We are required by the audit standards to identify potential risks of material misstatement during the audit process. We have identified the following significant risks of material misstatement as part of our audit planning: Management override of internal control and revenue recognition. These are the areas that the audit standards require at a minimum to be identified as significant risks.
Significant Audit Matters
Qualitative Aspects of Accounting Practices
Management is responsible for the selection and use of appropriate accounting policies. The significant accounting policies used by the City are described in Note A to the financial statements. No new accounting policies were adopted, and the application of existing policies was not changed during the year. We noted no transaction entered into by the City during the year for which there is a lack of authoritative guidance or consensus. All significant transactions have been recognized in the financial statements in the proper period.
Accounting estimates are an integral part of the financial statement prepared by management and are based on management’s knowledge and experience about past and current events and assumptions about future events. Certain accounting estimates are particularly sensitive because of their significance to the financial statements and because of the possibility that future events affecting them may differ significantly from those expected. The most sensitive estimates affecting the City’s financial statements were determining the depreciable lives used for capital assets, allowance for doubtful accounts receivable, the accrual of the grant receivables, the discount rate used to calculate the leases receivable and the computation of the net pension asset. We evaluated the methods, assumptions, and data used to develop the estimates in determining that they are reasonable in relation to the financial statements taken as a whole. The net pension asset was determined by an actuarial valuation performed by CalPERS.
Certain financial statement disclosures are particularly sensitive because of their significance to financial statement users. The most sensitive disclosure affecting the financial statements was the following:
Disclosures related to the City’s postclosure landfill liability, loans and notes payable and other long-term liabilities are reported in Note F to the financial statements.
The financial statement disclosures are neutral, consistent, and clear.
Difficulties Encountered in Performing the Audit
We encountered no significant difficulties in dealing with management in performing and completing our audit.
Corrected and Uncorrected Misstatements
Professional standards require us to accumulate all known and likely misstatements identified during the audit, other than those that are clearly trivial, and communicate them to the appropriate level of management. No adjustments were noted during the audit process.
Disagreements with Management
For purposes of this letter, a disagreement with management is a financial accounting, reporting, or auditing matter, whether or not resolved to our satisfaction, that could be significant to the financial statements or the auditor’s report. We are pleased to report that no such disagreements arose during the course of our audit.
Item 5A 161
To the City Council
Management Representations
We have requested certain representations from management that are included in the management representation letter dated December 21, 2023.
Management Consultations with Other Independent Accountants In some cases, management may decide to consult with other accountants about auditing and accounting matters, similar to obtaining a “second opinion” on certain situations. If a consultation involves application of an accounting principle to the City’s financial statements or a determination of the type of auditor’s opinion that may be expressed on those statements, our professional standards require the consulting accountant to check with us to determine that the consultant has all the relevant facts. To our knowledge, there were no such consultations with other accountants.
Issues Discussed Prior to Retention of Independent Auditors We generally discuss a variety of matters, including the application of accounting principles and auditing standards, with management each year prior to retention as the City’s auditors. However, these discussions occurred in the normal course of our professional relationship and our responses were not a condition to our retention.
Other Matters
We applied certain limited procedures to the required supplementary information (RSI) listed in the table of contents, which are RSI that supplements the basic financial statements. Our procedures consisted of inquiries of management regarding the methods of preparing the information and comparing the information for consistency with management’s responses to our inquiries, the basic financial statements, and other knowledge we obtained during our audit of the basic financial statements. We did not audit the RSI and do not express an opinion or provide any assurance on the RSI.
We were engaged to report on the combining and individual fund financial statements and schedules, which accompany the financial statements but are not RSI. With respect to this supplementary information, we made certain inquiries of management and evaluated the form, content, and methods of preparing the information to determine that the information complies with the accounting principles generally accepted in the United States of America, the method of preparing it has not changed from the prior period, and the information is appropriate and complete in relation to our audit of the financial statements. We compared and reconciled the supplementary information to the underlying accounting records used to prepare the financial statements or to the financial statements themselves.
Restriction on Use
This information is intended solely for the information and use of the City Council and management of the City and is not intended to be, and should not be, used by anyone other than these specified parties.
December 21, 2023
Item 5A 162
550 Howe Avenue, Suite 210
Sacramento, California 95825
Telephone: (916) 564-8727
FAX: (916) 564-8728
MANAGEMENT LETTER
City Council
City of Colfax
Colfax, California
In planning and performing our audit of the financial statements of the governmental activities, the business-type activities, each major fund, and the aggregate remaining fund information of the City of Colfax (the City) for the year ended June 30, 2023, in accordance with auditing standards generally accepted in the United States of America, we considered the City’s internal control over financial reporting (internal control) as a basis for designing audit procedures that are appropriate in the circumstances for the purpose of expressing our opinion on the financial statements, but not for the purpose of expressing an opinion on the effectiveness of the City’s internal control. Accordingly, we do not express an opinion on the effectiveness of the City’s internal control.
A deficiency in internal control exists when the design or operation of a control does not allow management or employees, in the normal course of performing their assigned functions, to prevent, or detect and correct misstatements on a timely basis. A material weakness is a deficiency, or combination of deficiencies in internal control, such that there is a reasonable possibility that a material misstatement of the entity’s financial statements will not be prevented, or detected and corrected on a timely basis.
Our consideration of internal control was for the limited purpose described in the first paragraph and was not designed to identify all deficiencies in internal control that might be material weaknesses. Given these limitations during our audit, we did not identify any deficiencies in internal control that we consider to be material weaknesses. However, material weaknesses may exist that have not been identified.
We would like to take this opportunity to acknowledge the courtesy and assistance extended to us during the course of the audit. This communication is intended solely for the information and use of the City Council, management, and others within the organization and does not affect our report dated December 21, 2023 on the financial statements of the City.
December 21, 2023
Item 5A 163
550 Howe Avenue, Suite 210
Sacramento, California 95825
Telephone: (916) 564-8727
FAX: (916) 564-8728
INDEPENDENT ACCOUNTANTS’ REPORT ON AGREED-UPON PROCEDURES
APPLIED TO APPROPRIATIONS LIMIT TESTING
City Council
City of Colfax
Colfax, California
We have performed the procedures enumerated below to the accompanying calculation of the Appropriation Limit of the City of Colfax (the City) for the year ended June 30, 2023. The City management is responsible for complying with the appropriations limit calculation. The City and the League of California Cities (as presented in the publication entitled Agreed-Upon Procedures applied to the Appropriations Limitation Prescribed by Article XIII-B of the California Constitution) have agreed to and acknowledged that the procedures performed are appropriate to meet the intended purpose to assist the Agency in meeting the requirements of Section 1.5 of Article XIIIB of the California Constitution.
This report may not be suitable for any other purpose. The procedures performed may not address all the items of interest to a user of this report and may not meet the needs of all users of this report and, as such, users are responsible for determining whether the procedures performed are appropriate for their purposes.
The procedures performed and our findings were as follows:
1. We obtained the City’s calculation of the 2022/2023 appropriations limit and compared the limit and annual adjustment factors included in the calculation to the limit and annual adjustment factors that were adopted by resolution of the City Council.
Finding: No exceptions were noted as a result of our procedures.
2. We compared the methodology used to determine the cost of living adjustment component to Article XIIIB which states that the City may annually adjust the component for either the change in California per capita personal income or, the percentage change in the City’s assessed valuation which is attributable to non-residential new construction. We recalculated the factor based on the above information.
Finding: No exceptions were noted as a result of our procedures.
3. We compared the methodology used to determine the population adjustment component to Article XIIIB which states that the City may annually choose to adjust the component for either the change in population in the County in which the City is located, or the change in population within the unincorporated area of the County in which the City is located. We recalculated the factor based on the above information.
Finding: No exceptions were noted as a result of our procedures.
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City Council
City of Colfax
4. We compared the prior year appropriations limit presented in the accompanying Appropriations Limit Calculation to the prior year appropriations limit adopted by the City Council for the prior year.
Finding: No exceptions were noted as a result of our procedures.
5. We recalculated the 2022/2023 Appropriation Limit by multiplying the product of the two above factors by the 2021/2022 appropriation limit.
Finding: No exceptions were noted as a result of our procedures.
6. We compared the City’s actual revenues to the computed appropriation limit for fiscal year 2022/2023.
Finding: For the 2022/2023 fiscal year, the City’s actual revenues subject to the appropriations limit did not exceed the appropriation limit adopted by resolution of the City Council.
We were engaged by the Authority to perform this agreed-upon procedures engagement and conducted our engagement in accordance with attestation standards established by the American Institute of Certified Public Accountants. We were not engaged to and did not conduct an examination or review engagement, the objective of which would be the expression of an opinion or conclusion, respectively, on accompanying calculation of the Appropriation Limit. Accordingly, we do not express such an opinion or conclusion. No procedures have been performed with respect to the determination of the Appropriations Limit for the base year, as defined by Article XIII-B of the California Constitution.
We are required to be independent of the City of Colfax and to meet our other ethical responsibilities, in accordance with the relevant ethical requirements related to our agreed-upon procedures engagement.
This report is intended solely for the use of the City of Colfax and should not be used by those who have not agreed to the procedures and taken responsibility for the sufficiency of the procedures for their purposes. However, this report is a matter of public record and its distribution is not limited.
December 21, 2023
Item 5A 165
APPENDIX A
CITY OF COLFAX
APPROPRIATION LIMIT CALCULATION
Year Ended June 30, 2023
APPROPRIATIONS LIMIT
ADOPTED BY CITY:
Recorded in Final 2022/2023 Budget $7,015,627
APPROPRIATIONS LIMIT
COMPUTATION PER REVIEW:
2021/2022 Appropriations Limit $6,440,054
Cost of living factor:
Change in California per capita income 1.0755
Population Adjustment Factor:
Population change in County of Placer 1.0129
Auditor computed limitation $7,015,627
Variance ($0)
Item 5A 166
City of Colfax Council Committee Assignments
Staff Report January 24, 2024
Staff Report to City Council
FOR THE JANUARY 24, 2024 REGULAR CITY COUNCIL MEETING
From: Ron Walker, City Manager
Prepared by: Mike Luken, Interim City Manager
Subject: Workshop on Downtown Connectivity Study/Main Street Improvement Plan Budget Impact Overview:
N/A: Funded: √ Un-funded: Amount: Fund(s):
Summary/Background
In 2021, the City Council authorized the City Manager to receive a Caltrans Sustainable Transportation Planning Grant for $211,030 to prepare a Downtown Connectivity and Main Street Improvement Plan with a required match of 11.47% ($27,341). The Plan was to include concepts and identify investments to improve the accessibility, visibility, safety, and appeal of the historic downtown for residents, visitors, businesses and property owners. The Council approved an agreement with CivicWell, formerly the Local Government Commission (LGC), to prepare the grant application and then prepare the actual work product once funding was approved by Caltrans. CivicWell has extensive experience in public engagement in planning processes, multi-modal transportation planning and community design. CivicWell organized and facilitated outreach, stakeholder and resident engagement and assisted with project management and administration. The project was managed by the City Manager and planning staff.
Since 2022, the City of Colfax has engaged the planning and outreach consulting services of GHD Inc., through the non-profit CivicWell, to assist in the development of the Colfax Downtown Connectivity and Main Street Improvement Plan. The Plan developed a framework which will be used to implement projects that enhance multimodal access for Colfax residents and visitors to and from the historic downtown business district, supporting revitalization while preserving the character of Main Street. Contracted services include assessment and documentation of existing conditions, interactive community engagement and outreach, and plan development.
A steering committee was created made up of interested residents, businesses, the Colfax Area Chamber of Commerce, the Historic Society, local artists, and public safety representatives. The Council formed an ad hoc committee made up of Councilmembers Hillberg and Mayor Pro Tem Lomen to guide the study. The Study was also vetted at several intervals at local events including the 3rd of July, Railroad Days, and Winterfest. This study is a 50-year guidebook for the Downtown Area. There are several near-term improvements that can be pursued immediately by the City. Many items in the plan will take years to obtain funding, prepare improvement plans and implement.
A final draft report has been reviewed by the steering committee, council ad hoc committee and staff. That report is attached and is presented to the Council for comment and modification. A final report will be brought back in February for final Council consideration. The draft plan, appendix and related documents can also be found at a website created for the project at http://www.mainstreetcolfax.com/ .
Fiscal Impacts
RECOMMENDED ACTION: Conduct a Workshop on the Draft Colfax Downtown Connectivity/Main Street Improvement Plan
Item 9A 167
City of Colfax Council Committee Assignments
Staff Report January 24, 2024
The Project was funded from Fund 100, which is reimbursable from the Caltrans Sustainable Grant and Fund 217 (Downtown Parking Mitigation Fees) in an amount not to exceed $238,371.
Attachments:
1. Draft Final Study
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Arbor Park
Lions
Children's
Park
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City of Colfax
Downtown Connectivity and
Main Street Improvement Plan
PUBLIC DRAFT
DECEMBER 2023
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Table of Contents
Acknowledgements .................................................................................................................... v Introduction .................................................................................................................................. 1 Organization of this Plan .................................................................................................................. 1 Existing Conditions...................................................................................................................... 2 Destinations, Land Use, and Trip Generators .................................................................................. 2 Demographic Information ................................................................................................................ 6 Existing Traffic ................................................................................................................................. 6 Existing Connectivity via SR 174 and I-80 ....................................................................................... 8 Tourism and Connectivity into Historic Downtown ........................................................................... 9 Transit Routes and Stops .............................................................................................................. 10 Existing Bicycling Facilities ............................................................................................................ 12 Pedestrian Facilities ....................................................................................................................... 16 Active Transportation Support Facilities ........................................................................................ 20 Collisions ....................................................................................................................................... 21 Plans, Policies, Projects, and Programs ................................................................................... 28 Relationship to Other Documents .................................................................................................. 28 Plans and Policies ......................................................................................................................... 28 Programs ....................................................................................................................................... 39 Stakeholder Engagement .......................................................................................................... 40 Advisory Group Meetings .............................................................................................................. 40 Workshops and Stakeholder Meetings .......................................................................................... 41 Ad Hoc Committee ......................................................................................................................... 44 Website .......................................................................................................................................... 47 Recommendations ...................................................................................................................... 49 Economic Development ................................................................................................................. 52 Bicycle Facility Recommendations ................................................................................................ 52 Pedestrian Facility Recommendations ........................................................................................... 55 Connectivity Recommendations .................................................................................................... 60 Motor Vehicle Traffic Safety Recommendations ............................................................................ 62 Amenities and Other Recommendations ....................................................................................... 67 Item 9A 170
Emerging Technology Recommendations ..................................................................................... 70 Non-Infrastructure Recommendations ........................................................................................... 71 Implementation Plan ................................................................................................................. 76 Unit Cost Assumptions .................................................................................................................. 76 Implementation Strategy ................................................................................................................ 78 Funding .......................................................................................................................................... 83 Additional Considerations .............................................................................................................. 91 Item 9A 171
Table of Figures
Figure 1: City of Colfax Vicinity Map ...................................................................................................... 3 Figure 2: City of Colfax Study Area ........................................................................................................ 4 Figure 3: Destinations and Trip Generators ........................................................................................... 5 Figure 4: Transit ................................................................................................................................... 11 Figure 5: Bicycle Facilities .................................................................................................................... 15 Figure 6: Pedestrian Facilities .............................................................................................................. 19 Figure 7: Collision Density Map ............................................................................................................ 22 Figure 8: Collisions by Severity and Year ............................................................................................. 23 Figure 9: Collision Severity Map ........................................................................................................... 24 Figure 10: Collision Types as Percentage of Total Collisions .............................................................. 25 Figure 11: Primary Collision Factors .................................................................................................... 26 Figure 12: Recommended Focus Areas and Corridors ........................................................................ 33 Figure 13: Planned Bikeway Facilities – Central Placer County........................................................... 33 Figure 14: Sacramento Region Trail Network ...................................................................................... 34 Figure 15: Information Board ............................................................................................................... 45 Figure 16: Bicycle Facilities Board ....................................................................................................... 46 Figure 17: Pedestrian and Placemaking Facilities Board ..................................................................... 46 Figure 18: Interactive Map ................................................................................................................... 47 Figure 19: Comments by Category ...................................................................................................... 48 Figure 20: Recommendations - Entire Study Area ............................................................................... 50 Figure 21: Recommendations - Downtown .......................................................................................... 51 Figure 22: Roundabout Concept and Recommendations .................................................................... 66 Item 9A 172
Table of Tables
Table 1: Age of Colfax Residents ........................................................................................................... 6 Table 2: 2020 General Plan Traffic Volumes ......................................................................................... 7 Table 3: Collision Severity .................................................................................................................... 23 Table 4: Location-Based Needs ........................................................................................................... 35 Table 5: Needs Prioritization ................................................................................................................ 35 Table 6: Bikeway Facilities Mileage by Class* ..................................................................................... 36 Table 7: City of Colfax Proposed Bikeways ......................................................................................... 38 Table 8: Unit Cost Assumptions........................................................................................................... 77 Table 9: Recommendations Evaluation ............................................................................................... 81 Table 10: Funding Source Matrix ......................................................................................................... 83 Item 9A 173
Acknowledgements
City Council
Mayor Trinity Burruss
Mayor Pro Tem Kim A. Douglass
Caroline McCully
Sean Lomen
Larry Hillberg
City Staff
Emmanuel Ursu
Caltrans
Alex Padilla
Gaby Wentz
Sukhi Johal
Advisory Group
Victoria Cacciatore, SACOG
Kevin Griffiths, Placer County
Bob Counts, Placer County
John Schwarz, Amtrak
Francisco Castillo, Union Pacific
Lauriana Cecchi, Colfax Area COC
Analyn Dyer, Colfax Elementary School Dist.
Andrew Giannini, Colfax Elementary School Dist.
Annette Udall, Colfax Elementary School Dist.
Doreen Hawkins, Garden Club
Gail Adams, Garden Club
Linda Hartman, Garden Club
Nancy Hagman, Historical Society
Roger Staab, Placer Sierra Railroad Society
Paul Raj, Colfax Market
Jayme Jackson
Suzanne Roberts
Jan Swift
Ad Hoc Committee
Sean Lomen
Larry Hillberg
Consulting Team
CIVIC WELL
Josh Meyer
Cayla McDonell-Encina
Diana Voss-Gonzalez
GHD, INC.
Heather Anderson
Summer Lopez
Paige Peel
Patrick Lewis
Holly Murphy
Item 9A 174
Introduction
The City of Colfax, like many small towns in Northern California, has a historic downtown with significant potential for increased resident and visitor pedestrian activity, including the frequenting of businesses and restaurants while meandering through the downtown area. With its current configuration of public spaces and existing transportation network, the City finds itself with an enormous opportunity to grow an even more welcoming, walkable environment that boosts economic opportunity for its residents and businesses.
The Downtown Connectivity and Main Street Improvement Plan (“Plan”) is a critical tool to identify and develop concepts for a revitalized Downtown Colfax where residents and visitors can safely and comfortably walk or bicycle between destinations, spending time and money at local businesses. The Plan provides a baseline understanding of the current status and long-term vision for mobility and connectivity to and through Downtown Colfax, as well as offers supporting policies and programs. The Plan delivers a focused, achievable action plan for improvements to the transportation network as well as public and private spaces, providing both short-term priority projects and longer-term improvements that further the goals of a promising downtown district and city.
Organization of this Plan
This Plan is organized into the following chapters:
♦ Introduction sets the planning context and vision for this plan ♦ Existing Conditions documents the current walking and bicycling environment ♦ Plans, Policies, Projects, and Programs details the existing local and regional plans, policies, projects, and programs influencing Colfax
♦ Stakeholder Engagement discusses community engagement methods and results ♦ Recommendations describes project and program options that encourage active transportation and enhance economic development through strategic opportunities ♦ Implementation Plan provides strategies for activating the Plan, including cost estimates and funding In addition, an appendix provides detailed data and documentation:
♦ Appendix A: Stakeholder Engagement Documentation
Together, these elements—the plan and appendix—will guide the City of Colfax as it works to improve connectivity and vibrancy within its historic downtown as well as throughout the entire community.
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Existing
Conditions
The Existing Conditions chapter focuses on data relevant to bicycle and pedestrian transportation, including data helpful in understanding who lives in the City and what their needs are.
The chapter includes narrative discussion of the existing conditions in the study area, including collision trends, existing and identified future transportation and land uses, available transportation mode data, and a demographic analysis. The chapter additionally includes maps of existing active transportation facilities, transit, and key activity generators and destinations.
Destinations, Land Use, and Trip Generators
The study area consists of three major types of land use. This includes the Historic Business District (HBD) concentrated around Main Street, additional businesses on South Auburn Street, and residential areas.
The first major destination is the HBD on Main Street. This area is concentrated around Main Street, primarily on the west side of the street. Local businesses line the street. These businesses include multiple restaurants, a bar, a theater, City Hall, and other businesses such as an antique shop, and souvenir store.
These businesses serve residents, but also are attractive for tourists and other visitors to Colfax. The concentration of businesses along Main Street, and their proximity to one another, makes this an attractive destination for visitors to shop at multiple businesses. The transit hub at the Amtrak station also serves as an attractor for this area.
In addition to the HBD, some additional businesses are also present along South Auburn Street. These businesses are in proximity to SR 174 and are very close to the on- and off-ramps of I-80. This makes these businesses easy to access for motorists passing through Colfax to or from SR 174 or I-80.
Destinations in this area constitute a mix of local and chain establishments. These include a coffee shop, gas station, barber shop, church, restaurant, and businesses designed to serve industrial or farming needs.
The remainder of the study area largely consists of single-family homes, with some neighborhood destinations. These destinations are primarily offerings designed to attract residents, including a post office, library, Lions Children’s Park, Arbor Park, and Sierra Vista Community Center. The Colfax Heritage Museum is located at the Colfax Amtrak station on Railroad St.
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Arbor Park
Veteran's
Memorial Park
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FIGURE 1
Dec 2023 Date
- Revision No.
12582137 Project No.
CITY OF COLFAX
VICINITY MAP
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
o Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
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Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021. Created by: ppeel \\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx Print date: 08 Dec 2023 - 10:20
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Legend
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Schools
Parks
Highways
Roads
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FIGURE 2
Date Oct 2023
Revision No. -
Project No. 12582137
CITY OF COLFAX
STUDY AREA
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983 o
0 175 350
US Feet
Paper Size ANSI A
\\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx - Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021. Created by: ppeel 12582137_Figure 2 City of Colfax Study Area
Print date: 25 Oct 2023 - 17:30
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Arbor Park
Veteran's
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School
Colfax High School
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Destinations
Commercial
Restaurant/Bar
Community
Municipal
Post Office
Library
Theater
Transit Stop
Study Area
City Limits
Historic
Business
District (HBD)
Parks
Schools
Highways
Roads
Rail
FIGURE 3
Date Dec 2023
Revision No. -
Project No. 12582137
DESTINATIONS &
TRIP GENERATORS
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983 o
0 175 350
US Feet
Paper Size ANSI A
Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021; Transit Routes and Stops:
SACOG, 2021. Destinations: OSM, 2022, Reviewed and digitized by GHD, 2022. Created by: ppeel \\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx - 12582137_Figure 3_Destinations+Trip Generators
Print date: 08 Dec 2023 - 10:22
Item 9A 179
Demographic Information
All demographic data reflects 2020 5-year estimates from the American Community Survey, unless otherwise indicated.
Population
Colfax is home to roughly 2,258 residents, or about 864 households.
Age
As shown in Table 1, residents under 18 years of age account for over one-fourth of the City of Colfax’s population. A majority of those under 18 are unable to drive themselves in personal vehicles, signifying an increased need to walk, bicycle, or take transit to their destinations.
Table 1: Age of Colfax Residents
Age Group Colfax Placer County
Under 18 26.9% 22.2%
18-24 8.1% 7.3%
25-44 32.6% 24.1%
45-64 21.7% 26.9%
65 and over 10.6% 19.7%
American Community Survey 2020 5-year estimates
Income
Median household income in Colfax is $62,295 which is significantly below the Placer County median of $93,677, but only slightly lower than the California median of $78,672.
Existing Traffic
Traffic information from the Circulation Element of the 2020 City of Colfax General Plan indicates that all city streets have a level of service rating of “A,” indicating free flow, where traffic moves at the posted speed limit and motor vehicles have complete mobility between travel lanes. The chart below shows peak hour traffic volumes, and level of service ratings, for local streets. Data is from a study conducted as part of the 2020 General Plan.
Item 9A 180
Table 2: 2020 General Plan Traffic Volumes1
Peak Hour Volume and Level of Service of Local Streets
Roadway Volume LOS
I-80 Overpass 586 A
SR 174 428 A
Auburn Street 748 A
Grass Valley Street 492 A
Depot Street 56 A
Church Street 180 A
Main Street 124 A
Rising Sun Street 308 A
Culver Street 108 A
Canyon Way 388 A
Placer Hills 392 A
Tokayana Way 72 A
Ben Taylor Road 132 A
I-80 Overpass (West) 248 A
Colfax is served by two road facilities managed by Caltrans, Interstate 80 (I-80) and State Route 174 (SR 174). I-80 is a limited-access freeway located to the east of the study area. SR 174 is a state highway also located to the east of the study area. Both I-80 and SR 174 provide are proximate to downtown Colfax. In particular, the interchange between I-80 and SR 174 is the primary freeway access point to and from downtown Colfax. Data from Caltrans shows traffic volumes for both facilities.
Traffic volumes entering and exiting I-80 are measured by Caltrans at the freeway on- and off-ramps.
These are aggregated into traffic entering, or exiting, either the westbound or eastbound side of I-80.
These volumes represented as Average Daily Traffic volumes (ADT). This metric represents the number of vehicles passing through the designated point in a 24-hour period, averaged over the course of one year.
Counts displayed below are from 2020.
