City Council
Report
City Council Meeting: April 25, 2017
Agenda Item: 8.A
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To: Mayor and City Council
From: David Martin, Director, City Planning
Subject: Design approval for the Lincoln Neighborhood Corridor Plan Streetscape Recommended Action
Staff recommends that City Council approve the final streetscape and transportation concept for the Lincoln Neighborhood Corridor Plan.
Executive Summary
Since successfully taking over responsibility for Lincoln Boulevard from Caltrans in 2012, the City of Santa Monica has worked with local residents and businesses to improve one of our community’s most important but neglected transportation and business corridors.
The Lincoln Neighborhood Corridor Plan (the “LiNC”) consists of two main components:
enhancing the physical environment and pedestrian safety through streetscape improvements and supporting the aesthetic transformation of the corridor by incentivizing the remodel of existing businesses. The project has reached a milestone with the completion of the final design concept for the streetscape and transportation proposal. This report provides information on the streetscape design effort, and summarizes the various design components and programmatic changes that will be implemented over time. Council is being asked to approve the LiNC streetscape design and transportation concept now prior to the completion of the project’s business improvement measures, which are being developed on a separate timeline.
The proposed streetscape and transportation enhancements would fulfill the Land Use and Circulation Element’s (LUCE) policy direction to transition the busy commuting corridor of Lincoln Boulevard into a pedestrian-oriented environment. Work on the streetscape and transportation concept has spanned several years, and has identified opportunities for new crosswalks, landscaped medians and pedestrian refuges, pedestrian lighting, bicycle connectors and many other elements. Importantly, the LiNC has integrated a peak commute-hour dedicated bus lane into the right-of-way (with no net impact to vehicle flow) as a means to support Lincoln’s role as a transit priority corridor and to increase transit ridership.
Recent work on the streetscape and transportation concept has involved identifying a realistic phasing program for implementation that takes into account a variety of factors such as construction costs, available funding sources, pedestrian and bicycle crash data, emergency vehicle access and alignment of project purpose with the City’s strategic initiatives. Two phases of work have been identified. 2 of 19
At its February 15, 2017 meeting, the Planning Commission unanimously recommended approval of the LiNC streetscape and transportation plan.
Background
The project area is located within three neighborhoods along 17 blocks of Lincoln Boulevard from the I-10 Freeway (including the bridge overpass) to Ozone Avenue, approximately 1.25 miles long. The project boundaries include the vehicular right-ofway, as well as the public sidewalk and the ground floor of the buildings that front Lincoln Blvd.
Caltrans relinquished Lincoln Boulevard to the City of Santa Monica in 2012, which stimulated public and private interests in addressing deferred maintenance issues and in fulfilling the vision of the LUCE for a more walkable and aesthetically pleasing corridor. In 2013, the Public Works Department and Traffic Engineering Division conducted a street resurfacing and striping project that improved vehicular operations and laid the groundwork for future transit efficiency by modifying right-of-way striping to accommodate potential dedicated bus lanes. The resurfacing project improved the visual condition of Lincoln Boulevard, but left more substantive streetscape modifications (such as medians or crosswalks), policy recommendations and other enhancements to be resolved by the Lincoln Neighborhood Corridor Plan.
On June 10, 2014 (ATTACHEMNT G) the City Council authorized the City Manager to negotiate and execute a contract (CCS #9651) with Community Design and Architecture (CD+A) to prepare a detailed streetscape and transportation concept for Lincoln Boulevard between the I-10 Freeway and the City limits at Ozone Avenue. The Council Ocean Park Blvd.
Ocean Park
Sunset Park Pico
LINCOLN BOULEVARD
Pico Blvd.
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later authorized an amendment to this contract on July 28, 2016 to provide additional design development to address emergency access concerns from the Fire Department.
