Document Modesto_doc_a4e47fd13c

Crows Landing Road Corridor Study City of Modesto 2015 ---PAGE BREAK--- ---PAGE BREAK--- Acknowledgements This project was funded by a Community-Based Transportation Planning grant from Caltrans. Modesto City Council Modesto Planning Commission Garrad Marsh, Mayor Steve Carter, Chair John Gunderson, District 1 Dennis Smith, Vice Chair Tony Madrigal, District 2 Rosa Escutia-Braaton David Lopez, District 3 Pat Gillum Bill Zoslocki, District 4 Mani Grewal Jenny Kenoyer, District 5 Sandra Lucas David Cogdill, District 6 Chris Tyler H. Brent Sinclair, Director of Community and Economic Development Patrick Kelly, Planning Manager Vickey Dion, Senior Civil Engineer Brad Wall, Principal Planner Phillip Soares, Associate Civil/Traffic Engineer Cindy van Empel, Senior Planner Mike Sacuskie, Assistant Engineer Katharine Martin, Associate Planner Joshua Swearingen, California Department of Transportation, District 10 Lourdes Perez and Imelda Castellano, Ceres Partnership for Healthy Children Angela Freitas, Community Development Director, Stanislaus County Miguel Galvez, Senior Planner, Stanislaus County David Leamon, Deputy Director of Public Works, Stanislaus County Jim de Martini, Supervisor, District 2 South Modesto Municipal Advisory Council ---PAGE BREAK--- Table of Contents Introduction Purpose of the Crows Landing Road Corridor Study 3 Elements of an Urban Thoroughfare 3 Chapter 1 Existing Conditions History and Development Pattern 9 Land Use and Physical Condition 9 Mobility – Travel Conditions 9 Traffic Volumes and Speeds 14 Collision 18 Utilities 18 Historic Buildings and Landmarks 26 Tuolumne River Regional 26 Recent Changes 26 Issues Summary 26 Chapter 2 Options Existing Roadway Summary 31 Planned Roadway Summary 31 Possible Options Summary 31 Pedestrian Safety 31 Outstanding Issues 31 Implementing Roadway Improvements 32 Option 1: 1995 General Plan, 6-Lane Principal Arterial, 127 Feet of Right of Way 33 Option 2 Reallocate Existing 100-Foot Right of Way 45 Option 2.1: 100 Feet of Right of Way, North of State Route 61 Option 2.2: 60 Feet of Right of Way, North of State Route 99 65 Chapter 3 Preferred Option Introduction 71 North of State Route 99 71 South of State Route 99 to Hatch Road 71 Hatch Road to Whitmore Avenue 71 More Detailed Study 72 Chapter 4 Funding and Implementation Cost Estimating 81 Project Implementation 81 Funding Sources 82 Regionally-Controlled Funds 82 Chapter 5 Land Development Existing Development Pattern 85 Creating a Pedestrian-Friendly Development Pattern 85 Implementation 86 Chapter 6 Public Outreach Public Outreach 91 Chapter 7 Recommended Action Context 95 Roadway Designation and Design Elements 95 Priority Projects 95 Further Study 96 Land Use 96 Appendix A Traffic Data Tables and Exhibits Table 1: Collisions Along Crows Landing Road, 2004 – 2013 18 Table 2: Project Implementation Cost Estimate 81 Exhibit A: Travel Lanes and Two-Way Turn Lane 3 Exhibit B: Curb Return Radii 4 Exhibit C: Bike Lane 4 Exhibit D: Possible Future Development Scenario Along Crows Landing Road 87 Figures Figure 1: Jurisdictional Boundaries 10 Figure 2: Annexations to Modesto 10 Figure 3: General Plan Land Use Designations 11 Figure 4: Existing Zoning 11 Figure 5: Existing Uses 12 Figure 6a: Standard Specification Design Detail 382 12 Figure 6b: Standard Specification Design Detail 383 13 Figure 6c: Standard Specification Design Detail 384 13 Figures 7a, 7b: Existing and Future Right of Way 16 Figures 8a, 8b: Sidewalks, Raised Medians, and Street Trees 17 Figures 9a, 9b: Collisions Reported along Crows Landing Road, July 2004 to June 2013 19 Figures 9c, 9d: Collisions Reported along Crows Landing Road, July 2004 to June 2013 20 