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<br /> <br /> <br /> <br />Page 4 <br /> <br /> <br />Fairmont Drive Class IV Bike Lane Installation Project November 2, 2018 <br />DKS also presents a possible longer-term solution which would provide for the safest <br />intersection treatment for bicycles. Plan 2 (Protected Bicycle Signal Phase) presents this <br />alternative, which consists of protected traffic signal phasing for bicycles when crossing an <br />intersection. Automobile operations would be more heavily impacted with this plan as <br />automobile and bicycle traffic would be served separately. However, this is included as a long- <br />term idea rather than a realistic current solution, and therefore no operational analysis was <br />completed. Below are some of the recommendations for Plan 2: <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 /> Striping and flexible posts, landscaping or concrete curbs could be used to delineate <br />the boundary between the bike lane and vehicle travel lane. The ultimate plan for this <br />bikeway is to use curb medians and landscaping for the barrier between automobiles <br />and bicycles. <br /> A protected bicycle phase is proposed for safe passage of bicycles through an <br />intersection. The automobile permitted right turn movement is controlled to avoid <br />conflicts with bicycles at an intersection. The right turn permitted phase is allowed <br />during all phases but is prohibited (by a red arrow on the right turn vehicle head) <br />during the corresponding bicycle through phase. <br /> New mast arm traffic signal poles will be required along Fairmont Drive to withstand <br />the additional load of the new signal equipment and signage. The signal equipment <br />includes five (5) vehicle heads in the east-west direction along Fairmont Drive: <br /> One head for left turn vehicle phasing, <br /> Two heads for through vehicle phasing, <br /> One head for right turn vehicle phasing, and <br /> One head for bicycle signals. <br /> The design standards for the bike lanes, bike lane transition through the intersection <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 /> Conflicts between bicycles and corresponding right turning vehicles at an intersection <br />are eliminated within the study area. <br /> A bicycle waiting area is provided at intersections to facilitate the left turning bicycle <br />movement. <br /> <br />Table 1 summarizes the pros and cons for each of the conceptual designs. Plan 2 represents a <br />more comprehensive, safer solution for bicycle treatment. However, it would also cost more and <br />would result in increased delay compared to Plan 1. <br />167