2 ♦ Westbound off-ramp to SR 174: 2,064
1 City of Colfax General Plan, 2020, pp. 3-8
2 Caltrans Traffic Census Program, District 3 Ramp Volumes, 2020 Item 9A 181
♦ Eastbound off-ramp to SR 174: 2,708
♦ Westbound on-ramp from SR 174: 3,784
♦ Eastbound on-ramp from SR 174: 1,214
Caltrans additionally records estimates for traffic volumes on SR 174. These data are represented as Average Annual Daily Traffic volumes (AADT), the total volume for the year divided by 365 days. Please note that this measure is not directly comparable to the volumes listed above, as LOS represents a qualitative measure used to relate the quality of motor vehicle traffic service and is used to analyze roadways and intersections by categorizing traffic flow and assigning quality levels of traffic based on performance measure like vehicle speed, density, and congestion. Caltrans reports that AADT measurements for SR 174 at Main Street in Colfax range from 6,600 to 7,200 vehicles per day in 20203.
Traffic congestion occurs at selected times during the day at various locations due to school traffic and railroad crossings. Some limited congestion occurs during morning and evening commute hours.
Existing Connectivity via SR 174 and I-80
Current vehicular connectivity into the Historic Downtown is via SR 174 and I-80. SR 174 crosses through Colfax with an exit towards North Main Street. Currently, there is no major signage indicating the Historic Downtown from this exit. I-80 also has an exit leading into downtown via Canyon Way and SR 174.
Historical landmark signage indicating the First Transcontinental Railroad - Colfax are present at this exit with directional signs that point towards the Historic Downtown, but as with the SR 174 exit towards Main Street, there are no signs indicating the Historic Downtown. Significantly, signage at freeway on-ramps and off-ramps is restricted by Caltrans. Historic Downtown signage begins at South Auburn Street.
Signage directing to Downtown Colfax and to the First Transcontinental Railroad on I-80 exit via Canyon Way (right). Source: Google Earth.
Outside of the signage listed, there is no other signage indicating the Historic Downtown that is visible from SR 174 or I-80.
Although Colfax High School and Colfax Elementary School are not included within the study area, they are important destinations for traffic from I-80 and SR 174 because students from surrounding communities commute along the highways to attend these schools. Additionally, they are located about one mile from 3 Caltrans Traffic Census Program, Annual Average Daily Traffic, 2020 Item 9A 182
the Historic Downtown, which is an opportunity for students and staff to walk or ride a bicycle for lunch or other activities.
Tourism and Connectivity into Historic Downtown
Further connectivity into the Historic Downtown is between South Auburn Street and Railroad Street where hotels and amenities that serve both residents and visitors exist. A future hotel development site, Maidu Village Commercial Center, sits to the west of the roundabout between South Auburn Street and Railroad Street. The Maidu Village commercial development is an 8.4-acre project located on South Auburn Street at the westbound on-ramp to I-80. The site will also include one access segment of the existing roundabout at the South Auburn Street and I-80 interchange.
The Best Western Colfax is across from a commercial center, the Colfax Mall, with fast food restaurants and Marval’s Sierra Market, a staple market for both the residents and visitors. Other important locations for residents and tourists are the two coffee shops, which are the only coffee shops available along I-80 between Auburn to Truckee.
Pedestrian and bicyclist connectivity is present along South Auburn Street between the commercial center at Whitcomb Ave and into the Historic Downtown. There is an existing crosswalk at Whitcomb Ave that connects the commercial center to the parking lot with the Best Western Colfax. Crossing is available at the roundabout and connects people that want to ride a bicycle or walk from the hotel and commercial center into the Historic Downtown.
Pedestrian crossings and sidewalks north of the South Auburn Street Roundabout. Source: Google Earth.
Item 9A 183
Shared lane markings, or “sharrows,” on South Auburn Street approaching the roundabout. Source: Google Earth.
Transit Routes and Stops
Placer County Transit (PCT) provides transit services for western Placer County, including Colfax, and operates seven routes countywide. It is managed by the County of Placer.
Colfax is served by two PCT routes. The Placer Commuter Express route provides weekday commuter bus service to downtown Sacramento. Route 40 – Colfax/Alta also serves Colfax, with service on weekdays only. Route 40 provides bus service to Alta, Auburn, and points in between. Both routes only pick up and drop off passengers at the transit stop located at the Amtrak station.
Additionally, the Colfax transit station is operated by Colfax Chamber of Commerce and volunteers. The station is served by the Amtrak California Zephyr, with one train eastbound per day (towards Chicago), and one train westbound per day (towards Emeryville). The station is also served by Amtrak Thruway buses.
PCT also operates both ADA paratransit services and Dial-A-Ride services.
Colfax Amtrak Station (left) and Placer County Transit bus stop (right). Source: Google Earth.
Item 9A 184
Arbor Park
Lions
Children's
Park
Colfax
Elementary
School
Colfax High School
TOKAYANA WAY
W GRASS VALLEY ST
RAILROAD AVE
DEPOT ST
W CHURCH ST
N FOREST
H
ILL S
T
KNEELAND ST
MARVIN AVE
SCHOOL ST
S
MAIN ST
CULVE
R ST
PLEASAN
T ST
SUNRISE AVE
ROSE
AVE
E OAK ST
E CHURCH ST
POUNDS CT
S AUBURN ST
SCHOLTZ AVE
RISING SUN ST
S NORTHSTAR AVE
DIN KY AVE
S FORESTHILL ST
NEWMAN ST
GEARHART LN
W OAK ST
QUINNS LN
CENTRAL ST
N MAIN
ST
HUNTER LN
NARROW GAUGE RD
WHITCOMB AVE
174
174
80 80
Legend
Transit Routes
Alta/Colfax
Placer
Commuter
Express
Amtrak Station/
Placer County
Transit Bus
Stop
Study Area
City Limits
Historic
Business
District (HBD)
Parks
Schools
Highways
Roads
Rail
FIGURE 4
Date Oct 2023
Revision No. -
Project No. 12582137
TRANSIT
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983 o
0 175 350
US Feet
Paper Size ANSI A
Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021; Transit Routes and Stops:
SACOG, 2021. Created by: ppeel
\\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx - 12582137_Transit
Print date: 25 Oct 2023 - 17:28
Item 9A 185
Existing Bicycling Facilities
Bicycle Facilities
Bikeway planning and design in California typically relies on guidelines and standards established in the Caltrans Highway Design Manual. There are four “classes” of bicycle facilities that provide varying levels of separation and comfort for bicyclists.
♦ Class I shared use paths
♦ Class II bicycle lanes
♦ Class III bicycle routes
♦ Class IV separated bikeways
CLASS I SHARED USE PATHS
Class I shared use paths are paved trails completely separate from the street. They allow two-way travel by people walking and bicycling and are considered the most comfortable facilities for children and inexperienced bicyclists as there are few potential conflicts with people driving.
Examples of Class I shared use paths
CLASS II BICYCLE LANES
Class II bicycle lanes are striped preferential lanes in the roadway for one-way bicycle travel. Some bicycle lanes include a striped buffer on one or both sides of the lane to increase separation from the traffic lane or from parked cars, where people may open doors into the bicycle lane.
Class II bicycle lane (left, source: www.bikeimages.org/DanBurden) and buffered Class II bicycle lane Item 9A 186
CLASS III BICYCLE ROUTES
Class III bicycle routes are signed routes where people bicycling share a travel lane or shoulder with people driving. Because they are shared facilities, bicycle routes are typically appropriate only on quiet, low-speed streets with relatively low traffic volumes.
Some bicycle routes include shared lane markings or “sharrows” that recommend proper bicycle positioning in the center of the travel lane and alert drivers that bicyclists may be present. Others include more robust traffic calming features to promote safety and comfort for people bicycling and are known as “bicycle boulevards.”
Example of a Class III bicycle route with sharrow markings
CLASS IV SEPARATED BIKEWAYS
Class IV separated bikeways are on-street bicycle facilities that are physically separated from motor vehicle traffic by a vertical element or barrier such as a curb, bollards, or vehicle parking aisle. They can allow for one- or two-way travel on one or both sides of the roadway.
Examples of Class IV separated bikeway
WITHIN THE STUDY AREA
Within the study area, bicycle facilities are Class II bicycle lanes, Class III bicycle routes, and Class IV separated bikeways. There are existing bicycle lanes in the following locations:
♦ Grass Valley Street, from Rising Sun Street to Auburn Street (Class II) ♦ West Church Street from Rising Sun Street to Main Street (Class II) ♦ North Main Street from SR 174 to Grass Valley Street (Class III) ♦ Rising Sun Street from Tokayana Way to Church Street (Class IV) ♦ South Auburn Street from the roundabout to 951 South Auburn Street (Class III) ♦ Tokayana Way from Rising Sun Street to the City limit (Class II) Item 9A 187
Class III bicycle route on Grass Valley Street (top), Separated bikeway (Class IV) on Rising Sun Street (middle), and Class II bicycle lane on Grass Valley Street (bottom). Source: Google Earth
Item 9A 188
Arbor Park
Lions
Children's
Park
Colfax
Elementary
School
Colfax High School
TOKAYANA WAY
W GRASS VALLEY ST
RAILROAD AVE
DEPOT ST
W CHURCH ST
N FOREST
H
I
LL S
T
KNEELAND ST
MARVIN AVE
SCHOOL ST
S
MAIN ST
CULVE
R ST
PLEASAN
T ST
SUNRISE AVE
ROSE
AVE
E OAK ST
E CHURCH ST
POUNDS CT
S AUBURN ST
SCHOLTZ AVE
RISING SUN ST
S NORTHSTAR AVE
DIN KY AVE
S FORESTHILL ST
NEWMAN ST
GEARHART LN
W OAK ST
QUINNS LN
CENTRAL ST
N MAIN
ST
HUNTER LN
NARROW GAUGE RD
WHITCOMB AVE
174
174
80 Legend
Bike Facilities
Existing Class II
Bike Lane
Existing Class
III Bike Route
Existing Class
IV Separated
Bikeway
Planned Class I
Path
Planned Class
II Bike Lane
Planned Class
III Bike Route
Study Area
City Limits
Historic
Business
District (HBD)
Parks
Highways
Roads
Rail
FIGURE 5
Date Oct 2023
Revision No. -
Project No. 12582137
BICYCLE FACILITIES
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983 o
0 175 350
US Feet
Paper Size ANSI A
Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021; Transit Routes and Stops:
SACOG, 2021. Created by: ppeel
\\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx - 12582137_Figure 5 Bike Facilities
Print date: 26 Oct 2023 - 17:23
Item 9A 189
Pedestrian Facilities
Sidewalks
Sidewalks form the backbone of the pedestrian transportation network. On the portion of Main Street in the study area, sidewalks are only present on one side of the street, the west side. The east side of Main Street, abutting the railroad tracks, does not have a sidewalk for any portion except for a small segment at the intersection of Main Street and Grass Valley Street. The sidewalk on the west side extends the entire length of Main Street.
West Side of Main Street (left) with a sidewalk. East side of Main Street (right) without a sidewalk (historic railroad building includes an elevated wooden deck). Source: Google Earth
On Grass Valley Street, sidewalks are present on both sides of the street for the entirety of the street within the study area boundaries. These sidewalks help provide access across the railroad tracks and connect neighborhoods on both sides of the tracks.
Some sidewalks on both Main Street and Grass Valley Street are obstructed by utility boxes and light poles. Additionally, inaccessible driveway ramps and alleys can prove challenging for accessibility. Where narrow sidewalks are present immediately adjacent to motor vehicle traffic it can be uncomfortable for pedestrians to use the sidewalk. Sidewalks were constructed in 2016 on the north side of East Oak Street, from South Auburn Street to Railroad Street.
Utility pole on Grass Valley Street obstructing the sidewalk. Source: Google Earth.
Item 9A 190
Sidewalks are also present on at least one side of the street on other streets which provide access to local destinations, such as School Street, Railroad Street, Depot Street, Keeland Street, Church Street, and Culver Street. Residential streets excluding those named generally do not have sidewalks.
Crossings
CROSSWALKS
Crosswalks are an extension of the sidewalk and provide guidance for pedestrians by defining a path of travel across the roadway at intersections. Crosswalks are not required to be marked but marked crosswalks alert drivers to the crossing and increase yielding for pedestrians.
Marked crosswalks can use standard parallel lines or “ladder-style” high visibility markings that include bold perpendicular markings between crosswalk edge lines. In school zones, crosswalks are yellow.
Marked crosswalks are present at the intersection of Main Street and Grass Valley Street, and at the intersections of Main Street with Church Street and Depot Street. However, the crosswalk at Depot Street is incomplete and does not connect with the sidewalk on the west side of Main Street, and there is no sidewalk on the east side of Main Street for the crosswalk to connect to. Grass Valley Street also contains a marked crosswalk at the intersection with Culver Street, and with Railroad Street. Outside of those listed, marked crosswalks are generally not present in the study area.
Main Street and Depot Street crosswalk. Crosswalk does not connect to sidewalks along Main Street. Source: Google Earth.
Grass Valley Street and Main Street intersection with marked crosswalks. Source: Google Earth.
Item 9A 191
CURB RAMPS
Curb ramps are necessary for people using wheelchairs and other mobility devices to access sidewalks and crosswalks as well as people pushing strollers or who may have difficulty stepping onto a raised curb.
Under the Americans with Disabilities Act (ADA), curb ramps are required to be installed with all new or retrofitted sidewalks.
At corners, curb ramps should be provided that align with each crosswalk, directing pedestrians into the crosswalk. Curb ramps are present at the intersection of Main Street and Grass Valley Street at all four sides of the intersection, with curb extensions included at the northwest and southwest corners as well.
Curb extensions – enlargements of the sidewalk into the parking lane to reduce the crossing distance for pedestrians, as shown at Main Street and Grass Valley Street – are discussed in greater detail in the Recommendations chapter.
Main Street also contains curb ramps at the intersection with Church Street, but only on the west side of the street. A change in elevation includes steps and a bypass ramp along the sidewalk on Main Street, just north of Grass Valley Street, adjacent to 10 North Main Street. Grass Valley Street also contains curb ramps, on the south side of the street, at the intersection with Railroad Street. Outside of those listed, curb ramps are generally not present in the study area.
Curb ramps with curb extensions on Main Street and Grass Valley Street (left) and bypass ramp on Main Street. Source: Google Earth.
Item 9A 192
Arbor Park
Lions
Children's
Park
Colfax
Elementary
School
Colfax High School
TOKAYANA WAY
W GRASS VALLEY ST
RAILROAD AVE
DEPOT ST
W CHURCH ST
N FORES
T
HILL
ST
MARVIN AVE
SCHOOL ST
CULVER
S
T
PL
E
A
SA
NT S
T
S MAIN ST
S
UNRISE AVE
E OAK ST
E CHURCH ST
S AUB
U
R
N ST
SCHOLTZ AVE
RISING SUN ST
DINKY AVE
NEWMAN ST
GEARHART LN
W OAK ST
QUINNS LN
CENTRAL ST
N MAIN ST
HUNTER LN
NARROW GAUGE RD
WHITCOMB AVE
174
174
80 Legend
Pedestrian Facilities
Curb Ramps
Sidewalks
Crosswalks
Planned Class I
Path
Study Area
City Limits
Historic
Business
District (HBD)
Parks
Schools
Highways
Roads
Rail
FIGURE 6
Date Oct 2023
Revision No. -
Project No. 12582137
PEDESTRIAN FACILITIES
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983 o
0 175 350
US Feet
Paper Size ANSI A
Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021; Transit Routes and Stops:
SACOG, 2021. Created by: ppeel
\\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx - 12582137_Figure 6 Pedestrian Facilities
Print date: 25 Oct 2023 - 17:31
Item 9A 193
Active Transportation Support Facilities
In addition to a network of bikeways, support facilities are also needed to provide comfortable and safe facilities for bicyclists to use throughout their journey. People are less likely to ride their bicycles to destinations without secure bicycle parking. Other support facilities include showers or lockers at destinations, repair stations with basic tools, and wayfinding signs to help bicyclists navigate to routes and destinations.
Bicycle parking (left) and bicycle repair facility (right).
Secure bicycle parking is a critical part of a complete bicycle network. Bicycle parking is typically divided into two categories serving different purposes: short-term convenient bicycle racks and longer-term, highersecurity parking.
Short-term bicycle parking consists of bicycle racks placed in highly visible, convenient locations near the entrances to destinations. They serve bicyclists who need to park for a few hours or less, including visitors, customers, or other short-term users. Short-term bicycle parking can be found in the public landscaped area south of the intersection of Main Street and Church Street, adjacent to the picnic tables and drinking fountain, and on Grass Valley Street just west of Main Street. Additional covered bicycle racks are located behind the transit shelter at 99 Railroad Street, adjacent to the Colfax train station. “Wave” style bicycle racks, like those depicted below, are no longer recommended, as bicycle parking best practice maintains that bicycle racks should support the bicycle frame in at least two places and allow a user to lock the frame and one wheel to the rack using a standard U-lock.
Short term bicycle parking in Colfax on Main Street (left) and on Grass Valley Street (right). Source: Google Earth.
Long-term bicycle parking consists of bicycle lockers or secure parking areas like bicycle cages or bike rooms. They are intended for bicyclists who need to park for longer periods of time or overnight, including employees, students, transit riders, or residents in multifamily buildings.
Item 9A 194
Bicycle lockers (left) and bicycle room (right)
Short-term bicycle support facilities, such as bike parking, were identified in the study area.
Placer County Transit buses contain bike racks and accept bicycles. Amtrak also accepts bicycles on the California Zephyr service which runs through Colfax.
Collisions
Collision data provides insights into locations that have high rates of collisions, in addition to behaviors and other factors that may contribute to collisions. Collision data can help ascertain what roadway features may contribute to the higher level of crashes. To assess safety in the Colfax Downtown and Main Street study area, collision data from 2012 to 2021 was examined. Collision data for the study area was derived from the Statewide Integrated Traffic Records System (SWITRS) and Transportation Injury Mapping System (TIMS) for a 10-year study period between January 1, 2012, and December 31, 2021. Records of collisions occurring in 2021 were provisional at the time this chapter was developed and subject to change. Collision data was post-processed to correct for error and identify collisions located within the study area that were reported with incorrect or missing coordinate location information; however, the accuracy of data is subject to reporting-level error.
Study Area Collisions
Over the 10-year study period examined, 42 collisions were reported within the study area. Of the 42 collisions, 37, or 88 percent, were reported as vehicle-involved collisions, while 4, or 10 percent, were reported as pedestrian-involved, and 1, or 2 percent was reported as a non-collision, like a solo crash or hit object. No bicycle-involved collisions were reported within the study area during the study period.
Figure 7 shows the density of collisions, highlighting collision hotspots within the study area. Forty percent of the total collisions were reported as occurring at an intersection, while 61 percent of all collisions were reported as not occurring at an intersection.
Item 9A 195
Arbor Park
Lions
Children's
Park
Colfax
Elementary
School
Colfax High
School
TOKAYANA WAY
W GRASS VALLEY ST
RAILROAD AVE
DEPOT ST
W CHURCH ST
N FOREST
H
ILL S
T
KNEELAND ST
MARVIN AVE
SCHOOL ST
S
MA
IN
ST
CULVE
R ST
PLEASANT ST
SUNRISE AVE
ROSE
AVE
E OAK ST
E CHURCH ST
POUNDS CT
S AUBURN ST
SCHOLTZ AVE
RISING SUN ST
DINK Y AVE
S FORESTHILL ST
NEWMAN ST
GEARHART LN
W OAK ST
QUINNS LN
CENTRAL ST
N MAIN
ST
HUNTER LN
NARROW GAUGE
RD
WHITCOMB AVE
174
174
80 Legend
Collision Density
Dense
Sparse
Study Area
City Limits
Historic Business
District (HBD)
Parks
Schools
Highways
Roads
Rail
FIGURE 7
Date Oct 2023
Revision No. -
Project No. 12582137
COLLISION DENSITY
(2012 - 2021)*
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983 o
0 175 350
US Feet
Paper Size ANSI A
Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021; Collisions: SWITRS, 2012-2021.
Created by: ppeel
\\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx - 12582137_Figure 7 Collision Density
Print date: 25 Oct 2023 - 17:31
*Data Disclaimer
Primary data source of collision data is SWITRS (2012-2021). Data is subject to reporting-level error. Missing coordinate locations were corrected by cross-referencing with TIMS collision data based on Case ID, and otherwise geocoded by GHD. At the time of analysis, 2021 data is provisional and subject to change.
Item 9A 196
Collision Severity
Table 3 presents the number of collisions by severity as a percent of the total collisions over the study period. As shown, of the 44 reported collisions, the majority, or 70 percent, of collisions resulted in property damage only, seven percent resulted in a fatality, or severe injury, while 23 percent were visible or complaint of pain injury. Figure 8 shows the collisions reported within the study area by severity and year.
Figure 9 shows the location of collisions reported within the study area by severity.
Table 3: Collision Severity
Collision Severity Number of Collisions Percent of Total Collisions
Fatal Injury 1 2%
Severe Injury 2 5%
Visible Injury 7 16%
Complaint of Pain 3 7%
Property Damage Only 31 70%
Total Collisions 44 100%
Figure 8: Collisions by Severity and Year
1 1 1
1 3
1 1
1 1
1 1
3 5
3 3
3 4
3 2
3 0
1 2
3 4
5 6
7 8
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Number of Collisions
Collision Severity By Year
Fatal Severe Injury Visible Injury Complaint of Pain Property Damage Only (PDO) Item 9A 197
Arbor Park
Lions
Children's
Park
Colfax
Elementary
School
Colfax High School
TOKAYANA WAY
W GRASS VALLEY ST
RAILROAD
AVE
DEPOT ST
W CHURCH ST
N FOREST
H
I
LL S
T
MARVIN AVE
SCHOOL ST
S
M
A
I
N
ST
CU
LVER ST
PLEASAN
T ST
SUNRISE AVE
ROSE
AVE
E OAK ST
E CHURCH ST
POUNDS CT
S
A
UBURN
ST
SCHOLTZ AVE
RISING SUN ST
DIN KY AVE
S FORESTHILL ST
NEWMAN ST
GEARHART LN
W OAK ST
QUINNS LN
CENTRAL ST
N MAIN
ST
HUNTER LN
NARROW GAUGE RD
WHITCOMB AVE
174
174
174
80 80
Legend
Collision Severity
Fatal
Severe Injury
Visible Injury
Complaint of Pain
Property Damage
Only (PDO)
Study Area
Historic Business
District (HBD)
City Limits
Parks
Schools
Highways
Roads
Rail
FIGURE 9
Date Oct 2023
Revision No. -
Project No. 12582137
COLLISION SEVERITY
(2012 - 2021)*
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983 o
0 175 350
US Feet
Paper Size ANSI A
Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021; Collisions: SWITRS, 2012-2021.
Created by: ppeel
\\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx - 12582137_Figure 9 Collision Severity
Print date: 25 Oct 2023 - 17:32
*Data Disclaimer
Points may be overlapping. Primary data source of collision data is SWITRS (2012-2021). Data is subject to reporting-level error. Missing coordinate locations were corrected by cross-referencing with TIMS collision data based on Case ID, and otherwise geocoded by GHD. At the time of analysis, 2021 data is provisional and subject to change.
Item 9A 198
Collision Type
Figure 10 presents the number of collisions by collision type as a percent of the total collisions over the study period. As shown, the most reported collision types were sideswipe and hit object collisions, at 26 and 21 percent of the total collisions, followed by rear end collisions at 14 percent of the total collisions.
Figure 10: Collision Types as Percentage of Total Collisions Head-On
9%
Sideswipe
26%
Rear End Broadside 14% 10%
Hit Object
21%
Vehicle/Pedestrian
10%
Other
10%
Item 9A 199
Primary Collision Factors
Figure 11 shows the distribution of primary collision factors associated with the collisions reported within the study area as a percent of the total collisions. As shown, the most common reported primary collision factors were Improper Turning, at 21 percent, Unsafe Speed, at 14 percent, and Driving Under the Influence, at 14 percent, of the total collisions. About half of all collisions were attributed to these three factors.
Figure 11: Primary Collision Factors
7%
14%
5%
21%
10%
2%
2%
2%
2%
2%
10%
14%
7%
0% 5% 10% 15% 20% 25%
Automobile Right of Way
Driving or Bicycling Under the Influence of Alcohol or
Drugs
Following Too Closely
Improper Turning
Not Stated
Other Equipment
Other Than Driver
Pedestrian Right of Way
Pedestrian Violation
Traffic Signals and Signs
Unknown
Unsafe Speed
Unsafe Starting or Backing
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Additional Factors
TIME OF DAY
Most collisions occurred in daylight and almost all occurred with some type of illumination. Of the 42 collisions reported, 67 percent, or 28 collisions, occurred in daylight and 26 percent, or 11 collisions, occurred during darkness but along a roadway illuminated by streetlights. Fifty-five percent of all collisions occurred between the hours of noon and 6 p.m., while 21 percent occurred between 6 a.m. and noon, 19 percent between 6 p.m. and midnight and only 5 percent before 6 a.m.
WEATHER
Of the 42 collisions reported, 90 percent, or 38 collisions, occurred during clear weather, while 7 percent, or three collisions, occurred during cloudy weather. Two percent, or 1 collision was reported with the weather condition not stated.
ROAD SURFACE AND CONDITION
Most of the reported collisions occurred when the road surface was reported as dry and the condition as not unusual. Ninety-five percent, or 40 collisions, were reported with the road surface as dry and 93 percent, or 39 collisions, were reported with no unusual condition for the road condition.
Source: Google Earth
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Plans, Policies,
Projects, and
Programs
Relationship to Other Documents
A variety of local, regional, and state documents relevant to the development and implementation of the Downtown Connectivity and Main Street Improvement Plan were reviewed. These documents include local, regional, and state planning documents which set an overall trajectory for the City and include policies and strategies the Plan must be consistent with, while others provide guidance and will effectively be incorporated into the Plan. Documents reviewed, and the guidance relevant to the Plan, are discussed briefly below.
