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HomeMy WebLinkAbout1996-10-22 - AGENDA REPORTS - CONGESTION STRIPING PROJ 95 31 (2)F410 W ►!�, Uf a 'J CONSENT CALENDAR DATE: October 22, 1996 City Manager Approi Item to be presented Bahman Janka SUBJECT: SIERRA HIGHWAY/STATE ROUTE 14 CONGESTION CORRIDOR STRIPING PROJECT NO. 95-31 DEPARTMENT: Building and Engineering Services BACKGROUND In December of 1994, the City received a $328,000 grant from MTA for the subject project, which requires a 25% match in funds from the City. This brings the total project budget to $438,000. MTA allocated the grant funds to the City to restripe Sierra Highway from four to six lanes of travel between San Fernando Road and Soledad Canyon Road to relieve traffic congestion. On January 9, 1996, Council awarded a contract to Korve Engineering for the design phase of this project. Council awarded the contract with the condition that the feasibility study portion of this project would include a review of bicycle lane options on Sierra Highway. A Citizens Transportation Advisory Committee (CTAC) meeting was held with members of the bicycle community to discuss the issue of bicycle lanes in this City and seek input regarding potential alternatives on Sierra Highway. The bicycle community voiced their concerns and provided valuable input, but CTAC gave no specific direction at this meeting regarding Sierra Highway. Input from the CTAC meeting was incorporated into Korve's feasibility study. Korve analyzed seven alternatives (see attachment for the alternatives and the pros and cons of each). These alternatives were presented to CTAC in the following meeting. Korve recommended, and CTAC agreed, that Alternative F be considered for implementation to address both the automobile and bicycle needs in this corridor. Alternative F will add an additional traffic/shoulder lane in each direction, which vehicles will be allowed to use only during peak congestion hours, leaving these lanes open for cyclists the remainder of the time. The restrictive use of these shoulder lanes will be supplemented by regulatory signing and pavement legends. Alternative F applies only to the segment of Sierra Highway between Vista Del Canon and San Fernando Road. This alternative was derived from a cychsVs suggestion at the first CTAC meeting. This option has been discussed APPROVED , i` yI. Item: Sierra Highway/State Route 14 Striping Project No. 95-31 September 24, 1996 Page 2 with John Lukes, a representative of the bicycle community who attended the CTAC meetings, and he supports this alternative. The Sheriffs Department has also reviewed this proposal and supports the project. They will provide the necessary, enforcement to ensure its safe and successful operation. City staff supports Alternative F for the following reasons: • It provides a compromise between the needs of the motorists and bicyclists using this corridor. • It fulfills the MTA grant requirements for this project. • It provides congestion relief during the peak hours when additional capacity is necessary. • It reserves the use of the outside lane for bicyclists during non -peak hours and on weekends when bicyclist use is at its highest. RECOMMENDATION City Council give authorization to proceed with the design of the Sierra Highway/State Route 14 Congestion Corridor Project using Alternative F of the August 1996 Feasibility Study prepared by Korve Engineering for this project. /:VWr.11040108y Location Map Feasibility Study prepared by Korve Engineering • List of Alternatives • Typical Striping Layout for Peak Hour Traffic Lane KB:vjj .d1\SIERRA1.I.B END PROJECT BEGIN PROJECT PROJECT LOCATION City of Santa Clarita 23920 Valencia Blvd. Suite 300 Santa Clarita Califomia 91355-2196 September 26, 1996 Phone (805)259-2489 Fax (805)259-8125 Mr. John Lukes 19803 Larbert Street Santa Clarita, CA 91351 Subject: Bicycle Issues on Sierra Highway Dear John, This letter is a follow-up to our previous telephone conversation regarding the above issue. I would also like to thank you for attending both CTAC meetings where the Citywide bicycle issues and the alternatives on Sierra Highway were discussed. As you know, in the last CTAC meeting, the committee supported Alternative F among the several alternatives which were developed to address