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HomeMy WebLinkAbout1996-03-25 City Council (7)THE ,e- "3JECT OF THIS ,4EPORT ISA COUNCIL PRIORITY BV- GET 1996-98 City of Pale Alto City Manager’s Report TO:HONORABLE CITY COUNCIL FROM:CITY MANAGER DEPARTMENT: VARIOUS AGENDA DATE: MARCH 25, 1996 CMR:180:96 SUBJECT:BUDGET ISSUE: TRAFFIC SAFETY PROGRAM This is an information report and no Council action is required. The City Council has identified traffic safety as its priority for both 1996-97 and 1997-98. The purpose of this report is to provide information on current City programs and projects which attempt to address this priority, and to provide Council with information on the magnitude of potential costs for future traffic safety projects and associated funding challenges. EXECUTIVE SUMMARY Responsibility for the City’s traffic safety programs is jointly shared by the Police and Public Works Departments and the Transportation Division of the Planning Department. Funding for the traffic programs has come, in large part, from the General Fund, supplemented by the Street Improvement Fund (gas tax). In the past, the City has also been able to fund a modest number of transportation improvement projects, in part with federal and state monies, matched by some amount of local monies. Recently, the interest/need for traffic safety projects has increased substantially, and previously committed funding sources are no longer sufficient to meet all of the identified needs. Compounding this is the fact that some of the traffic projects now being proposed are the first steps leading toward future decisions that will likely involve multi-million dollar investment decisions, for which there is, again, no identifiable funding. Therefore, staff believes there is a need to review the current status of traffic safety projects and develop an overall strategy that reflects financial capabilities. This is especially important, given the significant unfunded infrastructure needs the City currently faces, as well as the challenge to maintain, and in some cases even augment, current levels of services with limited financial resources. CMR:180:96 Page 1 of 13 POLICY IMPLICATIONS Staff recommends the Council set a policy direction for prioritizing current and future traffic safety programs and projects, given limited funding and competing priorities. BACKGROUND Responsibility for the City’s traffic safety programs is shared between the Police (traffic enforcement and education), Public Works (streets and sidewalks; and maintenance of traffic projects) and Planning (Transportation Division -- traffic engineering and education) Departments. Police Traffic Programs The total costs associated with the entire Police Traffic Services functional area for the current fiscal year are $1.3 million. The City Council authorized additional General Fund expenditures for Police Department Traffic programs. These include the addition of a traffic safety officer position, to be added to the Traffic Team ($72,500), and a police motorcycle program. Currently, two motor officers are using newly purchased motorcycles for traffic enforcement purposes. Three other motor officers will have completed their training and begin traffic enforcement through the use of their motorcycles by the end of the fiscal year. Due to the additional training requirements and substantial equipment price increases, the total cost of the program has been higher than originally projected. At the present time, the costs associated with the initial training and equipping of five motor officers totals $62,000, compared to an original estimate of $17,000. Several other programs, such as the neighborhood speed watch and safety checkpoints, have also been initiated. Total costs for these programs do not exceed $1,000. In addition, Police staff is pursuing the use of automated intersection enforcement through red light cameras. The red light system produces photographic evidence of vehicles committing red light violations. Use of this type of system for actual enforcement purposes was just authorized by the Legislature, effective January 1, 1996. The system consists of two components: an integrated portable enforcement unit that can be moved from one intersection to another; and fixed wiring and detection loops, which are installed in the roadway, and a cabinet which is mounted on a pole. The fixed portion is installed at each intersection at which the portable unit will be used. The unit consists of a computer, high- speed camera, flash, digital loop signal processor and memory card system. New technology allows an optional component to record green light speeding violations. No funding has been requested or approved, as staff is still in the process of gathering information. Initial capital costs are estimated to be $280,000 per intersection, assuming four cameras per intersection (one in each direction). These costs do