Figures 9e, 9f: Collisions Reported along Crows Landing Road, July 2004 to June 2013 21 Figures 9g, 9h: Collisions Reported along Crows Landing Road, July 2004 to June 2013 22 Figures 9i, 9j: Collisions Reported along Crows Landing Road, July 2004 to June 23 Figures 9k, 9l: Collisions Reported along Crows Landing Road, July 2004 to June 2013 24 Figure 10: Freeway Interchanges 25 Figure 1.1: Option 1, 127-Foot, 6-Lane Arterial, School Avenue to Barozzi Avenue 35 Figure 1.2: Option 1, 127-Foot, 6-Lane Arterial, School Avenue Intersection 36 Figure 1.3: Option 1, 127-Foot, 6-Lane Arterial, Barozzi Avenue to Amador Avenue 37 Figure 1.4: Option 1, 127-Foot, 6-Lane Arterial, Hatch Road Intersection 38 Figure 1.5: Option 1, 127-Foot Arterial, Winmoore Way Vicinity 39 Figure 1.6: Option 1, 127-Foot, 6-Lane Arterial, Winmoore Way-Butte Avenue Intersection 40 Figure 1.7: Option 1, 127-Foot, 6-Lane Arterial, Glenn Avenue/E. Glenn Avenue Intersection 41 Figure 1.8: Option 1, 127-Foot, 6-Lane Arterial, Imperial Avenue Cross-Section 42 Figure 1.9: Option 1, 127-Foot, 6-Lane Arterial, Whitmore Avenue Intersection 43 Figure 1.10: Option 1, 127 Foot, 6-Lane Arterial, Blankenburg Avenue Cross-Section 44 Figure 2.1: Option 2, 100 Foot ROW, School Avenue to Barozzi Avenue 47 Figure 2.2.a: Option 2, 100-Foot ROW, School Avenue Intersection, Near- and Mid-Term Imp. 48 ---PAGE BREAK--- Table of Contents(Cont.) Figure 2.2.b: Option 2, 100-Foot ROW, School Avenue Intersection, Long-Term Imp. 49 Figure 2.3: Option 2, 100-Foot ROW, Barozzi Avenue to Amador Avenue 50 Figure 2.4.a: Option 2, 100-Foot ROW, Hatch Road Intersection, Near- and Mid-Term Imp. 51 Figure 2.4.b: Option 2, 100-Foot ROW, Hatch Road Intersection, Long-Term Imp 52 Figure 2.5: Option 2, 100-Foot ROW Winmoore Way Vicinity 53 Figure 2.6.a: Option 2, 100-Foot ROW, Winmoore Way-Butte Avenue Intersection, Near- and Mid-Term Imp. 54 Figure 2.6.b: Option 2, 100-Foot ROW, Winmoore Way-Butte Avenue Intersection, Long-Term Imp. 55 Figure 2.7.a: Option 2, 100-Foot ROW, Glenn Avenue-E. Glenn Avenue Intersection, Near- and Mid-Term Imp. 56 Figure 2.7.b: Option 2, 100-Foot ROW, Glenn Avenue-E. Glenn Avenue Intersection, Long-Term Imp. 57 Figure 2.8: Option 2, 100-Foot ROW, Imperial Avenue Cross-Section 58 Figure 2.9.a: Option 2, 100-Foot ROW, Whitmore Avenue, Near- and Mid-Term Imp. 59 Figure 2.9.b: Option 2, 100-Foot ROW, Whitmore Avenue, Long-Term Imp. 60 Figure 2.1.1: Option 2.1, 100-Foot, 4-Lane Arterial, State Route 99 to 7th Street, Long-Term Imp. 63 Figure 2.2.2.a: Option 2.2, 60-foot ROW, State Route 99 to 7th Street, Near- and Mid-Term Imp. 67 Figure 2.2.2.b: Option 2.2, 60-Foot ROW, State Route 99 to 7th Street, Long-Term Imp. 68 Figures 3.a, 3.b: Preferred Option, 7th Street to State Route 99 73 Figures 3.c, 3.d: Preferred Option, State Route 99 to Barozzi Avenue 74 Figures 3.e, 3.f: Preferred Option, Rio Grande Avenue to Winmoore Way 75 Figure 3.g: Preferred Option, Glenn Avenue to Algen Avenue 76 Figure 3.h, 3.i: Preferred Option, Algen Avenue to Whitmore Avenue 77 ---PAGE BREAK--- ---PAGE BREAK--- 1 Introduction ---PAGE BREAK--- 2 ---PAGE BREAK--- 3 Purpose of the Crows Landing Road Corridor Study This study is primarily funded by Caltrans, through an Environmental Justice planning grant the City of Modesto received in 2012. The Crows Landing Road corridor study will establish a plan for a safe, efficient, and vibrant multi- modal transportation facility serving the southern portion of Modesto and nearby unincorporated Stanislaus County. Through the corridor study process, existing deficiencies will be documented, corresponding improvements will be identified, and an implementation program will be established. The corridor study • Identifies and documents issues, problems and deficiencies to be resolved; • Develops options to resolve issues and improve multi-modal mobility and safety; and • Conduct in-depth public involvement process to achieve these goals. Improvements, or solutions to problems, will be identified as short‐term, relatively low‐cost actions; mid‐term changes; and, long‐term, relatively high-cost improvements. Where and when an improvement is actually implemented will not be that simple in practice for various reasons. Funding availability and jurisdictional issues will have the greatest impact on when and where improvements are installed. Modesto expects that full implementation of the adopted plan will occur incrementally over the course of many years. Elements of an Urban Thoroughfare The corridor study is relatively technical. To facilitate understanding this study, major elements of urban thoroughfares are described and illustrated below. These terms and concepts are critical to understanding and discussing the future Crows Landing Road. Definitions are derived primarily from “Designing Walkable Urban Thoroughfares: A Context Sensitive Approach,” a Recommended Practice of the Institute of Transportation Engineers (2010). Travel Lanes: These are the marked lanes used by passenger vehicles, trucks, and sometimes bicycles (Exhibit They can vary in width from 10 to 14 feet or more, separated by striping. On roads used by transit buses, the lane nearest the curb or outside edge of the roadway is usually no less than 11 feet wide to accommodate the width of the transit bus. Typically, traffic moves faster in wider lanes and slower in narrower lanes. Wider lanes and higher traffic speeds can create barriers to pedestrians. Two-Way Turn Lane: This lane allows left-turning movements from the center of the roadway for traffic moving in both directions (Exhibit According to state law, a motorist may travel no more than 100 feet in a two-way turn lane, which is intended only for turning movements, and not for driving distances. A two-way turn lane can vary in width from 12 to 16 feet, separated from travel lanes by broken yellow striping. Exhibit A: Travel Lanes and Two-Way Turn Lane Target/Design/Operating Speeds: The target speed is the desirable speed at which motor vehicles should be operated on a roadway. Design speed should be no more than 5 miles per hour higher than target speed. Operating speed is the observed travel speed under free-flow conditions. Curb Return Radius: Curb returns are the curved portion of the corner created by the intersection of two streets. Exhibit B illustrates the effects of 15-foot, 25-foot, and 50-foot curb return radii on a 60-foot-wide traveled roadway. Larger curb return radii allow turning movements of large trucks and buses. The radius of a curb return also determines in part the speed at which a vehicle can turn from one street to the other, particularly right turning movements. Larger curb return radii facilitate higher speed turns and also increase the length of pedestrian crosswalks. ---PAGE BREAK--- 4 Figure B: Curb Return Radii Sidewalk: The paved area alongside a road set aside for the exclusive use of pedestrians. It may be adjacent to the travel lanes or to a bicycle lane or may be separated from lanes by street trees and other objects, such as benches. Sidewalks are often four or five feet wide in residential areas and eight to 15 feet wide or more in commercial areas. Bike Lane: A bike lane is the area set aside for the use of bicycle riders in order to improve safety and visibility. Bike lanes located on streets are typically four to seven feet wide and may be separated from travel lanes with striping or a marked buffer zone. Bicycle