the bicycle issues on Sierra Highway. A copy of the alternatives were previously sent to you and Mr, Tony Castagnola, The CTAC's recommendation will be presented to the City Council on October 8, 1996. I am sending you a draft copy of the agenda report that has been prepared for this item with the appropriate attachments. If you have any comments on the report, I would like to hear from you by next Tuesday, October 1 so that I can finalize the report. Thank you again for your assistance in participating in the Citywide bicycle issues. Please call me at 286-4172 if you have any questions. Sincerely, Bahm�an JBai�a, P.E. City Traffic Engineer Enclosure BJ:lkl o-afficuuke .b; cc: George A. Caravalho, City Manager Anthony J. Nisich, Director of Building & Engineering Services Rick Putnam, Director of Parks and Recreation Tony Castagnola PRINTED ON RECYCLED PAPER FILE COPY SIERRA HIGHWAY 1 STATE ROUTE 14 CONGESTION CORRIDOR STRIPING PROJECT No. 95-31 �►srerLrr�r suer PREPARED FOR CITY OF SANTA CLARITA BUILDING & ENGINEERING SERVICES DEPARTMENT PREPARED BY 1� Korve 1 Engineering PREPARED UNDER THE SUPERVISION OF JIMMY . SIMS, PE C35458 AUGUST 1998 SR 14 CA A Elimination of additional on -street parking. On -street parking within some reaches along Sierra Highway have already been eliminated due to the addition of a third travel lane; A Reconstruction of local depressions at existing catch basin inlets that would extend into the new travel lane; and A Congestion that may come about when buses stop to deposit and pick up passengers. Positive aspects of adding the additional lane will be a significant increase in traffic carrying capacity along the condor which will reduce travel times, relieve congestion, and ultimately will improve air quality within the region. BICYCLE TRAFFIC ASSESSMENT Another concern that the City has is how existing bicycle traffic, within the project limits, will be affected if a third lane is added in each direction along Sierra Highway. Over a four-day period, bicycle counts were obtained at two locations along Sierra Highway. The first location was just south of the Santa Clara River Bridge and the second was just north of Placenta Canyon Road. Hourly counts were obtained between 6:00 AM to 6:00 PM and are summarized as follows: Direction NB s8 NB SB NB SB NB SB Location Count Count Count Count count.Count Count Count On Sierra Highway at Placenta Canyon 46 33 16 30 52 71 112 21 Road On Sierra Highway at Santa Clara River 76 42 39 8 215 1 183 177 229 As can be readily seen by the results of the counts taken, there is limited bicycle activity along Sierra Highway during weekdays and heavier use during the weekends. This is evident of a more recreational use during the weekends as the work week ends and weekday commuters get out of their cars. Korve Engineering, Inc. Page 6 Date March 20 March 22 March 23 Saturday March 24 Sunday Day Wednesday Friday Direction NB s8 NB SB NB SB NB SB Location Count Count Count Count count.Count Count Count On Sierra Highway at Placenta Canyon 46 33 16 30 52 71 112 21 Road On Sierra Highway at Santa Clara River 76 42 39 8 215 1 183 177 229 As can be readily seen by the results of the counts taken, there is limited bicycle activity along Sierra Highway during weekdays and heavier use during the weekends. This is evident of a more recreational use during the weekends as the work week ends and weekday commuters get out of their cars. Korve Engineering, Inc. Page 6 It is important to note that the mixing of bicycles within corridors that are expected to accommodate a high degree of traffic is conflictive to their respective purposes, While bicycle routes predominately serve a local need in conveying individuals to job locations within the City or to recreational facilities, the main purpose of a roadway corridor, such as Sierra Highway, is to effectively move commuters to areas beyond the City limits. Realizing that the addition of a third lane along Sierra Highway will affect the bicycle community and preclude the possibility of installing a dedicated bicycle, City staff directed KORVE to analyze and evaluate the following alternatives for the project: > No Project - Leave Sierra Highway in its present state > Alternative "A" - Install Class II Bikeway (On -street Lane) with 6 -lanes. > Alternative TO = Install Class I Bikeway (Off-street Path) with 6 -lanes.. > Alternative TO - Install Class II Bikeway without Vanes > Alternative "D" - Install 6 -lanes without bike lane > Alternative "E" - Install 6 -lanes with regulated use of third lane using dashed stripe. > Alternative "F" - install 64anes with regulated use of third lane using solid shoulder stripe There are positive (pro) and negative (con) aspects of each aftemative as they are related to a harmonious relationship with bicycle use along Sierra Highway. "Pros' and cons" of each alternative are presented as follows: — No Project — Pros By leaving the roadway in its present condition, bicyclists would continue to use the wide second lane (which includes a shoulder) adjacent to existing curb and gutter on each side of Sierra Highway between Via Princessa and San Fernando Road. While not striped or designated as a bicycle lane (Class 11), this wider lane would continue to be shared by cars, buses, and bicycles. In areas along the corridor where six lanes already exist, bicyclists continue to share the third lane with cars and buses. The City has implemented "no parking" restrictions along the curb side of the third lane to ensure that free movements of cars, buses, and bicycles are maintained at all times. Korve Engineering, Inc. Page 7 Feasibility Study - Sierra Highway / SR !I Congestion Corridor Striping Santa Clarity CA WOME Cons 1. In those areas that are not physically striped to six lanes, the wide second lane is essentially used as an additional lane during peak periods of congestion by commuters. Continued use of the travel way in this fashion, without proper striping and sigining, may become a liability to the City in the future. 2. By not implementing the proposed restriping, continued congestion during peak periods will be realized along this corridor and will ultimately worsen over time. The impacts that this action may result in are: > The wasting of fuel as cars are delayed or sifting idle; > Significant delays to the public as commuters travel the corridor, > Increases in accident rates (cars and bicycles) as congestion increases; > Diminishing effectiveness of transit services due to delays; > Impacts to the overall air quality of the region due to congestion; and > Loss of over $300,000 in funding from MTA's 1995 Congestion Management Plan. — Alternative "A"- Install Class H Bikeway (on -street Lane) with 8 -lanes — Figure 5 presents the typical dimensions associated with a standard Class II Bikeway. Under Alternative W. the six lane configuration for Sierra Highway leaves no room to incorporate a Class II Bikeway unless the existing roadway is widened up to 1.8 m (6 -feet) on each side for a total of 3.6 m (12 -feet). Pros 1. The addition of a Class II Bikeway would dearly define a travel way for bicyclists through the installtion of bicycle oriented signing and striping. This would essentially create a dedicated 'space' for bicyclists along the condor. 2. Safety issues related to the interaction of vehicles and bicycles on the roadway would be enhanced, although not eliminated. Cons 1, Construction costs to install a Class II Bikeway along Sierra Highway would range from $10.0M to $12.OM (without right-of-way costs). The large construction costs for this alternative is due to the major improvements that would be required along Sierra Highway, including at a minimum, removing and constructing approximately 5 miles of curb and gutter, installing 12-14 feet of new pavement section, removing and constructing Korve Engineering, Inc. Page 8 3 C X W ... 17.Zm 50' 50' 12.8m 12.8m 42' 42' 10.7m 2.1m 2.1m 10.7m 35' 7' 7' 35' o.3m 0.3m 0. t' t' y 9.Bm 9.8m 32' 4 4,2m 32' 4.2m .2m S.6m 1.4' 14' 14-'Q18' JVD 0 Sierra ' Hwy EXISTING 17.Om 17.Om 56' 14.4m 56' 14.4m 48' 12.3m 2.1m 2.tm 48' 12.3m Al. T 7. c.�m 2.4m C 8' W Sierra Hwy PROPOSED LEGEND 4.Bm(18') IMPROVEMENT REOUIRMENT. BIKE LANE PED PATH 1� Korve i Engineering FIGURE 5 ALTERNATIVE A PROPOSE 3 LANE WITH CLASS b BIKE LANE Feasibility Study - Sierra Highway / SR 14 Congestion Corridor Striping Santa Clarita. CA over 57 catch basins and drainage systems (Alternative "A" only), relocating over 162 power poles, massive earthwork operations, bridge widenings, and 12 major signal modifications within the study limits., 2. Extensive right-of-way would be required to accommodate the widened Sierra Highway and to allow for the construction in general. The determination of costs associated with the latter are outside the scope of this study. 