not include maintenance, which would probably require staffing. Because of the prohibitive cost, staff has explored CMR:180:96 Page 2 of 13 contracting out for this service. Staffhas learned that there are vendors who offer a turnkey program. Under this program, the vendor pays for purchase and installation of the cameras, as well as maintenance and the processing of the violations. In return, the vendor receives 90 percent of the citation revenue. Streets and Sidewalks The status of Palo Alto streets and sidewalks is discussed in a separate report on infrastructure, titled Budget Issue: Conceptual Framework for Consideration of 1996-98 Capital Improvement Program (CMR:165:96). In summary, funding for the City’s street resurfacing and sidewalk repair programs comes from two sources, the General Fund and Street Improvement Fund. In the General Fund, $1 million is annually allocated from utility user tax (UUT) revenues, along with $400,000 in non-UUT funding. The Street Improvement Fund provides another $0.9 million to $1 million for street resurfacing. Inadequate UUT revenue is discussed in another Budget Issues Report. Although the Street Improvement Fund, which relies on state gas tax monies and interest earnings, has traditionally been used primarily to fired the City’s street resurfacing program, some monies have also been allocated each year for minor traffic or bicycle safety improvements, or as local match for projects involving federal and state funding. In recent years, however, the number and cost of such projects has escalated sharply, to the point that projections now show that the Fund’s reserve balance will be totally exhausted within the " next two years. Exhibit 1 provides a summary overview of the status of the Street Improvement Fund. This means that, unless Council determines the prior commitment of funding for street resurfacing should be scaled back, the General Fund will have to take on such traffic and bicycle safety improvements, or increase its share of funding the total street resurfacing program budget. Traffic Engineering Capital Improvement Projects and Programs As mentioned above, the source of fimding for some of the major traffic safety projects has been federal and state funds received through competitive application procedures. These totaled about $5 million over a ten-year period, for a mix of project types including intersection improvements, railroad crossing improvements, pedestrian and bicycle facilities, and mobility assistance transport services. Local fimds were used to match federal and state funds, as well as fully fund such projects as neighborhood traffic control measures (road bumps, street closures, islands, etc.). At the present time, there are a number of outstanding traffic-related assignments and proposals that, in the aggregate, would require a substantial amount of funding, well beyond the current resources of the City. Many, but not all, of these projects involve an initial study phase (planning and feasibility), which may be relatively modest in terms of funding CMR:180:96 Page 3 of 13 requirements, but would lead toward capital improvement projects and services requiring very large financial investments during the next ten years. Projects which have either had some (though not all required) funding allocated, or which are in the conceptual stage, are discussed below. Identified costs are those for consultants, contractors and!or service delivery. They do not include City staff costs to administer and manage the various phases of. the work (study, design, construction). Public Works maintenance cost estimates are shown, however, where applicable. Pedestrian/Bike Grade Separation Project: This is a feasibility study to assess the various options for providing pedestrian/bike grade separations at the CalTrain railroad tracks and Alma Street at four different cross street locations: Meadow Drive, Charleston Road, Churchill Avenue and Palo Alto Avenue. A draft scope of work for the feasibility study has been prepared. A consultant to do the work has not yet been hired. The purpose of the study is to address existing concerns about safety related to CalTrain. These concerns are likely to intensify, as plans to operate more trains and provide increased service come to fruition. Discussions to date have concluded that the prospects for elevating CalTrain or placing it underground are highly unlikely. The prospect for providing full vehicle grade separations is also unlikely. The potential for providing pedestrian and bicycle-only grade separations, however, appears to be somewhat more realistic. An amount of $150,000 from the Street Improvement Fund is already budgeted for the feasibility study. The cost for design and construction of an under-crossing at any one of the cross street locations is likely to reach $4 to $5 million or more per location ($16 to $20 million at four locations). California Avenue