To: Peter Hillier Office of Transportation email: ph: 981-7010, fax: 981-7060 From: Bicycle Subcommittee of Transportation Commission (Sarah Syed and Mark Abrahams, with public input) Date: 2003/09/03 Re: CALIFORNIA/DWIGHT INTERSECTION PLANS The Bicycle Subcommittee, at its meetings of 2003/08/06 and 2003/09/03, considered the California/Dwight Intersection. This memo conveys the Subcommittee's recommendations and supercedes previous memos from us on the subject. The Subcommittee believes that the OOT proposal mailed on July 3 2003 does not do enough to calm traffic on Dwight or facilitate bicycle and pedestrian crossings of Dwight. It also believes that the vast triangular expanse of asphalt on California immediately north of Dwight should be reduced by converting some of it to green space. The Subcommittee recommends the following. (Except where noted, numbers (1) through (7) refer to the first diagram attached. That diagram is available only in hardcopy. See ATTACHMENTS, below.) (1) A slight northward horizontal deflection of WB Dwight, by approx 4'. (2) Median island in Dwight, approx 4' wide, to create a mid-crossing refuge, with a high-visibility ped crossing sign, on the island, facing west. The northward horizontal deflection (1) allows this median island to be installed without any loss of lane width. (3) Median island in Dwight, approx 2' wide, to create a mid-crossing refuge, with a high-visibility ped crossing sign, on the island, facing east. This island would be narrower than the one at (2) because there is no available space to widen Dwight to compensate for lost lane width. Suggested signage wording: STOP FOR PEDESTRIANS and, in smaller type, the CVC number and the fine for violation. The median islands (2) and (3) should include vertical poles: either flexible (as currently installed on Hopkins east of Josephine) or rigid (as currently installed on Center at Shattuck Square, on University Ave downtown, and also on Adeline at Oregon or Russell.) (4) and (5) Regarding the triangular expanse of asphalt, the Subcommittee recommends two possibilities: (a) Large landscaped area, as in the diagram from Lee Amosslee (second diagram attached) with driveway access across the area (for example, as implemented at Crissy Field in San Francisco). A parking lane would remain on the west side of California. A bulbout would be created at the south end of the parking lane, but it should not extend into the bike lane. (The area would be shaped somewhat differently than shown in the diagram, because the diagram does not show the northward horizontal deflection (1).) (b) Large landscaped island as indicated in (4) in the first diagram. Connects to the current west side of Calif, so that the current west side lane (5) no longer serves as a through-lane, but only as a parking lane and as driveway access for residents. The Subcommittee recommends that city staff consider the merits of both alternatives from the traffic engineering point of view (conflicts, relative ease of driveway access, backing, turning, maintenance, etc.). If both alternatives are feasible then the choice should made by the residents in the immediate area. (6) Sidewalk on north side of Dwight extends along south side of the landscaped area or large island. (7) Crosswalk connecting the new sidewalk (6) to the sidewalks on the SW corner of the intersection. Alternative (a) or (b), combined with the sidewalk extension (6) and the new crosswalk (7), effectively reduce the intersection to a standard configuration. Pedestrians on the north side of Dwight will cross a road only half the width as at present. Pedestrians on the west side of California, and southbound bicyclists, have a better-defined crossing. Additional recommendations and comments from the Subcommittee (numbers are for reference only and do not correspond to any diagram): (8) Traffic volumes on SB California do not warrant the current separate right-turn lane for motorists. The recommendations above eliminate this lane. (9) California immediately north of Dwight should be reduced in width so that it is approximately the same width as California immediately south of Dwight (the recommendations above will achieve this), and it should have the same bike lane configuration as California immediately south of Dwight. (10) The renovations should use yellow truncated dome strips for detectable warnings to provide safe access for people with disabilities. They will also provide increased pedestrian visibility. (11) If, after installation and a suitable transition period, the measures above do not adequately calm traffic on Dwight and ease bike/ped crossing, consider adding a bike/ped activated signal. Given current budget limitations, the Subcommittee did not endorse a signal at this time. The Subcommittee wishes to be kept involved in making plans for this intersection, and it wishes to review any plans before they are actually implemented. Thank you for requesting our input. ATTACHMENTS Diagram 1. Labeled "Mark Abrahams, updated 2003/09/03". Hardcopy only. Diagram 2. Labeled "Lee Trampleasure Amosslee". Undated. Available in PDF.