3. All costs associated with the incorporation of a Class II Bikeway is outside the funding scope and criteria of the Congestion Management Program (CMP). Funds from the latter could not be used to support the Bikeway design, construction, and right-of-way acquisitions. -- Alternative "B" - Instal! Class f Bikeway (Off-street Path) with 6 -lanes — Figure 6 illustrates the dimensions required for a Class 1 bicycle path which is usually located off the roadway. Altemative'B" could be constructed in concert with a pedestrian path that would be located outside the curb -to -curb envelope of Sierra Highway. The pedestrian / bicycle path combination would extend beyond the curb line an additional 3.2 m (14 -feet). Pros 1. Sierra Highway would not have to be widened under this alternative. 2. The addition of a Class I Bikeway would again clearly define a travel way for bicyclists through the installation of defined bicycle oriented signing and striping. This would essentially enhance the dedicated'space" for bicycles travellingalong the corridor more so than a Class 11 Bikeway would. 3. Due to its off -the -road characteristics, safety issues between cars and bicyclists would be greaUy enhanced. Cons 1. Construction costs to install a Class I Bikeway would range from SUM to 510.0M (without right-of-way costs). While cheaper than Alternative 'A', many of the same improvements issues would be involved. 2. Extensive right-of-way would be required to accommodate the Class I Bikeway and to allow for its construction in general. The determination of costs associated with the latter are outside the scope of this study, Korve Engineering, Inc. Page 9 15.2m 15.2m 50' S0' • 12.8m 12.8m 42- 42' 10.7m 12.1m 2.1m 10.7m 35' 7' 7' 35• �.Jrti V.JM 217�__"5 9.8m 9.8m 32' 32' 2.4m S.Bm 4.2m 4.2m.8• ni8 4, 14• 14� x W Sierra Hwy EXISTING L15.2m 17.Om 0.6m 2.4m e' 3 50' 12.8m 42' 10.7m 35' 9.8m 32' 1,C Korve I Engineering 56' 12.8m 42' ,im 2.1m 10.7m 7' 1 7' 35' +� 0.3m 10.6m 1 i' I 9.32* 1 4.2m 3T' E• 3.Om 33m 11.3.3f3.2m 14' 11' 11• 10 4 4 Ye°O'V1 4 LEGEND Sierra Hwy 4.2m (14') SIDEWALK IMPROVEMENT PROPOSED DIRECTION OF TRAVEL BIKE PATH PED PATH FIGURE 6 ALTERNATIVE B PROPOSE 3 LANE WITH WITH CLASS 1 BIKE PATH CA 3. All costs associated with the incorporation of a Class I Bikeway is outside the funding scope and criteria of the Congestion Management Program (CMP). Funds from the latter could not be used to support the Bikeway design, construction, and right-of-way acquisitions. — Alternative "C" - Install Class if Bikeway without 6 -lanes — This alternative would involve the construction of a Class II Bikeway between the existing curb to curb dimensions of Sierra Highway while maintaining 4 -lanes. Pros Existing Sierra Highway would not have to be widened under this alternative. 2. A dedicated bikeway would be created through conventional signing and striping of the Class II Bikeway. This would enhance the safety of bicyclists traveling along Sierra Highway within the project limits. Cons Installation of a Class II Bikeway would not relieve the congestion problems currently being experienced along Sierra Highway.. 2. Existing 6 -lane striping will need to be removed and traffic signal loop detection improvements would be required to incorporate a Class 11 Bikeway along Sierra Highway within the project limits. 3. All costs associated with the incorporation of a Class II Bikeway is outside the funding scope and criteria of the Congestion Management Program (CMP). Funds from the latter could not be used to support the Bikeway design, construction, and right-of-way acquisitions. — Alternative "D" - Install 6 -lanes without bike lane — This alternative defers the construction of a dedicated Bikeway facility and installs a third lane in each direction along Sierra Highway. Increases the capacity of Sierra Highway, relieving existing congestion as peak hours during the morning and afternoon. Korve Engineering, Inc. Page 10 11 Congestion Corridor Striping Santa Cfarita. CA 2. Adding the lanes also addresses anticipated increases in traffic volumes along Sierra Highway over the next 20 years. Reduced congestion will result in travel time savings to the commuters who live within Santa Clarita as they travel to and from work locations: 4. Shortened travel times in transit services will be realized. 