Underpass Improvements: This a feasibility study for improvements to an existing Califomia Avenue pedestrian/bike under-crossing of the CalTrain railroad tracks and Alma Street, at the California Avenue CalTrain station. Since this study includes similar issues and requires the same type of expertise as the Pedestrian/Bike Grade Separation Project, the two projects have been combined for this study phase. A draft scope of work for the feasibility, planning and conceptual design phase has been prepared. A consultant to do the work has not yet been hired. The purpose of the study is to assess various options for improving/replacing the existing California Avenue under-crossing. The existing under- crossing is a well utilized facility that serves as an important linkage in the City’s bikeway network and is used as a major pedestrian connection between the residential neighborhood east of Alma Street and the CalTrain station and California Avenue business district. The existing under-crossing is old and has some unattractive, as well as limiting, features. The width of the facility is quite narrow, pedestrian and bicycle conflicts occur, lighting is poor and the general appearance is unattractive. In addition, the current facility does not meet the CMR:180:96 Page 4 of 13 current state and Americans with Disabilities Act (ADA) standards for handicapped accessibility. An amount of $30,000 from the General Fund is already budgeted for the feasibility study. The order of magnitude cost for design and construction of a new under-crossing at this location is likely to reach $2 to $3 million or more. Once completed, Public Works Operations support is anticipated to cost $10,000 to $20,000 per year for scheduled weekly sweeping; two to three service calls per week for broken glass, etc.; graffiti removal; sign maintenance; energy costs, etc. Lytton Neighborhood Traffic Management Plan: This is atrial implementation of a traffic management plan for the Lytton Avenue neighborhood. The plans and specifications for the trial installation are complete. The project is now in the bidding phase and installation is scheduled to start in April 1996. The purpose of the traffic management plan is to address concerns expressed by residents regarding the amount and speed of traffic, and a feeling that safety, noise, comfort, and quality of life in the neighborhood are being compromised. The trial implementation plan is the result of an extensive and collaborative study process that assessed actual conditions, considered various alternatives, and developed a recommended plan. Based upon past experience, it is likely that the trial implementation plan will eventually lead to the installation of a permanent plan. An amount of $74,000 from the Street Improvement Fund is already budgeted for the trial installation and evaluation. If, atter the trial period is completed, a decision is made to implement the plan on a permanent basis, the amount of additional funds could be in the range of $150,000 or more. Public Works estimates it will require $7,500 per year to maintain the project. Traffic Signal System Evaluation Study: This is a study to evaluate the City’s existing traffic signal control system, with respect to its remaining useful life and capabilities, to address current needs and establish a recommended program for enhancement/replacement. The scope of work for the project has been prepared. The current system and equipment are reaching the end of their useful lives, and lack the capability to perform additional functions important to efficient and effective traffic control and management. The study will develop the understanding required to establish a systematic annual investment plan that will provide the system capabilities required for Palo Alto. A consultant to do the work has not been hired. An amount of $100,000 from Utilities Funds is already budgeted for this evaluation study, as part of an existing Capital Improvement Program (CIP). It is likely that the results of the study will be a recommended improvement program costing $1 to $2 million over a period CMR:180:96 Page 5 of 13 of several years. A sum of $300,000 is available from an already-approved federal/state (RSTOP) application. Remaining funds are anticipated to come from the Electric Fund. El Camino Real Intersection Safety Improvement Project: This is a currently approved project for which a supplemental component is proposed. The approved project involves traffic signal modifications and related intersection improvements, to improve pedestrian and bike safety at three locations along E1 Camino Real, which were identified in the Meadow/Charleston School Corridor Safety Study. When the modifications that will occur at the E1 Camino/Maybell intersection are completed, the curb and sidewalk modifications will result in the creation of a large area behind the curb in the southeast comer of the E1 Camino