HomeMy WebLinkAboutBus-Rapid-Transit-UpdateCity of Palo Alto (ID # 2666)
City Council Staff Report
Report Type: Study SessionMeeting Date: 5/14/2012
May 14, 2012 Page 1 of 15
(ID # 2666)
Summary Title: Bus Rapid Transit Update
Title: Update and Council Input Regarding the Status of the Valley
Transportation Authority -Bus Rapid Transit Project
From:City Manager
Lead Department: Planning and Community Environment
Recommendation
Staff recommends that Council receive staff’s presentation regarding the Valley
Transportation Authority (VTA) El Camino Real Bus Rapid Transit Project and
provide comments and direction for a recommendation to VTA in June.
Background
The El Camino Bus Rapid Transit (BRT) project is supported by the VTA’s Measure
A transit sales tax program and funds from other federal and state sources. The
goal of this project is to improve transit operations along the El Camino Real
Corridor by providing faster, more frequent and more reliable service with
specialized transit vehicles and facilities. The El Camino Real Corridor extends
from Downtown San Jose (San Jose Arena Station) to downtown Palo Alto
(University Transit Center) via The Alameda to El Camino Real, passing through
the cities of San Jose, Santa Clara, Sunnyvale, Los Altos, Mountain View and Palo
Alto. The El Camino Real Corridor is currently served by the Local 22 bus and the
Rapid 522, which together carry 20% of VTA’s daily riders. The current Rapid 522
is the beginning of a BRT type of service with limited stops and traffic signal
priority functionality. The BRT project will upgrade the Rapid 522 service by
installing upgraded stations and branded vehicles with more comfortable
executive-style seating.
VTA has contracted with the Parsons Transportation -DKS & Associates Design
Team as their consultant for the project. Meetings with City staff began in
summer 2010 in the form of a Project Development Team (PDT). Staff from the
northern cities of Palo Alto, Los Altos and Mountain View attends monthly PDT
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meetings to work with VTA Staff and their Consultants to provide comments on
the various configurations proposed along El Camino Real. The project proposes
either exclusive (dedicated) bus lanes in the current median-area of El Camino
Real or buses travelling in the mixed flow lanes along the right side of the
roadway with respective enhanced station alternatives.
A Policy Advisory Board (PAB) for the BRT has also been established for cities to
provide local policy input on the project.The PAB meetings are held quarterly.
As the project progresses through development phases,the frequency will be
modified as necessary.
Discussion
The VTA will come before the City Council in June to provide recommendations
for the implementation of BRT along El Camino Real in Palo Alto. The information
provided in this staff report and study session is intended to provide the Council
with additional information related to operations of BRT through the City.
The VTA is exploring two types of street cross-sections for BRT implementation:
1) Dedicated Bus Lanes in the Center of the Street, or 2) Mixed-Flow Curb Lanes.
Each option includes enhanced stations and opportunities for bicycle facility
improvements depending on the level of parking intrusion or environmental
mitigation acceptable within each community. Option 1 (Dedicated Bus Lanes in
the Center of the Street) reconfigures El Camino Real to provide two dedicated
bus-only lanes within the center of El Camino Real. Passenger platforms for
boarding and de-boarding of the buses would occur in the center-street platforms
along with ticket stations. Operations in a center-street configuration are similar
to the operation of Light Rail Transit (LRT) along First Street in the City of San Jose.
Dedicated Bus Lanes in the Center of the Street are currently being proposed in
the cities of Santa Clara, Sunnyvale, Mountain View and Los Altos. Santa Clara has
already concurred with this recommendation.Option 2 (Mixed-Flow Curb Lanes)
maintains bus operations similar to those along El Camino Real in Palo Alto today
with buses operating within the curb lanes of the street except that instead of a
bus pulling out of a lane into a bus bay or parking aisle, the bus would stop in its
current lane temporarily holding traffic behind it while boarding/de-boarding
occurs. Widened sidewalks at stations in Option 2 would be provided to form the
equivalent of bulb-outs at intersections to accommodate passenger dwelling and
ticketing facilities.
