Chapter 3 El Cajon Boulevard Alignment El Cajon Boulevard Alignment The El Cajon Boulevard BRT alignment follows El Cajon Boulevard from Park Boulevard to College Avenue where it turns north to follow College Avenue to San Diego State University. The current preliminary engineering study focused on a portion of the alignment from Park Boulevard to Fairmount Avenue, as shown in Figure 3-1, El Cajon Boulevard Alignment. Transit Lanes There are two primary concepts for developing transit lanes in arterial streets. One is median running lanes, as proposed on part of the Park Boulevard segment of this project, and the other is side running lanes located adjacent to the right curb. Each of these concepts has advantages and disadvantages, and each segment must be assessed individually to select the most advantageous option. Advantages Side Running Transit Lanes Disadvantages ƒ Easier to co-locate BRT stations with local ƒ bus stops, since local buses already use the right lane. Transfers are facilitated. On-street parking, if it remains, will partially conflict with bus movements. ƒ Allows use of standard vehicles with right- ƒ side boarding. BRT lane is interrupted by right-turning vehicles at intersections. ƒ Stations are located outside the travelway; ƒ patrons may feel safer waiting at the side of the road near pedestrians and businesses, rather than in the center of the road. Requires two separate stations at each stop (one for each direction) and therefore greater infrastructure cost than median stations. ƒ Lane is shared with local bus services Median Transit Lanes ƒ More efficient use of space at stations, ƒ since buses can board from both sides of a single center platform. Requires contra-flow configuration with buses traveling on the left side of the centerline, unless specialized left-boarding vehicles are used. ƒ Eliminates conflicts with right turns, park- ƒ ing maneuvers, and bicycles. Easier to implement dedicated transit lanes, as opposed to shared lanes with general traffic. Depending on available space, may require reduction or elimination of landscaped medians. Kimley-Horn and Associates, Inc. 3-1 April 2005 Figure 3-1 El Cajon Blvd. Alignment LAIE y/w 3 EL: CA 4.0M ?Boga VAR -EL CAJON 5? 5 SDS to Downtown Bus Rapid Transit Showcase Metro Express Proje El Cajon Blvd. Study Area at Advantages Disadvantages Median Transit Lanes ƒ Because a single station serves both direc- ƒ tions of travel, station costs are lower for both initial construction and ongoing maintenance. Requires all patrons to make a street crossing to reach the station or to connect from local buses ƒ May be more acceptable to business com- ƒ munity, since stations are not located in front of businesses. Typically, the existing median width is already being used for left-turn pockets. The median transit lane would either remove the left-turn lane or relocate it. Removal of the left-turn lane would cause backups and safety concerns in the through lane. Relocation of left-turn lanes may require elimination of an additional through lane. Left turns across a transit lane can cause line-of-sight difficulties and safety issues. Some left-turn lanes may need to be closed, which would concentrate access at fewer intersections. The City of San Diego has nearly completed a series of public improvement projects to install landscaped medians and left-turn pockets along El Cajon Boulevard. The elimination of the newly installed medians, along with the loss of space for left-turn lanes, was considered to be a serious obstacle to implementation of median-running transit lanes on El Cajon Boulevard; as a result, siderunning transit lanes were deemed more advantageous for this segment of the alignment. The project proposes to convert the existing right lane of traffic into a transit lane. Parking would remain in most of the locations where it is permitted today, except for isolated spaces that would be eliminated or relocated to accommodate stations, turn lanes, etc. Vehicles needing to access a parking space would be allowed to use the transit lane for that purpose. At intersections, right-turning vehicles would also be allowed to use the right lane to position themselves for the turn. Special pavement markings and signage are proposed to distinguish the transit lane and discourage use by general traffic. Separate cost estimates were prepared for three different methods of identifying the transit lane (listed in order of increasing cost): (a) striping only, (b) colored asphalt overlay, and (c) complete pavement replacement with colored concrete. The colored asphalt overlay was selected as the preferred alternative, because it distinguishes the transit lane to a high degree while being much less expensive