Way/El Camino Real intersection. The design and implementation of a proper treatment for this area is substantially beyond the scope and funding of the intersection operational improvement project. Since the area is relatively large and could provide an opportunity to implement Comprehensive Plan urban design objectives for the E1 Camino corridor, it is proposed that this additional component be phased, to allow for full resident and board reviews and participation. Funding for the traffic signal improvements, in the amount of $160,000 from the Street Improvement Fund for cost sharing with Caltrans, has been previously approved. No funding has been approved for the large area landscaping component, the proposed budget for which is $25,000 for design and $40,000 for construction. Public Works estimates it will require $5,000 per year once the project is complete, for signs, striping and paving for the already approved project. Majorlntersection Improvements Projects : This is an ongoing capital improvement project to design and implement traffic operational improvements and bike-related improvements at selected intersections, per adopted Council policy resulting from the Citywide Land Use and Transportation Study. A current project for improvements at the Page Mill~oothill/ Junipero Serra intersection is already funded. The current proposal is to pursue the Page Mill/Hanover intersection improvement project. The purpose of the proposed Page MillfHanover project is to provide operational improvements for vehicles and bicyclists using this intersection. The scope of the project includes widening Hanover Street to provide a second right-tum lane in the northbound direction and bicycle lanes in both directions, re-striping Page Mill Road to accommodate a second left-tum lane in both directions, replacing the old traffic signal hardware, and optimizing the signal timing. No funding is currently approved for the Page Mill Road/Hanover project. An amount of $150,000 is needed for the design work which is proposed for FY 1997/98, and $500,000 for construction which is proposed for FY 1999/00. The source of funds is the Traffic Impact CMR:180:96 Page 6 of 13 Fee for the Stanford Research Park, subject to sufficient funds being generated in a timely manner. This project has been submitted for federal and state funding consideration, but has not been selected and, realistically, is unlikely to qualify (i.e. rate high enough in the Metropolitan Transportation Commission’s regional evaluation). In addition, there are several more major intersection improvement projects, yet to be designed and constructed. These include: Oregon Expressway/Middlefield Road, Page Mill Road/El Camino Real, and Foothill/Arastradero/Hillview/Miranda. These projects are currently estimated to cost $5 to $7 million or more. Citywide School Commute Safety Study: Phase 1 is the current study to evaluate existing school commute safety issues in the north part of the City. The study will be completed in mid-1996. It is likely that this Phase 1 study will result in a series of recommendations, some of which would require new funding for implementation of physical changes and/or services. The purpose of the Phase 1 study is to identify traffic issues and concerns related to school commute corridors and commute safety for Palo Alto students traveling to and from school; and to develop recommendations to improve pedestrian, bicycle and vehicle safety; and reduce conflicts, accident potential, and traffic congestion along school commute routes. The Phase 1 study portion is already fully funded ($45,000) from the General Fund as part of the City’s 1995-96 operating budget. The purpose of Phase 2 would be to address the same issues as Phase 1, but for the south part of the City. The Phase 2 study will be included in the City Manager’s Proposed 1996-98 Budget ($50,000). The study is planned to start in the fall of 1996 and be completed in mid- 1997. It is likely that this Phase 2 study will result in a series of recommendations, some of which would require new funding for implementation of physical changes and/or services. At this time, it is premature to estimate the costs associated with any recommendations that will be forthcoming from the study - Phases 1 and 2 - except to suggest that it may likely be some hundreds of thousands of dollars (i.e., plus or minus $300,000), rather than tens of thousands. Public Works maintenance support is estimated to total $9,000 to $12,000 per year. Truck Route and Weight Limit Project: This is a proposed study to investigate the feasibility of changes to the City’s truck regulations, including reduction in the existing truck weight limit, and/or changes to the existing designated truck route system. A draft scope of work has been prepared for the study. A consultant to do the work has not been hired. The purpose of-this study is to address concerns expressed by