Streetscape Plan Development
Beginning in August 2014, an interdepartmental team led by Planning and Community Development began work on the LiNC to develop streetscape, transportation and business improvement concepts. Leveraging relationships with neighborhood leaders and members of the Lincoln Boulevard Taskforce, the planning team conducted extensive outreach to address key concerns and develop consensus on a preferred streetscape alternative. Outreach activities included two community workshops, dozens of one-on-one and group stakeholder meetings, focus groups with local businesses, and an online presence that included social media and civic engagement platforms.
Since August 2014, staff has presented LiNC concepts to the Planning Commission, City Council and other boards and commissions to further refine streetscape and transportation enhancements. Feedback was used to direct resources to specific issues that warranted additional research and investigation. Staff met with the Planning Commission on three occasions: 1) on October 1, 2014 (ATTACHMENT H) to introduce the project and obtain directional guidance, 2) on September 2, 2015 (ATTACHMENT I) to solicit input about emerging plan elements and obtain direction on key policy questions that had surfaced during concept development, and 3) on February 15, 2017 (ATTACHMENT J) to finalize the streetscape concept and take action on a unanimous recommendation for approval. Staff presented the LiNC project to the City Council on one occasion on November 24, 2015 (ATTACHEMNT K). At subsequent public meetings before the Recreation and Parks Commission, Architectural Review Board and in community workshops, staff received additional guidance, and interdepartmental team members helped the project team refine design criteria and implementation options that informed the final concepts presented in this staff report.
Public Participation and Community Outreach
In collaboration with multi-departmental staff, the project team has worked with a wide range of constituents to develop streetscape, transportation and business improvement concepts. Neighborhood leaders communicate frequently with staff through the Lincoln Boulevard Taskforce, which includes representation from the Ocean Park, Sunset Park 4 of 19
and Pico neighborhoods, as well as from the Santa Monica Malibu Unified School District. The outreach effort has involved many different forms of outreach in which participants have explored the range of issues, concerns and ideas surrounding the Boulevard, and have worked with staff to develop a preferred alternative. Outreach has involved two well-attended community workshops, stakeholder interviews and focus groups, regular meetings with the resident-led Lincoln Boulevard Taskforce, and technology and social media platforms. A separate effort to work with Boulevard businesses on any perceived impacts from the proposed commute-hour dedicated bus lane has also been conducted and is described in more detail later in this report.
Discussion
The final streetscape and transportation design incorporates elements that have been identified by the community as important to connectivity and livability. Additional design criteria have been established by various City departments who provide emergency or maintenance services. Concepts have also been aligned with federal and state guidance on roadway design, and the landscaping proposal acknowledges California’s historic drought.
During the design process, each block has been individually analyzed for opportunities to accommodate the features that are desired by the community, and which support the goals of the project. The final streetscape plan incorporates a balanced mix of new features that result in a better performing, enhanced streetscape and transportation environment for vehicles, transit, pedestrians and bicycles. None of the streetscape elements being proposed results in the loss of a travel lane for vehicles. The improvements are intended to make movement for all users and modes more predictable by providing safe places for pedestrians to cross the street, identify areas for bicycles to maneuver, accommodate transit, and organize vehicle flow. The following are brief descriptions of the design features incorporated into the final design.
Lincoln Boulevard Streetscape and Transportation Design Features (ATTACHMENT A):
New peak commute-hour 12-foot wide dedicated Bus Lanes New landscaped center medians, 10 feet average width, various lengths 5 of 19
3 new crosswalks with pedestrian-actuated safety signals across Lincoln Boulevard located at Grant, Pine, and Wilson/Pier Streets 4 enhanced crosswalks that integrate new pedestrian refuges at Olympic, Pearl, Hill and Ashland
New crosswalk striping at 20 locations on side streets ADA compliant dual-directional curb ramps at 90 locations along the boulevard 125 new pedestrian lights spaced at 75 foot average intervals 13 new curb-extensions and bulb-outs at strategically located side streets and in certain areas on Lincoln Blvd. north of Pico Blvd.
