian Facility Feasibility Study. BACKGROUND:
Fehr & Peers AssQciates, a traffic consultant hired by Town, City of Saratoga, and City of Monte Sereno has submitted a draft report for the SR 9 Bicycle Lane and Pedestrian Facility
Feasibility Study. A copy ofthe report is attached. Two recent fatalities and other past incidents have illustrated the need for safety improvements for pedestrians and bicyclists. DISCUSSION:
The study corridor is SR 9 from Saratoga Avenue in Saratoga to Los Gatos Boulevard in Los Gatos. The purpose of the study is to identify the feasibility of installing bicycle lanes and
off-street pedestrian paths (or sidewalk) along the entire length ofthe study corridor. The design standard considered for the purpose of this project is a four or five-foot bicycle
lane, a six-inch highAC berm, and a four-foot pedestrian path. The report, along with a set ofaerial photos, identifies the improvements likely required to provide bicycle lanes as well
as pedestrian paths. Most ofthe recommended improvements are within Saratoga and Monte Sereno. They include curb relocation, retaining wall and berm construction, median modification,
and pedestrian signal, etc. d§{-Cw;t;; PREPARED BY: J HNE. CURTIS irector of Parks and Public Works Reviewed by: Town Manager l}jvAttomey __Clerk Finance Community
Development Revised: 10126/04 2:13 pm Reformatted: 5/30102 N:\B&E\COUNCIL REPORTS\Highway9.bike.ped.safety.wpd
PAGE 2 MAYOR AND TOWN COUNCIL SUBJECT: ACCEPT REPORT ON SR 9 BICYCLE LANE AND PEDESTRIAN FACILITY FEASIBILITY STUDY OCTOBER 26, 2004 The recommended improvements within Los Gatos are
as follows: • Bicycle lanes can be added by restriping from the west side of the SR 17 interchange to the Monte Sereno city limits within existing street width. A minor modification
to the curb median at Massol/SR 9 would be required. • Bicycle lanes are not recommended from the west side of the interchange to Los Gatos Boulevard with the existing interchange configuration.
To add designated bicycle lanes would require reconstruction ofthe interchange (to partial-cloverleafwith traffic signals controlling the off-ramp traffic), narrowing of the median island
near Alberto Way, and street widening near Bella Vista Avenue. • Pedestrian sidewalks are already provided except along the south side between University Avenue and Los Gatos Boulevard.
Signage is recommended at the southeast corner of SR 9/University instructing eastbound pedestrians to use the north side ofSR 9 to cross the SR 17 interchange. Town staff has submitted
a request to Caltrans for installing the sign. Town Staff Action Prior to the study, Town staffhad prepared a striping plan for adding bicycle lanes and received oral acceptance from
Caltrans staff. Staffcontinues working with Caltrans toward implementing the plan next summer as part of the repaving project that Caltrans has scheduled for SR 9. The proposed bicycle
lane plan has been incorporated into the Downtown Gateway Project that involves the SR 9/Santa Cruz and SR 9/University intersections. Staffhas also worked with Caltrans in the past
two years for improving pedestrian safety. The Town has recently installed a crosswalk improvement for the Massol/SR 9 crosswalk. Caltrans is installing a speed radar sign for SR 9 west
ofMontgomery for purpose ofslowing down traffic entering Town limits approaching the crosswalk. CONCLUSION: Staff recommends acceptance of the report and continuing to work with Caltrans,
Saratoga, and Monte Sereno to improve traffic safety along SR 9, the access, and safety for pedestrians and bicyclists.