residents living along University Avenue and Embarcadero Road regarding the number, size, speed and related impacts of trucks. The study is to provide the information regarding: (1) the impacts of reducing truck weight limits on streets that are proposed to be classified as a residential arterial, (2) the CMR:180:96 Page 7 of 13 possibility of Oregon Expressway being designated as a truck route, with or without a change in the weight limits, and (3) whether and how the City can work with neighboring cities to develop a broad area, multi-jurisdictional approach to track traffic on this portion of the Peninsula. The study is intended to provide a technical information base and a public process that will enable an informed and constructive discussion and analysis of truck-related issues and options, and provide the basis for consideration of possible changes to the City’s truck regulations. No funding is currently approved for this project. An amount of $125,000 will be required for the study. The results of the study are likely to concern regulatory changes, signing changes and increased enforcement requirements, rather than major infrastructure costs. If implemented, the cost for signing changes would probably be over $30,000. A reduction in the track weight limit will affect many more tracks and, therefore, will require a higher level of enforcement activity if it is to be effective. The Police Department is not able to predict at this time how it will accommodate that additional workload. Residential Arterial Traffic Calming Project: This proposed program would develop, design and construct physical changes to five arterial roadways (Embarcadero Road, University Avenue, Charleston Road, Arastradero Road, and Middle field Road) that are proposed to be designated as "residential arterial" in the new Comprehensive Plan. A draft scope of work for the feasibility, planning and conceptual design phase has been prepared. A consultant to do the work has not been hired. The purpose of this project is to address concerns expressed by residents liv~ing along arterial streets that are bordered by residential neighborhoods, by developing, designing and constructing physical changes and street improvements, to reduce the impact of traffic and improve the quality of life along the residential arterial streets. The intent of the project is to reduce traffic speed, calm traffic, improve bicycle and pedestrian safety, and enhance the aesthetic character of these streets, but not to appreciably reduce traffic volumes or to alter current traffic patterns. The types of improvements to be considered include improvements such as landscaped medians, gateways, intersection treatments, traffic signal changes and visual variations. No funding is currently approved for this project. An amount of $250,000 is estimated to be required for the feasibility and planning work for five residential arterials and schematic design work for one. Subsequent schematic design work for the other four residential arterials will require in the range of an additional $200,000. The order Of magnitude cost for final design and construction of physical changes to each of the five residential arterials (12 miles of roadways) is likely to reach $800,000 to $1,000,000 million per mile, or $10 to $12 million for all five residential arterials. For Embarcadero Road alone, the design and construction costs would probably reach $2 to $3 million. Public Works support is estimated to cost $30,000 per year. CMR:180:96 Page 8 of 13 Intermodal Transportation Center Project ("Dream Team"): This is a long-range project to bring about a major land use and circulation plan for the area centered around the Palo Alto Caltrain Station and the University Avenue/Alma Street/railroad underpassA~l Camino Real facilities. Funding requirements for this proposed project include: $400,000 to bring the project through the schematic design and environmental review stage; $6 million for the preliminary and final design work; and $28 million for construction. An amotmt of $200,000 in Petroleum Violation Escrow Account (PVEA) funds has been made available though state legislation, but is still subject to successful grant application and approval steps. This money is on a reimbursable basis and, therefore, would require up-front financing from other City funds, with reimbursement to follow as funds are expended and billed. There are also some preliminary discussions regarding the possibility of increasing the funds for this project up to $400,000, by solicitation of funds from other entities (Joint Powers Board, Stanford University, County Transit), as well as possibly $50,000 in additional funding from the City of Palo Alto. CMA Annual City Membership Dues: These are dues paid by the City of Palo Alto to the Santa Clara Transportation Agency for the City’s share of the countywide Congestion Management Program. Several years