than the concrete pavement alternative. A thin layer of colored asphalt or slurry will be placed over the existing pavement surface of the transit lane. A solid stripe at the edge of the lane will separate it from general traffic, but no physical barrier will be constructed. Signage will indicate the allowable uses of the lane. At intersections, the typical lane treatment will include a merging area leading to a right-turn pocket (see Figure 3-2, Typical Right-Turn Lane). A bus-only refuge will be provided between the right-turn pocket and the through lanes to allow the bus to move up to the stop line even when one or two vehicles are waiting to turn right. Kimley-Horn and Associates, Inc. 3-3 April 2005 72_ll_8 35 //Bus Refuge 3 I [ll3?2 Inc. lgure Engineering, Planning and Environmental Consultants 7/19/2004 12:41:48 PM PDT Typical Right Turn Lane MOdifica tion A traffic study was prepared for the corridor, which showed that the change would result in unacceptable traffic conditions only in the eastbound direction approaching I-805. In response to this concern, the transit lane designation will not be used in the eastbound direction from Utah Street to I-805. In that segment, the BRT will run in mixed flow with general traffic. Other types of lane designations have been discussed for this segment, such as a “transit priority lane.” The intent would be to use a lane description and alternative signage that allow for general traffic use while still indicating that through traffic should primarily use the other two lanes. The exact nature of this signage and marking will be further developed during final design. Designated transit lanes will also be omitted in the following locations: ƒ In both directions for at least one block approaching and leaving I-15 and I-805, to accommodate the high turning volume onto the freeway. ƒ Westbound between Fairmount and 43rd Street, because the existing roadway in that segment is only two lanes. ƒ Westbound in the final block between Georgia Street and Park Boulevard. A transit lane is not needed in this block because the BRT and all local routes need to merge left in preparation for turning onto Park Boulevard or Normal Street. Station Description and Locations Eight stations are planned along El Cajon Boulevard. Five of the stations are within the segment that was studied in detail in the current planning effort. Detailed preliminary plans have been developed for the stations on El Cajon Boulevard at Texas Street, 3oth Street, 35th Street, I-15, and 43rd Street/Fairmount Avenue. The remaining stations—49th Street/Euclid Avenue, 54th Street, and College Avenue—are outside of the current study area and will be designed as part of a subsequent study. All of the El Cajon Boulevard stations are planned as side-running platforms (on the right side of the roadway as opposed to median stations), and most locations incorporate a local bus stop adjacent to the BRT platform to facilitate transfers. In general, stations located on the far side of intersections are preferable because they allow buses the opportunity to proceed through the intersection using green-extension signal priority if needed before stopping. However, each location was reviewed individually, and in some cases site constraints dictated placing the local bus on the near side of intersections or adjusting the position of the BRT stop. Figures 3-3 and 3-4 show the typical station plan layout and site plan. Station Improvements All of the stations along the El Cajon Boulevard segment, with the exception of I-15, feature a similar design. A curb pop-out, or bulb, will be extended outward into the street about 8 feet from the existing curb line. This dimension shadows the width of the parking lane and allows the BRT vehicle to stop in its travel lane without having to turn in or out of a station. The advantages of the pop-out design are that it saves valuable turn space, because the bus does not need extra room to turn into and out of the station, it allows for a shortened dwell time at the curb and provides a larger station platform that allow for more pedestrian amenities and waiting space. The curb pop-out is laid out using 20-foot radius curves to comply with the City’s minimum standard, based on the performance characteristics of the City’s street sweeping equipment. Each station will include a shelter and other amenities (see Chapter 8 for a description of station layouts). All of the locations studied had sufficient public right-of-way to accommodate the desired station design without acquisition of private property, except for a narrow swath of Kimley-Horn and Associates, Inc. 3-5 April 2005 TYPICAL TRANSIT STATION SDSU to BUS RAPID TRANSIT SHOWCASE PROJECT LINE 1:13! BEITHI: WEI TD WEI: ?212' . . 