2 new bicycle connection improvements at Ashland and Pearl 48 new street trees in existing and/or future parkways and potentially in medians 32 bioswales for stormwater runoff
New bike racks, benches and trash receptacles
Eliminated unused curb-cuts and revised curb ramps
Wayfinding signage and markers
The primary objectives of the LiNC streetscape are to guide the transition of Lincoln Boulevard into a pedestrian-friendly environment and to improve transportation conditions for vehicles, transit and bicycles. These objectives are helpful in distilling the many components of the project into a logical implementation sequence and funding rationale. A careful review of the corridor concept was undertaken to determine which elements would: 1) provide highly visible and effective improvements to existing conditions for pedestrians, vehicles, transit and bicycles; 2) be implemented in the short-term; 3) balance cost with benefit; 4) be cost-competitive against competing projects; 5) require the least amount of disruption to traffic flow and to the local business environment, and 6) address locations where crash data identified the need for additional attention. Out of this analysis emerged two implementation phases:
Phase 1 involves a discrete set of streetscape elements that target “connections.” The estimated cost for Phase 1 improvements is approximately $2.9 million and could be fully implemented by the end of 2018 if appropriate approvals, funding resources and processing timelines are pursued efficiently.
For a list of Phase 1 improvements, please see ATTACHMENT B. 6 of 19
Phase 2 includes a package of costlier upgrades and more intense construction activities that would fully complete the streetscape proposal. The estimated cost for Phase 2 improvements is estimated to exceed $10 million, and may take several years, if not more, to accumulate funding through grants and internal funding resources prior to full implementation.
LINCOLN NEIGHBORHOOD CORRIDOR PLAN PHASING
RECOMMENDATION
PHASE 1 PHASE 2
STREETSCAPE ELEMENTS
3 new crosswalks with pedestrian-actuated safety signals across Lincoln Boulevard located at Grant, Pine, and Wilson/Pier Streets
✓
4 enhanced crosswalks that integrate new pedestrian refuges at Olympic, Pearl, Hill and Ashland
✓
New landscaped center medians, 10 feet average width, various lengths
✓ ✓
New crosswalk striping at 20 locations on side streets ✓ 13 new curb-extensions and bulb-outs at strategically located side streets and in certain areas on Lincoln Blvd. north of Pico Blvd.
✓
48 new street trees in existing and/or future parkways and potentially in medians
✓ ✓
32 bioswales for stormwater runoff ✓
125 new pedestrian lights spaced at 75 foot average intervals ✓ Eliminated unused curb-cuts and revised curb ramps ✓ ✓
ADA compliant dual-directional curb ramps at 90 locations along the boulevard
✓ ✓
Wayfinding Signage and Markers ✓ ✓
TRANS. NETWORK
New Peak Hour Directional 12-foot wide Dedicated Bus Lanes ✓ 2 new bicycle connection improvements at Ashland and Pearl ✓ New bike racks, benches and trash receptacles ✓ ✓
Peak Hour Directional 12-foot Dedicated Bus Lanes (Phase 1) Based on in-depth analysis on the applicability and benefits transportation enhancements, such as dedicated bus lanes on Lincoln Boulevard, staff recommends 7 of 19
that the peak commute-hour dedicated bus lane lead the implementation of Phase 1.
This network enhancement includes:
Peak Hour conversion of 12-foot parking lane to directional bus-only lane Activation: Northbound 7-10AM, Southbound 4-7PM
Curbside lane configuration to accommodate existing BBB vehicles Travel time savings of approximately 10 minutes within Santa Monica in each direction
Potential travel time savings of 25+ minutes if extended to the Green Line Station The implementation of the dedicated bus lane does not require the same intensity of physical intervention that other Phase 1 components necessitate. Construction of the dedicated bus lane is limited to the application of a solid stripe in the roadway to define the lane, and the installation of signage prohibiting parking or vehicles to use the lane during operations. Staff has successfully secured full funding for the bus lanes implementation, which could be delivered as early as summer 2017.