ago, the City approved the Joint Powers Agreement which precipitated the formation of the Congestion Management Agency (CMA), and has since remained an active member at both the policy and technical level. The primary goal of the CMA is to ensure that traffic in Santa Clara County improves, or at least does not worsen, as population increases. Annual membership dues for the City of Palo Alto are approximately $73,000. The source of funding to date has been the Street Improvement Fund. Neighborhood (Local & Collector Street) Traffic Calming Program: This proposed program would establish and formalize City policies and programs relating to the protection of neighborhood streets from impacts of vehicular traffic. The purpose of this proposed traffic calming program is to be more responsive to resident concerns about traffic problems on local and collector streets. The proposed program, as currently drafted, would establish defmed formal procedures, criteria, and funding, in order to respond efficiently and fairly to residents’ concerns regarding speeding, inappropriate through-traffic volumes, and accidents on local and collector streets. City Council involvement would be focused on the more complex traffic calming projects. Currently, funding for traffic calming measures has occurred on an ad hoc basis at the conclusion of Council-assigned neighborhood traffic studies, through the Budget Amendment Ordinance process rather than the annual BudgetiCIP process. The proposed program recommends establishing an annual ongoing budget of $100,000 per year, as part of the CIP, for design and installation of such devices. Funding has not been identified, however. Public Works support is estimated at $5,000 to $10,000 per year. CMR:180:96 Page 9 of 13 Local Bus Shuttle System: This proposed program would establish a community based, local bus system serving Palo Alto residential neighborhoods and local area destinations (commercial areas, transit stations, schools, cultural and social centers, etc.). The purpose of this program is to provide Palo Alto residents with a convenient, user friendly bus system that will serve as an attractive alternative to the automobile, as well as provide improved mobility to persons without access to an automobile. The intent is to work with Stanford University staff to develop and implement an expansion and/or extension of its Marguerite bus service, through appropriate service delivery and cost sharing arrangements. The Marguerite system provides user-friendly, convenient service and does it at a lower cost than other bus systems. No funding is currently approved for this project, other than a City payment to Stanford University of $14,000 each year for the past several years, as a share of the cost for the Marguerite noon-time shuttle service between the Stanford University campus and downtown Palo Alto. In order to establish an effective "Marguerite style" service for Palo Alto, planning and design work of $50,000 to $100,000 is required, and service start-up costs in the range of $100,000 to $300,000 per year are required. A local bus system that provides a reasonable level of service frequency and geographic coverage throughout Palo Alto is likely to cost $1 to $2 million.per year, or more. There is no identifiable source of funds for this service, other than the General Fund, parking-related charges, or some new source. No appreciable portion, if any, would be offset by passenger fares. Traffic Education Program: This proposed trial program would develop and implement a two-year, multi-faceted education program aimed at informing and influencing drivers’ perspectives, decisions and behavior regarding traffic management, operations and safety issues in Palo Alto. The purpose of this project is to complement enforcement and engineering efforts with education, as part of a comprehensive strategy to address traffic concerns. The scope of the project will be to identify primary issues, gather existing information, formulate a strategic plan for education and develop materials and action plans for implementation. Examples might include: a transportation plan brochure that consoli- dates and effectively communicates Palo Alto’s comprehensive multi-faceted approach to traffic management and safety and provides guides to how the public can help reduce traffic impacts; or a campaign to challenge people to "respect the law" -- speed limits, red lights, stop signs, basic courtesies -- through the schools, newspapers, and focused public awareness. No funding is currently approved for this project. An amount of $50,000 will be required for the first year and $25,000 for the second year. If this approach is shown to be effective, an expanded ongoing program could require $100,000 per year. CMR:180:96 Page 10 of 13 Bicycle Plan and Route Map Project: This is a proposed project that would develop a bicycle plan and bike route map for Palo Alto, to