PAGE 3 SUBJECT: ACCEPT REPORT ON SR 9 BICYCLE LANE AND PEDESTRIAN STUDY OCTOBER 26, 2004 ENVIRONMENTAL ASSESSMENT:
This is a project as defined under CEQA but is Categorically Exempt (Section 15301). A notice of Exemption will not be filed. FISCAL IMPACT: There is no fiscal impact at this time, however,
more definitive study and a design for a bike lane would very likely result in costs which will require a budget authorization in a future fiscal year. Attachments: , Draft SR 9 Bicycle
Lane and Pedestrian Facility Feasibility Study
Date: To: From: Subject: MEMORANDUM September 15, 2004 Gordon Siebert, City of Monte Sereno John Cherbone, City of Saratoga John Curtis, Town of Los Gatos Mike Murdter, Santa Clara County
Eric Bollich/Sohrab Rashid, P.E. SR 9 Bicycle Lane and Pedestrian Facility Feasibility Study 1045-706 This memorandum presents the draft results of the study is to identify the constraints
and opportunities for striping bicycle lanes on State Route (SR) 9 in the City of Saratoga, the City of Monte Sereno, an unincorporated section of Santa Clara County, and the Town of
Los Gatos. As part of this study, other potential safety improvements including signing and landscape modifications were identified. Background The study corridor is attractive to bicyclists
and pedestrians because it connects to numerous desirable destinations including the Saratoga Village and Downtown Los Gatos. In most cases, this roadway is the only direct link between
various parts of each community, where there are limited or non-existent parallel local streets. This SR 9 corridor includes a variety of operational characteristics from segment to
segment that result in challenging situations for non-automobile users including bicyclists and pedestrians. Two recent fatalities and other past incidents have graphically illustrated
the need for improvements to heighten driver awareness of bicyclists and pedestrians and to enhance facilities where feasible. Study Purpose and Scope The purpose of this study is to
identify the preliminary feasibility of installing standard, Class II bicycle lanes along the entire length of the study corridor. As part of this study, the feasibility of constructing
a separate pedestrian path along both sides of the corridor (where appropriate) was also investigated. The project deliverable for this study is a set of aerial photographs that are
marked with the improvements likely required to provide bicycle lanes, as well as a pedestrian path. The study is based on field observations and measurements and did not involve a review
of of detailed right-of-way at any location. Detailed cost estimates of recommended or required improvements will be conducted as part of a separate work effort. Project Study Limits
City of Saratoga: Saratoga-Los Gatos Road (SR 9) from Saratoga Avenue to San Tomas Aquinas Creek City of Monte Sereno: Saratoga-Los Gatos Road (SR 9) from San Tomas Aquinas Creek to
Quito Road and Daves Avenue to Los Gatos City Limit (West of Montgomery Street) Santa Clara County: Saratoga-Los Gatos Road (SR 9) from Quito Road to Daves Avenue Town of Los Gatos:
Los Gatos-Saratoga Road (SR 9) from Monte Sereno City Limit (West of Montgomery Street) to SR 17; and Los Gatos-Saratoga Road from SR 17 to Los Gatos Boulevard 255 N. Market Street,
Suite 200, San Jose CA 95110 (408) 278-1700 Fax (408) 278-1717 www.fehrandpeers.com
jI! Almost all of the 4.2-mile corridor is designated as SR 9 and is operated and maintained by the California Department of Transportation (Caltrans). Only the approximate 1,OOO-foot
segment of Los Gatos-Saratoga Road east of SR 17 is locally controlled by the Town of Los Gatos. The study corridor includes roadway segments with several sets of very different operating
characteristics from the driver perspective. Within Los Gatos, SR 9 and Los Gatos-Saratoga Road essentially operates as an arterial roadway with more of an urban "feeL" The road includes
two to four travel lanes, a posted speed limit of 35 mph, signalized intersections, and buildings on fronting properties that are located in close proximity to the traveled way. The
exception to this description is the section of SR 9 at the SR 17 interchange, where traffic must merge and diverge over relatively short distances due to the older cloverleaf design.