Outreach on the Bus Lane
In early spring 2017, staff from PCD and BBB collaborated on a distinct outreach campaign to Boulevard businesses regarding the commute-hour dedicated bus lane.
The purpose of this targeted one-on-one outreach was to provide businesses with the opportunity to offer additional feedback outside of the workshops, stakeholder and focus groups and online participation platforms that have been addressing Boulevard issues publically for the past two years. Working in teams, staff individually visited all of the Boulevard’s 128 businesses and spent time discussing the larger project, as well as the perceived impacts of the bus lane during its proposed operational hours. A dedicated GO feedback portal was opened to receive comments from the web, and staff distributed their phone numbers for follow-up. The following is the result of the 8 of 19
outreach:
87% of businesses are either supportive, indifferent or non-responsive on the subject of the commute-hour dedicated bus lane
4% of businesses have a concern about the bus lane or the project as a whole 9% of businesses oppose the commute-hour dedicated bus lane Interdepartmental staff is working with the small percentage of businesses who have expressed a concern to identify solutions that limit potential impacts. A complete description of the outreach process and individual businesses who expressed concerns is provided in ATTACHMENT F.
Three New Crosswalks (Phase 1)
To promote east/west connectivity, three new crosswalks are proposed at Grant, Pine and Pier Streets, which will also aid in further unifying the relationship between neighborhoods, and reducing the divisiveness of Lincoln Boulevard. The addition of these three new crosswalks located at un-signalized intersections creates a consistent and predictable crossing pattern, approximately 600 feet (or two blocks) between crossing opportunities. Crosswalks will be accompanied by rectangular rapid flashing beacon (RRFB) signalization devices to alert drivers to the presence of a pedestrian.
These proposed new crosswalks are activated by the crossing pedestrian, and do not have an impact to traffic operations.
Staff analyzed ten years of crash data to finalize the locations for new crosswalks (ATTACHMENT C) between the years 2005-2015. During that time, a total of 660 9 of 19
crashes involving pedestrians or cyclists have been recorded on Lincoln Boulevard, including 5 fatalities. T
All new crosswalks will also be enhanced with landscaped medians in order to provide pedestrian refuges for safe harbor after crossing one direction of traffic, and before taking on the next.
Four Conversions of Existing to Enhanced Crosswalks (Phase 1) Data has confirmed that past upgrades to Lincoln Boulevard’s existing crosswalks have reduced the prevalence of conflicts at many major intersections, but further potential improvements have been identified through the LiNC process. Improvements to crossing conditions at Olympic, Pearl, Hill and Ashland are proposed in the form of new landscaped medians that are integrated into the crosswalk. Identical to the approach for the new crosswalks, these enhancements would create refuge areas for crossing pedestrians, and in some instances, such as at Hill Street, would be accompanied by additional safety and lighting devices.
Landscaped Medians (Phases 1 and 2)
Overall, approximately 2000 linear feet of landscaped center medians would be provided along the Boulevard in select locations to green the Boulevard and to improve the flow and organization of traffic. A modicum of landscaping that is drought tolerant and adheres to Fire and Police criteria for visibility is recommended. Trees are not viable in the medians south of Pico Boulevard due to the presence of major utilities beneath the roadway, but medians north of Pico Boulevard could accommodate some trees.
Staff recommends phasing in the medians over time, focusing first on adding medians and refuges at crosswalk locations, then later filling in larger stretches of the Boulevard after a period of observation. Phase 1 implementation proposes the installation of roughly 700 linear feet of medians adjacent to new and enhanced crosswalks, which constitutes about 30% of the full median scheme outlined in the Streetscape plan. A subsequent phase of work would involve the build-out of the remaining 70% of medians, which would provide substantial traffic flow control in addition to the landscaping. Staff recommends that the City evaluate how the Phase 1 medians affect emergency access for at least a two-year period prior to wholesale implementation of corridor-wide medians.