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Map of Proposed VTA BRT Project
In addition to the street improvements, the BRT Project also includes enhanced
branded buses with executive-style seating to help attract riders, reduced
headways providing additional bus capacity, and the enhanced station platforms
introduce streetscape opportunities to beautify the corridor and continue the
implementation of the Grand Boulevard Initiative.The City of Palo Alto has
started implementing Grand Boulevard concepts with improvements recently
completed at the El Camino Real and Stanford Avenue intersection.
VTA Community Outreach
On June 20, 2011, VTA made a presentation to the Council regarding the BRT
project and discussed the above alternatives being evaluated for the roadway
configuration along El Camino Real,including the Dedicated Bus Lanes in the
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Center of the Street and the Mixed-Flow Curb Lane scenarios. Minutes of the
meetings are included as Attachment A. The VTA has met regularly with staff
during monthly project development team meetings and has met quarterly with a
policy advisory group made up of council representatives from each of the project
cities.
·BRT –Community Open House:
VTA has held outreach meetings in all of the cities in the BRT Corridor. A
meeting in Palo Alto was held on October 20, 2011 at the Palo Alto Medical
Foundation’s Community Center. The meeting was held in an open house
format. Staff from VTA, their Consultants and Palo Alto staff was also in
attendance to answer any questions from the public. The open house was held
in two sessions from 3:30 pm to 5:00 pm and again from 6:00 pm to 7:30 pm.
A total of 20 members of the public attended the open house. Overall the
comments received were positive on topics such transit, traffic, bike facilities
and specific neighborhood questions.
·BRT Project Bus Tour:
A bus tour of the BRT Corridor was also held on Saturday, October 22, 2011,
from 9 am to 11 am to provide the opportunity for PAB members in addition
to members of the public to view and ride along the proposed BRT route along
El Camino Real. Staff from Transportation and Council member Nancy
Shepherd also attended this tour. The tour commenced at the Palo Alto Transit
Center and ended at the Santa Clara Station, with a few stops along the way.
VTA staff and guest speakers provided information and details on the
proposed BRT project and station locations.
Bus Rapid Transit Stations
The VTA is proposing two new BRT Stations in Palo Alto at the following
intersections:
·El Camino Real & Arastradero Road-Charleston Road
·El Camino Real & California Avenue
The University Avenue Transit Station would serve as the third station in Palo Alto
as well as the terminus of the BRT Program within Santa Clara County but no
upgrades at the station are proposed as part of the project.
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When the VTA presented the BRT Project to the Council in 2011,the VTA was
considering two BRT Station alternatives in South Palo Alto,at either the El
Camino Real & Arastradero Road-Charleston Road or El Camino Real & Maybell
Avenue intersections. The El Camino Real & California Avenue station has always
been a preferred station location because of transfer-opportunities with the
California Avenue Caltrain Station and ridership opportunities with the
neighboring Stanford Research Park and Stanford University.
·El Camino Real and Arastradero-Charleston Road
The El Camino Real & Arastradero Road-Charleston Road intersection is the VTAs
preferred South Palo Alto BRT Station after further consideration and discussion
with City staff. This intersection provides transfer-opportunities with the VTA Bus
88 Route serving the Loral Space Systems along Fabian Way, the East Meadow
Circle area, Gunn High School, and Palo Alto -Veterans Administration Hospital
ridership. To implement a BRT Station at the El Camino Real & Arastradero Road-
Charleston Road intersection the City will need to further study the feasibility of
intersection improvements at this location. The VTA is considering a partnership
with the City to implement the streetscape-style improvements similar to those at
El Camino Real & Stanford Avenue allowing for enhanced BRT Station platforms
for rider dwelling and ticketing facilities. Improvements at El Camino Real &
Arastradero Road-Charleston Road would help in the implementation of the City’s
Charleston Road-Arastradero Road Strategic Plan. This intersection has not
experienced any type of improvements and experiences a high amount of student
activity due to the cluster of schools located along Arastradero Road,including
Gunn High School, Terman Middle School, and Juana Briones Elementary School.
Intersection improvements being considered by the VTA include the removal of
pork chop island on the southeast and southwest corners of the intersection to
help reduce intersection crossing distances for pedestrians and to help channelize
bicycle movements. Feasibility studies would need to be completed to identify
the appropriate intersection configurations in relation to BRT operations along El
Camino Real (Center Street versus Curb Lane operations). A comprehensive
community outreach process with the Palo Alto community would also need to be
managed by the VTA along with coordination with the State of California
Department of Transportation (Caltrans), which is responsible for the operations
and maintenance of the El Camino Real corridor.
