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Page 13 <br />Complete Streets Evaluation – Hesperian Blvd November 9, 2018 <br />corridor. This would require changing the signal heads, specifically for the westbound left turn <br />approach at the Hesperian Boulevard/ Thornally Drive intersection, to protected left turn arrow <br />heads. It would also require striping modifications. <br />Bikeway Options (reversible construction) <br />Class IV bikeways are often implemented using permanent barriers, such as curb medians, to <br />physically prevent automobiles from encroaching on the space reserved for bicycles. The <br />physical barriers provide the best protection to bicycles. However, if the deterioration of <br />operations is not acceptable for the Cumulative conditions, there are a few potential solutions <br />which would more readily allow for the reversal of the Class IV bikeway infrastructure in the <br />future. <br />One option is to install flexible posts rather than concrete curb to delineate the boundary <br />between the bikeway and the automobile travel lanes. These are relatively easy to remove. <br />Another option is to switch the location of the parking with the location of the bikeway for part of <br />the corridor, where there is sufficient right-of-way. The parking can be located next to the <br />automobile travel lanes and the bikeway along the curb. In this case, the parking lane would <br />serve as the buffer between the automobile travel way and the bikeway. <br />Lane Management and Restriping (partial corridor - permanent solution) <br />Currently, there are parking lanes from north of Springlake Drive to south of Bayfair Drive (near <br />the BART overcrossing). In this segment, the parking spaces could be removed and re-allocated <br />to the bikeway rather than removing a vehicle travel lane. This could either be implemented as <br />a permanent lane modification, with complete parking loss, or it could be implemented on a <br />time-of-day basis, only during peak morning and peak afternoon periods when traffic is heaviest. <br />If implemented on a time-of-day basis, the third travel lane would be converted to parking, which <br />would be located next to the automobile travel lanes. The bikeway would replace the existing <br />parking lane next to the curb. During peak periods, there would be three travel lanes and a <br />bikeway, and during off-peak periods there would be two travel lanes, a parking lane, and a <br />bikeway. In this case, the parking lane would serve as the buffer between the automobile travel <br />way and the bikeway during off-peak periods. <br />Restriping between Springlake Drive and where the parking lane begins north of Springlake <br />Drive should provide sufficient space for three lanes of travel in each direction plus a bikeway. <br />However, the bikeway width may need to be narrowed approaching the Springlake Drive <br />intersection in the southbound direction. <br />This solution would not be applicable between the BART overcrossing and the intersection of <br />Fairmont Drive, and therefore would not assist with mitigating the impact for the full corridor. <br />Roadway Geometric Modifications (full corridor - permanent solution) <br />The Hesperian Boulevard corridor has a central curb median, ranging from 4-feet to 16-feet <br />wide, running between the southbound and northbound directions. Reducing this median to 2- <br />feet wide, in combination with narrowing the traffic lanes, would provide sufficient space for the <br />bikeway along the length of the corridor (minimum 5-feet bikeway width plus 1.5 to 3-feet buffer <br />width). In this case, DKS recommends using a physical curb barrier between motor vehicle <br />traffic and the bikeway for safety. This solution could be implemented throughout the corridor, <br />486