Plans and Policies
Colfax
CITY OF COLFAX BIKEWAY MASTER PLAN (2003)
The City’s Bikeway Master Plan guides the development of the city’s bikeway network in coordination with regional plans and state law. The goal of the plan is to promote bicycling that is safe, convenient, and enjoyable by building out a complete bikeway network connecting with key destinations. The plan focuses on coverage of bicycle facilities throughout the city, safety for bicyclists and pedestrians, and connectivity to all activity centers. Policy priorities include:
♦ Collaborate with regional, county, and city stakeholders ♦ Use innovative bikeway designs
♦ Develop and maintain a prioritized list of active transportation projects ♦ Use wayfinding signage to connect cyclists with key destinations ♦ Advocate for developer-dedicated easements for bicycle facilities ♦ Plan for bicycle facilities as part of overall City planning ♦ Provide safety education programs to encourage bicyclist safety ♦ Contribute to the regional bicycle map and distribute it to all communities ♦ Pursue and obtain optimal funding for bicycle programs and projects Item 9A 202
COLFAX AREA PARKS AND RECREATION MASTER PLAN 2007-2022 (2007) The Colfax Area Parks and Recreation Master Plan examines current park and recreation resources and needs in Colfax and acts as a guide for the City for the 15 years from adoption based on those current and projected needs. The plan identifies that parks, natural trails, and bikeways are amenities associated with the rural character of the area and supports the expansion of the active transportation network to better connect residents and visitors. Policy priorities include:
♦ Support the development of an active transportation network that connects housing and employment ♦ Coordinate active transportation network planning with all neighboring jurisdictions and pursue adequate funding to build out this network
♦ Promote active transportation and equestrian uses through the development of appropriate facilities, programs, and information
♦ Require developers to fund, install, and/or dedicate rights-of way for active transportation and equestrian facilities and corridors in new development projects ♦ Provide one mile of recreation trail per 1,000 residents ♦ Design facilities for safe, pleasant, and convenient travel for active transportation uses, connecting residential areas with key destinations through the Countywide trail system ♦ Utilize public utility corridors, flood control facilities, rail corridors, and public easements to further active transportation and trail connections
♦ Collaborate with other public agencies to expand the active transportation network ♦ Create facilities that are physically separated from roadways and that separate bicyclists from equestrians, where possible
CITY OF COLFAX GENERAL PLAN 2020 (1998)
Colfax’s General Plan 2020 identifies the goals and policies that will guide future growth in the Colfax area.
The General Plan guides decision makers to ensure that new development contributes to retaining and improving the unique, foothill community character of the City. Relevant Elements of the General Plan are discussed in the following sections.
Circulation Element
The Circulation Element addresses major thoroughfares including streets and highways, transportation routes including public transit, transit terminals, bicycle and pedestrian routes, parking, railroads, and other local public utilities and facilities with the goal of maintaining and improving circulation within the City. The Circulation Element encourages alternative forms of transportation through the creation of an integrated active transportation network and supports transportation and land use strategies that reduce motor vehicle emissions. Policy priorities include:
♦ Maximize existing transportation facilities
♦ Maintain a level of service (LOS) standard of “C” at all intersections and roadways ♦ Be proactive in regional transportation issues that impact Colfax ♦ Consider traffic issues in land use decisions and vice versa ♦ Provide alternative transportation support facilities like bicycle racks, walkways, connections, and ride share parking
♦ Prioritize walking and bicycle trails
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♦ Increase density near transit corridors and stations
♦ Encourage mixed-use, dense, and infill development
♦ Develop concentrated activity centers
♦ Strengthen Downtown Colfax
♦ Develop an interconnected street network
♦ Provide strategic parking facilities
Community Design Element
Colfax’s Community Design Element addresses preservation and enhancement of Colfax’s character and cultural and historical resources that make it a great place to live. The Community Design Element encourages new developments in Colfax to include pedestrian connections, requires development site plans, indicate where pedestrian and bicycle connections to adjacent properties exist, and emphasizes that future roadways should maintain historic patterns and design and that community character is enhanced by pedestrian- and bicycle-friendly streetscapes. Policy priorities include:
♦ Use pedestrian scale street design and appropriate streetscape improvements ♦ Plant consistent, continuous street trees to form a canopy ♦ Make streets accessible to bicyclists or develop bicycle lanes ♦ Sidewalks should be safe for walking and sitting
♦ Use park benches and other street furniture to create places for people to sit ♦ Use attractive landscaping and planters
♦ Include amenities like trash enclosures and bicycle racks Housing Element Update (2021)
The Colfax 2021-2029 Housing Element provides an analysis of the existing and projected housing needs in the City and adopts policies to promote the maintenance and development of a variety of housing types.
Policy priorities include:
♦ Provide safe access for both motor vehicle and pedestrian traffic to and within the hillside areas ♦ Require curbs, gutters, drainage facilities, sidewalks, and paved street improvements as part of new developments for pedestrian safety and accessibility
HISTORIC DISTRICT DESIGN MASTER PLAN (2009)
The Historic District Design Master Plan guides future economic development in the Historic District of Colfax and includes design guidelines, property analysis, and a conceptual master plan. The Historic District’s heart is the Historic Core, which encompasses the intersection of Main Street and Grass Valley Street and extends to just beyond Depot Street on North Main Street to the north and just beyond South Main Street at Church Street to the south. The full Historic District extends further south to Quinn’s Lane, further west to just past Rising Sun Street along Depot Street east to the railroad right-of-way, north to just northwest of the intersection of N Main Street and State Route 174, east across the railroad to Forest Hill Street and State Route 174/Central Street in the southeast, and back west to near the railroad right-of-way forming the district’s southern border. Policy priorities include:
♦ Use of angled parking and planting islands as physical buffers between motor vehicle traffic and sidewalks
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♦ Incorporate plazas with seating and other resting areas to encourage visitors to stay longer ♦ Use benches, gathering spaces, and alcoves outside businesses to allow for visitor interactions ♦ Enhance crosswalks with decorative paving treatments to improve safety, like simulated brick inlay in Historic Core, and delineate them with a change in pavement material, pattern, or color ♦ Include bicycle lanes to improve bicyclist safety
♦ Narrow travel lanes to slow motor vehicle speeds
♦ Highlight mid-block crossings to increase driver awareness and safety ♦ Maintain pedestrian access between parking areas and destinations or transit hubs ♦ Use four feet minimum for primary pedestrian routes (most direct connection between locations) that are accessible in all-weather conditions
♦ Use ramps to meet Americans with Disabilities Act (ADA) and California Building code standards, unless exempt
♦ Place transit shelters on primary pedestrian routes
Regional
PLACER COUNTY LOCAL HAZARD MITIGATION PLAN UPDATE ANNEX B (2021) The Local Hazard Mitigation Plan Update Annex B addresses hazard mitigation planning elements specific to Colfax and identifies transportation vulnerabilities to specific hazards. Mitigation priorities include:
♦ Adopt land use regulations that regulate land alterations, road construction, or other development on slopes of 15% or more to address geological hazards
♦ Update current ordinances to specific road standards with Colfax Fire Department to address fire hazards
PLACER COUNTY REGIONAL TRANSPORTATION PLAN 2040 (2019)
The Placer County Regional Transportation Plan (RTP) 2040 is a planning document that defines transportation system goals and sets project implementation priorities for the twenty-year period ending in 2040 for Placer County, prioritizing the safety and security of all road users with the goal of promoting a safe, convenient, and efficient transportation system for active transportation users. Policy priorities of the RTP include:
♦ Encourage jurisdictions to update their bicycle and pedestrian plans based on best practices ♦ Collaborate to close gaps in the active transportation network ♦ Use Class I, II, and IV bikeways as preferred bicycle facilities with Class III bicycle routes used as connectors or as necessary
♦ Regularly update the Placer County Bike Map
♦ Encourage trails development
♦ Encourage the adoption of bicycle ordinances
♦ Encourage jurisdictions to install bicycle support facilities, including bicycle parking at key destinations, bicycle-safe drain grates, and bicycle detection at signalized intersections ♦ Require bicycle facilities funded through the Transportation Development Act to comply with state and federal bikeway design criteria
♦ Accommodate active transportation users on the existing roadway network and utilize complete streets ♦ Prioritize roadway designs that avoid collisions between motor vehicles and vulnerable road users Item 9A 205
♦ Design developments to be active transportation-friendly ♦ Implement Safe Routes to School and bike share programs ♦ Develop trails in open spaces next to waterways and major traffic corridors and connect hiking and equestrian trails with residential areas
♦ Encourage expansion of the Capitol Corridor passenger rail service to Colfax as part of a long-term expansion to Reno/Sparks
PLACER COUNTY REGIONAL BIKEWAY PLAN (2018)
The Placer County Regional Bikeway Plan is a long-range planning document meant to guide the development of a bikeway network in unincorporated Placer County with a vision to improve bikeways throughout the county to support safe, convenient, and enjoyable bicycling for all.
The Placer County Regional Bikeway Plan is framed by three objectives: safety through collision reduction, mobility through increased connectivity, and preservation through bikeway maintenance. The planned bikeway network should be cohesive and consistent, direct, and accessible, comfortable and low-stress, and integrated into the overall network. The plan’s recommended focus areas and corridors are identified in Figure 12; planned bikeway facilities for central Placer County, adjacent to Colfax, are illustrated in Figure
13. Policy priorities include:
♦ Usage of signage, traffic controls, engineering, education, encouragement, and enforcement to improve safety
♦ Create a safe active transportation network for all ages and abilities ♦ Prioritize bicyclists in roadway design and redesign
♦ Usage of consistent active transportation system designs ♦ Take advantage of Placer County’s scenic qualities
♦ Support continuous active transportation network planning and connect it to land use planning ♦ Promote awareness of the bikeway system through employers and bicycle map distribution ♦ Pursue all possible funding to implement bicycle master plan ♦ Maintain active transportation network facilities in good condition Source: Placer County 2040 Regional
Transportation Plan (left) and Placer County
Regional Bikeway Plan (right)
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Figure 12: Recommended Focus Areas and Corridors
Source: Placer County Regional Bikeway Plan (2018)
Figure 13: Planned Bikeway Facilities – Central Placer County Source: Placer County Regional Bikeway Plan (2018)
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SACRAMENTO REGION TRAIL NETWORK ACTION PLAN (2022)
The Sacramento Region Trail Network Action Plan establishes a prioritization framework and implementation strategy for planned trail projects in the SACOG six county region based on how well each project achieves trail network goals and furthers regional connectivity goals. It includes Placer County, where Colfax is located. Based on a project’s development stage and timeframe, the Action Plan recommends actions for jurisdiction or agency staff to complete to push each project forward to its next stage, with the ultimate goal of completing the proposed Sacramento Region Trail Network as quickly and as efficiently as possible. The goals of the Action Plan, like the many local, regional, and state plans that were reviewed as part of its creation, are to establish a network that promotes safety, all ages and abilities, economic vitality, environmental justice, health, and recreation. The Sacramento Region Trail Network is illustrated in Figure 14.
Figure 14: Sacramento Region Trail Network
Source: Sacramento Region Trail Network Action Plan (2022) State
TOWARD AN ACTIVE CALIFORNIA (2017)
Toward an Active California is the State’s first bicycle and pedestrian plan that provides policies and actions for the California Department of Transportation (Caltrans) and partner agencies to undertake to improve comfort, connectivity, safety, and feasibility of travel by walking and bicycling. ♦ By 2040, people in California of all ages, abilities, and incomes can safely, conveniently, and comfortably walk and bicycle for their transportation needs Item 9A 208
CALTRANS DISTRICT 3 ACTIVE TRANSPORTATION PLAN (2022)
The Caltrans District 3 Active Transportation Plan implements the vision of Toward an Active California, identifying and prioritizing locations with bicycle and pedestrian needs in Caltrans District 3 with the plan goals of safety, mobility, equity, and preservation. Location-based needs within or adjacent to Colfax identified in the plan are enumerated in Table 4. Caltrans District 3’s prioritization of those needs within or adjacent to Colfax are listed in Table 5.
Table 4: Location-Based Needs
Road Segment Extents Crossing or Corridor Mode
Illinoistown Road Crossing of I-80 Crossing Bicycle and/or Pedestrian
I-80 Between Illinoistown Rd
crossing and Plutes Way Corridor Bicycle and/or Pedestrian I-80 Plutes Way and Iowa Hill Rd Corridor Bicycle and/or Pedestrian
SR 174 Crossing of I-80 Crossing Bicycle and/or
Pedestrian
SR 174
Between SR 174 crossing of I80 and Gladycon Rd (Shady
Glen)
Corridor Bicycle and/or
Pedestrian
Vista Ave Crossing of SR 174 Crossing Pedestrian
Dinkey Ave Crossing of SR 174 Crossing Pedestrian
N Main St Crossing of SR 174 Crossing Pedestrian
Source: Caltrans District 3 Active Transportation Plan (2022) Table 5: Needs Prioritization
Road Segment Extents Crossing or Corridor Tier (intensity of need)
SR 174 Crossing of I-80 Crossing Tier 2
SR 174
Between SR 174 crossing of I80 and Gladycon Rd (Shady
Glen)
Corridor Tier 2
Vista Ave Crossing of SR 174 Crossing Tier 2
Illinoistown Rd Crossing of I-80 Crossing Tier 3
Source: Caltrans District 3 Active Transportation Plan (2022) Item 9A 209
Projects
The City of Colfax is a small, rural railroad community situated in Placer County bisected by the Union Pacific Railroad and sits at the junction of Interstate 80 and State Route 174. Given its proximity to the railroad and the highway, it is challenging to navigate the City in ways other than a car. Over the last twenty years, there have been planning efforts to address the bikeability and walkability of Colfax and its location as a train stop and destination for recreation. There are few existing bikeway facilities and few proposed, though SACOG and Placer County Transportation Planning Agency (PCTPA) have committed, through various policies and plans, to plan for and design connectivity within the region, including the City of Colfax.
The following is a review of existing bikeway facilities and proposed projects.
Existing Bikeway Facilities
In conjunction with the development of the Regional Bikeway Plan, PCTPA conducted field observations to identify existing bikeway facilities throughout Placer County. The only existing Class IV facility within the City of Colfax is a bikeway along one side of Rising Sun Road (per the Colfax Bikeway Master Plan). Class II facilities and Class III bicycle routes can also be found.
Table 6: Bikeway Facilities Mileage by Class*
Source: Placer County Regional Bikeway Plan (2018)
*Although these data came from the Placer County Regional Bikeway Plan, they are being confirmed through this Plan.
** While the separated bikeway (Class IV) on Rising Sun Street exists, it was not included in PCTPA’s assessment. It has been included here to provide an accurate accounting of all bicycle facilities in Colfax.
Separated Bikeway (Class IV) along Rising Sun Street (left) and a Class II bicycle lane on Main Street.
Facility Type Mileage
Shared-Use Path (Class I) 0.0
Bike Lane (Class II) 0.3
Bike Route (Class III) 0.5
Bikeway (Class IV)** 0.18
Total 0.98
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NORTH MAIN STREET BIKE ROUTE PROJECT
This Active Transportation Program Cycle 1 project added bicycling facilities to give bicyclists and pedestrians a safer alternative to crossing the State Route 174 bridge using a one-foot shoulder. The purpose was to make a safer environment for bicyclists and to connect to destinations along Main Street like transit, shopping, community center, schools, and restaurants. This project extends along North Main Street between West Grass Valley Street and State Route 174. Infrastructure updates include restriping, route repair, widening to accommodate bicycle lanes where feasible, bicycle-friendly grates, and bicycle parking.
Proposed Projects
TIER TRAIL STUDY CORRIDOR
The Sacramento Region Trail Network Action Plan identifies Trail Study Corridors, which will highlight segments that are not currently included in a plan. These segments have potential to complete the regional trail network and are flagged for future funding consideration. Trails are categorized on a tiered prioritization framework based on their potential to achieve trail network goals of transportation safety, health, environmental justice, economic vitality, all ages and abilities, and recreation; and further regional goals of crossing infrastructure boundaries, collaborating with partners, supporting critical connections, and filling in trail network gaps.
The prioritization framework was created with the goal of identifying trails that have the strongest potential to help meet regional plan goals and to help the region discover where coordination could align and focus efforts. As a part of the Sacramento Region Trail Network Action Plan,4 the SACOG prioritized Colfax as a “lower tier” priority for a trail study corridor. If SACOG chooses to perform this study, it will occur along Old Route 40 Corridor West in the Community of Newcastle.
COMMUNITY DEVELOPMENT BLOCK GRANTS (CDBG) ROAD REHABILITATION PROJECT In 2018, the City of Colfax proposed to utilize Community Development Block Grants (CDBG) funds to rehabilitate the pavement on the following existing roadways: Culver Street, Depot Street, Pleasant Street, Forest Hill Street, and Pine Street. The City plans to remove and replace the road materials as well as construct new or improve existing sidewalks along the south side of Church Street. ADA improvements will be constructed where appropriate, such as handicap pedestrian ramps. New pavement markings will also be installed, where appropriate. This project is expected to commence construction in the spring of 2024.
UNION PACIFIC
The City of Colfax plans to construct pedestrian improvements across the Union Pacific railroad tracks to improve pedestrian safety and conditions for walking and bicycling.5 The City has received design plans for the westbound station and existing station improvements from Amtrak, however no construction schedule has been developed.
4 https://www.sacog.org/sites/main/files/file-attachments/a._network_and_prioritization_0-2.pdf?1660856095 5 https://www.sacog.org/sites/main/files/file-attachments/appendix_a-_project_list.pdf?1573842738 Item 9A 211
Table 7: City of Colfax Proposed Bikeways
Roadway Segment Upgraded Condition Approximate Distance Grass Valley Street Rising Sun Street to Auburn Street Class III 1/4 mile Grass Valley Street Auburn St to SR 174 Class III 1/8 mile Oak Street Railroad Ave to Auburn Street Class III 1/8 mile Church Street Rising Sun Street to Main Street Class III 1/8 mile Main Street SR 174 to Newman Street Class III 1/2 mile
Railroad Ave Grass Valley Street to Oak Street Class III 1/8 mile Auburn Street and South
Auburn Street
Main Street to I-80 Overcrossing at
South end of town
Class III 1.3 miles
Whitcomb Ave Entire length Class III 1/3 mile
South Canyon Way
Between I-80 Overcrossing at North
and South ends of town
Class II 1.4 miles
Culver Street Newman Street to Church Street Class III 1/8 mile Newman Street Culver Street to Main Street Class III <1/8 mile SR 174
Auburn Street to Giovanni’s corner
(where SR 174 and Rollins Lake
Road split)
Class II 1.3 miles
Tokayana Way* Rising Sun Street to Placer Hills
Road
Class III 2.1 miles
South Canyon Way* Class II terminus (I-80 overcrossing) continuing south
Class III TBD
North Canyon Way*
Class II terminus (I-80 overcrossing)
continuing north to the Stevens
Trailhead
Class III 0.6 miles
SR 174 and Rollins Lake
Road*
Rollins Lake Road split continuing
north
Class III TBD
*Outside City limits; Source: City of Colfax Bikeway Master Plan (2003) Item 9A 212
Programs
Programming is a strategy used to further the goals of active transportation. When programs are paired with infrastructure or used as a stand-alone project, they often encourage and support more bicycling, walking, and other non-motorized, human-powered means of transportation within communities.
Communities with high rates of walking and bicycling often use a “Five E’s” approach, with education, encouragement, evaluation, and equity complementing engineering (infrastructure) improvements. ♦ Education programs share information about safety, benefits of active transportation, and resources or facilities available in the community. They should address people bicycling, walking, and driving. ♦ Encouragement programs promote bicycling and walking as fun, convenient, and enjoyable modes of transportation and recreation.
♦ Evaluation programs monitor success through counts, surveys, and data review to inform adjustments or modifications to programs, policies, and the built environment. ♦ Equity is a lens through which all programs and infrastructure projects should be viewed to ensure disadvantaged members of the community have access to and benefit from the City’s investments in active transportation.
♦ Engineering strategies implement changes to the built environment to create environments that are safer and more comfortable for people walking and bicycling. Walk/bicycle audits, demonstration projects, walking/bicycling maps, and open street events are considered pre-engineering activities..
A policy in the City’s Bikeway Master Plan states a goal to “encourage [the] addition of safety signage on shared roadways, and support safety education programs for bicyclists.” Although Colfax does not currently have many programs at this time, within the scope of the Colfax Downtown Connectivity and Main Street Improvement Plan, recommendations will be provided to include programs in the future. The following Bicycle Safety and Education Program is Colfax’s current program.
Bicycle Safety and Education Program
PLACER COUNTY SHERIFF/CALIFORNIA HIGHWAY PATROL
Placer County Sheriff's Office Community Service Officers have developed a curriculum that teaches the basics of bicycle safety, helmet fit, use, and laws. These programs are performed primarily at schools and on request. Additionally, local bicycle shops participate, performing minor repairs and making recommendations to bicycle owners of any additional repairs that need to be made. Placer County Sheriff’s Office often collaborates with the California Highway Patrol on bicycle safety and education programs.
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Stakeholder
Engagement
This Plan and the recommendations were shaped according to public feedback throughout the Plan process. This chapter describes an overview of the stakeholder engagement process, and an overview of each activity conducted. Additional details and documentation of engagement efforts is available in Appendix A.
The public was engaged with the project using multiple methods:
♦ Well-attended virtual and in-person community workshops during the existing conditions analysis phase, including tabling along Main Street in Downtown Colfax ♦ An online interactive mapping tool, which received over 186 public comments ♦ The Plan Advisory Group (AG), a new advisory committee of community members that supports Colfax and its downtown
♦ An Ad Hoc Committee composed of two City Council members ♦ An online survey on the project website, where community members could respond to specific questions priorities and improvements for Downtown Colfax ♦ A series of presentations to stakeholders
Advisory Group Meetings
FEBRUARY 13, 2023
The first Advisory Group meeting was held in-person at the City Hall on Main Street. The group members consisted of locals including residents, Colfax Garden Club members, Colfax Area Historical Society, Caltrans District 3, and local business owners. At the meeting, attendees reviewed maps and heard a presentation regarding existing conditions. The AG members expressed their concerns in various areas throughout the downtown area including routes to schools, routes to the community center, safe travels walking and bicycling from the hotels along South Auburn Street near Whitcomb Avenue into the Historic Business District and attracting and retaining visitors, tourists, and residents into the downtown area.
MAY 11, 2023
The second AG meeting was held in-person and included a small discussion around potential infrastructure improvements that could be implemented into Downtown including pedestrian infrastructure improvements, bicycle infrastructure improvements, and placemaking improvements. The AG members also participated in a walk audit along Main Street. The participants took special notice of areas where there is additional space in the roadway, re-thinking the possibility of some existing “parklet” patios, and how people may want to travel into Downtown, relax, eat, shop, and stay.
The AG members considered the walkability and bikeability of Downtown and how people may wish to navigate by walking, bicycling, or rolling. They considered the speeds of cars, how they approach Main Item 9A 214
Street, what their trips tend to be for (school and work being the most common answer), and how people may walk or bicycle around Downtown once they disembark the train. Comments included the following:
♦ A desire for places to pause or relax with shade, benches, and tables; specifically more benches and shade at Lot of Arts Park. Also considering a parklet or formalized patio space on Main Street in front of “Grandma C’s”
♦ ADA tripping hazards
♦ Students frequently walking or bicycling along Depot Street ♦ Crossing at Depot Street and roadway re-configuration; Consider the art possibilities or more formalized pedestrian island or Main Street features (potentially a miniature plaza) at Depot Street ♦ Re-thinking the placement of the gazebo, additional landscaping, and benches ♦ SR 174 acts as a truck route detour for I-80
♦ Formalizing historic signals at the railroad depot
♦ Adding infrastructure treatments for bicyclists, pedestrians and traffic calming near the historic hotel – stamped concrete, high visibility striping, signage, push button signals, etc. at Grass Valley Street
♦ Signage indicating entering Downtown at Grass Valley Street ♦ Gateway signage indicating Downtown at future trailhead on Railroad Street AUGUST 17, 2023
During this meeting, the project team introduced the recommendation figures that were gathered from public comment. The overview included a discussion of existing conditions, stakeholder engagement, and how recommendations were developed. This was in preparation for September’s Railroad Days engagement event.
DECEMBER 6, 2023
The fourth AG meeting was held in-person on December 6th, 2023, at the City Hall. The purpose of this meeting was to review the draft plan and gather feedback prior to the last community engagement event.
AG members brought several edits forward, including edits to location names on map figures and a request for a disclaimer that location alternatives may be considered when choosing to install a Colfax Downtown gateway. The group discussed next steps for implementing lower complexity projects and how to continue community engagement throughout the grant writing process. AG members were encouraged to assist in grant writing to support city staff, especially if resources are limited.
Workshops and Stakeholder Meetings
JUNE 7, 2023
On June 7th, the project team met virtually with the City’s Emergency Services (ES). The ES staff discussed their priorities around safety for the roadways. They mentioned that any changes to the roadways should consider ES vehicles and clearances and that streets be updated with new asphalt to make it easier to drive. Safety issues were discussed, specifically around lighting, concerns with where people sit, stand, or spend time. They noted that creating spaces for people that are more logical and safer for spending time would improve this (shade, benches, pedestrian gathering space, plazas, etc.).
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JUNE 8, 2023
The first of two “design charrette” workshops was held on June 8th. On this day, the project team met with business owners to solicit feedback regarding the Plan. Later in the evening, the project team set up a table in front of a local restaurant on Main Street and solicited feedback from members of the public.
Informational boards were provided that showed the different types of bicycle, pedestrian, and placemaking facilities that could be considered within the downtown area. Maps were provided that showed the entire study area as well as one map zoomed into the historic downtown.
About 16 people showed up to the “pop-up” workshop and provided feedback. Most comments received were regarding pedestrian amenities, cracked or broken sidewalks, desire for playgrounds or other activities for children, programming, and activities for people Downtown, benches and amenities for people walking their dogs, desire for trails and walking paths, art in the downtown area and along alleys, better traffic flow through Main Street, economic development and vitality of Main Street, and the desire to improve existing roadways with better pavement.
JUNE 9, 2023
The project team held the second “design charrette” workshop on June 9th and began the workshops with various stakeholder meetings. The team met with local artists first and then with staff from the school district. Themes of the comments included the following from each group:
♦ The local artists’ group primarily focused on bringing more art and activities into the City.
Comments included a desire for programming, such as food trucks, businesses selling their food along Main Street on certain days of the week, planning art around specific points within the City, such as within the roundabout, in Lot of Arts Park, Arbor Park, along alleys, etc. Comments noted that art should be historic and reflect the City’s character (railroads and mining), and should be present on utility boxes, vehicle charging stations, etc. Other opportunities for art could include a clock tower, a destination art piece that would bring people to the City as a focal point, or as a social media destination. Another opportunity could include interactive art. Other comments noted a desire for more trash receptacles, a par course for exercise throughout trails, and places to sit and rest.