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·El Camino Real and California Avenue
The El Camino Real & California Avenue Station introduces a key transfer
opportunity for the BRT project with Caltrain riders and the Stanford Marguerite
Shuttle System, and serves a key target market for the BRT project with the
neighboring Stanford Research Park and growing high-tech incubator industry in
the vicinity ofthe California Avenue Business District. Depending on the
community-preferred BRT operation,a center-street platform or curb-lane
platform on the northeast (Radio Shack) and southwest (Wells Fargo Bank)
corners could be provided. The El Camino Real & California Avenue intersection
already experiences a high amount of transit use with the VTA Bus Routes 22 and
89. The VTA Express 522 also has existing stops at the El Camino Real & California
intersection,but this is the route being upgraded to a BRT operations.
Each of the two proposed station designs would include an off-board fare
collection system where passengers would buy tickets and board the bus through
the front and rear doors without needing to show proof of payment. This would
allow faster boarding and like the light rail, transit officers would be onboard
checking passengers for tickets. The enhanced stations would be more
substantial than regular bus stations by providing shelters for weather protection,
more seating and better lighting for safety. The station locations in the areas
without dedicated lanes (mixed–flow option) would be designed to have the
sidewalk bulb-outs, where the station platform would extend out onto the travel
lane, so that the bus would stop in the travel lane while the passengers boarded.
This would potentially speed up the travel times since the buses would not have
to pull in/out of traffic, like regular buses do.
El Camino Real BRT Operations –Dedicated Bus Lanes in the Center of the Street
At the June 20, 2011 meeting, Council asked VTA to look at the option of
dedicated lanes throughout Palo Alto and to analyze/evaluate the impacts of this
option.
The Dedicated Bus Lanes in the Center of the Street of El Camino Real Option
provides two 12-foot dedicated lanes, one on each approach of El Camino Real,
for the exclusive use of transit vehicles. The 12-foot lanes can be placed in the
existing median segments of the street and would be separated from adjacent
vehicle lanes by 6-inch concrete curbs to restrict access. The introduction of the
dedicated center lanes for buses does introduce opportunities for new landscape
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treatments to separate the two bus lanes, provide street beautification elements,
and to maintain the opportunity to provide center-street platform stations for
passenger dwelling and ticketing facilities. The BRT platforms under a center-
street configuration may require up to 16-foot widths but between stations the
median islands be reduced to as little as 4-foot width or be completely removed if
necessary to minimize impacts to the remainder of the corridor, to introduce new
elements such as bicycle lanes or to preserve parking. A concept rendering for a
typical cross-section of a Dedicated Bus Lane in the center of El Camino Real with
bicycle lanes facilities (instead of parking) is provided below.
Dedicated Bus Lane on El Camino Real with Bike Lanes Concept Rendering
The design of the dedicated lanes option may either maintain existing landscaping
along El Camino Real or require landscaped modifications to accommodate the
dedicated bus lane facilities. The City would also have the choice of either having
on -street parking or bike lanes placed along the dedicated lanes segment on El
Camino Real,but providing both may not be feasible due to right-of-way
restrictions.Additional right-of-way acquisition may be required where center
median BRT stations are considered including the El Camino Real & Arastradero
Road-Charleston Road and El Camino Real & California Avenue intersections.
More information will be available as VTA moves forward with detailed design of
this project.
The BRT Project will be seeking federal funding and requires a minimum amount
of dedicated bus lanes to be provided to be consistent with funding and project
proposal requirements of the VTA. Grant guidelines encourage candidate
projects to provide 50% of the Corridor (roughly 8 miles) of dedicated bus lanes
throughout the City for the project to be compliant with funding requirements. A
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proposed change to the federal requirements, however,allows for the Federal
Transit Administration (FTA) to have more discretion over dedicated lanes
mileage requirement if other project benefits can be shown.
The dedicated lane configuration provides an advantage to the transit service by
allowing BRT vehicles to bypass general automobile congestion and by eliminating
conflicts between general traffic and transit vehicles. The dedicated lane
configuration also introduces non-transit components to the street reconstruction
such as bicycle lanes, pedestrian bulb-outs at intersections and enhanced
pedestrian crossings. As a result, the dedicated lanes option would improve the
environment for non-automobile modes in the corridor.