44? . 5L Median, (L 5? THANSI STATION ELEMENTS Shell" [meld lwl' tanslumtsloh 'Ior nalural limt. NIH P?b' Mallard Hauling} LED Heal Tine Bus Arrival Tine Dlaplajra Info Susan {arrival ?lm on Inside Graham, paralld la Gll'b} Pmmnor ?a?nn Ma (MM cm?iml. boarding] @l Pole PM MI: Li?llnn climax l'or drill-station] C5) lamlc?nlmt'lm?ng Machinmnunh Screen Info manta. lluute ma. Hidden llama Elan. Bum] C5) Willa Blew Panel in mm Flam Helm! mum Ham 3. Boulder lnlonnalhn Mound Halal Backless Bench (will! annuals lo m1 duping] Shade maulem Kiosk tn style of PrImanllade Slruclure Trash ?0::wa [sldo-loalinn. rah mlm?ltd, Hamill In top} Blue llank {ribbon Ian-style] Decimal: Steel: 1m: {60" box. character, will! the grain ll?r imml?lm] Vanna: Sl?lan ll'lallulw?h Meta Emu: Logo Figure 3-3:Typical Station Layout SDSU to Downtown Bus Rapid Transit Showcase Project 3 6 12 7 5 11 8 2 1 4 10 9 Transit Station Elements 1. 14'x 24' Transit Shelter (metal roof with translucent Acrylite slots for natural light, Solar PV & integral lighting) 2. LED Real Time Bus Arrival Time Display & Touch Info Screen (Arrival time on inide of shelter, parallel to curb) 3. 8'x8' Passenger Staging Area (ADA compliant, level boarding) 4. Pole with BRT' Logo & Fiber Optic Station Name Panel (color changes for in-route, arriving & in-station) 5. Kiosk:  Ticker Vending Machine, Touch Screen Info Center, Route Maps & Hidden Data & Elec. Boxes) 6. Vertical Acrylite Clear Panel in Metal Frame with Etched Station Name & Cooridor Information 7. Perforated Metal Backless Bench (with armrests to prevent sleeping) 8. Shade Structure over Kiosk to Match Style of Primary Shade Structure 9. Trash Receptacle (perforated metal, side loading, rain protected, cigarette urn top) 10. Bike Rack (painted metal, ribbon bar style) 11. Decidous Street Trees (60" box, open character, with tree grates & irrigation) 12. Concrete to match adjacent color, texture, and scoring pattern Figure 3-4: Typical Station Site Plan SDG&E property located at the I-805 ramp. Many of the stations are adjacent to properties that are under development or have been proposed for development in the near future. These development proposals should be closely monitored to ensure that the site plans are coordinated with station requirements, particularly with regard to driveways. It is anticipated that at least some of the existing local bus routes—and possibly additional new “green car” neighborhood shuttle services—will operate along the BRT alignment. The local buses will share the side running transit lane with the BRT. However, local buses will not stop in the BRT boarding area because doing so would potentially block the movement of BRT vehicles. Local bus stops will be provided adjacent to or near each BRT station to allow for easy transfers. Several typical station configurations were studied, including alternatives that positioned the local bus stop either in front of or beyond the BRT pop-out. The arrangement that was found to be most advantageous is one in which the BRT stop occurs immediately after the curb return at the far side of the intersection, with the local bus stop positioned immediately beyond the BRT pop-out. However, there were several locations along the alignment at which local site conditions, such as existing driveways or business entrances, necessitated a different configuration. Roadway drainage presents one of the greatest challenges for station design. Because surface drainage is carried along the gutter at the edge of the roadway, the curb pop-out proposed for BRT boarding tends to block the flow of stormwater. In some cases, the curbs can be designed to convey storm flows around the station in a gutter, but in most locations it will be necessary to construct underground storm drain systems. Texas Street Station The eastbound station at Texas Street will conform to the standard BRT station layout, with a BRT pop-out platform located immediately at the far side of the intersection, followed by a local bus stop beyond. The local bus stops on the south side of El Cajon Boulevard at Texas Street and Arizona Street will be eliminated and consolidated at the new location adjacent to the BRT station. The location proposed for the BRT platform is currently occupied by a large driveway curb opening serving the adjacent commercial property. The driveway would need to be reduced in size or relocated to accommodate the BRT station. The property in question has additional access on Texas Street as well as on a public alley at the rear of the property. If the property at the southeast corner of Texas Street and El Cajon Boulevard should be redeveloped, the El Cajon Boulevard driveway should be eliminated