Sidewalks are provided on both sides of SR 9 . within the city, but the sidewalk/formal path ends ends just west of the Monte Sereno city limit. The Town is currently implementing enhancements
to the pedestrian crossing at Massol Avenue to improve safety and to increase the visibility of pedestrians to drivers. The section of SR 9 through Monte Sereno from west of Montgomery
Street to Daves Avenue represents one of the numerous transition areas in the corridor. In the westbound direction, the road widens from one to two lanes west of Viewfield Road and the
posted speed limit increases to 40 mph and then 50 mph before the City limit with Saratoga. Eastbound, the speed limit decreases to 40 mph near the Saratoga city limit and then decreases
to 35 mph while two lanes merge into one near Ridgecrest Avenue. Between Viewfield Road and the city limit, SR 9 includes a center two-way left-turn lane. No formal path or sidewalk
is provided on SR 9 through the City. In Saratoga, SR 9 includes two lanes in each direction between the Monte Sereno city limit and Fruitvale Avenue, with a posted speed limit of 50
mph and a landscaped median. Openings are provided at several cross streets to allow turning movements, but these locations are not ideal from a pedestrian crossing standpoint with the
relatively high travel speeds, lengthy crossing distances, and lack of traffic control devices. West of Fruitvale Avenue to Horseshoe Drive, SR 9 is posted for 40 to 45 mph and includes
one lane in each direction with turn pockets at selected intersections. An existing pedestrian path begins on the north side of SR 9 just east of Fruitvale Avenue but is discontinuous
to Three Oaks Way. West of Three Oaks, the path continues to Horseshoe Drive (west intersection) where pedestrians are required to cross the street to access the path on the south side,
which then continues to just east of Oak Street. One issue consistent through all jurisdictions is the need to clean the shoulders of SR 9. In many cases, adequate shoulder width exists,
but leaves, dirt and other debris have covered all or part of the shoulder. In some cases, periodic cleaning will be required or short retaining walls must be constructed to keep the
shoulders clear for bicycle travel on a permanent basis. Clean up of the entire corridor should be initiated immediately. Design Standards Bicycle Lanes Standard bicycle lane widths
are identified in Bicycle Technical Guidelines: A Guide for Local Agencies in Santa Clara County (September 2, 1999) published by the Valley Transportation Authority (VTA). Lane widths
from Figure 1 in that document are as follows: . Page 2
Table 1 Bicycle Lane Widths Bicycle Lane Width Posted Speed Limit Optimal Minimum Width S; 35 mph 5 feet 4 feet > 35 mph and S; 50 mph 6 feet 5 feet > 50 mph 8 feet 7 feet Notes: Minimum
width is measured from gutter joint to center of lane stripe. Source: Bicycle Technical Guidelines: A Guide for Local Agencies in Santa Clara County (September 2, 1999) published by
the Valley Transportation Authority (VTA). Pedestrian Path The feasibility of a continuous pedestrian path along SR 9 was evaluated assuming a 4-foot minimum width path that would be
separated from the traveled way by either an asphalt concrete (AC) berm (Le., curb) or by an unpaved area next to the roadway. The minimum path width is based on American with Disabilities
Act requirements, which call for a minimum 48-inch wide path, but will permit isolated locations with 3-feet of clearance such as next to a power pole or sign post. The desirable composition
of the path is decomposed granite (DG); however, asphalt will provide an acceptable substitute in cases of proximity to the roadway or where budget constraints exist. These parameters
were used to determine where widening would be needed, or where a path might have to be constructed outside the immediate roadway (e.g., on top of an adjacent landscaped berm or hill).
Data Collection Field Observations A field review of the entire corridor was conducted to determine locations with inadequate shoulder widths and other physical constraints that currently
impede safe bicycle travel (sight distance restrictions, etc.). For locations with inadequate pavement width to accommodate bicycle lanes, roadway and/or shoulder widening or striping/signing
modifications were recommended where estimated to be feasible. In some cases, more complex construction involving retaining walls and tree removal is expected to be needed where grade
changes would preclude simple pavement/shoulder widening. Off-street pedestrian paths or adjacent sidewalks are currently provided on selected segments of SR 9 in Saratoga and the Town
of Los Gatos. For locations without paths, a qualitative assessment was made to determine path feasibility and connectivity. Figures 1 and 2 attached to this memorandum illustrate the
entire study corridor and identify constraint locations for providing.minimum bicycle lane widths. On these figures, 10catiQns where pedestrian paths may be constrained are also noted,
as well as recommendations to modify signage or striping to provide additional safety enhancements. Existing speed limit signs, bus stops, city limits, and street names are included
as reference points. The following recommendations include measures that involve major improvements to the existing facility: curb relocation, retaining wall and berm construction, and
median modification. These recommendations are graphically noted on the attached figures. Page 3
• Big Basin Way to Saratoga-Los Gatos Road Spur (both directions) -Modify Blaney Plaza sidewalk on south side, and narrow sidewalk on north side next to new fire station to provide bike
lanes • Oak Place to Horseshoe Drive (westbound) -Add 4-foot pedestrian path; install berm and retaining wall along one section. Numerous trees would have to be removed to install path.