♦ The school district staff noted a desire for connectivity from the central downtown area and surrounding areas to the schools. Opportunities for partnerships through the City and the County to boost school activities like non-infrastructure, bicycle rodeos, and traffic gardens were mentioned as being a type of programming that could contribute to the betterment of students.
Comments noted the importance for the consideration of the connectivity of streets and safer facilities leading to school for children. Rising Sun Street and Tokayana Way were mentioned as being a high priority for crossing, need for school signage, yellow striping, Rapid Rectangular Flashing Beacons, and high visibility crosswalks. Staff also noted the importance of planning inviting amenities for kids such as a skate park, theater, parks, greenspace, playgrounds, water features and more family friendly amenities, including enhancing the safety of Arbor Park through better crossing and protection from traffic.
After the stakeholder meetings, the project team set up a “pop-up” booth once again in front of a local restaurant and collected comments from the community. 12 people attended the pop-up and comments were regarding similar topics and themes as the prior evening.
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JULY 3, 2023
The recommendations pop-up workshop was held in person at the Colfax July 3rd celebration from 2 pm – 7 pm. The purpose of the pop-up was to present draft recommendations, possible design ideas, and to educate the public on the project.
The pop-up gathered feedback from about 30 people in Colfax for the July 3rd celebration. Engagement boards included:
♦ A Project Area Map where people identified areas of concern and could make location-based comments on sticky notes to attach to the map.
♦ An Information Board with project’s background, goals, and timeline. See Figure 15. ♦ A Recommendations Map where people reviewed and commented on draft recommendations. ♦ Potential Design Element Boards that highlighted pedestrian, bicycle, and placemaking infrastructure design options. See Figure 16 and Figure 17. ♦ A Cross Section Diagram that illustrated design options for South Auburn Street, including travel lanes, parking, and sidewalk and bicycle lane options.
The community showed safety concerns about the state of damaged roads, interest in revitalizing Downtown through increased visibility and wayfinding signage, and the desire to increase safety and accessibility for pedestrians along crosswalks and sidewalks. Community comments include:
♦ Signage required to direct people coming off the freeway to Colfax ♦ Desire for more outdoor seating and to make Downtown more visible using signage and lights ♦ Safety concerns along Church St. before Rail Road Ave.; Pedestrians walk in the road because there is no sidewalk, the road is sloped and uneven, the pavement is a tripping hazard ♦ Request to refurbish damaged road along Depot Street
♦ Improve pedestrian connectivity and safety through improving sidewalks and crosswalks along SR 174, in front of the fire station, and Church St.; increase lighting, increase visibility of streetlights by repainting them, and add traffic signals and RRFB for crosswalk safety ♦ Request for subsidized school busses to get kids to and from school ♦ An interest in context sensitive public art that pays homage to the history of Colfax ♦ The formalization of the existing trail to Downtown for comfort and connectivity Members of the public engaging with project area map and information boards at July 3rd pop-up workshop Item 9A 217
SEPTEMBER 16, 2023
The recommendations pop-up workshop was held in person at the Colfax Railroad Days festival from 10 am – 5 pm. Like earlier engagement activities, the purpose of the pop-up was to present draft recommendations, possible design ideas, and to educate the public on the project.
The pop-up gathered feedback from over 12 people in Colfax at the Railroad Days festival. Engagement boards used were similar to those used at the July 3rd Celebration pop-up workshop, as described above.
Ad Hoc Committee
Two City Council members, Sean Lomen and Larry Hillberg, participated in an Ad Hoc Committee to provide additional guidance and review during the recommendations stage and during the development of the Draft Plan.
AUGUST 8, 2023
The project team met with the Ad Hoc Committee on August 8th, 2023, to discuss preliminary recommendations. Overall discussion included a presentation to discuss outreach to date, existing conditions, and recommendations. Committee members discussed several topics including wayfinding; historic branding for downtown and Main Street; potential funding sources and implementation of projects; potential partnerships to support art, murals, and branding; and existing infrastructure that could use future studies. The committee commented on the recommendations and refined the locations and purpose of crossings, discussed the roundabout design, discussed the public gathering spaces and what those could look like, and locations for wayfinding.
NOVEMBER 7, 2023
The project team met with the Ad Hoc Committee on November 7, 2023, to discuss the Admin Draft of the Downtown Connectivity and Main Street Improvement Plan. The meeting included a thorough review of the Admin Draft with committee members providing comments to be documented for Public Draft inclusion.
Committee member comments related to overall document structure and identification of any missing elements, enhancements to specific map and figure designs and sizing, text edits and clarifications, and general feedback pertaining to the overall direction and vision of the Plan.
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Figure 15: Information Board
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Figure 16: Bicycle Facilities Board
Figure 17: Pedestrian and Placemaking Facilities Board
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Website
A project website was developed, containing information about the project planning process, active transportation information and examples, and engagement opportunities. The website included an interactive map and survey for community members to provide input. Screenshots of the website are displayed below.
Interactive Map
An interactive map was created to allow participants to make location-specific comments on a map of the project study area. 186 comments were entered by project website visitors as well as digitized following inperson engagement events. Users could select from seven comment categories or types:
♦ Kids, schools, and parks
♦ Parking on Main Street
♦ Shops, restaurants, and services
♦ Traffic, speed, and safety
♦ Transit
♦ Walking and bicycling
♦ Other issues
Screenshots from the interactive map are displayed below:
Figure 18: Interactive Map
Comments by Type
Figure 19 shows the percentage of comments by category. Aside from the category “other issues”, “walking and bicycling” had the highest percentage of comments (27.42 percent) and “traffic, speed, and safety” had the second highest (15.59 percent).
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Figure 19: Comments by Category
Online Survey
To accommodate anyone who preferred to provide input online rather than attending an in-person outreach event, an online survey was created covering the same topics discussed at pop-up workshops and design charrettes. No community members chose to use the online survey to submit comments. Screenshots of the online survey are displayed below.
Kids, Schools &
Parks, 10.75%
Other Issues,
30.65%
Parking on Main
Street, 1.61%
Shops, Restaurants
and Services,
10.75%
Traffic, Speed &
Safety, 15.59%
Transit, 3.23%
Walking and
Bicycling, 27.42%
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Recommendations
Recommendations within this Plan have been developed based on public feedback, traffic safety, collision data analyses, recommendations from previous plans, circulation and connectivity considerations, and economic benefits. There are constraints surrounding many of these recommendations and most all require further study and design. However, by proposing comprehensive recommendations, it ensures that the City has an implementable and feasible written course of action to pursue funding for projects that will improve the City and the beloved Historic Downtown.
Residents, City staff, and advisory group members all care deeply about the City and strongly desire the meticulous preservation of City character. All recommendations have been developed with a contextsensitive approach that considers, respects, and preserves the historic character of the City.
Recommendations aim to improve or enhance the existing streetscape, attract people to the historic core, and improve safety for people of all ages and abilities. The recommendations in this chapter were developed in response to both the analysis of safety and collision data as well as the public engagement and community outreach that has taken place with members of the Colfax community and various stakeholders.
This chapter discusses the following recommendation categories:
♦ Economic Development
♦ Bicycle Facility Recommendations
♦ Pedestrian Facility Recommendations
♦ Connectivity Recommendations
♦ Motor Vehicle Traffic Safety Recommendations
♦ Amenities and Other Recommendations
♦ Emerging Technology Recommendations
♦ Non-Infrastructure Recommendations
Based on input from the public as well as conversations with the project team, subjective evaluations were made to establish a list of prioritized projects recommended as part of this Plan. The following figures represent a summary of public comments and illustrate these recommendations for the entire study area (shown in Figure 20), with special focus on Downtown (shown in Figure 21), and incorporating a new roundabout in Downtown Colfax (shown in Figure 22).
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Arbor Park
Lions
Children's
Park
Colfax
Elementary
School
Colfax High School
TOKAYANA WAY
W GRASS VALLEY ST
RAILROAD AVE
DEPOT ST
W CHURCH ST
N FOREST
H
I
LL S
T
KNEELAND ST
MARVIN AVE
SCHOOL ST
S
MAIN ST
CULVE
R ST
PLEASAN
T ST
SUNRISE AVE
ROSE
AVE
E OAK ST
E CHURCH ST
POUNDS CT
S AUBURN ST
SCHOLTZ AVE
RISING SUN RD
S NORTHSTAR AVE
DIN KY AVE
S FORESTHILL ST
NEWMAN ST
GEARHART LN
W OAK ST
QUINNS LN
CENTRAL ST
N MAIN
ST
HUNTER LN
NARROW GAUGE RD
WHITCOMB AVE
174
174
174
80 80
Legend
Study Area
City Limits
Historic
Business
District (HBD)
Schools
Parks
Highways
Roads
Rail
FIGURE 20
Date Mar 2023
Revision No. -
Project No. 12582137
STUDY AREA
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
0 175 350
US Feet
Paper Size ANSI A
\\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx - Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021. Created by: pthornton 12582137_Study Area
Print date: 21 Mar 2023 - 15:42
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Arbor Park
N AUBURN ST
MARVIN AVE
T
S
T PO DE
PLEASANT ST
N MAIN ST
W CHURCH ST
N FORESTHILL ST
RAILROAD AVE
Y ST W GRASS VALLE
E CHURCH ST
T
S
L
O
O
H SC
T E GRASS VALLEY S
S MAIN ST
MAIN STREET ALLEY
ST W OAK
POUNDS CT
UINNS LN
Q
S AUBURN ST
T E OAK S
Legend
Study Area
Historic Business
District (HBD)
Parks
Highways
Roads
Rail
Jun 6, 2023 Date
- Revision No.
12594140 Project No.
DOWNTOWN/HISTORIC
DOWNT
BUSINESS DISTRICT
OWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
0 25 50 75 100
US Feet
Paper Size ARCH E
Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021. Created by: ppeel \\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx - 12582137_Downtown_StudyArea_ANSID-L Print date: 06 Jun 2023 - 11:42
FIGURE 21
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Economic Development
This Plan does not have any authority to recommend changes to existing land-uses, alter existing businesses, or make economic development-related recommendations. However, there are many opportunities for encouraging tourism by increasing economic generators, safety, connectivity, and economic development in Colfax. Through an expanded active transportation network, with enhancements to existing facilities and wayfinding (how people find and navigate the area), this Plan recommends improvements that will encourage travel in Downtown Colfax for all people and modes of transportation. By creating a safe, comfortable environment to work, eat, shop, and play, and making traveling easier and accessible, residents and visitors with be encouraged to visit and invest in the amenities of Downtown.
Related discussion of economic development opportunities can be found under Economic Activation in the Additional Considerations section of the Implementation Plan chapter.
Bicycle Facility Recommendations
Off-Street Facilities
Class I multi-use paths (also known as trails or paths) are exclusive walking and bicycling facilities where motor vehicles are prohibited. The minimum paved width of a two-way Class I facility is eight feet, with ten feet preferred, with a minimum of two feet of shoulder width on either side (three feet preferred).
Examples of Class I Paths
PATH ALONG RAILROAD STREET CONNECTING COLFAX MALL TO HISTORIC DOWNTOWN There are existing plans to develop a formalized trail along Railroad Street. This Plan recommends extending the path from Grass Valley Street down to the Colfax Mall parking lot. There is significant activity, economic development, as well as plans for future growth occurring around the Colfax Mall. With this location hosting several businesses, restaurants, coffee shops, and hotels, it is a hotspot for tourists and people passing through. By implementing this path, it creates an opportunity to safely and conveniently connect pedestrians and bicyclists between this economically vibrant part of town and the Historic Downtown.
While Railroad Street currently experiences low traffic volumes, the formalized trail that this Plan recommends should consider fully separating pedestrians and bicycles from motor vehicles along this corridor in the future. In addition, further economic benefits to the Colfax community may also be realized through the activation of existing commercial spaces and storefronts along Railroad Street as well as Item 9A 226
potential adjustments to land use designations surrounding this corridor, reimagining current industrial land as mixed use in the future.
Further studies of this corridor and surrounding land uses will be required, in addition to the development of a finalized design, prior to implementation. This recommended Class I path is shown in Figure 22.
On-Street Facilities
Class II buffered bicycle lanes are striped lanes for bicyclists that include a painted “buffer” area between the bicycle lane and the travel lane or between the bicycle lane and the parking lane.
Examples of buffered bicycle lanes
SOUTH AUBURN STREET BUFFERED BICYCLE LANES
A potential Class II bicycle lane design concept is recommended for South Auburn Street from East Oak Street to connect with the proposed Class I path on Railroad Street. The Plan proposes a Class II bicycle lane in either direction. The raised sidewalk on the East side of South Auburn Street beginning at Church Street will be maintained, but the narrow, ground level sidewalk will be replaced by a vegetated buffer and include wayfinding signs. The sidewalk on the west side of South Auburn Street will be preserved as well.
Class II bicycle facilities are shown in Figure 22
South Auburn Street Design Concept
Bicycle Parking
Bicycle racks at convenient locations provide secure places to park and lock bicycles on a short-term basis.
Bicycle parking should be sited at level locations that are highly visible to avoid bicycle theft, as well as Item 9A 227
complementary to other amenities, like end of trip facilities. Special care should be taken to comply with accessibility requirements and avoid conflicts with motor vehicles, pedestrians, and mobility devices.
Providing sanctioned bike parking in the right locations can help avoid bikes locked to objects such as trees, fences, railings, gutters, light poles, signs, and benches, which may cause maintenance or accessibility issues.
Most bicycle racks are designed to be durable, and the chosen style of rack should support the bicycle upright by its frame in two places, prevent the wheel of the bicycle from tipping over, enable the frame and one or both wheels to be secured, support bicycles without a diamond-shaped frame with a horizontal top tube, allow front-in parking. A U-lock should be able to lock the front wheel and the down tube of an upright bicycle, and allow back-in parking, and a U-lock should be able to lock the rear wheel and seat tube of the bicycle.
Examples of recommended bicycle racks
Wheel-bending schoolyard bicycle racks, which can damage bicycles, and “wave” style bicycle racks, which are space inefficient, are outdated rack styles that are not recommended. Additional guidance on bicycle parking and bicycle rack selection may be found in the Association of Pedestrian and Bicycle Professionals Bicycle Parking Guidelines.6
IDENTIFY QUANTITIES AND LOCATIONS FOR BOTH LONG AND SHORT-TERM BICYCLE PARKING People have different bicycle parking needs depending on their destination and length of their stay. An employee arriving at work for an 8-hour shift needs secure parking and is less concerned with convenience than a customer arriving at the same business. The City or a designated group should survey and map existing short and long-term bicycle parking, and ensure that the following key destinations are served by adequate bicycle parking:
♦ Parks
♦ The Library
♦ Post Office
♦ Along Main Street, near restaurants and businesses
♦ Sierra Vista Community Center
♦ Amtrak Station
6 https://www.apbp.org/Publications
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New bicycle parking is recommended at surveyed locations, if missing. Bicycle supporting facilities, like public bike pumps and bike repair stations, as well as covered bike parking, should also be surveyed and increased, where feasible. The Bicycle Parking Guidelines Handbook, developed by the Association of Pedestrian and Bicycle Professionals, may be a useful resource as bicycle parking in Colfax is reimagined.
The City should also consider adopting the APBP Bicycle Parking Guidelines outlined in the handbook, which can be accessed here: https://www.apbp.org/Publications Pedestrian Facility Recommendations
Pedestrian facilities that should be considered by the City include crossing improvements, plaza and public gathering space, sidewalks and paths, and curb ramps. Pedestrian improvements are intended to make walking trips safer, more comfortable, more convenient, more frequent, and more enjoyable for users of all ages and abilities.
Crosswalks
Legal crosswalks exist at all intersections; however, crosswalk markings increase driver awareness of the crossing and visibility of people that may be crossing the street. Marked crosswalks should be as wide as or wider than the walkway it connects to so that groups of people can pass comfortably. Crosswalk markings include:
♦ Standard or Transverse: Two parallel lines that mark the edges of the crosswalk. ♦ Continental: Bold white bars that run perpendicular to the pedestrian path of travel. ♦ Ladder: Two parallel lines that mark the edge of the crosswalk plus bold white bars that run perpendicular to the pedestrian path of travel and connect the two parallel lines. ♦ Advance Stop Bar or Yield Markings: A bold white bar or triangular “shark’s teeth” markings located six to eight feet in advance of a crosswalk at a controlled intersection (stop bar) or uncontrolled crossing (yield markings) to reinforce yielding to pedestrians; stop bars and yield markings are placed perpendicular to the travel lane and not necessarily parallel to the crosswalk or the adjacent street.
Transverse or Standard Crosswalk (left) and Ladder Crosswalk (right) Item 9A 229
Continental Crosswalk (left) and Advanced Stop Bar (right) New or upgraded crosswalks are recommended at the following locations:
♦ Railroad Street and East Oak Street
♦ Grass Valley Street and North Auburn Street
♦ Grass Valley Street and UPRR right of way
♦ Remove crosswalk at Grass Valley Street and Marvin Avenue ♦ North Main Street and Depot Street
New or upgraded crosswalk locations are shown in Figure 22.
Raised Crosswalks
Raised crosswalks are speed tables7 – traffic calming devices that lift the entire wheelbase of a motor vehicle to slow it down – paired with crosswalks that are often in the middle of a city block, rather than at the intersection. These midblock crosswalks allow pedestrians to access places that are not well served by existing crossing locations and are typically sited at parks, plazas, midblock passageways, and transportation hubs. Raised crosswalks improve safety by slowing traffic and improving visibility of people crossing.
Raised crosswalk at school crossing
7 https://nacto.org/publication/urban-street-design-guide/street-design-elements/vertical-speed-controlelements/speed-table/ Item 9A 230
A raised crosswalk is recommended on South Main Street to/from the library and Arbor Park, provided a two-way road option is not pursued. The recommended location is shown in Figure 21.
Curb Extensions
Curb extensions (often called “bulbouts”) extend the sidewalk or curb line into the parking lane on a street, reducing the street width at crossings. Curb extensions reduce crossing times and distances, which reduces potential conflicts between people in the crosswalk and motorists.
Vegetated curb bulb out (left) and NACTO rendering of a curb extension (right) Curb extensions and shortened crossings are recommended at the following locations:
♦ Depot Street and North Main Street
♦ Grass Valley Street and North Main Street
♦ West Church Street and South Main Street
Curb extension locations are shown in Figure 22.
Plaza/Public Gathering Space
Plazas and public gathering spaces are outdoor community spaces sited in developed areas, typically in a downtown setting. Sometimes called public squares, these open spaces are designed for pedestrian use and can include various amenities to enhance their utility and beauty. Plazas can include permanent elements, including public art, architectural details, landscaping, seating, water features, historic objects, as well as space for temporary elements, including temporary art installations, performances, vendors, and markets.
As a quick-build, intermediate step to building out new plazas and public gathering spaces, initiating interim public plazas, where underutilized roadway segments are transformed into enjoyable public spaces for community members and visitors to enjoy, can be a method to more quickly provide enhanced neighborhood benefits while allowing the community to build support for and benefit from the public space in the near term prior to any major capital construction efforts.8 8 https://nacto.org/publication/urban-street-design-guide/interim-design-strategies/interim-public-plazas/ Item 9A 231
Public Gathering Space (left) and Bollards Preventing Motor Vehicle Through Traffic on G Street in Davis, CA (right) New plaza or public gathering space improvements are shown in Figure 22.
Parklets
Like with plazas, parklets offer pedestrians places to sit or linger as they travel to or from their destinations.
As demonstrated by existing installations in Colfax that were initiated during the COVID-19 Pandemic, parklets can be a way for the City to partner with nearby local businesses to create additional public space for community use. By converting curbside parking spaces into well-designed, landscaped miniature community spaces, the City can continue to incorporate additional greenery, seating, and even bicycle racks into the community fabric.
New parklets are recommended along North Main Street. Ultimate selection for locations should be in places that are supported by adjacent businesses or property owners and informed by the community.
Possible parklet locations are shown in Figure 22.
Parklet Example (left) and Example Parklet Rendering (right) Sidewalks
Sidewalks and paths are a vital element to a safe, comfortable, and connected pedestrian network.
Sidewalks are paved facilities that provide comfortable walking space separate from the roadway. They are a fundamental element of Americans with Disabilities Act (ADA) compliance. Sidewalk improvements are recommended as a part of this Plan and should be considered with any future funding requests.
New sidewalks are recommended along the east side of Main Street, between Grass Valley Street and Depot Street, as well as along North Auburn Street. New sidewalk locations are shown in Figure 22.
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American with Disabilities Act (ADA) Compliant Curb Ramps Identifying the ADA high risk areas and prioritizing improvements is the prudent first step when developing a masterplan. California regulations cover most requirements for access in new construction. However, improvements to existing infrastructure is poorly addressed. Essentially local jurisdictions must develop their own plan for compliance.
New projects and renovations over certain dollar amounts will be expected to comply with State access regulations. However, the ADA also requires reasonable accommodation with City operations interfacing with the public. High risk areas include paths of travel and access to public facilities particularly locations that provide services or amenities such as City Hall, libraries, museum, and parks. Access to transportation systems such as buses and Amtrak, and associated parking and drop-off areas are other high-risk areas.
Other than repairs, any improvement that involves pedestrian path of travel and access to important facilities will be impacted by access compliance regulations. Establishing clear boundaries where access will be improved is recommended.
ADA Curb Ramp
Identify standards that will be used for access compliance and a mechanism for addressing areas that are not addressed in the selected standards. If the City does not have standards addressing ADA compliant infrastructure, agencies such as Caltrans, State Parks departments, and large California cities have detailed standards for many conditions that are not specially addressed in State regulations.
Curb ramps are used at street crossings that involve a change in grade to ensure crosswalks are accessible to people using wheelchairs, people with wheeled devices, and people with low or no vision, per ADA guidelines. They are also beneficial for other groups, including parents pushing strollers, vendors pulling hand trucks or dollies, and visitors toting luggage. Curb ramps should be included anytime there is an intersection, sidewalk, or crossing improvement.
New ADA curb ramp locations are shown in Figure 22.
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Connectivity Recommendations
Historic District Wayfinding and Branding
BEST PRACTICES AND RECOMMENDED LOCATIONS
Wayfinding plays an important role in drawing people to the Historic Downtown. Currently, there are several wayfinding and welcome signs placed throughout the City. Some are located near the SR 174 exit at South Auburn Street, on Grass Valley Street, as well as along South Auburn Street. The existing signs are light yellow and smaller in size, which make them difficult to distinguish from other signage. Signs can also lose their effectiveness when there are too many signs in one area. This Plan recommends that existing signage be removed, and new, more effective signs be installed in more strategic locations.
Wayfinding best practices indicate that new signage should be consistent in color and style and created with unique Colfax character and branding. Through public engagement, community stakeholders suggested new signage and banners lining South Auburn Street could be placed to establish an important route toward Downtown Colfax.
Implementing well-designed wayfinding at strategic locations, including near the recommended class I path along Railroad Street, will encourage visitors to spend more time in the City exploring new areas, informing them of, and directing them to, Colfax’s Historic Downtown.
Example wayfinding signage
Recommended Historic District wayfinding signage locations are mapped in Figure 20. Any new signage within Caltrans right of way may require additional collaboration with Caltrans.
ESTABLISH AND PROMOTE THE DOWNTOWN COLFAX BRAND
In tandem with wayfinding best practices, this Plan recommends the City assess what makes Downtown Colfax unique – rooted in history, culture, natural beauty, etc. – and agree on a vision and branding strategy that establishes and promotes the Downtown Colfax brand to potential visitors. For instance, future branding and signage campaigns may consider promoting a “Historic Colfax” tagline or other appropriate messaging options, which may be used in marketing collateral, including wayfinding, welcome or placemaking banners, brochures, digital ads, and more.
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Example downtown light pole banners
Light pole banners can be utilized to promote the “Historic Colfax” brand. They can also be used to promote strategic marketing campaigns for area cultural facilities, special community events, and holidays or seasons. Banners may be affixed to existing or new streetlight poles within or leading to the Downtown Colfax area. These banners may complement the historic look and feel of any existing and new light poles, including with a consistent color and finish, providing a memorable placemaking opportunity for the City.
Light pole banner size requirements vary based on light pole dimensions and right of way constraints, but typical sizing can be from 18 to 40 inches wide and from 36 to 96 inches tall, with banners mounted to historic or “Victorian” light poles on the smaller end and those mounted to cobra-head light poles on the larger end. Banners are typically printed double-sided on vinyl with brackets and other hardware available separately.
Arched Gateway
Arched gateway monuments are placed at main entrance points and prominent intersections, creating a sense of place for people entering an important area. An arched gateway monument that prominently stands near the downtown area could serve as an entry point into the Historic Downtown. This should also be designed to coordinate with any selected wayfinding signage, including unique Colfax character and colors, art, or other elements of historical significance to the City or region. Large hanging horizontal banners, used either seasonally or year-round, may offer a more affordable (or interim) option, in lieu of implementing a permanent arched gateway. Upkeep and placemaking considerations will differ.
Example Arched Gateways, clockwise from top left: Yucaipa, CA, Weed, CA, North Platte, NE, Camp Meeker, CA Item 9A 235
A new arched gateway is recommended at a few possible locations, including at South Auburn Street approaching Grass Valley Street as people enter Downtown Colfax as well as at North Main Street north of Depot Street as people approach the new roundabout from the north. New arched gateway location recommendations can be found in Figure 22. Alternative locations for the gateway may be explored when considering implementation.
Motor Vehicle Traffic Safety Recommendations
Intersection Improvements
Intersection improvements involve operational and safety modifications for targeted intersections.
Modifications can include adding turn lanes, adjusting lane widths, installing new pavement striping and markings, squaring intersection corners, and repaving. Intersection improvement recommendations are included in Figure 20.