or moved away from the transit station. There are large, mature trees within the proposed station area that should be retained. The westbound station differs from the standard layout. The local bus stop needs to remain in its existing location on the near side of the intersection because Route 6 turns north on Texas Street after this stop. The BRT platform will be located in front of an existing gas station on the far side of the intersection. The site plan will require relocating the gas station’s entrance driveway slightly to the west and providing an exit-only driveway through part of the platform. Because the BRT vehicle will occupy the station only briefly, cars needing to exit the gas station would either wait for the BRT to leave or exit onto Texas Street instead. If the property at the northeast corner of Texas Street and El Cajon Boulevard should be redeveloped, the El Cajon Boulevard driveway should be eliminated or moved away from the transit station. Figure 3-5 shows the stations at Texas Street. Kimley-Horn and Associates, Inc. 3-8 April 2005 IL..- Me tro Express SDSU to Downtown Bus Rapid Transit Showcase Project Texas 31:. Station Drive ay BRT . I El Cajon "Typical[:33 C3 [[33 .3 "qui?- - HE-x'stiSiLaade 1- Cl All corners shall recieye: 1. ABA oorr'pliant pedestrian ramps ramp with 112" beveled lip at bottom}. 2. ABA compliant audible pedestrian crossing system with countvdown crossing LED. 3. ABA pole mounted actuators at each ramp. 4. Realigned "Ladder Style" white or yellow zebra stripe crosswalk markings. 5. Offset white or yellow stop bar held back 4' from the crosswalk. Ex'm 15'- I ?atten CU IIZD CED 'Retsei'd ls Driveway En_tr5{0nly_ . _rCurb moan DEED Compliant AD?it. Pedestrian Ramp "swaps?" 3' Wide Style? Crosswalk Relocat New' ?BusIPedestrian" Texas. St. Existing jut-an .1 l? i JCIEII open (3:13 (1:3 StepBar?al Pedestrian Median Refuge with Adjacent .j Raised Curb 'Qri yewey". ?Entry Only Proposed Street Tree Station - Storm drain construction will be relatively extensive at this intersection due to the presence of non-standard inlet structures on all four corners, which conflict with planned crosswalks and curb ramps. The drainage improvements have been included in the project cost estimates. Additional striping to delineate the eastbound right-turn lane to separate turning traffic from transit vehicles and traffic signal modifications are proposed at this intersection to optimize traffic movements. 30th Street Both the eastbound and westbound stations at 30th Street are based on the typical configuration, with BRT platforms followed by local bus stops. The westbound station is adjacent to a block that has already been demolished and is being redeveloped, so there is no impact to existing businesses. Figure 3-6 shows the 30th Street stations. Ongoing coordination is recommended with the site developers to ensure that the finished development is consistent with plans for the BRT station. The eastbound station is located on the site of an existing bus stop in front of a gas station. The layout of the station incorporates two driveway openings for ingress and egress, both of which are within the station platform but do not conflict with the station amenities. If the property at the southeast corner of 30th Street and El Cajon Boulevard should be redeveloped, the El Cajon Boulevard driveway should be eliminated or moved away from the transit station. 35th Street The 35th Street stations in both directions will differ from the typical layout by having the local bus stops located on the near side of the intersection, separated from the BRT station. Locating the local bus stops in front of the BRT platform would have placed them in conflict with existing alley openings. The selected layout allows the existing local bus stops to remain in place. Because the only local buses serving this stop are those that run parallel to the BRT alignment, the volume of transfers is expected to be relatively low at this location, so the separation between the stops is of less concern. Figure 3-7 shows the 35th Street stations. The detailed survey work at the site of the eastbound station revealed an unusual right-of-way condition in which the existing sidewalk slopes back toward the building entrances rather than toward the street. This is a non-standard condition and is considered unacceptable since it could result in drainage concerns for the adjacent property owner. To address this situation, the BRT platform will be constructed in a “split-level” formation that will be higher than the existing sidewalk, as shown on the cross section on Sheet 20 of the preliminary plans (see Appendix C). This site will require special attention to drainage during final