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Side Street Crosswalk Striping and ADA Compatible Curb Ramps (Phases 1 and 2) To improve Boulevard access for people of all mobility levels, and to provide a visible space in the right of way for non-motorized crossings, crosswalk enhancements are proposed at every un-signalized intersection and side-street within the project area. This includes continental crosswalk striping (i.e. zebra-striped pattern) from curb to curb in 20 locations, as well as rebuilt curb ramps for ADA compliance at 90 locations (52 are included in Phase 1).
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Curb Extensions and Bulb-Outs (Phase 1)
To promote pedestrian activity, greening of the Boulevard and neighborhood unity, Phase 1 contemplates the construction of all 13 of the curb extensions identified in the full corridor plan. The street design includes the use of curb extensions and bulb-outs at select locations within the project area to enhance connectivity, landscaping and potential stormwater capture. Opportunities to locate public art have also been identified in several of these locations.
Bicycle Connection Improvements (Phase 1)
Improved bicycle connections are proposed at Pearl and Ashland, which serve as crossover routes for cyclists moving along the established bikeways of 7th Street (west of Lincoln) and 11th (east of Lincoln).
Pearl Connector
Signage and markings are a recommended addition on the west side of Lincoln to provide visibility for cyclists utilizing the existing bike network of ”sharrows” on Strand, Kensington and 7th Street to form a couplet where eastbound movements would use Kensington and additional “Keep Clear” markings across Lincoln would assist with crossing the Boulevard. A new bike box is proposed to be painted on the westbound approach.
Ashland Connector
Similar to the configuration at Pearl, a couplet is proposed which would use 7th Street, Raymond and Ashland. “Sharrows” are proposed on the west side of Lincoln on 7th Street northbound only and Raymond eastbound only. Signage would be added at the intersections of 7th and Ashland, 7th and Raymond, and then Lincoln/Strand to help formalize the couplet concept.
Additional Bicycle Improvements
The proposed striping for a commute-hour bus lane will provide a 12-foot space adjacent to the curb. During morning/evening commute hours, this space will function as a dedicated bus facility, and prominent signage will prohibit motorists and cyclists from traveling in this space during those hours. However, when not in operation as a bus lane, this space will provide 5 feet of additional roadway space between parked cars and the number 1 travel lane for cyclists. This will allow those who choose to ride on Lincoln more biking space, although not in a designated bicycle facility. 13 of 19
New Street Trees (Phases 1 and 2)
There is an opportunity to plant 48 new trees along the project area in sidewalk locations along the Boulevard, and in select medians north of Pico Boulevard. In accordance with the proposed Phase 1 improvements, 24 new trees are scheduled to be planted within the next year either in existing vacant tree wells, or in new parkway areas that are incorporated into the design. Staff worked extensively with the City’s Urban Forester and Urban Forest Task Force to identify four new tree species that will be used to complement the street’s existing tree inventory and help achieve the Urban Forest Master Plan’s objectives for species diversity. Going forward, as existing trees reach the end of their natural lives, they will be replaced with the four species shown in ATTACHMENT A.
Pedestrian Lighting (Phase 2)
The full LiNC streetscape proposes the installation of 117 pedestrian lights and 8 pedestrian safety light poles. Standing at 13-17 feet high, these top-shielded LED lighting poles would be spaced approximately 75 feet apart to supplement the existing auto-oriented light standards. The addition of pedestrian lights to the boulevard requires an upgrade of the electrical network to allow for LED multiple-series connections. The cost of the pedestrian lights and associated electrical work exceeds $3.5 million, which presents a financial barrier at this moment in time. Staff will seek funding for the lights, which may be addressed through an upcoming Metro Call for Projects, or the Highway Safety Improvement Program.
Stormwater Infiltration (Phase 2)
It is the intent of the Lincoln Neighborhood Corridor plan to apply appropriate storm water best management practices (BMP) as part of the effort to comply with any applicable provisions of the municipal separate storm sewer system (MS4) discharge permit. These BMPs include permeable surfaces, retention basins, and underground infiltration chambers. These would be implemented to the maximum extent practicable.
