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<br /> <br /> <br /> <br />Page 3 <br /> <br /> <br />Fairmont Drive Class IV Bike Lane Installation Project November 2, 2018 <br />CONCEPTUAL DESIGN <br />Class IV bike lanes are often implemented using barriers, such as curb medians, landscaping, <br />or striping with flexible posts, to physically prevent automobiles from encroaching on the <br />space reserved for bicycles. Two Class IV bikeway concept plans are presented in Appendix <br />A and described below. <br />For the initial stages of this bikeway, DKS has developed a conceptual plan utilizing striping <br />with flexible posts, shown in Plan 1 (Permissive Bicycle Treatment). Plan 1 corresponds to a <br />cost-effective alternative which consists of permissive phasing for bicycles when crossing an <br />intersection. The operational analysis in the following section is based on recommendations <br />for this plan. Below are the recommendations for Plan 1: <br /> Road diet in the east-west direction along Fairmont Drive, reducing from three (3) <br />through lanes to two (2) through lanes in each direction. <br /> Hatched striping and flexible posts are used rather than landscaping or concrete curbs <br />to delineate the boundary between the bike lane and the vehicle travel lane. <br /> The minimum green time is updated to include the bicycle minimum green time for the <br />east-west phases at all intersections. The minimum bicycle green time is calculated <br />based on the standards documented in the California MUTCD 2014 Edition, Table 4D- <br />109(CA). <br /> The designs standards for the bike lanes, bike lane transition through the intersections <br />and driveways, bike waiting area, and bicycle signing and striping are based on the <br />guidelines from the National Association of City Transportation Officials (NACTO) <br />Urban Bikeway Design Guide and City of San Leandro Bicycle & Pedestrian Master <br />Plan. <br /> A bicycle waiting area is provided at the intersections for two reasons: to facilitate the <br />left turning bicycles and to help manage expected conflicts between bicycles and <br />corresponding right turning vehicles at an intersection. <br /> Right turn conflicts at intersections are managed in two ways depending on the <br />location: <br />o At the Hesperian Boulevard and Bayfair Drive intersections, right turn conflicts <br />are managed by implementing a bicycle waiting area at the intersection, which <br />facilitates bicycles moving to the front of a traffic stream, where they are visible <br />and have priority. <br />o At the East 14th Street intersection, on the eastbound approach, right turn <br />conflicts are managed by implementing a mixing zone, which moves bicycles to <br />the left of right turning vehicles. The bike lane does not continue east of 14th <br />Street, so the protected bikeway treatment must end. The mixing zone <br />treatment communicates to bicycles that they are entering the general traffic <br />stream and must be aware of potential conflicts. The abrupt right turn lane <br />entrance, in combination with signage, discourages fast vehicle traffic and <br />encourages awareness of bicycles. <br /> Addition of an eastbound through bike lane at the intersection of Hesperian Boulevard <br />to facilitate the transition from a Class II to Class IV bikeway along Fairmont Drive. <br />This treatment also manages the right turn conflict between vehicles and bicycles by <br />moving right turning vehicles to the right of bicycles traveling through the intersection. <br />166