Parking
This Plan does not recommend that parking be removed but does recommend that some areas located within the Historic Downtown be considered for reconfiguration or relocation for greater safety purposes and to improve parking efficiency. The primary recommendation within this Plan is to maximize existing parking. Reconfiguration or enhancement of ADA parking is also an important consideration. ADA parking should be accessible for all patrons and should be in a location that is logical and safe. Final design, placement, and configuration will require further study. Downtown parking concepts are shown in Figure
22. Rail Warning Signs
Rail warning signs are a low-cost and effective way to signal to the local community, those traveling through, or parents/students on their way to school that a train is blocking access at Grass Valley Street.
By signaling that the train is approaching or blocking the area, it will allow people to travel through an alternate route, re-routing them along SR 174 to exit at North Main Ave and avoid the train altogether.
This will reduce delays and bottlenecks at Grass Valley Street, encouraging traffic to flow more smoothly and enhance safety. Rail warning sign locations are shown in Figure 20.
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Example of a potential rail warning sign
Surface Treatments
Surface treatments, including decorative crosswalks and painted intersections, are artistic features in the roadway that provide for enhanced urban environments while also prioritizing pedestrian safety. They provide higher visibility for crossings as well as present visual cues to roadway users that they are entering a distinct neighborhood with special characteristics. Utilizing various techniques and varying levels of permanence – paint, thermoplastic, stamped concrete, texturized asphalt, pavers, etc. – surface treatments can help to create an enhanced sense of place for residents and visitors through improved pedestrian facilities without the need to utilize alternative paving materials.
Surface treatments are typically meaningful and often draw upon the historic nature or style of the surrounding area, utilize symbols that reflect the culture or values of the community, or introduce artistic elements supported by the community. Crosswalks painted or stamped to look like brick can delight visitors as well as complement a historic district’s sense of character.
Surface treatments are recommended at the following locations:
♦ South Main Street and West Church Street
♦ South Main Street and Grass Valley Street
♦ North Main Street and Depot Street
♦ South Auburn Street approaching Grass Valley Street
Example Crosswalk Surface Treatment
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Example Intersection Surface Treatment
Roundabouts
Roundabouts are a type of circular intersection that utilizes yield signs to control traffic entering the intersection. They are designed with curved entrances to slow vehicle speeds and improve safety. They minimize weaving, automatically establish right of way, and decrease vehicle conflict points.9 This Plan recommends implementing a new roundabout at the complex intersection of Depot Street and North Main Street, as well as potentially at other locations in the city, pending further study. While existing adjacent parking spaces may be impacted by the implementation of the roundabout, no net loss of parking is anticipated as the overall parking strategy in Downtown is reimagined. Concepts may include relocated historic items, flagpole, as well as public art. The illustrative design concept is shown in Figure 22. Lighting relocation and other related changes should be considered during the official roundabout design period. 9 Roundabouts: An Information Guide, USDOT, FHWA, Pub. No: FHWA-RD-00-067, June 2000.
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Example roundabouts in the Historic Uptown district of Yucaipa, CA (top) and Kings Beach, Placer County, CA (bottom) This Plan also recommends new artistic and placemaking improvements, including public art and enhanced wayfinding, be made to the existing roundabout on South Auburn Street at the I-80 on- and offramps. As this intersection is under Caltrans jurisdiction, any enhancements to this facility will require further study in partnership Caltrans and must receive Caltrans approval.
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CLASS I SHARED-USE PATH
NEW CROSSWALK
NEW CROSSWALK
REMOVE CROSSWALK
NEW CROSSWALKS
NEW CROSSWALK NEW CROSSWALK
RELOCATE EXISTING CROSSWALK
NEW SIDEWALK
CLOSE SIDEWALK GAP
Date
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Filename: N:\US\Sacramento - 2200 21st\Projects\561\12582137\Digital_Design\ACAD\Figures\Figure 1.dwg Plot Date: 24 October 2023 9:13 AM 12582137
CITY OF COLFAX
FIGURE 22
Oct 2023
DOWNTOWN/MAIN STREET
DRAFT CONNECTIVITY PLAN
CONSTRUCT ROUNDABOUT
NEW CROSSWALK
0 100' 50' 1" = 100' 25'
S AUBURN ST
E CHURCH ST
E OAK ST
RAILROAD ST
N AUBURN ST
MARVIN AVE
N MAIN ST
DEPOT ST
GRASS VALLEY ST
CHURCH ST
S MAIN ST
QUINN'S LN
EXPAND ARBOR PARK AND ADD PLAZA IMPROVEMENTS
SCHOOL HOUSE ALLEY
FUTURE CLASS I SHARED-USE PATH
FUTURE CLASS I SHARED-USE PATH
TO WHITCOMB AVE
UPRR
CLASS II BIKE LANE
INSTALL 2-WAY ROAD
POSSIBLE PARKLET
POSSIBLE PARKLET
POSSIBLE ALLEY ART OPPORTUNITY ON BUILDINGS
POSSIBLE ART
OR CANNON RELOCATION
ARCHED GATEWAY
ARCHED GATEWAY*
POSSIBLE ART
*Arched gateway location shown in Figure 22 is only a recommendation. Alternative locations may be explored when considering implementation.
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Amenities and Other Recommendations
Park Improvements
Like plazas, parks located within and near to the Historic Downtown are public benefits that provide space for residents and visitors to spend time outdoors. Suggested park improvements could include shading devices or structures, drinking fountains, art, pet waste stations, seating or benches, pedestrian scale lighting, and trash receptacles.
Example Shading Devices
Public Art
Public art has the power to elevate a downtown area (or an entire City) into treasured community spaces.
Public art can be used to tell the story of the local area or share the identity of the community and establish an enhanced sense of place.
There are many types of public art options including sculptures, murals in alleyways, painted surfaces, gardens, lighting, gates, and fences, as well as interactive art. Materials used can vary widely by region and budget but are regularly wood, stone, fiberglass, plastic, bronze, or copper. Temporary or “pop-up” art can also be a more affordable option for public art but may require additional program management and curation efforts. Community members, including youth, can be great participants in selecting and creating art to foster a sense of community pride and ownership in the park space. Funding for public art can come from public, private, or philanthropic sources.
Special care should be taken to ensure the chosen public art can safely withstand human interaction and vandalism as well as the elements. Siting should place the public art so that it does not disrupt or block other historic elements within the City or block views of oncoming traffic. Maintenance should be Item 9A 241
institutionalized through the City and the art should be insured, typically through a municipal insurance policy.
Like the examples of existing public art in Colfax shown below, new public art may be located throughout Downtown Colfax, including murals or mosaics along alley walls and monuments or sculptures inside roundabouts or elsewhere. Possible art locations are shown in Figure 22.
Existing public art and artistic signage in Colfax
Many residents, AG members, and Ad Hoc committee members all expressed interest in creating an art piece or new Colfax branding that illustrates the iconic outline of the building scape along North Main Street. This Plan recommends utilizing local artists to develop the concept and implement it.
Illustrative concept showing a digital rendering of the building outline along North Main Street Item 9A 242
Historic Preservation
Historic Preservation is an important way for communities to share an understanding of the past with future generations. Through preservation, an area’s stories can be told in an appropriate way, including celebrating events, people, places, and ideas that people can be proud of, as well as recognizing moments in history that can uncomfortable or painful to remember. The Historic Downtown in Colfax is blessed with several objects from the City’s past that have been preserved and displayed for future generations. In sync with the reimagining of Downtown Colfax, this Plan proposes adjustments to the locations of some of downtown’s notable historic items.
WATER CANNON
Currently located in a median at the intersection of Depot Street and North Main Street, the water cannon or “monitor” was used in hydraulic mining at nearby Lassen County and stands as a monument to the City’s historical connection to area gold mining. To improve safety for all roadway users, this Plan has proposed reconfiguring this intersection with a roundabout. While the preferred local alternative is to site the water cannon inside the roundabout, spatial and safety constraints may make this infeasible. To accommodate this redesign, the water cannon would need to be moved to a new location, either temporarily or permanently. Further community input will be sought to determine the preferred new location for the water cannon. Any considerations for relocation should still celebrate the water cannon and local history and should place it in a prominent location.
Water Cannon at the intersection of Depot Street and North Main Street. Source: Google Maps
RAILCAR
Located at the northeast corner of North Main Street and Grass Valley Street, right in the heart of the Historic Downtown, Roy Toms Plaza hosts a historic Northwestern Pacific caboose railcar as well as a gazebo. To increase safety for all roadway users by improving sight lines and visibility at this intersection, this Plan recommends reconfiguring the locations of these two major plaza elements, swapping the location of the railcar with the location of the gazebo. Moving the caboose railcar in particular will provide additional pedestrian benefit, creating a larger opening in front of the gazebo and contributing to an enhanced public gathering space within the plaza.
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Gazebo and Railcar in Roy Toms Plaza. Source: Google Maps Emerging Technology Recommendations
Electric Vehicle Charging
The City is committed to introducing electric vehicle charging stations (EVCS) within the Historic Downtown, encouraging their usage for greater accessibility, efficiency, and to potentially boost tourism. By expanding refueling offerings and alternatives beyond that only of typical gas stations, the City hopes to attract a greater diversity in vehicle types, with the goal of encouraging more visitors to Downtown Colfax, increasing foot traffic, the amount of time spent, as well as the economic benefits in the City while refueling.
Electric vehicle is an expansive term that can also include other alternative mobility options, including electric bikes. With the growing popularity of electric bikes for both touring and transportation, additional consideration should be paid to the potential future demand for electric bike charging stations in Colfax and their possible colocation with typical EV charging.
AB 1236 requires cities and counties to adopt an ordinance that creates an expedited, streamlined permitting process for EVCS. The Governor’s Office of Business and Economic Development (GO-Biz) provides a scorecard listing the AB 1236 criteria that must be included in a jurisdiction’s ordinance.10 This Plan recommends following established best practices and adopting EVCS permitting streamlining, in conformance with State law.
Broadband
Connecting Downtown Colfax with broadband internet access may provide a boost to the local economy, increasing internet access for businesses, residents, and visitors and help to further establish the Historic 10 https://business.ca.gov/wp-content/uploads/2020/01/Permitting-Electric-Vehicle-Charging-StationsScorecard.pdf Item 9A 244
Downtown as a destination area within the region. In addition to the benefits of improving internet access for existing businesses and residents, with the increased ability of today’s office workers to “work from anywhere,” creating a downtown where it is easy and convenient to access high-speed broadband internet could become a competitive advantage and economic engine for the City.
Non-Infrastructure Recommendations
As described earlier in the Plans, Policies, Projects, and Programs chapter, non-infrastructure recommendations are guided by the five E’s of Education (safety skills training for people walking/bicycling), Encouragement (building excitement for walking/bicycling, Engineering (preengineering changes to the built environment, like demonstration projects), Evaluation (measuring program effectiveness), and Equity (prioritizing disadvantaged communities). From behavior change strategies to Safe Routes to School programs, non-infrastructure recommendations address the “how” of getting more visitors and community members to utilize active travel modes and to do so safely. Noninfrastructure programs help to strengthen grant applications, with tactics recommended below used as planning and engagement strategies within funding opportunities. Each component of this section serves as a recommendation and may be pursued based on staff availability and funding.
Behavior Change Strategies and Educational Programs
“STREET SMARTS” CAMPAIGN
“Street Smarts” campaigns are effective educational programs using print and digital media, radio, and television to educate the community about safe driving, bicycling, and walking behavior to encourage the adoption of new attitudes and behaviors that will make streets safer for all road users.
This Plan recommends initiating a Street Smarts campaign targeting community-identified behaviors that create challenges for people walking and biking in Colfax, such as speeding, sharing the road with bicyclists, or how to properly navigate roundabouts and traffic circles.
For successful implementation of a new Street Smarts campaign, begin by:
♦ Determining the implementing agency or organization to run the campaign. ♦ Selecting community-identified behaviors as campaign focus areas. ♦ Creating messages that target these specific behaviors. ♦ Selecting “hot spot” locations where these behaviors frequently occur. ♦ Investing in campaign materials that make sense for Colfax, like street pole banners in Downtown.
Past and present examples of successful Street Smarts campaigns can be found on websites for the City of Davis11 and Street Smarts Marin.12
11 https://www.cityofdavis.org/city-hall/public-works-engineering-and-transportation/bike-pedestrianprogram/street-smarts/outreach-campaigns 12 https://streetsmartsmarin.org/index.html
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ROUNDABOUT EDUCATION PROGRAM
While roundabouts have become increasingly popular for their improved safety and reduced operational costs when compared to signalized intersections, some community members may still be less familiar with them. The Colfax community has had a roundabout at the intersection of the westbound off- and on-ramps of I-80 and South Auburn Street for some time, but with the implementation of this Plan’s recommended roundabout concept for Downtown Colfax, there may still be a need to educate drivers, bicyclists, pedestrians about proper roundabout etiquette. This Plan recommends that the City consider publicizing roundabout navigational tips through appropriate channels – outdoor, print, online, social media – at all stages of roundabout delivery. Roundabout educational tips13 to consider promoting include:
♦ Slow down when approaching the intersection
♦ Yield to pedestrians and bicyclists crossing the roadway ♦ Enter the roundabout when there is a large enough gap in traffic ♦ Drive in a counterclockwise direction
♦ Do not stop or pass other vehicles
♦ Use turn signals when changing lanes or exiting the roundabout ♦ If you miss your exit, continue around until you return to your exit
BICYCLE SAFETY EDUCATION FOR ADULTS
Bicycle safety skills classes for adults are courses that are typically based on a curriculum from the League of American Bicyclists that focus on how bicyclists should behave so that they are safer, more predictable, and can be confident bicycling on streets both with and without dedicated bicycle facilities. This Plan recommends that the City support the establishment of a bike safety skills class or program that focuses on safe bicyclist behavior with advertising and/or by providing meeting space or other in-kind support.
BICYCLE SAFETY EDUCATION FOR CHILDREN & BIKE RODEOS
Bike Rodeos offer on-bike skills practice for students and are held either during school as part of an assembly or physical education, or after school. They are typically presented by the local police department or done in partnership with the California Highway Patrol and include bicycle and helmet inspections, bicycle safety demonstrations, and occasionally free helmet giveaways for students who need them.
13 https://dot.ca.gov/caltrans-near-me/district-3/d3-popular-links/d3-roundabouts Item 9A 246
Examples of Bicycle Rodeos
BIKE HELMET SAFETY EDUCATION
Bike Helmet Safety Education includes information on the importance of wearing a helmet as well as proper fit and adjusting straps. Typically, either a standalone program or a component of a Safe Routes to School (SRTS) program, bike helmet safety education can be administered by or in collaboration with nonprofits, public health departments, law enforcement, or other organizations, with most programs providing free helmets to students and other community members in need.
City Events Programming and Resources
PROVIDE OPEN STREETS EVENTS
Open Streets events are scheduled, temporary street closures that provide connected roadway segments of car-free streets for people to walk, jog, bicycle, skate, and socialize. Open Streets events encourage sustainable, active transportation as well as community connections, exploration, and play. Open Streets Events can also provide economic development opportunities when events are layered with food vendors, live music, and other programming that can help bring foot traffic and spur activity in the adjacent area.
While the City currently holds street festivals, including 3rd of July, Railroad Days, and Winterfest, promoting active transportation and community cohesion through open streets events can offer a new and different way for Colfax residents and visitors to socialize, exercise, and have a great time.
This Plan recommends that the City, in partnership with downtown businesses, pilot an annual Open Streets event through Downtown Colfax that encourages both economic activity and active transportation in lower stress environments, helping to foster connections between different areas while encouraging more people to stop and spend time (and money) in the heart of town.
SUPPORT BICYCLE PARKING AT EVENTS
This Plan recommends that the City assess the need for bicycle parking at large events – festivals, street fairs, farmer’s markets – and consider providing secure, attended bicycle parking (sometimes called “bike valet”) if large crowds are expected.
MAINTAIN AN ACCURATE MAP/GUIDE OF WALKING AND BICYCLING ROUTES IN THE CITY Maps and guides for walking and bicycling provide information about the City’s existing facilities, including bikeways and trails, as well as information on key destinations, routes, and distances between points.
Making a map or guide available to the public as a PDF on the City website, in addition to printed copies, could also help to educate visitors as well as active transportation users and enthusiasts about preferred routes and publicize existing trails and facilities to new groups. Additionally, a mobile-friendly map or guide could improve its utility.
Safe Routes to School
SRTS programs educate students on pedestrian safety and encourage them to safely commute to school, whether by bicycle, scooter, walking, or riding the school bus. A student’s experience arriving to school can set the tone for the rest of their school day. Studies show that students who walk and bike to school are better prepared to start the school day, having higher levels of concentration, academic performance, and regular attendance. Walking and biking to school fills an average of 16 of the 60 minutes of physical activity recommended for school-aged children.
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Nearby SRTS programs are provided by Placer County Public Health14 for public schools in Auburn.
Participating schools include Rock Creek Elementary School, Auburn Elementary School, E.V. Cain Middle School, Maidu Virtual Charter Academy, Placer High School, and Confluence High School. This section provides recommendations for expanding or reconfiguring existing SRTS programs, in collaboration with Placer County Public Health, to schools in Colfax to increase adoption of active transportation and improve safety and comfort for students and families who walk and bike to school.
SAFE ROUTES TO SCHOOL PLANS
A Safe Routes to School Plan documents existing walking and bicycling routes located near a school and can increase walking and bicycling to school through additional project and program recommendations.
This Plan recommends the City collaborate with Colfax Elementary School District, Placer Union High School District, and Placer County Public Health to develop a Safe Routes to School Plan, which includes a map of preferred walking and bicycling routes to both schools. The SRTS Plan should be made available to parents and students via digital or print media and should be updated regularly.
Typical SRTS plans include the 5 E’s of encouragement, education, engineering, evaluation, and equity and may feature, but not be limited to, some or all of the following components:
♦ Mapping of preferred walking and bicycling routes to each school ♦ Infrastructure recommendations (up to 30% design)
♦ Programming priorities
♦ Evaluation criteria
♦ Time schedule
Additional ideas for SRTS plans, including guides, toolkits, and curricula can be found on the Active Transportation Resource Center website15 or the Safe Routes National Partnership website.16
WALKING SCHOOL BUSES AND BIKE TRAINS
Walking school buses and bike trains create regular and ongoing opportunities for groups of parents and students who live near one another in neighborhoods to walk and bike together to and from school.
Walking and biking as a group improves community connections, increases visibility, and can encourage wider adoption of active transportation.
This Plan recommends collaboration between the Colfax Elementary School District, Placer Union High School District, Placer County Public Health, school parent organizations, and the City (as needed) to implement regular walking school buses and/or bike train programming, with route and schedule information added to both school district websites.
14 https://www.placer.ca.gov/SafeRoutes
15 https://caatpresources.org/resources_ni_srts.html
16 https://www.saferoutespartnership.org/
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ADDRESS WALKING AND BIKING IN ARRIVAL AND DISMISSAL PROCEDURES Arrival and dismissal can be a challenge for students and parents traveling by any mode, whether it be walking or biking, taking the bus, or riding in the car. When developing a school arrival and dismissal program, some key principles should address pedestrians and bicyclists specifically:
♦ Assess needs through walk and bike audits
♦ Prioritize the safety and comfort of students walking and biking ♦ Use multiple strategies that incorporate the Es of SRTS: Engineering, Education, Encouragement, Evaluation, and Equity
♦ Separate buses and vehicles from pedestrians and bicyclists and reduce conflict points and areas between them
♦ Clearly demarcate and enforce the appropriate channels for vehicles, bicyclists and pedestrians with signs, pavement markings, and educational materials and events The Safe Routes National Partnership published an infobrief for implementing these strategies, called Keep Calm and Carry on to School: Improving Arrival and Dismissal for Walking and Biking. The guide and other guidance for implementing SRTS strategies can be found on the Safe Routes National Partnership website.17
17 https://www.saferoutespartnership.org/resources/fact-sheet/keep-calm-and-carry Item 9A 249
Implementation
Plan
This Plan provides updated recommendations for projects, programs, and policy changes intended to make Colfax a more walkable, bikeable, and economically vibrant community. Implementation of this Plan will require community support, political leadership, and significant funding.
This chapter provides a strategy for implementation of the infrastructure projects that reflects a systematic approach to select each project’s community benefit that is realistic, fundable, and sustainable. This chapter includes analysis of the cost of the projects proposed in this Plan, a funding source matrix with summaries of funding programs for prioritized improvements, maintenance, and programming.
Unit Cost Assumptions
Table 8 presents planning-level unit cost assumptions that may be used to develop project construction cost estimates. City staff, or those responsible for developing grant applications, can utilize this table to develop project construction cost estimates for future grant applications or other funding sources. To develop these estimates, the unit cost is multiplied, as appropriate, for each improvement. Estimates are based on recent, similar projects and include assumed costs for mobilization, traffic control, earthwork, signs, pavement delineation and markings, utility coordination, grading, and erosion control. In addition, estimates include 30 percent soft costs including engineering design (15 percent), administration (3 percent), and construction management (12 percent). There is also a 15 percent contingency.
At the planning level, cost assumptions do not consider project-specific or location-specific factors that may affect actual costs, including acquisition of right-of-way or road widening, additional infrastructure, or equipment.
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Table 8: Unit Cost Assumptions
Improvement Unit Estimated
Unit Cost Notes
Sidewalk LF $100 Assumes 6’ wide sidewalk with curb and gutter Short Term Bicycle Parking EA $300 Per individual rack
Transverse Marked Crosswalk EA $500 White or yellow
Signs and Pavement Markings EA $600
Lamp Post Banners EA $700 Does not include lamp post
Advance Stop or Yield Line EA $750 Includes sign and pavement marking High Visibility Marked Crosswalk EA $1,000 White or yellow Wayfinding Signage EA $1,500 Serving both vehicle and pedestrians; Requires special fabrication Class III Bike Route EA $1,500 Estimated per block
Reconfiguration and enhancement of
ADA parking EA $2,500 Includes sign and pavement markings Curb Extension EA $5,000 Includes each side of crosswalk Decorative Crosswalk EA $5,000
Railway Warning Signs EA $15,000 Assumes electronic extinguishable message sign (solar powered) Pedestrian-Scale Lighting EA $15,000 Includes one light Curb Ramp EA $15,000
Painted Intersection EA $20,000 Assumes intricate design Raised Crosswalk EA $30,000
Class II Bicycle Lanes MI $50,000 Both sides of street
Class II Buffered Bicycle Lanes MI $75,000 Both sides of street Arched Gateway EA $100,000 Dependent on improvements selected and complexity of reconstruction
Class I Shared Use Path MI $2,000,000 Assumes 10’ wide path and minor grading Bucket Truck
(For banner/sign installation, tree
trimming, etc.)
EA Varies Dependent on condition (new or used), can be $120,000-$350,000.
Roundabout EA Varies Dependent on complexity of approaches and number of lanes Intersection Improvements: turn
lanes, adjusted lane widths, new
pavement striping and marking,
reconfiguring intersection corners,
repaving
EA Varies Dependent on improvements selected and complexity of reconstruction
Shade Structure EA Varies Dependent on size and location Plaza/Public Gathering Space EA Varies Dependent on size, features, location, etc.
Key – EA: Each; MI: Mile; LF: Lineal Foot
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Implementation Strategy
This section presents a strategy to implement the improvement concepts and recommended projects outlined in the Recommendations chapter. The last section of this chapter details the federal, state, regional, and local programs that may fund implementation efforts.
Implementation Methods
Not all infrastructure is implemented in the same way. This section covers usual methods and techniques that the City can use to build out downtown connectivity enhancements in Colfax. While recommendations in this Plan were developed based on local roadway features, the specific details for how each bicycle and pedestrian project will be implemented are determined by the City and relevant partners. Additional analysis (e.g., community engagement, traffic studies) may be necessary before implementation of any project recommended in this Plan and recommendations may be subject to change.
RESURFACING AND RESTRIPING
Implementing new on-street bikeway projects as part of planned roadway resurfacing is a common way that cities and jurisdictions grow their active transportation networks. Once a roadway is resurfaced – an existing street section is paved, either completely or partially – new bicycle facilities can be added through striping or restriping. Restriping removes and replaces existing striping to reconfigure the roadway to accommodate new or upgraded bicycle facilities. Upgrading would entail replacing an existing Class II bicycle lane with either a Class II buffered bicycle lane or Class IV bikeway. Common roadway reconfiguration tactics to allow for new or upgraded on-street bicycle facilities include:
♦ Narrowing travel lanes
♦ Reallocating travel lanes
♦ Reallocating parking lanes
♦ Reallocating turn lanes
RECONSTRUCTION
Pertaining to much more substantial maintenance issues at a greater roadway depth than resurfacing, reconstruction projects are also frequently paired with active transportation facility implementation. During roadway reconstruction, in addition to the reconfiguration tactics listed above, more significant changes to allow for new bikeways or traffic calming treatments can take place, including:
♦ Adding/moving curbs
♦ Curb extensions
♦ Tighter curb radii
♦ Speed humps/cushions
♦ Raised crosswalks
Many on-street active transportation projects recommended in this Plan do not require the acquisition of additional right-of-way, but where it is required would be considered reconstruction, instead of resurfacing and restriping.
CONSTRUCTION
Construction refers to individual projects outside of the roadway, including new Class I Multi-Use Paths, bridges, and underpasses. New construction, if minor, may also include roadway widening to allow for Item 9A 252
bicycle lanes or shoulders, either along the full length of the bicycle facility or at select locations to better support safe travel for non-motorized users.
Upgrading Existing Class II Bicycle Lanes
There are existing bicycle lanes in Colfax that this Plan recommends be upgraded with treatments that better consider active transportation safety and comfort concerns. When streets that contain existing bicycle lanes are resurfaced, the City should consider incorporating treatments that include appropriate placement of bicycle lanes with respect to turn lanes, adding green paint to mark conflict areas, and extending bicycle lanes through intersections to clearly indicate the path of travel for bicyclists.
Potential Challenges and Constraints
RIGHT-OF-WAY
On-street and off-street connectivity projects that cannot be realized without acquisition of additional rightsof-way have greater complexity and longer completion times than projects entirely within existing rights-ofway.