• Opposite Oak Place (eastbound) -A new berm or raised sidewalk should be installed, but this would eliminate parking in front of a retail establishment. • Opposite Carnelian Glen Court
(eastbound) -Continue existing pedestrian path over driveway and eliminate current design that forces pedestrians close to traveled way. • West of Horseshoe Drive (West) (Eastbound)
-Widen shoulder by 1 foot (includes some earth fill) • Horseshoe Drive (West) -Install pedestrian-actuated signal. This measure should be taken only when a continuous eastbound pedestrian
path has been built from Big Basin Way. • Horseshoe Drive (West) to Mendelsohn Dr. (Eastbound) Eastbound) -Pedestrian path could be built on top of hill. • Opposite Farwell Avenue (eastbound)
-Widen shoulder by 1 foot (includes some earth fill) • Pepper Lane-Park Drive (Eastbound) -Eliminate separate right-turn lane to stripe bike lane. Install AC berms and reduce turning
radii to improve pedestrian crossing if path provided west of this location. • East of Three Oaks Way (Westbound) -Trees would have to be removed to provide pedestrian path. • Opposite
Belle Court -Remove trees and existing landscaping to close pedestrian path gap. • Glen Una Drive to Daves Avenue (eastbound) -Narrow existing median or widen outside shoulder by 1 foot
(includes some earth fill) • 1,200 feet east of Camino Grande (westbound) -Widen shoulder by 1 foot • Mile Post 9.39 (westbound) -Install retaining wall or narrow median • Camino Grande-Austin
Way to Austin Way (Eastbound) -Pedestrian path is not considered feasible without substantial earthwork and retaining walls. • Quito Road intersection and vicinity -Widen shoulder by
1 to 2 feet to provide adequate bike lanes. Median narrowing and/or earthwork/retaining walls necessary for pedestrian path. • East of Ridgecrest Avenue -Construction of protected pedestrian
path will be' difficult due to driveways in close proximity. New sidewalk would be required. • Opposite Viewfield Road (eastbound) -Widen shoulder by 2 feet (include earth fill) • Serena
Vista Court to Monte Sereno/Los Gatos city limit -(Both directions) -Grades make pedestrian path installation difficult. Retaining walls likely required. • SR 17 Interchange (both directions)
-Add designated bike lanes between interchange ramps with eventual reconstruction of interchange. Lanes are not recommended from the west side of the interchange to Los Gatos Boulevard
with the existing interchange configuration. Collision Data Collision data for the last three years within the three jurisdictions was obtained from SWITRS reports and is summarized
in Table 2. Accident data for 2004 was available only for the Town of Monte Sereno. In the period of 2001 to 2003, a total of 3 non-fatal pedestrian collisions and 20 nonfatal bicycle
collisions occurred. No fatalities were reported during these years. As noted in the Background section, two fatalities occurred in 2004 within the corridor. Two male cyclists traveling
eastbound near the Ridgecrest Avenue intersection were struck by a vehicle in February. One Page 4
cyclist was killed and the second rider was critically injured. In March, a pedestrian walking her dog was struck and killed by a westbound vehicle on SR 9 near Fruitvale Avenue. These
fatalities and the accidents noted above illustrate the need for immediate near-term improvements, in addition to development of a plan. Table 2 SR 9 Collision History
(2001 throuQh 2004) CitylTown Year Total I Number of Number of Number of ,Pedestrians Pedestrians Collisions I Injured Killed Number of Bicyclists Injured Number of
Bicyclists Killed I TOTAL 164 2 0 16 o Monte Sereno Los Gatos 2001 25 11. 2002 200..3....................................... 22 ....I,. ,2004 I TOTAL I 11 I oooo o oooo o o13 ooo 1
I TOTAL I 164 I 1 0 2 0 Source: SWITRS Database. Potential Near-Term Improvements Bicycle Lanes Figure 3 presents the key locations where some form of construction
or lane reconfiguration is necessary to install bicycle lanes that meet the VTA and Caltrans guidelines for Class II bicycle lanes. The minimum required lane widths without a gutter
are also presented on this figure by direction. Spot widening or median narrowing is required at several locations at the west and east ends of the corridor, as well as at locations
near Farwell Avenue, Pepper Lane, EI Camino Grande, Austin Way, and Viewfield Road. A widening of one to two feet is required on the south side of SR 9 from Fruitvale Avenue to Daves
Avenue. .. Bicycle lanes are not recommended for installation through the SR 17 interchange, as well as on eastbound Los Gatos-Saratoga Road between Alberto Way and Los Gatos Boulevard.