5. Widening of Sierra Highway will not be required. 6; Associated costs in installing the 6 -lanes under this alternative would be covered by funding provided under LACMTA's Congestion Management Program (CMP) program. Limited support from City funds would be realized under this program. Cons Bicyclists traveling along Sierra Highway would be required to share a lane with cars and buses. This is less than desirable since cars and buses will be traveling at higher speeds that bicycles at any given time. Reconstruction of existing drainage local depressions that encroach into the added third lane would be required to "smooth out' the lane. This adds significant costs to the overall project.. 3. A reduction to existing shoulder widths would be required to accommodate the 6 -lanes. This reduction would impact maintenance operations along the entire corridor. Closure of the third lane would be required to maintain existing drainage systems, and to service existing utilities adjacent to the roadway. — Alternative mew - Install 6-1anes with regulated lane - Dashed stripe — The advent of a regulated third lane came from a recent Citizens Transportation Advisory Committee (CTAC) meeting held on June 24, 1996. The intention of this alternative is to investigate the possibility that the added third lane could be signed and striped to restrict usage during non -peak hours by vehicles traveling along Sierra Highway. A distinctive dashed stripe is proposed under this alternative to clearty define this -special- lane. Signing placed adjacent to the roadway at appropriate intervals would clearly state the time periods that the third lane could be used by vehicles. Violation of the latter would result in a significant fine to the vehicle owner. This is comparable to violating the use of High Occupancy Vehicle (HOV) lanes on freeways. Korve Engineering, Inc. page }} During peak periods, vehicles would be allowed to use the third lane, sharing it with bicyclists. During non -peak periods, exclusive use of the third lane would be for bicyclists with the exception of periodic use by buses at designated bus stop locations, Pros Widening of Sierra Highway would not be required under this alternative. 2. Limited sharing of the third lane by vehicles and bicyclists would be realized. This is a safer condition than those anticipated under Alternative "D" and dramatically reduces the cost impacts that would be realized by Alternatives "A" and W. 3. The costs associated with this alternative would be covered by funding provided under LACMTA's Congestion Management Program (CMP) program. Limited support from City funds would be realized under this program. Cons Violations of the restricted lane use could result in conflicts; between bicyclists and vehicles. A distinctive dash stripe would not present a strong deterrent to vehicles who could enter the third lane at the hint of congestion or at any time. 2. Added policing of the corridor would be required until such a time that people get use to the third lane conditions. Increased costs related to enforcing the regulated lane can be expected. Offsets to these costs could be realized from the penalty fees collected. 3. Due to the possible confusion that a dashed striped lane could cause, a series of overhead signs would be required to dearly define the use of the regulated lane. These overhead signs would be similar to those found along freeways and would probably cost upwards to $10,000 each. If placed at 1,000 -foot intervals over the course of the 5 -mile corridor, approximately 50 overhead signs would be needed. An additional $500,000 would be added to the estimated project costs of $310,000. The total of these two figures exceeds the allocated budget earmarked for the project — Alternative "F" - Install 6 -lanes with regulated lane - Solid Shoulder Stripe — This alternative is similar to Alternative "E", however, instead of a dashed stripe delineating the regulated lane, a solid shoulder stripe would be used. KONe Engin"ring, Inc. Page 12 Feasibility Study - Sierra Highway / SR 16 Con estion Corridor Striping - Santa Clarita, CA Pros 1. Widening of Sierra Highway would not be required under this alternative. 