Acquisition and/or condemnation to acquire the property rights required to construct and maintain the mobility network may be required prior to the funding and construction (or reconstruction) of specific projects. Right-of-way acquisition, including any financial negotiation or legal proceedings, may be necessary to complete pedestrian or bicycle projects and close mobility network gaps, however it may also impact the overall project timeline and budget significantly. Most project recommendations in this Plan do not require or recommend acquisition or condemnation.
FUNDING
While many funding opportunities are available at all levels of governance and beyond to improve our connectivity, some typical transportation project funding challenges remain, including:
♦ Grant funding cycles
♦ Application writing
♦ Funding availability and capacity
♦ Competitiveness of grant applicant pool
♦ Project eligibility and planning preparation
♦ Performance tracking and measurement
♦ Competing local priorities
Specific funding details can be found in the Funding section below.
ACCESS FOR ALL ROADWAY USERS
Another potential challenge the City should carefully consider is the provision of access for all roadway users to the proposed facilities. Prioritizing the quicker implementation of bikeways through cost effective methods (like restriping lane configurations during planned resurfacing) should not come at the expense of ensuring access to or across those new facilities via new ADA accessible curb ramps.
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Not all bikeway users are “bicyclists.” Improving connectivity for visitors and residents of Colfax must ensure new facilities are comfortable and accessible for people of all ages and abilities and that new and upgraded facilities consider the needs of all people using that infrastructure, including those using mobility devices such as:
♦ Wheelchairs
♦ Scooters
♦ Skateboards
♦ Tricycles
♦ Hand bikes
♦ Recumbent bikes
♦ Cargo bikes
♦ Electric bikes
ENVIRONMENTAL REQUIREMENTS
The City must consider and prepare for the project approval and environmental document phase (PA&ED) for any active transportation infrastructure project for which state or federal grant funding is desired, including from the Active Transportation Program (ATP). This requirement of environmental clearance of a given project includes completed environmental documents and filed notices by the lead agency, pursuant to the California Environmental Quality Act (CEQA) and the National Environmental Policy Act (NEPA), if required. Bicycle and pedestrian projects, especially those constructed through restriping that remain entirely within the existing roadway section, often qualify for categorical exemptions and an expedited environmental clearance.
Typical grant funding bodies will not allocate funding for any planning, design, right-of-way acquisition, or construction work for an infrastructure project without prior documentation of environmental clearance through CEQA (and NEPA for federally funded projects).
Complexity and Recommendation Source
Each of these recommendations have been developed based on Pedestrian Safety, Bicyclist Safety, Motorist Safety, Gap Closure, Connectivity, Public Comment, and Placemaking. The following are explanations of how these recommendation source categories were defined and utilized:
♦ Pedestrian Safety: Improvements are based on data shown in the Existing Conditions chapter that illustrates locations and severity of crashes. Safety also addresses areas that are determined to be in need of improvements based on vehicle speeds, comments received on particularly challenging areas or areas that are identified as feeling “unsafe” by the public, connecting facilities for safety purposes (to help reduce the interaction of cars and pedestrians), and identifying routes to common destinations like parks, downtown, schools, civic facilities, restaurants, etc. ♦ Bicyclist Safety: Improvements are based on data shown in the Existing Conditions chapter that illustrates locations and severity of crashes. Safety also addresses areas that are determined to be in need of improvements based on vehicle speeds, comments received on particularly challenging areas or areas that are identified as feeling "unsafe" by the public, connecting facilities for safety purposes (to help reduce the interaction of cars and bicycles), and identifying routes to common destinations like parks, downtown, schools, civic facilities, restaurants, etc.
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♦ Motorist Safety: Improvements to enhance the safety of motorists and the efficiency of moving vehicles through or around Colfax.
♦ Gap Closure: Improvements based on closing gaps in any existing or proposed bicycle or pedestrian facilities.
♦ Connectivity: Improvements based on connectivity into Downtown Colfax, local amenities, school, or other destinations.
♦ Public Comment: Improvements based on feedback received from the community during the outreach and engagement phase.
♦ Placemaking: Improvements based on enhancing the area to create a destination for residents and visitors. These features generally improve quality of life, provide opportunities for pause, encourage enjoyment, and create a space where people want to be.
Projects are rated on a scale of 1-4 to demonstrate the level of complexity to implement. A score of 1 indicates a lower level of complexity and something that could be implemented in the short-term future. A score of 4 is the maximum level of complexity to implement. This is based on actual complexity of implementation, but also cost, design, and time to complete. Projects with a score of 4 could take five or more years to implement once the City has pursued and been successfully awarded funding to complete.
Table 9 illustrates the complexity score and recommendation source for each improvement recommendation.
Table 9: Recommendations Evaluation
Improvement Complexity Recommendation Source
Short Term Bicycle Parking 1 Connectivity; Public Comment Transverse Marked Crosswalk 1 Pedestrian Safety; Gap Closure Signs and Pavement Markings 1 Pedestrian and Bicyclist Safety Lamp Post Banners 1 Public Comment
Advance Stop or Yield Line 1 Pedestrian, Bicyclist, and Motorist Safety High Visibility Marked Crosswalk 1 Pedestrian Safety; Gap Closure Wayfinding Signage 1 Public Comment; Connectivity
Class III Bike Route 2 Bicyclist Safety; Gap Closure; Connectivity Reconfiguration and enhancement of
ADA parking 2 Pedestrian Safety; Public Comment
Curb Ramp 2 Pedestrian Safety; Public Comment
Electric Vehicle Charging 2 Placemaking
Sidewalk 3 Pedestrian Safety; Gap Closure; Public
Comment
Curb Extension 3 Pedestrian and Bicyclist Safety
Decorative Crosswalk 3 Pedestrian Safety; Public Comment Railway Warning Signs 3 Motorist Safety; Connectivity; Public Comment Pedestrian-Scale Lighting 3 Pedestrian and Bicyclist Safety; Public Comment
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Improvement Complexity Recommendation Source
Class II Bicycle Lanes 3 Bicyclist Safety; Gap Closure; Connectivity Bucket Truck 3
Shade Structure 3 Public Comment
Public Art 3 Public Comment; Placemaking
Painted Intersection 4 Pedestrian and Bicyclist Safety; Public Comment
Raised Crosswalk 4 Pedestrian Safety; Gap Closure; Connectivity Class II Buffered Bicycle Lanes 4 Bicyclist Safety; Gap Closure; Connectivity Arched Gateway 4 Public Comment
Intersection Improvements: turn lanes,
adjusted lane widths, new pavement
striping and marking, reconfiguring
intersection corners, repaving
4 Pedestrian, Bicyclist, and Motorist Safety;
Public Comment
Plaza/Public Gathering Space 4 Pedestrian Safety; Public Comment; Placemaking
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Funding
A variety of existing transportation funding sources as well as those more specifically aligned with bicycle and pedestrian uses exist. Many are limited to new construction, though some may also offer funds for maintenance of existing facilities. Capital projects for bicycle and pedestrian facilities are typically funded through a combination of sources and not one single source.
Table 10: Funding Source Matrix
Source Source Type Funding Type Project Type Timing Match Requirements
Local
Transportation
Funds (LTF)
Local & Regional Transportation
Planning, Transit
Operations,
Construction,
Maintenance
Annually No
Community
Development
Block Grant
Program (CDBG)
Local & Regional
Community
Development,
Economic
Development
Acquisition,
relocation,
demolition,
rehabilitation,
construction,
public services,
energy
conservation, job
creation, planning
and technical
assistance (PTA)
Semi-Annually;
Typical Timeline:
NOFA18 (Apr),
Community
Development
Competitive
Programs
Application (Jun),
Economic
Development
Application (Jul),
Applications with
non-federally
recognized tribes
(Aug)
No
Active
Transportation
Program (ATP)
State & Regional Transportation
Plan, NonInfrastructure,
Infrastructure
(Small, Medium,
Large)
Every 2 years,
typically
spring/summer.
2025 ATP (Cycle
7)
No
(though possible
for large MPO
competitive
process)
18 Notice of Funding Availability
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Source Source Type Funding Type Project Type Timing Match Requirements
Affordable
Housing and
Sustainable
Communities
Program (AHSC)
State
Land use,
housing,
transportation,
land preservation
Feasibility Study,
Design,
Environmental
Clearance,
Construction,
Maintenance
Annually,
Typical Timeline:
Guidelines
(Dec), NOFA
(Jan),
Application
(Mar/Apr),
Awards (Aug)
No
Highway Safety
Improvement
Program (HSIP)
Federal Transportation
Preliminary
Engineering, Right
of Way (<10%
construction),
Construction
Every one to two
years
Max
reimbursement:
100%, 90% or
50% as defined in
the LRSM.
Local Highway
Bridge Program
(HBP)
Federal Transportation
Replacement,
Rehabilitation,
Painting, Scour
Countermeasures,
Preventative
Maintenance
Semi-Annually,
project(s) to be
programmed in
FTIP/FSTIP
Yes, 20% local
match for onfederal aid system
projects, 11.47%
local match for offfederal aid system
projects
Sustainable
Transportation
Planning Grants
Federal Transportation Planning, Study,
Design
Annually; Typical
Timeline: Call
For Applications
& Application
Workshops
(Jan),
Application
(Mar), Grant
Announcements
(Summer)
Yes, 11.47% local
match
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Source Source
Type Funding Type Project Type Timing Match Requirements Rebuilding American
Infrastructure with
Sustainability and
Equity (RAISE)
Grants
Federal Transportation,
Sustainability
Planning,
Preparation,
Design;
Construction;
Equipment and
Materials; Technical
Assistance,
Workforce
Developing, and
Training
Annually,
Application
(Feb)
Possible, up to
20%
Congestion
Management and Air
Quality Improvement
Program (CMAQ)
Federal Transportation, Air
Quality
Infrastructure, NonInfrastructure
Annually,
determined by
PCTPA
Possible, federal
share payable up
to 100%
Carbon Reduction
Program (CRP)
Federal Air Quality
Planning,
Preparation,
Design,
Construction,
Infrastructure, NonInfrastructure
Annually Up to 20%
Safe Streets and
Roads for All (SS4A)
Grants
Federal Transportation
Planning, NonInfrastructure,
Infrastructure
Annually
20% non-federal
match
Reconnecting
Communities Pilot
Program (RCP) –
Planning Grants and
Capital Construction
Grants
Federal Transportation
Planning &
Technical
Assistance,
Construction
Most recent
cycle: FY2022
Yes, 20% nonfederal match
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Source Source
Type Funding Type Project Type Timing Match Requirements Local Transportation
Climate Adaptation
Program (LTCAP) /
Promoting Resilient
Operations for
Transformative,
Efficient, and CostSaving
Transportation
(PROTECT) Grants
State &
Federal Transportation PA&ED, PS&E, ROW, Construction
Most recent
(2023) cycle:
Guidelines/Call
for Projects
(May), Project
Nominations
Due (Jul), Staff
Recommendati
ons (Nov),
Program of
Projects
Adoption (Dec)
Yes, 20% nonfederal match
Our Town Grants Federal Public art,
Placemaking
Design,
Preparation,
Installation,
Planning
Annually in late
summer/early
fall
Yes, 100%
minimum nonfederal match
Clean California
Local Grant Program
State Transportation,
parks, health
Infrastructure, NonInfrastructure
Semi-Annually
(State budget
dependent):
Call for Projects
(Feb),
Application
(Apr), Awards
(Aug)
Possible,
0% to 50%
T-Mobile Hometown
Grants
Private
Technology,
Placemaking,
Public Art
Infrastructure Quarterly: No
Paul Bruhn Historic
Revitalization Grants
Program
Federal
Historic
Preservation,
Economic
Development
Architectural and
engineering
services
Annually No
Rails-To-Trails
Conservancy Trail
Grant Program
Nonprofit Transportation Infrastructure, NonInfrastructure Annually No AARP Community
Challenge Nonprofit Transportation, Placemaking
Infrastructure, NonInfrastructure Annually No
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Local and Regional Programs
LOCAL TRANSPORTATION FUNDS – BICYCLES AND PEDESTRIANS
Colfax is allocated Local Transportation Funds (LTF) from the Placer County Transportation Planning Agency’s Local Transportation Fund. The LTF is funded through a one quarter (1/4) cent portion of the sales taxes collected in Placer County and proceeds are allocated to cities via a population-based formula.
Two percent of this allocation is to be used for bicycle and pedestrian improvements, with the remainder to be spent on public transit services.
COMMUNITY DEVELOPMENT BLOCK GRANT PROGRAM
The Community Development Block Grant (CDBG) Program is a flexible federal funding program that provides communities with resources to address a wide range of unique community needs. These funds are provided through the U.S. Department of Housing and Urban Development (HUD). These funds are allocated to the State annually and can be used for capital projects that remove barriers to accessibility.
State and Federal Programs
ACTIVE TRANSPORTATION PROGRAM (ATP)
The ATP was created by SB 99 to encourage increased use of active modes of transportation, such as walking and biking. ATP consolidated various transportation programs into a single program and was originally funded at about $123 million a year from a combination of state and federal funds. Senate Bill 1 (SB 1) directed an additional $100 million annually to the ATP (see SB 1 – Road Repair and Accountability Act, below). The goals of the ATP include, but are not limited to, increasing the proportion of trips accomplished by walking and biking, increasing the safety and mobility of non-motorized users, advancing efforts of regional agencies to achieve greenhouse gas (GHG) reduction goals, enhancing public health, and providing a broad spectrum of projects to benefit many types of users including disadvantaged communities. Application cycles occur approximately every two years, typically in late spring or summer.
Funding is awarded at both the state level though the Californian Transportation Commission (CTC) and at the regional level through the Sacramento Area Council of Governments (SACOG).
AFFORDABLE HOUSING AND SUSTAINABLE COMMUNITIES PROGRAM (AHSC) The Affordable Housing Sustainable Communities (AHSC) Program funds land-use, housing, transportation, and land preservation projects to support infill and compact development that reduce GHG emissions. The program assists project areas by providing grants and/or loans, or any combination thereof, that will achieve GHG emissions reductions and benefit Disadvantaged Communities through increasing accessibility of affordable housing, employment centers, and key destinations via low-carbon transportation resulting in fewer vehicle miles traveled through shortened or reduced trip length or mode shift from single occupancy vehicle use to transit, bicycling, or walking. The three Project Area types include:
♦ Transit Oriented Development Project Areas
♦ Integrated Connectivity Project Areas
♦ Rural Innovation Project Areas
SB 1 – ROAD REPAIR AND ACCOUNTABILITY ACT
The “Road Repair and Accountability Act” of 2017 (SB 1) invests $54 billion over a decade to repair roads, improve traffic safety, and expand public transit systems across California, with funds split equally between state and local investments. SB 1 directs $100 million annually to the ATP to fund infrastructure projects, program implementation, and plan development to increase bicycling and walking. SB1 funds come to the Item 9A 261
City either directly or through one of several competitive programs. SB1 also created the Local Partnership Program (LPP), which continuously appropriates $200 million annually from the Road maintenance and Rehabilitation Account to local and regional transportation agencies that have sought and received voter approval of taxes or that have imposed fees, which taxes or fees are dedicated solely for transportation improvements, to improve active transportation, aging infrastructure, road conditions, and other benefits.
HIGHWAY SAFETY IMPROVEMENT PROGRAM
The Highway Safety Improvement Program (HSIP) is a core Federal-aid program with the purpose to achieve a significant reduction in traffic fatalities and serious injuries on all public roads, including nonState-owned roads and roads on tribal land. The HSIP requires a data-driven, strategic approach to improving highway safety on all public roads with a focus on performance.
LOCAL ROAD SAFETY PLAN
A Local Road Safety Plan (LRSP) identifies and analyzes systemic safety problems and makes recommendations for safety improvements. The process of preparing an LRSP facilitates the development of local agency partnerships and results in a prioritized list of improvements and actions that can be used to apply for federal and State funds. Since 2022, an LRSP or equivalent document is required for an agency to be eligible for HSIP funds.
LOCAL HIGHWAY BRIDGE PROGRAM
The Local Highway Bridge Program (HBP) replaces or rehabilitates public highway bridges over waterways, other topographical barriers, other highways, or railroads when the State and the Federal Highway Administration (FHWA) determine that a bridge is significantly important and qualifies under the HBP program guidelines. Reimbursable scopes of work include replacement, rehabilitation, painting, scour countermeasures, and preventative maintenance activities.
SUSTAINABLE TRANSPORTATION PLANNING GRANTS
Caltrans Sustainable Transportation Planning Grants are available to communities for planning, study, and design work to identify and evaluate projects, including conducting outreach or improving pilot projects.
Communities are typically required to provide an 11.47 percent local match, with staff time or in-kind donations eligible to be used towards the match.
REBUILDING AMERICAN INFRASTRUCTURE WITH SUSTAINABILITY AND EQUITY (RAISE) GRANTS
RAISE Grants are awarded on a competitive basis by the US Department of Transportation (USDOT) for investments in surface transportation infrastructure that will have a significant local or regional impact.
RAISE Grant Funds were authorized under the Local and Regional Assistance Program in the Infrastructure Investment and Jobs Act, known as the Bipartisan Infrastructure Law (BIL). Eligible grantees include public or government agencies or authorities, units of local government, special purpose districts, transit agencies, federally recognized Indian Tribes, and multi-state or multijurisdictional groups of entities.
The Federal share grant may fund up to 80 percent of the costs of projects located in an urban area and up to 100 percent of the costs of a project located in a rural area, a historically disadvantaged community, or an area of persistent poverty.
CONGESTION MANAGEMENT AND AIR QUALITY IMPROVEMENT PROGRAM The Congestion Management and Air-Quality Improvement Program (CMAQ), with funding through the BIL, provides a flexible funding source to State and local governments for transportation projects and programs to help meet the requirements of the Clean Air Act. Funding is available to reduce congestion Item 9A 262
and improve air quality for areas that do not meet the National Ambient Air Quality Standards for ozone, carbon monoxide, or particulate matter (nonattainment areas) and for former nonattainment areas that are now in compliance (maintenance areas).
CARBON REDUCTION PROGRAM
The Carbon Reduction Program (CRP), established by the BIL, provides federal funding for projects designed to reduce transportation emissions, defined as carbon dioxide (CO2) emissions from on-road highway sources. CRP funds may be used for transportation alternative projects including, but not limited to, the construction, planning, and design of on-road and off-road trail facilities for pedestrians, bicyclists, and other nonmotorized forms of transportation. CRP funding is apportioned to regions and local agencies based on population, using the 2020 U.S. Census. California’s share of the CRP is $106,704,653.
SAFE STREETS AND ROADS FOR ALL (SS4A) GRANTS
The SS4A funding program was established following the passage of the BIL in 2021, with the first competitive application cycle in 2022. Local government agencies may directly apply to the program, with funding being provided in three categories: Action Plans, Supplemental Planning, and Implementation Grants. Applications for all three categories must be focused on implementing complete streets which will ultimately reduce serious injuries and fatalities for roadway users. Action Plan grants fund development of a qualifying Plan to support complete streets and reduction of roadway fatalities/serious injuries.
Supplemental Planning activities include follow-up efforts to further the existing Action Plans.
Implementation Grants, which implement activities from existing action plans, including constructing roadway safety treatments, systemic safety fixes, complete streets facilities such as walking and bicycling facilities, and non-infrastructure program activities to support the infrastructure investments.
RECONNECTING COMMUNITIES PILOT PROGRAM (RCP) – PLANNING GRANTS AND CAPITAL
CONSTRUCTION GRANTS
The BIL established the new Reconnecting Communities Pilot Program (RCP) discretionary grant program, funded with $1 billion over the next five years. This Federal program is dedicated to reconnecting communities that were previously cut off from economic opportunities by transportation infrastructure.
Funding supports planning grants and capital construction grants, as well as technical assistance, to restore community connectivity through the removal, retrofit, mitigation, or replacement of eligible transportation infrastructure facilities, including active transportation improvements.
PROMOTING RESILIENT OPERATIONS FOR TRANSFORMATIVE, EFFICIENT, AND COST-SAVING
TRANSPORTATION (PROTECT) GRANTS
The BIL included $8.7 billion to create the PROTECT discretionary grant program with the purpose of helping local agencies improve the resiliency of their on-system transportation infrastructure. The program provides Federal funding to projects to help communities address vulnerabilities due to weather, natural disasters, and climate change. The program also provides funds to plan transportation improvements and emergency response strategies to address those vulnerabilities. Vulnerabilities the program addresses include, but are not limited to, current and future weather events, increasing frequency and magnitude of natural disasters, and changing climate conditions, including sea level rise. PROTECT grants include resilience improvement grants, community resilience and evacuation route grants, and at-risk coastal infrastructure grants.
The PROTECT program funds are distributed Federally and by formula and competitive grants.
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OUR TOWN GRANTS
A creative placemaking grant program established by the National Endowment for the Arts (a federal agency) the Our Town grant program funds projects that combine arts, culture, and design into local efforts to strengthen a community long term. Projects should be context sensitive, unique, and center equity.
Grants range between $25,000 and $150,000 and must be met with a non-federal match equal to the amount of the grant (CDBG and NSP funds are not match eligible). Applicants must identify at least one partner organization, so that each applicant/partner pair includes a minimum of one (1) local government (or quasi-government entity) and one (1) nonprofit organization, where one of the partners possesses the necessary arts, culture, and/or design expertise to lead the project or activities in the proposal. Applicants must also have completed a three-year history of programming prior to the application deadline.
CLEAN CALIFORNIA LOCAL GRANTS PROGRAM
The Clean California Local Grants Program from Caltrans helps local communities enhance and revamp local roads, parks, paths, tribal lands, and transit centers with public art and litter removal, improving these public spaces for walking, bicycling, and other forms of recreation. The Clean California Program provides funding for infrastructure and non-infrastructure projects and is dependent on state budget appropriation.
PAUL BRUHN HISTORIC REVITALIZATION GRANTS PROGRAM
The Paul Bruhn Historic Revitalization Grants Program is a federal program through the National Parks Service that seeks to support subgrant programs that rehabilitate rural historic properties at the national, state, and local level of significance as well as rehabilitate, protect, and foster economic development of rural (non-urban) communities with populations less than 50,000. The program provides recipients (“prime grantees”) with a single grant that is then regranted in smaller amounts to individual projects (“subgrants”).
State Historic Preservation Offices, Tribal Historic Preservation Offices, Certified Local Governments, and non-profits can apply for funding that will in turn be subgranted to specific projects in rural communities in their jurisdictions. Eligible costs for this program include architectural/engineering services (not to exceed 20% of the subgrant) and physical preservation projects. This program is anticipated to run annually, depending on Congressional appropriation, with applications opening in the summer and due in the fall.
Private/Nonprofit Programs
T-MOBILE HOMETOWN GRANTS
T-Mobile has partnered with non-profits SmartGrowth America and Main Street America to provide small grants to rural cities and towns in support of placemaking, technology improvements, outdoor spaces, and public art projects that contribute to strong communities through 2026. Grants of up to $50,000 are awarded quarterly based on community need; community impact; feasibility; partners, engagement, and resources; and alignment with T-Mobile’s small-town strategy. Eligible applicants must be city/town/tribal government staff, elected officials, or non-profit organizations in communities of 50,000 people or fewer with a project that can be completed within 12 months of receipt of funds. Applications can be submitted online at T-Mobile.com/HometownGrants.
RAILS-TO-TRAILS CONSERVANCY TRAIL GRANTS PROGRAM
Rails-To-Trails Conservancy (RTC) is a nonprofit organization based in Washington, D.C whose mission is to build a nation connected by trails by reimagining public spaces to create safe ways for everyone to walk, bike and be active outdoors. Through RTC’s Trail Grants Program, eligible entities – nonprofits, state/regional/local/tribal governments, other organizations – can apply for grant funding to support shared use trail or greenway projects that serve or plan to serve multiple use types, including bicycling, walking, Item 9A 264
hiking, or horseback riding. Projects must support one of RTC’s strategies from their TrailNation Playbook.
19 Grant applications typically open at the end of June, close at the end of July, with awards announced in the fall. Grant amounts range from $5,000 to $25,000.
AARP COMMUNITY CHALLENGE
The AARP Community Challenge offers small grants to fund quick-action projects to help communities become more livable for people of all ages.20 Applications are accepted across three different grant opportunities. Flagship Grants benefit residents (especially those 50 or older) and support projects that create vibrant public spaces, expand transportation and mobility options, increase digital connections, and more. Capacity-Building Microgrants combine with other AARP resources to support walkability and community gardens. Demonstration grants aid projects that support transportation systems change and other endeavors. Grant applications typically open in January, close in March, with awards publicly announced in June. Grant amounts range from $500 to $50,000.
Additional Considerations
This section identifies additional considerations, including non-infrastructure projects and policies, that may also be considered as part of any future actions to implement this Plan.
Transportation and Parking
SUPPORT ECONOMICALLY FEASIBLE PARKING AND TRANSPORTATION SOLUTIONS THAT ARE
MANAGED ACCORDING TO DEMAND
Consider initiating fixed route or on-demand transit shuttle service between Downtown and planned visitor lodging, in partnership with Placer County or another entity, while pursuing “park once” opportunities that reduce congestion, VMT, and parking demand and improve downtown walkability. Incorporate transit infrastructure options that reflect the character of the area and seasonality. Account for the possibility of growth in innovative transportation options, including e-scooters, e-bikes, and other micromobility devices.
Economic Activation
CONSIDER A TEMPORARY STOREFRONT ART PROGRAM
Temporary and/or seasonal storefront art programs can encourage economic growth by providing engaging holiday displays, showcasing local artists, educating visitors about local history, and/or providing placemaking opportunities.
ALLOW POP-UPS ON VACANT SITES
Encourage the filling of gaps in Downtown Colfax’s store frontage, particularly during expected periods of increased tourism, like holiday weekends and seasonal activity. Undeveloped lots and vacant storefronts, particularly those occurring between open businesses, discourage shoppers and diners from strolling further and create an unappealing void in the downtown area. Pop-up shops or restaurants fill these gaps temporarily, creating a more vibrant atmosphere while also providing a lower cost opportunity for local 19 https://www.railstotrails.org/our-work/trailnation/playbook/ 20 https://www.aarp.org/livable-communities/community-challenge/ Item 9A 265
entrepreneurs to test out new retail or restaurant concepts before signing on to expensive, long-term leases.