On this latter segment, bicyclists would share either turn lane with vehicle traffic and turn accordingly. Page 5
Pedestrian Path Development of a continuous path on both sides of SR 9 would require a substantial construction and financial undertaking that may not be feasible for several years or
more. A more feasible nearterm improvement to enhance safety is to provide a continuous path on at least one side of the road and to install enhanced crosswalks at several locations
to facilitate crossing of the vehicle lanes. Enhanced crosswalks include distinctive striping or texture in the crosswalk area, additional lighting and signage, in-pavement lighting
where appropriate, and refuge areas in the median for longer crossings. To accommodate a pedestrian path, the cross-section of the road will include a 12-foot travel lane, a four or
five-foot bicycle lane, an six-inch high AC berm, and a four-foot path. The bike lane will serve as the shoulder for the roadway, which is consistent with American Association of State
Highway and Transportation Officials (AASHTO) standards. In A Policy on Geometric Design of Highways and Streets (Fourth Edition) published by AASHTO, the following is stated on Page
318: "Where bicyclists ... are to be accommodated on the shoulders, a minimum usable shoulder width (Le., clear of rumble strips) of 4 ft should be used." Although it is desirable to
provide additional width between the edge of the shoulder and a vertical element, AASHTO acknowledges that this may not be feasible in difficult terrain. In addition, enhancing pedestrian
safety should be a high priority. Figure 4 presents the location of existing and pedestrian paths or sidewalks and proposes new connections and preliminary enhanced crosswalk locations.
Also shown on Figure 4 are key areas requiring substantial construction of retaining walls or cut/fill to provide an adequate pedestrian path. In some locations, it is likely only 3-feet
of clearance will be provided between utility poles and the adjacent berm separating the bike lane from the pedestrian path. Other Suggested Improvements Multi-use Path A multi-use path
that would be shared by both bicyclists and pedestrians has also been suggested as a potential improvement to accommodate non-automobile travel. A multi-use path is typically a paved,
concrete, or decomposed granite surface that is 8 to 12 feet in width that is separated from the vehicular traveled way by a fence, landscaped area or other barrier. These paths usually
serve two-way bicycle and pedestrian traffic and can accommodate· other users such as roller bladers or equestrians. The advantage of a multi-use path is the significantly reduced potential
for conflicts between vehicles and non-motorized travelers because most sections are completely separated from the roadway. Multi-use paths are often constructed along creeks, adjacent
to drainage canals, and through parks where few streets, if any, are crossed by the path. The Los Gatos Creek Trail extending from Willow Street in San Jose, through Vasona Park, to
Lexington Dam south of Los Gatos is an example of this type of facility. Constraints of installing such a path in in the SR 9 corridor in proximity to the roadway include the number
of streets that intersect SR 9 and the limited available right-of-way on either side of the roadway at certain locations. Two-way bicycle travel across each cross street (effectively
at the crosswalk) and driveways would not be expected by drivers and would likely result in a substantially higher number of vehicle-bicycle conflicts. In addition, development of a
continuous multi-use path along SR 9 would require extensive construction and likely right-of-way acquisition beyond that required for a single pedestrian path, which only requires a
minimum width of 4 feet. Development Page 6
of a multi-use path could be considered as a longer-term solution, but is not recommended because of the corridor's physical constraints described above. Reduction from Four to Two Lanes
A potential solution to reduce the major costs required for median modifications and retaining wall construction at selected locations would be to narrow the existing four-lane section
of SR 9 between Fruitvale Avenue in Saratoga and Viewfield Road in Monte Sereno to two lanes. The outside travel lanes could be eliminated and the abandoned area could be used to develop
bicycle lanes and pedestrian paths reducing the need for right-of-way acquisition and tree removal. A resultant benefit is the reduced travel speeds that would likely occur by narrowing
the traveled way and changing the visual character of the roadway from a highway where pa,ssing is permitted to a two-lane minor arterial roadway. Capacity in the corridor is already
constrained by two lanes west of Fruitvale Avenue· in Saratoga and east of Ridgecrest Avenue in Monte Sereno, and widening of these segments to accommodate future growth is highly unlikely.
A review of Caltrans 2003 traffic volumes shows that the corridor currently serves a two-way daily volume of between 14,400 and 27,000 vehicles. Elimination of the outside travel lane
would reduce the available gaps in traffic along the affected section, but additional refuge areas could be constructed in the median with the additional right-of-way provided, which
would help to reduce delay for some side-street traffic. The narrowing of SR 9 would require the approval of Caltrans with the cooperation of the Cities of Saratoga and Monte Sereno.