Depending on the cross-street configurations of dedicated bus lane facilities on El
Camino Real, the overall roadway capacity of El Camino Real may be impacted.
This report includes a brief discussion roadway capacity in a subsequent section.
El Camino Real BRT Operations –Mixed Flow Curb Lanes
The use of Mixed-Flow Curb Lanes for the Palo Alto segment was identified by the
VTA as their preferred BRT operation method when discussed at Council last year.
Mixed-Flow Curb Lanes were preferred at that time because of cost restrictions,
potential impacts to parking and landscaping, and the lack of an identified
preferred South Palo Alto BRT Station.
The Mixed-Flow Curb Lanes alternative preserves the existing street-cross section
of El Camino Real that provides three (3) vehicular travel lanes for each approach
of El Camino Real (North-South) and maintains parking at most locations. The
actual parking impact at locations where BRT Stations are proposed is not yet
identified.
The Mixed-Flow Curb Lane option,though, does introduce the opportunity to also
consider new cross-street alternatives that can introduce bicycle lane facilities by
removing parking or providing enhanced median-island planting opportunities
through the widening of the existing median islands, consistent with the vision of
the Grand Boulevard Initiative.
Mixed-Flow Curb Lane BRT Operations on El Camino Real with Bike Lanes or
Parking
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Concept Rendering
Additional cross sections are also included in Attachment B of this report.
Traffic Summary of BRT Center-Street Operations on El Camino Real
As part of the evaluation of the dedicated lanes option on El Camino Real in Palo
Alto, the VTA consultant team will perform an intersection and street segment
level of service (LOS) analysis and vehicle delay study for both the Dedicated Bus
Lane and Mixed-Flow alternatives, as well as a No Build option along El Camino
Real.
Findings to date indicate that a majority of traffic congestion in the corridor is
caused by general population and employment growth as forecasted by the
Association of Bay Area Governments (ABAG)pursuant to VTA’s traffic modeling.
With the anticipated growth in population and employment throughout Santa
Clara County, automobile traffic volumes are expected to increase on El Camino
Real and other roadways in the corridor by 2035, even in the No Project situation.
Under the Dedicated Bus Lanes option, two of the six lanes would be converted to
exclusive bus lanes on El Camino Real. The conversion does reduce the overall
street capacity of the portion of El Camino Real roadway where conversion
occurs. The VTA projects that because El Camino Real already provides more
capacity than currently required, for existing and future growth needs, that a
conversion of lane use from vehicles to transit-only use, the overall LOS impact on
El Camino Real may not be substantial. The VTA assumes both a conversion to
transit ridership as well as diversion to other local streets as part of this finding.
A complete traffic impact analysis for the project is still under development but
preliminary findings for select intersections are provided below.
VTA Preliminary LOS Findings
BRT Project
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2035 No Build PM
2035 Alt 10
(6 Lanes w/
Mixed Flow)
2035 Alt 16
(4 Lanes + 2 Dedicated
Bus Lanes)Study Intersection
Delay
(sec/veh) LOS Delay
(sec/veh LOS Delay
(sec/veh) LOS
El Camino Real & University Ave 44.1 D 40.4 D 21.2 C
El Camino Real & Embarcadero Rd/Galvez St 179.9 F 173.4 F 149.4 F
El Camino Real & Stanford Ave 35.6 D 35.3 D 36.4 D
El Camino Real & California Ave 28.7 C 27.8 C 36.7 D
El Camino Real & Page Mill Rd/Oregon Exp 177 F 174.6 F 152.5 F
El Camino Real & Charleston Rd./Arastadero Rd 102.9 F 101.3 F 84.3 F
The table shows less delay to vehicle traffic through key intersections along El
Camino Real based on the assumption that traffic is being redirected onto the
transit service as well as a diversion to the adjacent transportation street
network. How much diversion traffic towards parallel arterial or residential
streets projected is not yet clear, but Alma Street is identified by the VTA asa
local arterial street that would likely serve as a diversion route for El Camino Real
traffic displaced as part of any lane conversions towards dedicated bus lane
facilities.