promote and encourage greater use of bicycles and to maintain eligibility for state Transportation Development Act (TDA) funding. The purpose of this project is to prepare a complete bicycle plan, including an update of the bikeway master plan, and produce improved, more detailed, multiple-color bicycle routes map, which would be more useful to current bicyclists, promote and encourage greater use of bicycles, and more appropriately reflect the community’s commitment to bicycle transportation, as well as meet eligibility requirements for state TDA funds established by the Metropolitan Transportation Commission (MTC). No funding is currently approved for this project. An application for 1996/97 state TDA funds was submitted in January 1996. The proposed budget for this project is $40,000. The project is eligible for reimbursement from state TDA funds, subject to TDA grant approval and TDA funding limitations. Wilkie Way Pedestrian/Bike Bridge Renovation Project: This is a proposed project to renovate an existing pedestrian/bike bridge crossing on Adobe Creek at the end of Wilkie Way. The pedestrian/bike bridge was constructed in 1974 and has deteriorated over the past twenty years. The deck has warped and weathered unevenly, and the riding surface has deteriorated, as have the railings and beams of the bridge. In order to improve the safety of the bicyclists and pedestrians who use the bridge, and preserve the bridge’s long-term viability, substantial renovation is required. The recommended project includes repair of the existing wood plank deck and an overlay of a plywood non-skid surface, installation of a new ADA-standard railing, and other related improvements. Design costs of $30,000 are included in the 1996-97 CIP. An application for 1996/97 state TDA funds was also submitted in January 1996, requesting reimbursement of $30,000 for the design portion of the project and indicating intent to request 1997/98 state TDA funds in the amount of $110,000 for construction. This project is eligible for reimbursement from state TDA funds, subject to TDA grant approval and TDA funding limitations. Public Works support is estimated to cost $5,000 to $10,000 per year. Arastradero Road Bike Lane Project: This proposed project is to widen Arastradero Road by five feet, for a distance of approximately 300 feet, in order to install on-street bike lanes along a segment of Arastradero Road adjacent to Gunn High School. The purpose of this proposed project is to provide a missing link in the on-street bike lane network along Arastradero Road, adjacent to the Gunn High School site, thereby removing the existing disincentive to bicycle commuting along this main access corridor and providing for improved and safer bicycle access to Gunn High School, the Stanford Research Park, and other destinations. The project involves the replacement of existing sidewalk bike paths with on-street bike lanes in both directions. This would require widening of the roadway by 5 feet CMR:180:96 Page 11 of 13 for a distance of approximately 300 feet in advance of Miranda Avenue, to accommodate the installation of the westbound bike lanes, relocation of a right-turn lane, and landscaped planting area and sidewalk. No funding is currently approved for this project. An application for 1996/97 state TDA was submitted in January 1996, indicating intent to request 1997/98 state TDA funds in the amount of $35,000 for the design portion of the project and intent to request 1998/99 state TDA funds in the amount of $150,000 for construction. This project is eligible for reimbursement from state TDA funds, subject to TDA grant approval and TDA funding limitations. Public Works maintenance is estimated to cost $5,000 to $10,000 per year. Other Projects: Finally, there are several major ongoing similar transportation related projects that are in progress (design and construction), which are already fully funded or would be through an assessment district. These include: 0 0 0 o Alma Street Pedestrian/Bike Bridge Project Embarcadero Pedestrian/Bike Bridge and Path Project Page Mill/Foothill Intersection Improvement Project Downtown Parking Structure Feasibility Study FISCAL IMPACT Exhibit 2 shows all of the projects discussed in this report, along with related costs. ATTACHMENTS Exhibit 1 Street Improvement Fund Summary Exhibit 2 Traffic Safety Programs Project Descriptions CMR:180:96 Page 12 of 13 PREPARED BY: Marvin Overway, Chief Transportation Official Emily Harrison, Deputy City Manager, Administrative ServicesLynne Johnson, Assistant Police Chief~ DEPARTMENT HEAD APPROVAL:~__~~ , Chris Durkin, Chief of Police Ken Schreiber, Director, Planning and Community Environment CITY MANAGER APPROVAL: ¯ Harrison Deputy City Manager, ,dministrat~ervices try Manager ~ CC: rda CMR:180:96 Page 13 of 13 ~,0 0 t,..O~ 0 oO°.~°~° 00 0 0 0000000 0 000 00 00oO 0 0 0 0 0 0 ~"0 O0 O0 O0 OOoO 0 0000 0 0000 0 0000 0 0