design. The traffic volumes on 35th Street are relatively low, and the curb-to-curb width meets the City standard for diagonal parking. Therefore, it should be studied in greater detail during final design for conversion to diagonal parking. This would not only help to replace lost parking spaces, but would also locate increased parking resources adjacent to the BRT station. Interstate 15 The stations at I-15 will be located directly over the freeway, on the newly constructed overpass bridge, with bulb-outs similar to the other stations. The curbs on the bridge provide a pull-out refuge for transit vehicles. Any modifications to the bridge or lane configurations within the freeway right-of-way would require approval from Caltrans. In the future, this station is planned to be reconfigured and upgraded as part of a separate project to provide a transfer station to freeway express bus services. This proposed transfer station would include boarding platforms Kimley-Horn and Associates, Inc. 3-10 April 2005 Metro Express SDS to Downtown Bus Rapid Transit She weasa Hojact 30th Street Station CI Mi] may No All comers shall recierre: 1. ADA conpliant pedestrian ramps ramp with 1:2" beveled lip at bottom}. 2. ADA conpliant audible pedestrian crossing system with count-down crossing LED. 3. ADA pole mounted actuators at each ramp. 4. Realigned ?Ladder Style" white or yellow zebra stripe crosswalk markings. 5. Offset white or yellow stop bar held back 4' from the crosswalk. Me tro Express SDSU to Downtown Bus Rapid Transit Showcase Project 35th S_treet S?tatlon I . . 'Iaslits -ta.t.ient- ellill E=m t-i? ?Limits . Wise-1mm mean (1':th I "null, it .. . Ig1 All corners shall recieve: 1. ABA compliant pedestrian ramps ramp with 1i2? beveled lip at bottom}. 2. ADA compliant audible pedestrian crossing system with count-down crossing LED. 3. ADA pole mounted actuators at each ramp. 4. Realigned ?Ladder Style" white or yellow zebra stripe crosswalk markings. 5. Offset white or yellow stop her held back 4' from the crosswalk. 3-7: 35th Stree . in the freeway median with elevators to carry passengers up to street level. Figure 3-8 shows the stations at the I-15 transit center. A signature station building and other passenger amenities have also been proposed at street level. However, there is currently no schedule or funding for implementation of the freeway median station, and the express routes on I-15 are using temporary standard bus stops on each of the exit ramps. 43rd Street/Fairmount Avenue This intersection presents several design constraints that require the use of a unique station layout. The proposed station lies between two cross streets that function to some extent as a oneway couplet, although one block of Fairmount Avenue south of El Cajon Boulevard currently permits two-way traffic. In addition, El Cajon Boulevard narrows considerably and becomes a four-lane street with no raised median immediately east of Fairmount Avenue. The transition from six to four lanes occurs in the block between 43rd Street and Fairmount, which was recently reconfigured by the City to provide a raised median and lane transitions. The eastbound right lane currently becomes a right-turn-only lane in which all vehicles are required to turn south on Fairmount, leaving the remaining two lanes to continue eastward. During field investigations, it was observed that this right-turn lane functions poorly, with many vehicles becoming trapped and needing to merge into the through lanes. The existing bus stops are located within this block, causing delays to the buses as they are caught behind long lines of right-turning traffic and delays to right-turning vehicles as they are caught behind buses at red lights. Showcase stations in both directions are located in the block between 43rd and Fairmount, in part to minimize street crossings for patrons transferring to or from the No. 13 bus, which runs north-south on the cross streets. In this case, near-side stations do not interfere with right turns, since they will be located adjacent to one way streets (no right turns are allowed). Figure 3-9 shows the stations at 43rd Street. The proposed layout of the westbound station places the BRT platform at the same location as the existing local bus stop on the near side of 43rd Street at Fairmount Avenue. A curb pop-out will be provided, but will be narrower than the standard eight feet to fit within the available lane width. BRT vehicles will arrive at this station in mixed traffic flow, with the station constituting the beginning of the transit lane. The pop-out will be limited to the west half of the block and will not interfere with the existing mid-block alley opening. Space limitations within this block do