The City assumes a lane capacity of 1,000 vehicles per hour for an arterial street
as a conservative estimate. In the case of Alma Street which has two lanes per
approach (northbound and southbound) the City would assume a capacity of
2,000 vehicles per hour per direction of travel as a maximum roadway capacity.
City staff completed a separate analysis from that of the VTA summarized in the
table below that looks at the existing Alma Street traffic volumes near Churchill
Avenue to determine whether the street could in fact accommodate such a
diversion and assumes 700 vehicles being diverted from El Camino Real.
City of Palo Alto
Alma Street Preliminary Analysis of BRT Traffic Diversion
Alma Street Segment at Time Existing Existing Capacity BRT Diversion
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Churchill Avenue Volume V/C*LOS V/C*LOS
9AM-10AM 810 0.41 B 0.76 D
6PM-7PM 1,496 0.75 D 1.10 F
Alma Street Southbound
7PM-8PM 1,427 0.71 D 1.06 F
9AM-10AM 1,551 0.78 D 1.13 F
6PM-7PM 1,282 0.64 D 1.00 F
Alma Street Northbound
7PM-8PM 1,309 0.65 D 1.00 F
The above table does not take into consideration future growth conditions. The
table shows that during the peak periods of Alma Street that the roadway may
not accommodate a diversion of traffic from El Camino Real resulting from a
conversion of lane-uses to other uses.
Right of Way
The VTA has not yet completed its preliminary design alternatives to determine
whether there are any substantial right-of-way impacts for either the Dedicated
Center Lane or Mixed-Flow Curb Lane options.The only location of potential
impact identified at this time is at the intersection of El Camino Real & Page Mill
Road where,under the Dedicated Center Lane concept, the need to maintain a
southbound right turn lane near Palo Alto Fields, may impact the existing park
strips along the sidewalk.
Parking and Bike Lanes
The dedicated lane configuration can either accommodate bike lanes or parking,
but not both. Bike lanes should be continuous if considered for implementation
to help link major destinations throughout the corridor and encourage ridership.
If bike lane implementation were identified by the City as a preferred
implementation alternative existing on-street parking may be impacted in either
BRT operation scenario. The table below, prepared by the VTA, shows the
number of available parking spaces along El Camino Real throughout Palo Alto,
the parking occupancy and how many spaces might be impacted if the Dedicated
Center Lane option were pursued. Occupancy is based on the average of the
morning, midday and late afternoon/evening occupancy which was measured
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from aerial photographs. For comparison, only 6 spaces are lost under the mixed
flow option.
El Camino Real Parking Analysis
Under Dedicated Center Lane Concept with and without Bike Lanes
Parking Spaces Impact
(Bike Lanes)
Parking Spaces Impact
(No Bike Lanes)Parking Location
No. Parking
Spaces
Available
% Parking
Spaces
Occupied No.% of Supply No.% of Supply
El Camino Real 496 47%496 100% 138 28%
Locations where parking may be impacted along El Camino Real under the
Dedicated Center Lane operation concept include:
·In the vicinity of the Park Blvd., Stanford Ave., Ventura Ave., Los Robles
Ave.and Dinah’s Court intersections
·Between College Ave.and Sherman Ave.
·Between Fernando Ave.and Barron Ave.
·Between Maybell Ave.and Deodar Street
Left TurnAccess under BRT Center Street Operations on El Camino Real
It is a requirement of a dedicated lane (median) BRT operation to allow left turn
movements across the BRT lanes only at signalized intersections, which would be
similar to light rail operations in the City of San Jose. The BRT Center Street
concept proposes two design options to address this restriction at affected
intersections given a dedicated lane option is chosen:
1) Install a traffic signal allowing all movements and include crosswalks and a
pedestrian activated phase permitting safer street crossing, or
2) Close the left turn movement and redesign those locations to be limited
right-in/right-out access operations at intersections
The dedicated lanes option would result in the closure of left turn movements
into driveways or minor streets on El Camino as listed below:
Left Turn Lane Movements off of El Camino Real
Impacted by Center Lane Concept
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Location/Cross Street Direction on El Camino
Real Alternate Movement
Churchill Eastbound Left at Embarcadero or Park; U-turn at Park
Olive Westbound U-turn at Page Mill
Cambridge Eastbound and
Westbound
Left at new signal at College; left at California; U-turn
at California or College
Grant Eastbound Left at Page Mill or California
Eastbound Left at Margarita
Fernando
Westbound U-turn at Hansen
Eastbound Left at Ventura or new signal at WiltonCurtner
Westbound U-turn at Barron
There is currently a median opening at Lambert Avenue that would also need to
be closed.Southbound movements for access into Lambert Avenue would be
made by making a U-turn at Fernando Avenue, and a southbound turn from
Lambert Avenue would need to make a U-turn at Hansen Way or at Page Mill
Road.