2. Limited sharing of the third lane by vehicles and bicyclists would be realized. This is a more enhanced safety condition than those anticipated under Alternative "D" and dramatically reduces the cost impacts that would be realized by Altematives "A" and "B" The solid stripe would lend itself to being more visible to drivers rather than a dashed stripe. Therefore, the overhead signs proposed under Alternative "E" would not be required. Periodic coventional signing adjacent to the roadway would replace the latter, 4. Striping of the regulated lane would eliminate the concerns of maintenance expressed by Caltrans within portions of Sierra Highway under their jurisdiction. Shoulder widths would essentially remain intact for the most part of the day with limitations occuring during peak hours only. 5. Bus turnouts would be easily accommodated within the regulated lane and should pose no problems to bicyclists or vehicles. During peak periods, the full use of the through lanes, including the regulated lane, would enhance traffic operations. 6. The costs associated with this alternative would be covered by funding provided under LACMTA's Congestion Management Program (CMP). Cons Violations of the regulated lane use could create conflicts between bicyclists and vehicles. 2. Added policing of the corridor would be required until such a time that people get use to the third lane conditions. Increased costs related to enforcing the regulated lane can be expected. Offsets to these costs could be realized from the penalty fees collected. DRAINAGE SYSTEM IMPACTS It was determined that at least twenty-two (22) existing catch basin local depressions along Sierra Highway will be impacted by adding a third lane. If the added lane is installed as shown on Figure 4, approximately 2 -feet of the catch basin local depressions will be located within the added third lane. Potentially, vehicles traveling at high speeds over the highly warped surfaces of these local depressions could cause the driver to lose control and leave the roadway. Korve Engineering, Inc. Page 13 Feasibility Study - Sierra Highway / SR 14 Congestion Corridor Striping Sand Clarlto, CA Section VI - Conclusions and Recommendations CONCLUSIONS Based upon the analyses performed as part of this feasibility study, the following conclusions are presented: A Traffic congestion is currently being experienced and projected volumes that will occur as the City grows warrants the need to restripe Sierra Highway from four to six lanes between San Fernando Road and Soledad Canyon Road. Implementation of the latter is feasible. A Drainage improvements that will be needed as a result of the above mentioned restriping will consist of removing existing catch basins with local depressions that encroach into the proposed third lane and replacing them with new catch basins using combination grate and curb face openings. New grates will be constructed within a 2 - foot gutter depression. A A dedicated bike lane cannot be provided within the available budgets earmarked for the Congestion Striping project. A dedicated bicycle facility along Siena Highway could cost between $8.OM to $12.OM depending on whether or not a Class I or Class II bikeway is selected. A As a result of this study, we conclude that there is a need to develop a harmonious design between the interaction of moving vehicles and bicycle traffic along the Sierra Highway corridor as well as addressing maintenance concerns. Alternative 'F' appears to be the most favorable alternative in achieving this. A Bus turnout bays are not needed at the majority of the nineteen (19) bus stops located on both sides of Sierra Highway due to low bus traffic volumes. Based on existing traffic volumes, two (2) southbound bus turnouts located south of the County library and south of Via Princessa could enhance traffic flows during peak traffic periods. Construction costs for a turnout bay could range from $15,000 to $20,000, excluding design, right-of- way, and utility relocation costs. A Special advanced warning signs may be needed to forewarn vehicles traveling in the proposed third lane of upcoming bus