Further detailed studies would be required to identifying the impacts of reducing the vehicular capacity of the road. Reduced Speed Limits Caltrans has agreed to review the posted speed
limits within the corridor as part of planned pavement management improvements tentatively scheduled for next year. The current configuration of speed limits and changes could be modified
in the near-term to help better define the character of certain roadway segments. As an example, the posted limit in the westbound direction in Monte Sereno increases from 30 miles per
hour (mph) to 40 mph -west of Grandview Avenue; and then increases to 50 mph east of Daves Avenue. To better characterize this section of roadway as more of a minor arterial and to allow
drivers more time to adjust to the speed change, the increase to 50 mph should be relocated just west of the Quito Road traffic signal. Conclusions The focus of the study was to determine
the constraints and opportunities for striping bicycle lanes on State Route (SR) 9 and on Los Gatos-Saratoga Road from the City of Saratoga, through the City of Monte Sereno, to the
Town of Los Gatos. The feasibility of providing separate pedestrian paths was also evaluated. Other potential safety improvements including signing and landscape modifications were identified
and presented on figures with aerials. Additional civil engineering studies are required to develop preliminary design and cost estimates for areas requiring construction. Along most
of the corridor, the existing shoulder should be cleared of leaves, earth, and other debris, and edgelines should be re-painted to provide minimum bike lane widths where existing right-of-way
is available. Page 7
A continuous pedestrian path on at least one side of the corridor is needed since a parallel route linking neighborhoods to area destinations is not available. Construction of this path
will also require engineering and right-of-way studies to be implemented, will require the removal of trees, and will require the installation of new enhanced crosswalks to provide access
to both sides of SR 9. Figures have been prepared illustrating the potential near-term bicycle and pedestrian improvements. Construction of a multi-use path is not recommended due to
numerous crossings of side streets and the limited right-of-way and physical constraints at various locations along the corridor. Another option to consider is the reduction of the cross-section
of SR 9 from four to two lanes between Fruitvale Avenue and Ridgeview Avenue. This would allow for the construction of wider bicycle and pedestrian facilities, reduce the amount of major
construction (e.g., retaining walls and median modifications), and would likely result in lower vehicle travel speeds. Further studies to determine the feasibility of this option would
be required. Caltrans is slated to review the configuration of posted speed limits within the corridor. The location of speed limit changes should be modified to better illustrate the
character of the roadway to the driver and to manage vehicle speeds. Page 8
ADD 4 FOOT PEDESTRIAN PATH INSTALL BERM AND RETAINING WALL WOULD REQUIRE TREE REMOVAL FOR PEDESTRIANS Big Basin to Quito Road SCALE: 1n= 400' TREE REMOVAL FOR PEDESTRIANS CLEAN UP ELIMINATE
RIGHT TURN LANE PED PATH NOT FEASIBLE WITHOUT SUBSTANTIAL EARTHWORK/WALLS WIDEN SHOULDER BY 2 FEET FOR BIKES PEDESTRIAN PATH AROUND AND THROUGH TREES PEDESTRIAN PATH NOT FEASIBLE UNLESS