As part of the dedicated lanes option, new traffic signals would be proposed at
the following locations to allow left turn movements and provide safe pedestrian
crossings:
·College Avenue
·Barron Avenue/Wilton Avenue
·Vista Avenue
·Deodar Street
Additional signalized intersections may be possible to replace left turn access.
More information can be found on VTA’s project website at www.valleyrapid.org,
which covers the entire El Camino Real corridior.Staff and VTA will return to
Council in June for the Council’s recommendation on a preferred approach to the
BRT plan.
Timeline
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The VTA is propsoing the following schedule for the El Camino BRT Corridor
project:
·Conceptual Engineering thru Summer 2012
·VTA Board Approves Project Description Fall 2012
·Begin Environmental Studies Fall 2012
·Final Environmental Document Winter 2013
·Preliminary Engineering Begins Winter 2013
·Final Design Winter 2014
·Construction Award Winter 2015
·Begin Operation Winter 2016
Conceptual engineering will continue through Summer 2012 and will include civil
engineering, transit operations, branding and marketing of the vehicles and
stations. Staff from Cities and Caltrans will continue to meet monthly to provide
input to the study. The Policy Advisory Board will continue to provide policy
input. Community input will be sought as planning activities reach a level of
definition requiring public feedback.
Resource Impact
Staff participates in monthly Project Development Team meetings. Upon project
implementation, the corridor will be operated and maintained by the Valley
Transportation Authority so there are no on-going resource impacts to the City of
Palo Alto.
Environmental Review
Environmental review will be addressed by the Valley Transportation Authority
(VTA) and Caltrans in late 2012 and early 2013.
Attachments:
·Attachment A: Bus Rapid Transit Cross Sections (PDF)
Prepared By:Jaime Rodriguez, Chief Transportation Official
Department Head:Curtis Williams, Director
City Manager Approval: ____________________________________
May 14, 2012 Page 15 of 15
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James Keene, City Manager
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lANE lANE lANE TURN LANE lANE
~ ~ ~
TYPICAL SECTION
BRT
lANE
BRT
lANE
~
DEDICATED LANES· LEFT TURN AT STATION
1'= 20'
TRAVEL
lANE
TRAVEL BIKE PARKING SN
lANE lANE
t t
I"G'\
\J
TRAVEL TRAVEL
lANE lANE
t t
I'H\
\J
BRT
STATION
TRAVEL
lANE
t
I"T'\
\J
BIKE PARKING SN
lANE
TRAVEL BIKE SN
lANE lANE
t
I, 120' RIGHT-OF-WAY I,
1 1 I, 8' I, 8' I, 12' I, 12' I, 12' I, 16' I, 12' I, 12' I, 12' I, 8' I, 8' I, 'I ,.,. ,. ,. ,. ,. ,. ,. ,.,. 'I
SN PARKING TRAVEL
lANE
~
" 1
" 8' 12' " 8' " " 'I r r r
SN PARKING TRAVEL
lANE
~
TRAVEL
lANE
~
TRAVEL
lANE
~
TYPICAL SECTION
MIXED FLOW· CURB LANES 1'= 20'
120' RIGHT-OF-WAY
12' 12' 10' ,,6' " " " r r ,. ,.
TRAVEL TRAVEL ~.-lANE lANE TURN E
~ ~
TYPICAL SECTION
MIXED FLOW· STATION LOCATION 1'= 20'
TRAVEL
lANE
t
12'
TRAVEL
lANE
t
" r
TRAVEL
lANE
t
fi\
\J
12'
TRAVEL
lANE
t
I"K\
\J
" r
TRAVEL PARKING SN
lANE
t
V
12' " 8'
1
" 8' V r ,. 'I
I
TRAVEL BRT SN
lANE STATION
20' 0' 10' 20' . . . .