not provide sufficient clearance for both the BRT and the local bus, so the local bus stop will be relocated to the far side of 43rd Street. The eastbound station will be located on the east half of the block, at the near side of Fairmount. The BRT pop-out at this station will need to extend beyond the existing alley opening. The rightturn movement at Fairmount will be eliminated, allowing the installation of a queue jumper at the Fairmount signal, eliminating right-turn conflicts. This design also allows for the conversion of on-street parking from parallel to diagonal, with a gain of 9 parking spaces. The BRT vehicle will stop for boarding about 40 feet from the crosswalk. When the BRT is ready to proceed, the vehicle will move forward to the stop line, where a special detector loop will trigger the queue jumper signal. This will permit the BRT vehicle to enter the narrower four-lane segment of El Cajon Boulevard ahead of other traffic. If the signal is already green when the BRT approaches, it can simply merge into traffic in the normal manner. This marks the eastern end of the transit lane. Kimley-Horn and Associates, Inc. 3-13 April 2005 Metro Express SDSU to Downtown Bus Rapid remit Showcase Project Interstate 15 Station J. as :3 a a: Expanded "EiuslPedestrian Bulb-out" into Bus Lane 0 Pedestrian Ramp :3 (j . can use 0:1! C3 can as]: can 3' Widg 3:13;; Style" eat Station Cl Cl .. es rian ian 1) [j 5?ajon vd CED Scored Concrete to Match mEnisting BlueCar ?Weaue Cut' first ?i -15 South 02 ., (Ell Existing n?dscaped Rest Area) BRT sates 5 Ramp ?5 - -- Existing?f?lue Gar; .. Cl "Weave Cut" Station ?_vo Compliant ADA Existing Pavement 1-15 Ramp All corners shall recieve: 1. ABA compliant pedestrian ramps ramp with 1i2? beveled lip at bottom}. 2. ADA compliant audible pedestrian crossing system with count-down crossing LED. 3. ABA pole mounted actuators at each ramp. 4. Reaiigned ?Ladder Style? white or yellow zebra stripe crosswalk markings. 5. Offset white or 1mellow stop her held back 4' from the crosswalk. C) a 3 EDI-15 North'E?i: (I) [2 (IE a Lanes? 171?} 3 Transit Rn'a lute with Eleaat oj l_ I Jig Connection to Lower I Transit Platforms 20 80 40 Feet Metro Express SDSU to Downtown Bus Rapid Transit Showcase Project 43rd Street Station RElocated' Car? Station . l?3_ Parking Space?dm "Pedestrian! Bus" - Bulb?out 3* wide "Ladder Style" Crosswalk I Existing ?Blue-(TartI Station as; All corners shall recieye: 1. ADA con'pliant pedestrian ramps ramp with 112" beveled lip at bottom}. 2. ABA compliant audible pedestrian crossing system with countdown crossing LED. 3. ABA pole mounted actuators at each ramp. 4. Realigned "Ladder Style" white or yellow zebra stripe crosswalk markings. 5. Offset white or yellow stop bar held back 4' from the crosswalk. Figure 3-9: 43rd Street a as atrmont Ave. $3 Pedestrian Median Refuge with Adjacent 6" Cu -. l: . I [in Compliant ADA Pedestrian Ramp 'i I Existing ?Blue Car" 7- i? i - _St_ati,on Dropped 5 . 22 Diagonal Parking Spaces Added {Gain of 9} Feet The eastbound local bus stop between 43rd and Fairmount currently serves the No. 13 bus only. Through buses (No. 1, 15, and 115) use a separate stop east of Fairmount. The project proposes to realign the No. 13 bus onto 43rd Street, with a new stop south of El Cajon Boulevard. The existing No. 13 stop would then be used by the through buses, and the existing stop east of Fairmount could be eliminated. This would have the added benefit of removing a bus stop in the congested block immediately east of Fairmount, where traffic is merging from three lanes into two. Signal Improvements In addition to the overall signal timing and transit signal priority (TSP) measures planned for the entire project corridor, there will be specific traffic signal improvements at certain intersections to improve their function or to expedite transit vehicles. Texas Street The intersection of Texas Street and El Cajon Boulevard currently operates as a split-phase signal, meaning that all the southbound traffic, including left turns, moves first, then all northbound traffic proceeds with a completely separate phase. This was done because the large volume of southbound left turns exceeds the storage capacity of the very small southbound leftturn pocket. However, the split-phase operation requires a longer signal cycle because the two through movements are not simultaneous. To reduce the cycle length and improve traffic flow along El Cajon Boulevard, it is proposed as part of the Showcase Project that this intersection be converted to conventional operation, in which the opposing left turns would occur simultaneously, after which the two through movements would be allowed. This change will require restriping