TWLTL IS ELIMINATED INSTALL RETAINING WALL OR NARROW MEDIAN WIDEN SHOULDER BY 1 FOOT PEDESTRIAN PATH COULD BE ON TOP OF HILL NEED ADDITIONAL 3 FEET FOR PEDESTRIANS WIDEN INTO MEDIAN
OR OUTSIDE SHOULDER BY 1 FOOT POWER POLE IN WAY OF PEDESTRIAN PATH ELEVATED PATH REQUIRED FOR PEDESTRIANS c a.... (> SR 9 BICYCLE LANE AND PEDESTRIAN FEASIBILITY STUDY ELEVATED
PEDESTRIAN PATH REQUIRED WIDEN SHOULDER BY 1 FOOT FOR BIKES .:t"":c,· , .. <:, RECOMMENDED • INSTALLATION OF PEDESTRIAN-ACTUATED SIGNAL
BUS STOP WIDEN SHOULDER BY 1 FOOT INSTALL CURB/BERM WITH BIKE LANE AND PROTECTED AREA FOR PEDESTRIANS REMOVE DEBRIS FROM SHOULDER FOR PEDESTRIANS ADD 4-FOOT SHOULDER/NARROW SIDEWALK
FOR BIKES MAKE PEDESTRIAN PATH CONTINUOUS
CLEAR VEGETATION AND DEBRIS ON SHOULDER GRADING/FILL AND NEW PAVEMENT REQUIRED FOR PEDESTRIANS REMOVE DEBRIS FROM SHOULDER (\)9r MINOR GRADING TO . PROVIDE PED PATH ADD 6" SOLID WHITE
STRIPE ...--. c 0) .o:::C/) cnO ,--,lD REMOVE TREES AND LANDSCAPING FOR NEW PED PATH fP FEHR & PEERS TRANSPORTATION CONSULTANTS August 2004 1045-706 Figure 1
NO ROOM FOR PATH WITHOUT MODIFYING MEDIAN SOME EARTHWORK/GRADING REQUIRED FOR BIKE LANE AND PEDS PATH WIDEN SHOULDER BY 2 FEET ..... .?: 8 m fI) .9 WIDENING
ON WEST/SOUTH SIDE TO ACCOMODATE WB BIKE LANE ONLY WOULD REQUIRE RETAINING WALL (NO SIDEWALK NEEDED ON SOUTH SIDE) PEDESTRIAN PATH DIFFICULT MANY DRIVEWAYS INSTALL NEW SIGN ON OR AFTER
BRIDGE "NB 17 RIGHT LANE ONLY" SHORT WALL MAY BE REQUIRED BUS STOP-WOULD REQUIRE NEW PATH AROUND POWER POLE AND UTILITY CABINET PRUNE TREES/BUSHES AROUND SR 17 DIRECTIONAL SIGN TRANSITION
BIKE PATH FOR NARROW/MODIFY MEDIAN THROUGH MOVEMENT AT TO PROVIDE BIKE LANE MERGE/DIVERGE POINTS AND MODIFY CURBS AS NECESSARY PEDESTRIAN PATH NOT FEASIBLE WITHOUT MODIFYING MEDIAN SPEED
LIMIT 40 b'j ... 'c., '.. . ; INSTALL SIGNAGE INSTRUCTING EASTBOUND PEDESTRIANS TO USE THE NORTH SIDE OF SR9 TO CROSS
SR17 INTERCHANGE N2 u RELOCATE/ADD 6" SOLID WHITE STRIPE 4 FEET FROM CURB WITHOUT GUTIER OR 5 FEET FROM CURB WITH GUTIER BUS STOP-GRADING RETAINING WALL REQUIRED FOR PEDESTRIAN PATH
PATH NOT FEASIBLE WITHOUT NARROWING MEDIAN WIDEN SHOULDER BY 2 FEET FOR BIKES (FILL WALL REQUIRED FOR PEDESTRIAN PATH) WIDEN SHOULDER BY 1 FOOT REGRADING WALL/ADDITIONAL
SHOULDER REQUIRED FOR SEPERATE PATH POWER POLE WOULD IMPEDE PEDESTRIAN PATH '\.. I PEDESTRIAN PATH DIFFICULT " DUE TO SIGNIFICANT GRADES SCALE: 111 =400' PEDESTRIAN
PATH NOT FEASIBLE fP FEHR & PEERS TRANSPORTATION CONSULTANTS Quito Road to Los Gatos Boulevard SR 9 BICYCLE LANE AND PEDESTRIAN FEASIBILITY STUDY August 2004 1045-706 Figure 2
LEGEND: Construction Required (e.g., widening, narrowing, retaining wall) Bike Lane Not Recommended Minimum Bike Lane Width Without Gutter (add 1 foot if gutter exists) L, \NOT T"O
SCALE SR 9 Bicycle Lane Feasibility FEHR &_ PEERS TRANSPORTATION CONSULTANTS August 2004 1045-706 NEAR-TERM BICYCLE LANE IMPROVEMENTS Figure 3
LEGEND: II Existing Enhanced Crosswalks 11111111111 Existing Path or Sidewalk Existing Signals • • • • Proposed Connections I Proposed Enhanced Crosswalks c::::::::::> Significant
Construction Required Path/Sidewalk Not Needed L, \ " NOT TO SCALE SR 9 Bicycle Lane Feasibility TRANSPORTATION CONSULTANTS FEHR PEERS NEAR-TERM PEDESTRIAN ENHANCEMENTS August 2004 1045-706
Figure 4