stops. A Six (6) signalized intersections need to be upgraded to change signal indicators diameters from 8 -inches to 12 -inches so that increased visibility to approaching vehicles can be obtained. Korve Engineering, Inc. Page 18 Feasibility Study . Sierra Highway/ SR 14 Congsstlon CongdOr Striping Santa ClaritaCA A Three (3) existing traffic signals (Whispering Leaves Drive, Friendly Valley Parkway, and Placenta Canyon Road) need to be upgraded to bring them into conformance with the latest State design standards. Construction costs for these improvements could approach $150,000.00. A Due to the advent of a third travel lane along Sierra Highway, on -street parking should be eliminated. R26S (No Stopping Signs) at 200 -foot intervals should be installed in conjunction with the replacement of all non -conforming existing signs along Sierra Highway. The total construction cost estimate for the Sierra Highway / SR 14 Congestion Striping Project is $431,000.00. RECOMMENDATIONS The following recommendations are provided for further consideration by the City of Santa Clarita: A We recommend that the City move ahead with adding a third lane to Sierra Highway from San Fernando Road to Soledad Canyon in both directions to facilitate relieving congestion being currently experienced within the corridor and to address future traffic concerns. Alternative OF is recommended to address the inclusion of special striping to create a regulated lane using solid striping for the third lane. This regulated use would involve excluding vehicle traffic within the third lane except during peak traffic periods in morning and evening hours. Buses traveling along Sierra Highway would be allowed to enter and exit the regulated lane to drop off and pick up passengers at designated bus stops. A We recommend that the City undertake a separate study to determine the purpose, need, costs, and funding opportunities associated with the installation of a dedicated Class I or Class II Bike Way along Sierra Highway between San Fernando Road to Soledad Canyon. ♦ We recommend that the City upgrade the traffic signals located at Whispering Leaves Drive, Friendly Valley Parkway, and Placenta Canyon Road to bring them up to current State standards if funds are available through this project or through future City or Caltrans capital projects. Korve Engineering, Inc. Page 19 Fusibility Study. Slam Highway/SR 14 Congestion Corridor Striping Santa C7arita CA We recommend that the City construct two (2) southbound bus turnout bays located near the County Library south of Soledad Canyon and just south of Via Princessa to enhance traffic operations along Sierra Highway within these areas. More detailed studies should be performed to determine right-of-way requirements, utility impacts and more accurate cost estimates for these improvements. We recommend that the City make traffic signal improvements consisting of replacing existing 8 -inch indicators with 12 -inch indicators to increase visibility; adding addition detection loops for the added third lane; and trimming any existing trees located adjacent to the existing traffic signals to eliminate visibility problems. A We recommend that the City install special advanced warning signs prior to each bus stop within the corridor. . A We, recommend that the City install standard R26 ("No Stopping Anytime") signs within the corridor. A We recommend that traffic signal interconnection systems along Sierra Highway be coordinated and built in conjunction with the striping improvements being recommended under this study. Section VII - Appendices The following appendices have been included to provide more detailed information that has been developed in support of this study: APPENDDCA - CATCH BASIN ANALYSES APPENDDr B - TRAFFIC AND BICYCLE COUNTS APPENDDr C - SANTA CLARITA TRANSIT AGENCY BUS SCHEDULE APPENDDr D - CONCEPTUAL STRIPING PLANS Korve Engineering, Inc. Page 20 PROPO; SHOULE STRIPIN PROPOSED PEAK -HOUR TRAFFIC LAP Sorra: KHR Assooafm �{— APPLICABLE I REGULATORY SIGNS AND PAVEMENT LEGENDS I I I I I I 1 X sI ioa• 161 12.1--1IT 1zis io � III THREE LANES IN EACH DIRECTION, NO ONSTREET PARKING, RAISED LANDSCAPE MEDIAN. PROPOSED PEAK -HOUR TRAFFIC LANE ON SIERRA HIGHWAY SOUTH OF VISTA DEL CANON Santa Clarita General Plan City of Santa Clarita