several blocks of Texas Street to create longer turn pockets. The proposed modification is shown in Figure 3-10, Texas Street Modification. Roadway Improvements El Cajon Boulevard Within the study area, El Cajon Boulevard consists of a six-lane street with a curb-to-curb width of 110 feet, a raised and landscaped median, and left-turn pockets. On-street parking is permitted along the entire alignment except for localized prohibitions for driveways, intersections, etc. The project will generally retain the existing roadway improvements and lane configurations in the linear segments between stations, except that some lane modifications would occur at approaches to intersections. The proposed lane configurations can be seen on the preliminary plans, which are included in Appendix C. The only location proposed for roadway widening is the eastbound lanes approaching I-805. The traffic study indicated that the project would have unacceptable impact on traffic flow in the eastbound direction beginning at 30th Street. This was mostly due to the high volume of traffic needing to use the right lane to enter the southbound freeway, which was in conflict with the transit lane. To reduce this impact, the project proposes widening the road to provide two dedicated turning lanes in addition to the transit lane for a length of one block between Iowa Street and the I-805 entrance. This extra lane width provides improved storage and entrance capacity to the freeway, and reduces the impact of the project to an acceptable level. The road widening would require acquisition of a narrow strip of land from the adjacent property, which is occupied by an SDG&E substation. However, it is not expected to impact the physical improvements on the SDG&E property. Kimley-Horn and Associates, Inc. 3-16 April 2005 Scale: 1 "=100' =nand Kimley-Horn WI Figure 3-10 Associatxmc. Engineering, Planning andami Environmental Consultants 5: 7/19/2004 12 41:46 PM PDT Texas Street MOdifica tion Fairmount Avenue Modifications The existing configuration of 43rd Street and Fairmount Avenue is similar to a one-way couplet, except that Fairmount Avenue includes a single southbound lane south of El Cajon Boulevard. 43rd Street is entirely one-way southbound, and Fairmount Avenue is one-way northbound north of El Cajon Boulevard. The project proposes to convert the two-way block of Fairmount Avenue to one-way northbound. This change would provide several benefits, including: ƒ Provides separate storage lanes for all three turning movements on northbound Fairmount. ƒ Eliminates conflict between eastbound BRT movement and right-turning vehicles. ƒ Completes the one-way couplet configuration, which is a more efficient system at this station. ƒ Provides space for diagonal parking on Fairmount Avenue to compensate for lost spaces on El Cajon Boulevard. ƒ Allows construction of a pedestrian pop-out on Fairmount Avenue to shorten the crossing distance. ƒ Reduces overall traffic volume in this congested area, shifting all of the eastbound-tosouthbound traffic to 43rd street. ƒ Implements the community plan recommendation for one-way couplets. There are a limited number of private driveways taking access from the southbound lane of Fairmount Avenue. These driveways would continue to be accessible, but only from the south; vehicles approaching from El Cajon Boulevard would need to turn south on 43rd Street and drive around the block. The southbound No. 13 bus route currently turns left at El Cajon Boulevard, stopping in the block between 43rd and Fairmount, then turns south on Fairmount. When Fairmount is converted to one-way northbound, the No. 13 would need to be rerouted to follow southbound 43rd Street, with a new stop provided immediately south of El Cajon Boulevard. The No. 13 bus could then turn left at either Orange Avenue or University Avenue to return to its existing routing. A turning study should be performed during final design to identify the most suitable location. Kimley-Horn and Associates, Inc. 3-18 April 2005 15:; h? 3' Metro Express SDS to Downtown ?335,5? . a; "v Bus Rapid Transit Showcase Project :35? 3 1E13- ~da??t - Park Shun? 333static"- - HEN 423: 433! 4- was? . esswk . . - - Ia- - . Il:l- .. I .. - - 9111: i i cg (Zn. . giit- ?t?sjasi?h?s??nq.s_ . 1i 0' sland satiric 4-. tr Portion of Acces 22?} Apron . I ifs; =1 2) All corners shall recielre: 1. ADA compliant pedestrian ramps ramp with 11?2" beveled lip at bottom). 2. ADA compliant audible pedestrian crossing system with count-down crossing LED. 3. ADA pole mounted actuators at each ramp. 4. Realigned "Ladder Style" white or yellow zebra stripe crosswalk markings. - .. 5. Offset white or yellow stop bar held back 4' from the crosswalk. 3 . I .t . as"