INTRODUCE NEW USES AND ACTIVITIES WHILE RETAINING CHERISHED LOCAL BUSINESSES Expand the appeal of Downtown Colfax as an authentic and attractive destination by identifying and introducing new uses and activities that draw new visitors while complementing the established businesses that make the City what it is today.
Quality of Life and Public Realm
ENHANCE THE CONTINUITY OF THE TREE CANOPY
The City’s tree canopy along roads, paths, and bikeways provides significant benefits for residents and visitors alike. Trees lower air temperature through shade, encourage economic stability by attracting businesses and tourists, reduce noise pollution, improve feelings of relaxation, and even increase property values. While the planting of new street trees will enhance quality of life in and around Downtown Colfax, care should be taken to maintain the historic character of the downtown area and implementation should be accomplished in collaboration or consultation with the Colfax Garden Club as well as the immediately adjacent property and/or business owners, as appropriate.
LANDSCAPING SELECTION & MAINTENANCE
Overgrown or unsightly vegetation can present challenges to motorists, bicyclists, and pedestrians. Native vegetation and landscaping should be maintained so that sightlines are clear and passage through bikeways and walkways remains unhindered. Careful consideration should be given to the placement and height of plantings located near crosswalks and trail entrances so that views of approaching pedestrians are unobstructed, particularly for motorists. Similarly, when implementing new infrastructure, like roundabouts or curb extensions, encourage the use of native plants and visually appealing landscaping, in collaboration or consultation with the Colfax Garden Club, as appropriate, to enhance the beauty of the downtown area and the City.
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̹
City of Colfax
Downtown Connectivity and Main Street Improvement Plan
Appendix
PUBLIC DRAFT
DECEMBER 2023
Item 9A 267
Appendix A: Stakeholder
Engagement Documentation
Table of Contents
Outreach Materials....................................................................................................................... 2 Advisory Group Meetings........................................................................................................... 35 February 13, 2023 ........................................................................................................... 35 May 11, 2023................................................................................................................... 35 August 17, 2023............................................................................................................... 35 Workshops and Stakeholder Meetings ...................................................................................... 54 June 7, 2023.................................................................................................................... 55 June 8, 2023.................................................................................................................... 67 June 9, 2023.................................................................................................................... 67 July 3, 2023 ..................................................................................................................... 76 Website ...................................................................................................................................... 96 Interactive Map........................................................................................................................... 99 Comments by Type .................................................................................................................. 118 Online Survey........................................................................................................................... 120 Ad Hoc Committee...................................................................................................................... 93 December 6, 2023............................................................................................................ 35 Item 9A 268
Outreach Materials
A collection of outreach materials was created to provide information about the project, introduce potential design elements for improving walking, bicycling, placemaking, and connectivity, and facilitate conversation among the community. The initial materials included three boards:
• A Project Area Map where people identified areas of concern and could make location-based comments on sticky notes to attach to the map.
• An Information Board with project’s background, goals, and timeline. See Figure 2. • Potential Design Element Boards that highlighted pedestrian, bicycle, and placemaking infrastructure design options. See Figures 2 and 3.
Informational fact sheets, survey handouts, an outreach presentation and a flip book with information found in the boards was developed for people to take home were also developed.
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Colfax Downtown Connectivity
and Main Street Improvement Plan
Fall Fall Summer Winter Winter Spring
2023
2024
2022
Final Plan
Existing Conditions
Analysis
Community
Outreach
Community
Engagement and
Developing
Design Concepts
Draft Plan
Project Objective
The project study area encompasses the greater Downtown area, bounded by North Main Street off the SR 174 exit to the north, Tokayana Way at the intersection of Rising Sun Road to the west, South Auburn Street to the east, and Whitcomb Avenue to the south. The Plan aims to provide policy recommendations and design concepts that support revitalization of DowntoZn Colfax while preserving the character of Main Street and the historic downtown business district. The Plan will serve the needs of people of all ages and abilities, particularly Colfax residents and visitors, who travel to and from downtown.
mainstreetcolfax.com
For more information
visit the project website:
̹
174
174
Legend
3HGHVWULDQ)DFLOLWLHV
Curb Ramps
Sidewalks
Crosswalks
Planned Class I
Path
Study Area
City Limits
Historic
Business
District (HBD)
Parks
Schools
Highways
Roads
Rail
FIGURE X
Date Mar 2023
Revision No. -
Project No. 12582137
PEDESTRIAN FACILITIES
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
0 175 350
US Feet
Paper Size ANSI A
Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021; Transit Routes and Stops:
SACOG, 2021. Created by: pthornton
\\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx - 12582137_Ped Facilities
Print date: 21 Mar 2023 - 15:44
̹
174
174
Legend
Bike Facilities
Existing Class II
Bike Lane
Existing Class
IV Separated
Bikeway
Planned Class I
Path
Planned Class
II Bike Lane
Planned Class
III Bike Route
Study Area
City Limits
Historic
Business
District (HBD)
Parks
Highways
Roads
Rail
FIGURE X
Date Mar 2023
Revision No. -
Project No. 12582137
BICYCLE FACILITIES
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
0 175 350
US Feet
Paper Size ANSI A
Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021; Transit Routes and Stops:
SACOG, 2021. Created by: pthornton
\\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx - 12582137_Bike Facilities
Print date: 21 Mar 2023 - 15:43
The Main Street Improvement Plan will build on the existing pedestrian and bicycle networks shown below:
Auburn Street Roundabout Crossing
Grass Valley and Main Street
Intersection: Crosswalks and
Curb Bulb Out Grass Valley Street Bike Lane
Project Goals
Provide a safe and
connected pedestrian and
bicycle network
in the City of Colfax.
Build upon recent
planning efforts including
the Colfax Bikeway
Master Plan and
the Parks and Recreation
Master Plan.
Improve access to
amenities and destinations
in the downtown area.
Figure 1 Information Board
Item 9A 270
Pedestrian and Placemaking Infrastructure Options
Pedestrian infrastructure can help make Colfax’s roadways safer, more connected, and more accessible for everyone, particularly people walking and rolling, encouraging travel via active transportation modes and increasing engagement with downtown.
Pedestrian Infrastructure Options
Curb Ramps
Provide accessibility at pedestrian crossings, specifically for people in wheelchairs, with wheeled devices, and for those with visionimpairments.
Provide pedestrian routes, increase accessibility, and encourage walking.
High Visibility Crosswalk
Increase yielding behaviorby motorists and increases pedestrian safety.
Advanced Stop Barand Yield Markings
Median and Pedestrian Refuges
Leading PedestrianIntervals (LPI)
Rectangular RapidFlashing Beacon (RRFB)
Pedestrian Wayfinding Shorten crossing
distances to allow
pedestrians to
cross one direction
of traffic at a time.
Allow pedestrians to get a head start crossing the street.
Human-activated flashing lights atunsignalized intersections and midblock crossings, for streets with lower traffic volumes.
Provides directional
information to key
destinations nearby.
Signaling and Signage Sidewalks
Placemaking Infrastructure Options
Instruct vehicles to stop prior to the crosswalk forpedestrian safety.
A common placemaking technique involves expanding the sidewalks’s Furniture/Green Zone beyond the Curb Zone to create more space for pedestrians, patrons of local businesses, etc.
Furniture/Green Zone
Curb Zone Frontage Zone
Through and
Walk/Talk Zone
Placemaking is a way to transform underutilized areas into spaces where residents can connect with one another and celebrate a sense of community pride. Placemaking can be done through public art, landscaping, seating and eating areas, using streets and open spaces for events, vending, gatherings, and more.
Encourage residents and visitors to frequent downtown and local businesses by providing spaces to sit, talk, work, and eat. Parklets remove a few parking spaces to provide seating, tables, shade, and greenery for users to enjoy.
Community driven public art creates an opportunity to celebrate the community, foster city pride, and create social connections.
Landscaping
Landscaping can be a buffer between vehicle traffic and pedestrians/bicyclists. Native plants are encouraged.
Public Artwork
Parklets
Public Gathering Spaces/Plazas
By repurposing traffic lanes and vacant lots, cities and towns can create designated places where the community can gather and hold events like farmers markets, music events, holiday celebrations, etc. toattract residents and vistors downtown.
Figure 2 Pedestrian Placemaking Infrastructure Options
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271
Bicycle Infrastructure Options
Provide a dedicated lane for bicyclists adjacent to motor vehicles, separated by a visual buffer.
Provide a dedicated travel lane for bicyclists adjacent to motor vehicles.
Provide a travel area for bicyclists, pedestrians, and other users separated from motor vehicles.
Class I Class II
Provide a signed route for bicyclists on low-speed, low volume streets. Bicyclists share the roadway with motor vehicle traffic.
Class IV
Provide a dedicated lane for bicyclists, separated from motor vehicles by a vertical buffer.
Types of Separated BikewaysSeparated bikeways always include a vertical element made of paint and flexposts, concrete curbs, planters, a landscaped median, etc. that physically separates bicyclists from motor vehicles.
Bicycle Signals
Traffic signal heads that provide a designated period for bicycles to enter the intersection ahead of motor vehicles.
Bicycle Loop and Video DetectionMethods of identifying the presence of bicyclists at a bike crossing or traffic signal and initiatea green light orsignal phase Curb Separation Planters
Class III
Bicycle facilities are classified according to the type of separation they provide from motor vehicles. Different facilities are appropriate for different roadways based on the speed and volume of vehicles on the roadway. Bicycle networks improve connections to downtown and throughout the city, and encourage users to bike rather than drive.
Separated Bikeways Buffered Bike Lanes Standard Bike Lane Bike Routes
Flexposts
Bicycle WayfindingDecision Signs help inform
bicyclists of the possible routes connecting to key destinations.
Turn Signs signal when
a bikeway turns from the current roadway onto another roadway.
Confirmation Signs let
bicyclists and others know that they are on
Bicycle Support Facilities a designated bikeway.
Separated Bikeways
Figure 3 Bicycle Infrastructure Options
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272
The City of Colfax, in partnership with a local nonprofit, CivicWell, and GHD Inc. will prepare a plan that will include policy recommendations and design concepts for a revitalized downtown Colfax where residents and visitors can safely and comfortably walk or bicycle between destinations, spending time and money at local businesses.
The Plan will address the needs of people of all ages and abilities, particularly Colfax residents and visitors, who travel to and from the historic downtown business district. The plan will support revitalization while preserving the character of Main Street and the historic downtown business district. The project study area generally encompasses the greater Downtown area, bounded by North Main off SR 174 to the north, Whitcomb to the south, Rising Sun/Tokayana to the west, and South Auburn to the east
GOALS
Build upon recent planning ABOUT THE PROJECT
efforts including the Colfax
Bikeway Master Plan, Parks and
the Recreation Master Plan.
Improve access to amenities
and destinations in the
downtown area.
Provide a safe and connected
pedestrian and bicycle network
in the City of Colfax.
MORE INFORMATION
Click 'Get Involved'
to stay-up-to-date
on the project!
TIMELINE
The project is currently underway! We are engaging a small group of key stakeholders known as 'Advisory Group Members' now through Fall 2023, and hosting a series of community engagement events in early Summer 2023, followed by the development of a Draft Plan for public input in Fall 2023.
We expect that the Plan will be adopted no later than early 2024. 916 245 4204
[email protected]
www.mainstreetcolfax.com
For questions about the project,
contact Summer Lopez, or visit the
project website
COLFAX DOWNTOWN CONNECTIVITY
AND MAIN STREET IMPROVEMENT PLAN
Figure 4 Fact Sheet
-6- Item 9A 273
The City of Colfax is preparing a Downtown Connectivity and Main Street Improvement Plan (Plan), to identify and develop design concepts and policy recommendations to revitalize downtown Colfax. The Plan will envision a Downtown Colfax where residents and visitors can safely and comfortably walk, bike, and roll to and from their homes, local businesses, and other nearby destinations. The Plan will address issues and opportunities and provide a longterm vision of the downtown area that will be achievable and action-oriented including a toolkit of improvements that include short-term priority projects and longer-term improvements.
This project is funded through a Caltrans Sustainable Transportation Planning Grant awarded to the City of Colfax, and CivicWell, a local non-profit organization.
CivicWell will assist with project management and lead a robust community outreach and engagement process. GHG Inc. was selected through a competitive bid process as the technical consultant team to conduct technical analysis, documentation mapping, and evaluation for the project.
Project Overview and Advisory Group Roles and Responsibilities City of Colfax Downtown Connectivity and
Main Steet Improvement Plan
Project Overview & Objectives
The Advisory Group will help identify important sensitivities to consider and relevant information about the conditions, history, and needs of the community. It will help determine strategies for engaging and maximizing participation at public events. Members should act as ambassadors of the project and help promote it to employees, coworkers, clients, and community members.
Advisory Group Responsibilities
Cayla McDonell-Encina, CivicWell
916.448.1198 ext 324
(leave voicemail)
[email protected]
Wes Heathcock, City of Colfax
(530) 346-2313
[email protected]
Help identify additional stakeholders to engage.
Identify important sensitivities and topics to consider regarding the conditions, history, and needs of the
community.
Help refine community engagement strategies.
Support outreach and promotion of engagement activities.
Provide guidance on plan concepts and strategies for plan implementation.
Milestone From Advisory Group members are expected to:
Analysis of Plans, Policies, Conditions November 2022-February 2023 Project Advisory Group Meeting #1 February 2023, date TBD Project Advisory Group Meeting #2 April 2023, date TBD
Community Planning Workshop TBD, Likely week of July 3, 2023 Draft Plan Development August 2023 - January 2024
Project Advisory Group Meeting #3 September 2023, date TBD Community Workshop on Draft Plan Fall/Winter 2023
Final Plan Early 2024
City Council Review and Adoption Early 2024
Project Contacts
http://www.mainstreetcolfax.com
Visit the Project Website!
Figure 5 AG Fact Sheet
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LET US BE YOUR
916.245.4204 [email protected] www.mainstreetcolfax.com
FOR MORE INFORMATION
Contact Summer Lopez or visit the project website.
Do you walk, bike, or roll along Main Street and nearby streets to get around? Have you found that there are issues or opportunities to make improvements? Take our online survey which includes an online map to share your comments and ideas to make walking, bicycling, and rolling safer and more accessible in Colfax.
COLFAX DOWNTOWN CONNECTIVITY
AND MAIN STREET IMPROVEMENT PLAN
TAKE THE SURVEY!
https://ghd.mysocialpinpoint.com/colfaxmainstreet/map
LET US BE YOUR
916.245.4204 [email protected] www.mainstreetcolfax.com
FOR MORE INFORMATION
Contact Summer Lopez or visit the project website.
Do you walk, bike, or roll along Main Street and nearby streets to get around? Have you found that there are issues or opportunities to make improvements? Take our online survey which includes an online map to share your comments and ideas to make walking, bicycling, and rolling safer and more accessible in Colfax.
COLFAX DOWNTOWN CONNECTIVITY
AND MAIN STREET IMPROVEMENT PLAN
TAKE THE SURVEY!
https://ghd.mysocialpinpoint.com/colfaxmainstreet/map
Figure 6 Survey Handout
Item 9A 275
mainstreetcolfax.com
For more information
visit the project website:
Colfax Downtown Connectivity and Main Street Improvement Plan Informational Flip Book
Examples of potential pedestrian, bicycle, and placemaking design options to rejuvenate downtown, maintain the historic character of Colfax, and improve connectivity and access for residents and visitors.
Figure 7 Flip Book
Item 9A 276
Colfax Downtown Connectivity and Main Street
Improvement Plan
Build upon recent planning efforts including
the Colfax Bikeway Master Plan, Parks and
the Recreation Master Plan.
Improve access to amenities and destinations
in the downtown area.
Provide a safe and connected pedestrian
and bicycle network in the City of Colfax.
Fall Fall Summer Winter Winter Spring
2023
2024
Existing Conditions
Analysis
Community Engagement
and Developing Design
Concepts
Community
Outreach
Draft Plan
Final Plan
Existing Bicycle Facilities
Class II
Grass Valley Street, from Rising Sun Street
to Auburn Street
West Church Street from Rising Sun Street
to Main Street
South Auburn Street from the roundabout
to 951 South Auburn Street
Tokayana Way from Rising Sun Street to
the City limit
Class III
North Main Street, from SR-174 to Grass
Valley Street
Class IV
West Church Street from Rising Sun Street
to Tokayana Way
Existing Pedestrian Facilities
Sidewalks, Crosswalks, and Curb Ramps
Grass Valley Street, Main Street, School Street,
Railroad Street, Depot Street, Keeland Street,
Church Street and Culver Street
The Main Street Improvement Plan will build on the existing pedestrian and bicycle networks listed below:
2022
mainstreetcolfax.com
For more information
visit the project website:
Project Objective
The project study area encompasses the greater
Downtown area, bounded by School Street to the
north, Culver Street to the west, Oak Street to the
south, and South Auburn Street to the east. The
Plan aims to provide policy recommendations and
design concepts that support revitalization of
Downton Colfax while preserving the character of
Main Street and the historic downtown business
district.
Grass Valley Street Bike Lane Auburn Street Roundabout Crossing Grass Valley and Main Street
Intersection: Crosswalks and
Curb Bulb Out
Project Goals
Item 9A 277
Sidewalks provide routes to key destinations, improve connectivity, and encourage walking by making it more accessible.
Curb ramps improve accessibility for wheel
chair users, people with wheeled devices,
and those with vision impairments at street
crossings with grade changes.
Curb extensions are traffic calming measures that widen the sidewalk at roadway intersections into the parking lane, shortening
the street width at crossings.
Pedestrian Infrastructure Options
Which pedestrian projects could be considered in Colfax? Pedestrian infrastructure can help make Colfax’s roadways safer, more connected, and more accessible for everyone, which encourages walking and bicycling and reduces car trips. A connected, accessible pedestrian network encourages travel via active transportation modes and increases engagement with downtown.
Advance stop bar or yield
markings include a bold white
bar or triangular “shark’s teeth”
markings 6 to 8 feet in advance
of a crosswalk. Controlled
intersections (with signals and/
or signage) utilize the stop bar
while uncontrolled intersections
utilize yield markings.
Rectangular Rapid
Flashing Beacons
(RRFBs) use humanactivated flashing lights
to provide additional
visibility at unsignalized
intersections and
midblock crossings, where
traffic volumes do not
warrant a traffic signal or
stop sign.
Medians and
pedestrian refuges
improve visibility
and shorten crossing
distances by allowing
pedetrians to cross one
direction of traffic at a
time.
High visibility crosswalks are shown to
increase yielding behavior by motorists,
enhancing pedestrian safety. The types of
high visibility crossings are transverse, ladder
and continental.
Leading Pedestrian
Intervals (LPIs) are
signalized intersections
with a walk phase that
precedes the green
phase for motorists by a
few seconds, allowing
pedestrians to get a
head start crossing
the street.
Pedestrian wayfinding
and streetscape
signage provide
directional information
to key destinations
nearby, including parks,
transit stops, civic
buildings, and other
neighborhoods.
Item 9A 278
Class III Bicycle Support Facilities
Bicycle Infrastructure Options
Which bikeway types could be considered in Colfax?
Bicycle facilities are classified according to the type of separation they provide from motor vehicles. Different facilities are appropriate for different roadways based on the speed and volume of vehicles on the roadway. Bicycle networks improve connections to downtown and throughout the city, and encourage users to ride a bicycle rather than drive.
Buffered bike lanes provide a dedicated
lane for bicyclists adjacent to motor vehicles,
separated by a visual buffer.
Standard bike lanes provide a dedicated
travel lane for bicyclists adjacent to motor
vehicles.
Bicycle Wayfinding helps direct
bicyclists to key routes and destinations.
Decision Signs help inform bicyclists of the
possible routes connecting to key
destinations. Turn Signs signal when a
bikeway turns from the current roadway
onto another roadway. Confirmation
Signs let bicyclists and others know that
they are on a designated bikeway.
Separated bike paths provide a travel
area for bicyclists, pedestrians, and other
users separated from motor vehicles.
Class I Class II
Bike routes provide a signed route for
bicyclists on low-speed, low volume streets.
Bicyclists share the roadway with motor
vehicle traffic.
Class IV
Separated bikeways provide a
dedicated lane for bicyclists, separated
from motor vehicles by a vertical buffer.
Types of Separated Bikeways
Separated bikeways always include a
vertical element made of paint and
flexposts, concrete curbs, planters, a
landscaped median, etc. that physically
separates bicyclists from motor vehicles.
Bike signals are traffic signal heads
that provide a designated period for
bicycles to enter the intersection
ahead of motor vehicles.
Bike loop and
video detection
are methods of
identifying the
presence of
bicyclists at a bike
crossing or traffic
signal and initiate a green light or
signal phase.
Flexposts Curb Serparation Planters
Item 9A 279
What is Placemaking and how can it be used in Colfax?
Placemaking Facility Options
Placemaking is a way to transform underutilized areas into spaces where residents can connect with one another and celebrate a sense of community pride. Placemaking can be done through public art, landscaping, seating and eating areas, using streets and open spaces for events, vending, gatherings, and more.
A common placemaking technique involves expanding the
sidewalks’ Furniture/Green Zone beyond the Curb Zone to create more space for pedestrians, patrons of local businesses, etc.
Parklets encourage residents and visitors to frequent downtown and local businesses by providing spaces to sit, talk, work, and eat. Parklets remove a few parking spaces to provide seating, tables, shade, and greenery for users to enjoy.
Public Gathering
Spaces/Plazas
By repurposing traffic lanes and
vacant lots, cities and towns can
create designated places where the
community can gather and hold
events like farmers markets, music
events, holiday celebrations, etc.
Community gathering spaces attract
residents and visitors downtown.
Public Artwork
Community driven public art
creates an opportunity to
celebrate the community,
foster city pride, and create
social connections. Consider
blank walls and areas where
public art is already being
created.
Landscaping
Green space can be created
through landscaping that
acts as a buffer between
vehicle traffic and
pedestrians/bicyclists. Cities
are encouraged to utilize
native plants when
landscaping.
Furniture/Green Zone
Curb Zone Frontage Zone
Through and
Walk/Talk Zone
Item 9A 280
̹
174
174
Legend3HGHVWULDQ)DFLOLWLHV
Curb RampsSidewalksCrosswalksPlanned Class IPathStudy AreaCity LimitsHistoricBusinessDistrict (HBD)ParksSchoolsHighwaysRoadsRail
FIGURE X
Mar 2023 Date- Revision No.12582137 Project No.
PEDESTRIAN FACILITIES
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
0 175 350
US Feet
Paper Size ANSI A
Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021; Transit Routes and Stops:
SACOG, 2021. Created by: pthornton
\\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx -12582137_Ped FacilitiesPrint date: 21 Mar 2023 - 15:44 Item 9A 281
̹
174
174
LegendBike Facilities
Existing Class IIBike LaneExisting ClassIV SeparatedBikewayPlanned Class IPathPlanned ClassII Bike LanePlanned ClassIII Bike RouteStudy AreaCity LimitsHistoricBusinessDistrict (HBD)ParksHighwaysRoadsRail
FIGURE X
Mar 2023 Date- Revision No.12582137 Project No. DOWNTOWN/MAIN STREET
BICYCLE FACILITIES
CONNECTIVITY PLAN
CITY OF COLFAX
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
0 175 350
US Feet
Paper Size ANSI A
Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021; Transit Routes and Stops:
SACOG, 2021. Created by: pthornton
\\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx -12582137_Bike FacilitiesPrint date: 21 Mar 2023 - 15:43 Item 9A 282
̹
174
174
174
LegendCollision Severity
FatalSevere InjuryVisible InjuryComplaint of PainProperty DamageOnly (PDO)Study AreaHistoric BusinessDistrict (HBD)City LimitsParksSchoolsHighwaysRoadsRail FIGURE 3
Mar 2023 Date- Revision No.12582137 Project No.
COLLISION SEVERITY
(2012 - 2021)*
DOWNTOWN/MAIN STREET
CONNECTIVITY PLAN
CITY OF COLFAX
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
0 175 350
US Feet
Paper Size ANSI A
Data source: Google Maps Sat: © OpenStreetMap (and) contributors, CC-BY-SA; Roads: Placer County, 2021; Highways: TIGER, 2021; Collisions: SWITRS, 2012-2021.
Created by: pthornton
\\ghdnet\ghd\US\Sacramento - 2200 21st\Projects\561\12582137\GIS\Maps\Deliverables\12582137_ExistingConditions\12582137_ExistingConditions.aprx -12582137_Figure 3 Collision SeverityPrint date: 21 Mar 2023 - 15:46 *Data Disclaimer
Points may be overlapping. Primary data source of collision data is SWITRS (2012-2021). Data is subject to reporting-level error. Missing coordinate locations were corrected by cross-referencing with TIMS collision data based on Case ID, and otherwise geocoded by GHD. At the time of analysis, 2021 data is provisional and subject to change.
Item 9A 283
Notes
Item 9A 284
Welcome
Summer Lopez
Senior Active Transportation Planner
City of Colfax
Downtown Connectivity and
Main Street Improvement Plan
Figure 8 Outreach Presentation
Item 9A 285
• Identifies and develops concepts
for a revitalized downtown Colfax
• Baseline understanding and
supporting policies and programs
• Focused, achievable action plan
for improvements to bicycling and
walking facilities
About the Plan
2 Item 9A 286
Study Area
Existing Conditions
Item 9A 287
Class I – Shared Use Path
Class II – Bike Lane
Bikeway Classification Examples
Class II – Buffered Bike Lane
DEFINITIONS:
Class I – Bicyclists and Pedestrians share a
fully separated pathway.
Class II – “Classic” bike lane that runs
alongside vehicles.
Item 9A 288
Bikeway Classification Examples
Class IV – Separated bikeway
Class III – Shared lane
Flex Posts Buffered with Planter
DEFINITIONS:
Class III – Bicyclists share the lane with vehicles.
Class IV – Separated bikeway via a buffer.
Item 9A 289
Curb ramps and crosswalk
Midblock crosswalk and Sidewalk
Rectangular Rapid Flashing Beacon
Pedestrian Facility Examples
Advance Stop Bar/Yield Markings
Crossing Improvements
Item 9A 290
Existing Conditions –
Bicycle & Pedestrian
Facilities
7 Item 9A 291
Bicycle Facilities
Existing Conditions
Bicycle Facilities
• Grass Valley Street, from Rising Sun Road to Auburn
Street. (Class II)
• West Church Street from Rising Sun Road to Main
Street (Class II).