Because many of the stormwater features are located beneath the roadway, it is recommended that they be installed at the same time that the full corridor landscaped medians are implemented to take advantage of efficiencies in construction.
Subsequent Implementation Phases
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The LiNC project also includes a substantive business improvement and beautification effort, which involves short-term common-sense strategies as well as longer-term management programs that engage the local business community in supporting a more functional, aesthetically pleasing pedestrian experience. Due to the level of effort required to get many of these programs and activities off the ground, staff is not ready to bring them all forward for approval at this time, but will continue to develop them over 2017 and 2018.
Property-Based Business Improvement District: One of the long-term goals of the LiNC is to assist in the formation of a formal or informal merchant association that supports Lincoln Boulevard businesses through group representation and advocacy. As part of the LiNC process, the project team has held extensive outreach with the Lincoln Boulevard business community and boulevard property owners. The next phase of work will involve growing interest among property owners and further refining district priorities. Subsequent phases may involve hiring a Business Improvement District professional to help define district boundaries and formally establish the district through Council action.
Incentive Programs: To motivate property owners to utilize the business improvement concepts and ideas developed through the LiNC project, the project team is working on two programs for future implementation. These programs were debuted at the November 24, 2015 City Council meeting, and received direction to move forward.
Lincoln Blvd. Business Improvement Fund: in coordination with the City’s Economic Development division, staff is working to create a pilot program that supports small façade-improvement projects on private property on Lincoln Boulevard with nominal matching funds, perhaps no higher than $500 per tenant space. Conceptually, Lincoln Boulevard businesses or property owners could apply for matching funds through an application that required 1) design details as required by standard permits, 2) enrollment in the City’s “Buy Local” program, and 3) matching dollars or sweat equity equal to or greater than the City’s maximum contribution. The results of the pilot program could be used as a case study to help encourage and inspire other property owners and businesses to undertake improvements with small budgets.
Fee Suspension for Staff Level Architectural Review Board (ARB) Applications: many code violations or complaints about the Boulevard’s aesthetic stem from outdated or non-conforming building features, such as signage, paint and exterior treatments, and landscaping. Many of these items require staff-level ARB approval, which carries a $350 fee that is an impediment to many Lincoln Boulevard businesses. In coordination with 15 of 19
the Planning Department, staff could draft a Council resolution that, if adopted, could suspend ARB fees for staff-level approvals for a limited time, perhaps up to one year. During that period, staff would actively work with local businesses, code enforcement and other entities to address improvements on a case-by-case basis, gradually enhancing the corridor.
Handbooks: A great deal of work has been performed to create a vision for Lincoln Boulevard that cohesively blends streetscape improvements with private-property upgrades and investment in new uses. To support private property owners and businesses in participating in this large scale transformation, staff is developing a series of handbooks that provide illustrative guidance for:
Adaptive Reuse: reuse of existing low-scale buildings to accommodate new or expanded uses without substantially altering the building envelope. Change of Use: new pedestrian oriented uses that occupy former autooriented spaces. New Construction: new infill projects that are compatible with the surrounding fabric and texture of Lincoln Boulevard.
The handbooks are envisioned to provide concise information about best practices for creating a better pedestrian experience at human scale. This work will employ a graphic designer and a team of City staff to reduce bureaucratic language and process explanations into a user-friendly guide that will be provided to all businesses and property owners on the corridor.
Environmental Analysis
The LINC project is categorically exempt from CEQA pursuant to Sections 15301, 15303, and 15304 of the CEQA Guidelines.