~ ~~~S~
, !:~;IAK .. ARSONS ~~. EL CAMINO REAL BRT I:DAS::~C-SHEETS-XS.DWG
-T.WOZNIAK --..... I I 1'=20'
; ~=CHI T TYPICAL CROSS SECTIONS ~ ~~~ I K FRANCHI DAlE
REV I DAlE I BY I SlB I APP I DESCRFTIDN I 11/22/2D11 SUBMmED I APPROVED
CONTRACT NO. REV. o
AREA CODE I SHEET NO. I PAGE NO.
XS-02
i . iii i, ,
I I
I, 73' CURB TO CURB I,
'I. • • . I • • 'I I, I, 8 I, 11 I, 11 I, 12 I, 12 I, 11 I, 8 I, I, 'I ,. ,. ,. ,. ,. ,. ,. ,. 'I
SW PARKING BRT JTRAVEL TRAVEL
lANE lANE
~ ~
TYPICAL SECTION
MIXED FLOW -CURB LANES 1'= 20'
SW PARKING BRTjTRAVEL TRAVEL
lANE
SW
lANE
~ ~
TYPICAL SECTION
MIXED FLOW -LEFT TURN 1'= 20'
BRT BRTjTRAVEL
STATION lANE
~
TRAVEL
lANE
~
~
TYPICAL SECTION
MIXED FLOW -STATION LOCATION
1'= 20'
TRAVEL
lANE
t
MEDIAN TRAVEL
lANE
t
TRAVEL
lANE
t
--o""'_,.~-
~
BRTjTRAVEL PARKING
lANE
i
I"'l'\
\J
BRTjTRAVEL PARKING
lANE
~
Iii'\
\......I
BRTjTRAVEL PARKING
lANE
.........-. : ;.
~
IN\
\......I
SW
SW
SW
I, 120' RIGHT-OF-WAY I,
'L 8' I, 5' id'l, 12' I, 12' I, 12' I, 16' I, 12' I, 12' I, 12' id'l, 5' I, 8' 'L 'I ,.,. ,. ,. ,. ,. ,. ,. ,. ,.,.,. 'I
SW
SW
SW
BIKE TRAVEL
lANE lANE
BUFFER ~
BIKE
lANE
BIKE
lANE
TRAVEL
lANE
~
TRAVEL
lANE
~
TRAVEL
lANE
~
BRT
lANE
BRT
lANE
o
~ :. .:~
~
TRAVEL
lANE
t
--':'r_""-
~-;
TRAVEL BIKE SW
lANE lANE t BUFFER
--':'1""--':;'
~ ~ __ ~_~_.~a __ ._~_~ ____ . __
TYPICAL SECTION 0
DEDICATED LANES -CENTER RUNNING Wm-I16 FT MEDIAN 1'= 2!1
TRAVEL
lANE
~
LID
TURN LANE
~
TYPICAL SECTION
BRT
lANE
DEDICATED LANES -LEFT TURN 1'= 2!1
TRAVEL
lANE
~
BRT
STATION
TYPICAL SECTION
MEDIAN
DEDICATED LANES -AT STATION LOCATION
1'= 2!1
BRT
lANE
~
LID
TURN lANE
~
TRAVEL
lANE
t
I"P\
\......I
TRAVEL
lANE
t
I"Q'\
\......I
TRAVEL BIKE
lANE lANE t BUFFER
TRAVEL
lANE
t
BIKE
lANE
SW
SW
20' 0' 10' 20' . . . .
~ ~~~s~
, !:~;IAK .. ARSONS ~~. EL CAMINO REAL BRT I:DAS::~C-SHEETS-XS.DWG
-T.WOZNIAK --..... I I 1'=20'
; ~=CHI T TYPICAL CROSS SECTIONS ~ ~~~
DAlE
REV I DAlE I BY I ..... I APP I DESCRFTIDN I 11/22/2D11
I K. FRANCHI
SUBMmED I APPROVED
CONTRACT NO. REV. o
AREA CODE I SHEET NO. I PAGE NO.
XS-03