• N. Main Street, from SR-174 to Grass Valley Street
(Class III)
• West Church Street from Rising Sun Road to Tokayana
Way (Class IV)
• South Auburn Street from the roundabout to 951
South Auburn Street (Class II)
• Tokayana Way from Rising Sun Road to the City limit
(Class II)
Item 9A 292
Existing Conditions
Pedestrian Facilities
Pedestrian Facilities
• Sidewalks, Crosswalks, and Curb Ramps
• Grass Valley Street, Main Street, School Street,
Railroad Street, Depot Street, Keeland Street,
Church Street and Culver Street
Item 9A 293
Existing
Conditions –
Connectivity
10 Item 9A 294
Existing Conditions
Trip Generators
Item 9A 295
Existing Conditions – Collisions
12 Collision Severity Number of Collisions
Percent of Total
Collisions
Fatal Injury 1 2%
Severe Injury 2 5%
Visible Injury 7 16%
Complaint of Pain 3 7%
Property Damage Only 31 70%
Total Collisions 44 100%
Head-On
9%
Sideswipe
26%
Rear End
14%
Broadside
10%
Hit Object
21%
Vehicle/Pedestrian
10%
Other
10%
Head-On
Sideswipe
Rear End
Broadside
Hit Object
Vehicle/Pedestrian
Other
Item 9A 296
Existing Conditions – Collisions
7%
14%
5%
21%
10%
2%
2%
2%
2%
2%
10%
14%
7%
0% 5% 10% 15% 20% 25%
Automobile Right of Way
Driving or Bicycling Under the Influence of Alcohol or Drugs Following Too Closely
Improper Turning
Not Stated
Other Equipment
Other Than Driver
Pedestrian Right of Way
Pedestrian Violation
Traffic Signals and Signs
Unknown
Unsafe Speed
Unsafe Starting or Backing
Item 9A 297
Existing Conditions
Collisions
Item 9A 298
Relationship to other documents:
– City of Colfax Bikeway Master Plan (2003)
– Colfax Area Parks and Recreation Master Plan 2007-2022 (2007) – City of Colfax General Plan 2020 (1998)
• Circulation Element
• Community Design Element
• Housing Element Update (2021)
– Historic District Design Master Plan (2009)
– Placer County Local Hazard Mitigation Plan Update Annex B (2021) – Placer County Regional Transportation Plan 2040 (2019) – Placer County Regional Bikeway Plan (2018)
– Sacramento Region Trail Network Action Plan (2022)
– Caltrans District 3 Active Transportation Plan (2022) – Toward an Active California (2017)
Plans, Policies, Projects, and Programs
Item 9A 299
Plans, Policies, Projects, and
Programs
Projects:
• Tier Trail Study Corridor
• The Sacramento Region Trail Network Action Plan identifies Trail Study Corridors, which will highlight segments that are not currently included in a plan
• Community Development Building Grants (CDBG) Road
Rehabilitation Project
• Utilize funds to rehabilitate the pavement on the following existing roadways: Culver Street, Depot Street, Pleasant Street, Forest Hill Street, and Pine Street.
• Union Pacific
• Pedestrian improvements across Union Pacific railroad tracks to improve pedestrian safety and conditions for walking and bicycling Existing Programs:
• Bicycle Safety and Education (Placer County
Sheriff/California Highway Patrol)
Item 9A 300
♦ Education programs share information about
safety, benefits of active transportation, and
resources or facilities available in the
community. They should address people
bicycling, walking, and driving.
♦ Encouragement programs promote bicycling
and walking as fun, convenient, and enjoyable
modes of transportation and recreation.
♦ Evaluation programs monitor success through
counts, surveys, and data review to inform
adjustments or modifications to programs,
policies, and the built environment.
♦ Equity is a lens through which all programs
and infrastructure projects should be viewed to
ensure disadvantaged members of the
community have access to and benefit from the
City’s investments in active transportation.
What are Programs?
Item 9A 301
Advisory Group Meetings
February 13, 2023
The first Advisory Group (AG) meeting was held in-person at the City Hall on Main Street. The group members consisted of locals including residents, XX, XX. At the meeting, attendees reviewed maps and heard a presentation regarding existing conditions. The AG members expressed their concerns in various areas throughout the downtown area including routes to schools, routes to the community center, safe travels walking and bicycling from the hotels along South Auburn Street near Whitcomb Avenue into the Historic Business District and attracting and retaining visitors, tourists, and residents into the downtown area.
May 11, 2023
The second AG meeting was held in-person and included a small discussion around potential infrastructure improvements that could be implemented into downtown including pedestrian infrastructure improvements, bicycle infrastructure improvements, and placemaking improvements. The AG members also participated in a walk audit along Main Street. The participants took special notice of areas where there is additional space in the roadway, re-thinking the possibility of some existing “parklet” patios, and how people may want to travel into downtown, relax, eat, shop, and stay.
The AG members considered the walkability and bikeability of downtown and how people may wish to navigate by walking, bicycling, or rolling. They considered the speeds of cars, how they approach Main Street, what their trips tend to be for (school and work being the most common answer), and how people may walk or bicycle around downtown once they dismount the train. Comments included the following:
• A desire for places to pause or relax with shade, benches, and tables; specifically more benches and shade at Lot of Arts Park. Also considering a parklet or formalized patio space on Main Street in front of “Grandma C’s”
• ADA tripping hazards
• Students frequently walking or bicycling along Depot Street • Crossing at Depot Street and roadway re-configuration; Consider the art possibilities or more formalized pedestrian island or Main Street features (potentially a miniature plaza) at Depot Street • Re-thinking the placement of the gazebo, additional landscaping, and benches • SR 174 acts as a truck route detour for I-80
• Formalizing historic signals at the railroad
• Adding infrastructure treatments for bicyclists, pedestrians and traffic calming near the historic hotel – stamped concrete, high visibility striping, signage, push button signals, etc. at Grass Valley Street
• Signage indicating entering downtown at Grass Valley Street • Gateway signage indicating downtown at future trailhead on Railroad Street August 17, 2023
The third AG meeting was held on August 17, 2023, in-person at the City Hall. The purpose of this meeting was to discuss recommendations with the AG committee and garner feedback from the group to ensure the recommendations aligned with comments that had been provided. In general, there was support for the recommendations, though there was discussion surrounding an Arbor Park recommendation with a request to convert it to a two-way and expand the park next to the curb at the library.
Item 9A 302
December 6, 2023
The fourth AG meeting was held in-person on December 6th, 2023, at the City Hall. The purpose of this meeting was to review the draft plan and gather feedback prior to the last community engagement event. AG members brought several edits forward, including edits to location names on map figures and a request for a disclaimer that location alternatives may be considered when choosing to install a Colfax Downtown gateway. The group discussed next steps for implementing lower complexity projects and how to continue community engagement throughout the grant writing process. The AG members were encouraged to assist in grant writing to supplement work done by City staff.
Item 9A 303
Figure 9 Advisory Meeting 2 Sign in Sheet
Item 9A 304
Figure 10 Advisory Group 2 – Participants Gathering on Grass Valley Street near Railroad Tracks
Figure 11 Advisory Group 2 – Image of Flag Pole on Grass Valley Street Item 9A 305
Figure 12 Advisory Group 2 – Image of Parking Lot near Main Street and Depot Street Intersection
Item 9A 306
Figure 13 Advisory Group 2 – Participants Gathering at Colfax Railroad Junction Building on Main Street
Figure 14 Advisory Group 2 -- Advisory Group 2 – Participants Gathering at Colfax Railroad Junction Building on Main Street
Item 9A 307
City of Colfax Downtown Connectivity
and Main Street Improvement Plan
Advisory Group Meeting #3
August 17, 2023
Time: 5:00-7:00 pm (Pacific Time)
In-Person: 33 S. Main Street, Colfax
A conference number is available upon request
Objective: Review preliminary recommendations for feedback. Advisory group members will be asked to provide guidance on recommendations that will be included in the development of the draft plan.
15 Min: Welcome & Introductions
● Introductions (City - TBD)
● As necessary for new members - About the project (TBD) ● Meeting objective & feedback desired during this advisory group meeting Remaining Time: Present Preliminary Recommendations for Feedback (GHD - TBD) ● Presentation
○ Feedback from advisory group members
Item 9A 308
Welcome
Summer Lopez
Senior Active Transportation Planner
City of Colfax
Downtown Connectivity and
Main Street Improvement Plan
Item 9A 309
• Identifies and develops concepts
for a revitalized downtown Colfax
• Baseline understanding and
supporting policies and programs
• Focused, achievable action plan
for improvements to bicycling and
walking facilities
About the Plan
2 Item 9A 310
Study Area
Existing Conditions
Item 9A 311
Existing Conditions
Collisions
Collision Hotspots
• South Auburn Street and along Grass Valley Street
• Exit at 174 and South Auburn
• Central Street
• East Oak Street
• North Main and 174
• Whitcomb and South Auburn Street
Item 9A 312
Bicycle Facilities
Existing Conditions
Bicycle Facilities
• Grass Valley Street, from Rising Sun Road to Auburn
Street. (Class II)
• West Church Street from Rising Sun Road to Main
Street (Class II).
• N. Main Street, from SR-174 to Grass Valley Street
(Class III)
• West Church Street from Rising Sun Road to Tokayana
Way (Class IV)
• South Auburn Street from the roundabout to 951
South Auburn Street (Class II)
• Tokayana Way from Rising Sun Road to the City limit
(Class II)
Item 9A 313
Existing Conditions
Pedestrian Facilities
Pedestrian Facilities
• Sidewalks, Crosswalks, and Curb Ramps
• Grass Valley Street, Main Street, School Street,
Railroad Street, Depot Street, Keeland Street,
Church Street and Culver Street
Item 9A 314
Existing Conditions
Trip Generators
Item 9A 315
Existing
Conditions –
Connectivity
8 Item 9A 316
What did we hear?
• Better connections into downtown (especially
from Colfax Mall area)
• Clearer and more effective wayfinding
• Safer connections and pathways for
pedestrians
• Better flow of traffic throughout downtown
• More spaces for people to gather
• More amenities (benches, shade, art
landscaping, destinations for youth, etc.)
• More events in downtown
Public Outreach
9 Item 9A 317
• Economic Development
• Tourism and destinations
• Bicycle Facility Recommendations
• Connections for bicyclists from
Whitcomb to Main Street
• Safer bicycling facilities
• Pedestrian Facility
Recommendations
• ADA accessibility/Curb ramps
• Sidewalks
• Trail
• Crosswalks
• Plaza
• Connectivity Recommendations
• Wayfinding
• Arched Gateway
Recommendations • Motor Vehicle Traffic Safety
Recommendations
• Surface treatments
• Traffic flow on Main Street
• Amenities and Other
Recommendations
• Park enhancements
• Shading
• Landscaping
• Art
• Historic Preservation
• Emerging Technology
Recommendations
• EV Charging and locations
• Broadband
• Non-Infrastructure
Recommendations
• Education and Encouragement
• Safe Routes to School
Item 9A 318
Relationship to other documents:
– City of Colfax Bikeway Master Plan (2003)
– Colfax Area Parks and Recreation Master Plan 2007-2022 (2007) – City of Colfax General Plan 2020 (1998)
• Circulation Element
• Community Design Element
• Housing Element Update (2021)
– Historic District Design Master Plan (2009)
– Placer County Local Hazard Mitigation Plan Update Annex B (2021) – Placer County Regional Transportation Plan 2040 (2019) – Placer County Regional Bikeway Plan (2018)
– Sacramento Region Trail Network Action Plan (2022)
– Caltrans District 3 Active Transportation Plan (2022) – Toward an Active California (2017)
Plans, Policies, Projects, and Programs
Item 9A 319
Plans, Policies, Projects, and
Programs
Projects:
• Tier Trail Study Corridor
• The Sacramento Region Trail Network Action Plan identifies Trail Study Corridors, which will highlight segments that are not currently included in a plan
• Community Development Building Grants (CDBG) Road
Rehabilitation Project
• Utilize funds to rehabilitate the pavement on the following existing roadways: Culver Street, Depot Street, Pleasant Street, Forest Hill Street, and Pine Street.
• Union Pacific
• Pedestrian improvements across Union Pacific railroad tracks to improve pedestrian safety and conditions for walking and bicycling Existing Programs:
• Bicycle Safety and Education (Placer County
Sheriff/California Highway Patrol)
Item 9A 320
Workshops and Stakeholder Meetings
June 7, 2023
On June 7th, the project team meet virtually with the City’s emergency services (ES). The ES staff discussed their priorities around safety for the roadways. They mentioned that any changes to the roadways should consider ES vehicles and clearances and that streets be updated with new asphalt to make it easier to drive. Safety issues were discussed, specifically around lighting, concerns with where people sit, stand, or spend time. They noted that creating spaces for people that are more logical and safer for spending time would improve this (shade, benches, pedestrian gathering space, plazas, etc.).
Item 9A 321
City of Colfax Downtown
Connectivity
and Main Street
Improvement Plan
June 7, 2023
civicwell.org
Figure 15 Emergency Provider Presentation
Item 9A 322
● Engage residents, especially those who do not typically participate in City decision-making and planning processes.
● Improve multimodal access to amenities and destinations in the downtown area - including wayfinding connectivity from I-80/SR 174 to downtown.
Project Goals & Objectives
civicwell.org | 2
Item 9A 323
Project Goals & Objectives… continued
civicwell.org | 3
● Identify transportation and connectivity challenges for residents and visitors and that impact business performance and development opportunities.
● Identify opportunities for application of green street concepts, such as trees, storm water planters, swales and other bio-retention areas, drought-tolerant landscaping, and permeable pavement.
Item 9A 324
Broad Approach to Project
and Timeline
● Webpage: http://www.mainstreetcolfax.com
● Advisory Group Meetings (3): April 2023 & Fall 2023
● Distribution of Printed and Digital Outreach Materials ● Community Planning Events
o Kick-off Community Planning Workshop
o Walkability and/or Bicycling Assessments
o Focus Group Meetings
o Open Studio pop-ups
● Unveiling of Full Draft Concepts
o Community Workshop
o Online Survey
civicwell.org | 4
Item 9A 325
civicwell.org | 5
● Engage residents, especially those who do not typically participate in City decision-making and planning processes.
● Improve multimodal access to amenities and destinations in the downtown area - including wayfinding connectivity from I-80/SR 174 to downtown.
Project Goals & Objectives
Item 9A 326
civicwell.org | 6
Review Project Area Map
Item 9A 327
civicwell.org | 7
Review Bicycle &
Pedestrian Treatments
Item 9A 328
civicwell.org | 8
Questions for Feedback
Item 9A 329
Review features in project area for feedback:
Mini loop at Arbor Park on Main St. south of City
Hall and Water Cannon at Main St/ and Depot St.
What do you think of the existing roadway
configuration?
civicwell.org | 9
Item 9A 330
Review treatment examples of walking and biking
improvements:
What do you think of these improvements if we
considered them along Main Street?
Elsewhere in the project area?
civicwell.org | 10
Item 9A 331
Review project area map:
What issues/concerns/ideas do you have utilizing
roads for emergency services in the project area?
Also consider railroad crossings, schools
ingress/egress, 174 and other truck routes
civicwell.org | 11
Item 9A 332
Thank you!
Cayla McDonell-Encina, AICP, MURP
Senior Project Manager, CivicWell
[email protected]
civicwell.org | 12
Item 9A 333
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Item 9A 334
City of Colfax Council Committee Assignments
Staff Report January 24, 2024
Staff Report to City Council
FOR THE JANUARY 24, 2024 REGULAR CITY COUNCIL MEETING
From: Ron Walker, City Manager
Prepared by: Mike Luken, Interim City Manager
Subject: Council Committee Assignments
Budget Impact Overview:
N/A: √ Funded: Un-funded: Amount: Fund(s):
Summary/Background
Each year the Mayor recommends assignments for Council Members, staff or the public to serve on the boards of local agencies, advisory boards, and committees within the surrounding area. Generally, Council Members request their assignments and develop expertise to represent the city to improve resources or influence within the region.
While most appointments provide no compensation, six of the nominations provide a stipend of $100 per meeting.
The Fair Political Practices Commission (FPPC) regulation 18702.5 permits a Councilmember to participate in discussion and voting on his or her appointment to a compensated position on a board or commission so long as the City discloses specific information on the City’s website using the FPPC Form 806. FPPC Form 806 is used to report compensation for membership on committees, boards or commissions of a public agency, special district, or joint powers agency.
The Form 806 was completed and posted on the City’s website on January 10, 2024, with the tentative appointments listed. As a result, there is no need for any Councilmember to abstain from any vote for the listed appointments.
A brief description of each board and its impact on the city is attached. The Mayor’s recommendations for this year’s appointments of Council Members to the Commissions, Boards, and Committees are attached.
Attachments:
1. Mayor’s 2024 Council Committee Assignments
2. Committee Descriptions
3. FPPC Form 806
RECOMMENDED ACTION: Approve City Council Committee Assignments for 2024; and tentative Form 806.
Item 9A 335
Placer County Economic
Development Board (PCEDB)
Kim Douglass
Alt: Larry Hillberg
11:30AM 3rd Thursday
4x/yr
Jan/Apr/July/Sept
Weimar, Applegate,
Colfax/Municipal Advisory Council
(WAC/MAC)
Larry Hillberg
Alt: Kim Douglass
6:00PM
3rd Wednesday every other
month -
Jan/Mar/ay/July/Sept/Nov
External Board/Committee Colfax Representative Meeting Information Placer Mosquito & Vector Control
District (PMVCD)
Will Stockwin
Alt. Larry Hillberg
4:30PM
3rd Monday / Every Month
Project Go Kim Douglass Alt. Sean Lomen 5:30PM 3rd Thursday Sacramento Area Council of
Governments (SACOG)
Board of Directors
Trinity Burruss
Alt: Caroline
McCully
9:30AM
3rd Thursday
Placer County Air Pollution Control
District (PCAPCD)
Trinity Burruss
Alt: Kim Douglass
2:30PM
2nd Thursday 6x/yr
Solid Waste Task Force Staff Position TBD Alt: Sean Lomen 9:00AM 1st Thursday 4x/yr Feb/May/Aug/Nov Placer Sierra Fire Safe Council Sean Lomen Alt: Kim Douglass 6:00PM 4th Thursday / Every Month Placer County Transportation
Planning Agency (PCTPA)
Trinity Burruss
Alt: Sean Lomen
9:00AM
4th Wednesday / Every
Month
Local Agency Formation
Commission Trinity Burruss
4:00PM
2nd Wednesday / Every
Month
Placer County Selection Committee Mayor Yearly
League of California Cities
Sacramento Valley Division Liaison
Kim Douglass
Alt: Sean Lomen
1st Meeting March 31, 2023
in person in Colusa 4x/yr
Additional Meetings TBD
External Board/Committee
(Continued)
Colfax
Representative Meeting Information
Kim Douglass
Meeting Location Reimbursement/ Stipend
Auburn City Hall, 1225 Lincoln Way
Room 10 and via ZOOM No Stipend
2021 Opportunity Dr Roseville $100 Stipend
801 Vernon St Roseville No Stipend
BOS Chambers
175 Fulweiler Ave Auburn $100 Stipend
Colfax City Hall No Stipend
Currently Zoom / then 1415 L. Street,
Suite 300 Sacramento $100 Stipend
BOS Chambers
175 Fulweiler Ave Auburn $100 Stipend
Meeting Location Reimbursement/ Stipend
No Stipend
No Stipend
BOS Chambers
175 Fulweiler Ave Auburn $100 Stipend
CRDC Cypress Room, 2091 County
Center Dr, Suite 170, Auburn No Stipend
City of Colfax
Council Chambers
Location TBD
No Stipend
2024 Committee Assignment List2024 Committee Assignment List
PROPOSED
Item 9A
336
Shady Glen Sewer Integration
Project
Trinity Burruss
Caroline McCully As Needed To Be Determined TBD
Revitalization of Historic Downtown
Colfax Ad Hoc Committee
Sean Lomen
Larry Hillberg
As Needed To Be Determined
TBD
Private Development Service Fees
Ad Hoc Committee
Trinity Burruss
Kim Douglass Once per month To Be Determined TBD
City Manager Ad Hoc Committee Trinity Burruss Kim Douglass As Needed To Be Determined TBD As Needed
Colfax Schools Liaison Trinity Burruss Alt: Sean Lomen
Pioneer Community Energy Sean Lomen Alt: Kim Douglass 3:00PM 3rd Thursday Bianchini Advisory Board Alt: Caroline
McCully
Sierra Vista Community Center
Liaison
Larry Hillberg
Alt: Sean Lomen
6:00pm
3rd Wednesday
Council Policy Ad hoc Caroline McCully Trinity Burruss As Needed Colfax Skate Park Sean Lomen Caroline McCully As Needed Emergency Services Trinity Burruss Sean Lomen
As Needed
Internal Board/Committee Colfax Representative Meeting Information Colfax Bike Park Kim Douglass Open As Needed
Placer County Flood Control and
Water Conservation District
(Board of Directors)
Sean Lomen
Alt: Caroline
McCully
2nd Monday Monthly
4:00pm
Placer Regional Homelessness
Action Plan Ad hoc Sean Lomen Kim Douglass
To Be Determined
No Stipend
To Be Determined No Stipend
Meeting Location Reimbursement/ Stipend
To Be Determined No StipendTo Be Determined No Stipend
2510 Warren Drive, Suite B Rocklin, CA
95677
No Stipend
Rocklin City Council Chambers
390 Rocklin Rd. $100 Stipend
No Stipend
Community Center No Stipend
No Stipend
Youth Commission Selection
Committee
Larry Hillberg
Kim Douglass
2-Elementary
Teachers
2-High School
Teachers TBD City Hall, Colfax Elementary, Colfax High School No Stipend
Colfax Youth Commission
5 Students (3-High
Schoolers, 2 SixthEigth Graders) Once per month Colfax Elementary School TBD
PROPOSED
Item 9A
337
Optional
Placer Regional Homelessness
Action Plan Ad hoc Required
Placer County is seeking to make homelessness rare, brief, and non-recurring by supporting our unhoused community members in a coordinated system of care as they work towards selfsustaining futures.
Placer County Flood Control and
Water Conservation District
(Board of Directors)
Required The Board oversees the Placer County District in addressing flood control, drainage, and storm water management issues arising with development growth occurring in the region.
Colfax Skate Park Required Meets with City Manager to discuss ongoing development.
Emergency Services Ad hoc Required Is needed to negotiate contracts for the City's Emergency Services and Insurance rates.
Pioneer Community Energy Required
Pioneer was established to provide electricity at lower rates than other providers. The board consists of elected representatives from the County and 5 Cities. https://pioneercommunityenergy.ca.gov/about-us/
Colfax Bike Park Required Meets with City Manager to discuss potential development.
Colfax Schools Liaison Optional
Committee Assignment Descriptions
League of California Cities
Sacramento Valley Division
Liaison
Optional
City Council created this position to ensure at least one Councilmember is tasked with fostering communication between Council and the two local schools.
Placer County Selection
Committee Required
Bianchini Advisory Board Required
Sierra Vista Community Center
Liaison Optional
Committee Required/
Optional Description
Placer Sierra Fire Safe Council
City of Colfax Council Chambers Optional
The League is an association of city officials for training, information exchange, and combining of resources to influence State policy decisions that affect cities. The Sacramento Valley Division is a regional component of the League that insures Northern California cities have a voice in state policies. https://www.cacities.org/ Carl Bianchini endowed the community a sizeable trust to be used for youth and senior programs. The Bianchini Advisory Board was created to oversee appropriations of the fund to the Sierra Vista Community Center.
Sierra Vista Community Center Liaison is ideally a different person than the Bianchini representative. The liaison attends Sierra Vista Community Center board meetings and reports information back to Council.
The Fire Safe Council evaluates fire threat, assures firefighting resources are available, develops a Community Fire Safe Plan and supports efforts for wild land and community fire management. https://www.placer.ca.gov/bos/committees-and-commissions/placer-sierra-firesafe-council The Selection Committee consists of the Mayor of the seven Cities within Placer County. The Committee meets to appoint and confirm members of various boards and commissions within the County.
WACMAC is an advisory board of area volunteers which advises the Supervisor on matters of concern related to the area outside City limits. The City Councilmember serves as a Liaison between WACMAC and the Council.
Weimar, Applegate, Colfax/
Municipal Advisory Council
(WAC/MAC)
Item 9A 338
Sacramento Area Council of
Governments (SACOG) Board of
Directors
Required
Association of local governments in the 6 county Sacramento region. Provides transportation planning and funding for the region, and serves as a forum for study and resolution of regional issues - affordable housing, clean air, bicycle networks, etc.
Placer County Air Pollution
Control District (PCAPCD) Required
The District regulates and seeks reduction in air pollutant emissions; partners with local municipalities to develop and support emission reduction strategies; and leverages district and local funding with state and federal monies.
Placer County Mosquito and
Vector Control District (PMVCD) Required The District controls vector populations to reduce their impact upon public health through public education, surveillance and control.
Project Go Optional Project Go is a non-profit organization which helps low to moderate income community members with energy needs.
Placer County Transportation
Planning Agency (PCTPA) Required
PCTPA makes decisions about the regional transportation system in Placer County. The agency develops plans and strategies to make the best use of state and federal transportation funds.
Placer County Economic
Development Board (PCEDB) Optional
Members of the board area responsible for brining economic development information back to the governments and organizations they represent to ensure there is a united effort to attract new jobs to the County.
Local Agency Formation
Commission (LAFCO) Required
LAFCO is a state mandated independent regulator body whose role is to encourage orderly formation of local governmental agencies, preserve agricultural and open space resources and discourage urban sprawl. LAFCO oversees City boundaries.
Solid Waste Task Force Required Is needed to negotiate rates for the City's solid waste collection as well as oversee services to the community.
Item 9A 339
Item 9B
Item 9A
340
Item 9B
Item 9A
341
Item 9B
Item 9A
342