The project consists of alterations to existing Lincoln Boulevard and no expansion of roadway capacity is proposed. Therefore, the project falls into the Class 1 exemption. Section 15301 of CEQA Guidelines provides (Class 1) exemption for the operation, repair, maintenance, permitting, or minor alteration of existing public or private structures, facilities, mechanical equipment or topographical features, involving negligible or no expansion of use beyond that existing at the time of the lead agency's determination. Projects that fall into this class of exemption include alterations to existing streets, sidewalks, gutter, bicycle facilities, and other similar facilities and additions of safety or health protection during for use in conjunction with existing facilities. The proposed LINC would construct new small facilities and structures including landscaped medians, curb extensions, curb ramps, crosswalk striping, pavement striping, pedestrian lighting, bike racks, benches, and wayfinding markings on existing Lincoln Boulevard. Section 15303 of CEQA Guidelines provides (Class 3) exemption for the construction and location of limited numbers of new small 16 of 19
facilities or structures. Projects that fall into this class of exemption include street improvements of reasonable length. Therefore, the project falls into the Class 3 exemption.
The proposed LINC project would install new paving, pavement/crosswalk markings, and refreshed landscaping that would include new street trees, mulch, ground cover, or low water use plantings on Lincoln Boulevard. Section 15304 of CEQA Guidelines provides (Class 4) exemption for minor public or private alterations in the condition of land, water, and or vegetation which do not involve removal of healthy, mature, scenic trees. Therefore, the project falls into the Class 4 exemption.
In addition, none of the exceptions specified in Section 15300.2 of CEQA Guidelines would preclude the use of these CEQA exemptions - The project site is not located in a sensitive environment, the project will not have a significant effect on the environment due to unusual circumstances, the project would not damage scenic resources, the project would not be located on a hazardous waste site; and the project would not cause a change to a historical resource. Therefore, this project is categorically exempt per Sections 15301, 15303, and 15304 of the CEQA Guidelines.
Next Steps
Once Council approves the project, the design team will finalize the Streetscape Design and begin implementation of the project in accordance with the following timeline:
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Spring/Summer 2017 – Dedicated Bus Lanes
Work on the Dedicated Bus Lane began in February of this year with formal outreach to the local business community. Pending reaffirmation of the bus lane and parking restrictions by City Council, staff believes a dedicated bus lane facility could be installed as early as summer 2017. Funding for this project has been made available through the CIP process.
April 2017- January 2018 – Construction Documents for Phase 1 Implementation Funding has been identified through the CIP process to fund construction documentation for Phase 1 implementation. This CIP funding will be presented to Council for approval as part of the FY 2017-18 Capital Improvement Program budget, and will be used to finance the creation of bidding documents that can be used to select a preferred contractor to build Phase 1 at a later date.
January 2018-May 2019 – Construction of Phase 1 Implementation 18 of 19
Funding has been identified for the cost of constructing Phase 1, which will roll out over a period of approximately 12 months, though the community will begin to see improvements much sooner than the May 2019 completion date. Public Works staff is assessing the possibility of an implementation sequence to address crosswalks in the short-term, with more construction heavy activities to follow.
Financial Impacts & Budget Options
The project cost has been separated into two phases, with the recommended Phase 1 implementation estimated at approximately $2.9 million, including construction documentation, permits, and construction, which will be presented to Council for approval as part of the FY 17/18 Capital Improvement Program budget. Staff has secured $100,000 in CIP funding to implement the commute-hour bus lane.
Prepared By: Peter James, Principal Planner
Approved Forwarded to Council
Attachments:
A. LiNC Streetscape Plan and Supporting Detail
B. Phase 1 Implementation Elements
C. Lincoln Boulevard Pedestrian and Bicycle Crash Data (10 Years) D. Streetscape Concerns Addressed
E. Other Streetscape Items for Future Consideration
F. Additional Outreach on Commute-Hour Dedicated Bus Lane G. June 10, 2014 Council Authorization of LiNC Contract 19 of 19
H. October 1, 2014 Planning Commission Staff Report: LiNC Introduction I. September 2, 2015 Planning Commission Staff Report: LiNC Concepts J. February 15, 2017 Planning Commission Staff Report: Preferred LiNC Streetscape and Transportation Concept
K. November 24, 2015 City Council Staff Report: LiNC Concepts L. Written Comments
M. PowerPoint