riders are expected to use the roadway, whether or not a bicycle lane exists. Exhibit C shows a bike lane without a buffer. Exhibit C: Bike Lane Raised Median: A raised median is a barrier four to eight inches high that is typically used to separate traffic moving in opposite directions. A raised median can provide a relatively safe place for pedestrians to wait for traffic to clear before continuing to cross the street. Traffic signs may also be placed on raised medians, improving their visibility to motorists. Raised medians may be landscaped. ---PAGE BREAK--- 5 Crosswalk: A location where pedestrians may legally cross travel lanes. Crosswalks may be marked or unmarked. A marked crosswalk is striped to improve the visibility of pedestrians to approaching traffic. Unmarked crosswalks are described by the imaginary right-angled extension of a sidewalk across a roadway and is also a legal place for pedestrians to cross. The crossing pedestrian is less visible to traffic in an unmarked crosswalk than in a marked crosswalk. Crossing Distance/Crossing Time: Crossing distance is the distance for a pedestrian to cross a street, measured from curb to curb, including bike lanes and travel lanes. Crossing time, measured in seconds, is the time needed for a pedestrian to cross a street from curb to curb. Crossing times vary for different people, depending upon age and physical condition, but are typically considered to be 3.5 feet per second, which is the speed used to estimate crossing times in the figures below. Shorter crossing distances and crossing times are generally safer for pedestrians. Crossing distance and crossing time may be reduced with the addition of raised medians in the roadway that are large enough to comfortably accommodate a waiting pedestrian. Reducing the curb return radius, as shown on Figure B, can reduce pedestrian crossing distance and crossing time. Curb extensions may also be used for this purpose under some circumstances. ---PAGE BREAK--- 6 ---PAGE BREAK--- 7 Chapter 1: Existing Conditions ---PAGE BREAK--- 8 ---PAGE BREAK--- 9 History and Development Pattern The Crows Landing Road corridor may be defined in many ways. Strictly speaking, it is the public right of way that constitutes Crows Landing Road, including the traveled roadway used primarily by cars, trucks, and bicycles and the curb, gutter, and sidewalk outside of the traveled roadway, used primarily by pedestrians and providing pedestrian and vehicular access to businesses that front on Crows Landing Road. This area includes a great deal of infrastructure in addition to the asphalt and concrete, such as storm drain inlets, water, sewer, and gas transmission lines, and the electrical distribution service. A broader definition of the Crows Landing Road corridor includes the properties adjacent to and taking direct access from Crows Landing Road. A still-broader definition includes properties heavily influenced by travel and economic activity on Crows Landing Road, which may extend 500 or 1,000 feet from the edges of Crows Landing Road. This study is concerned primarily with the Crows Landing Road right of way and adjoining properties. An unnamed 66-foot-wide road that would eventually be named Crows Landing Road, is visible on early 20th century Stanislaus County plats south of Modesto’s Sphere of Influence. This road does not appear to have been connected with downtown Modesto until the Lion Bridge was built in 1916. The Lion Bridge forms a section of 7th Street where it crosses the Tuolumne River; Crows Landing Road intersects 7th Street about 430 feet south of the southern bridge embankment. Once the bridge was in place, residential development associated with proximity to downtown Modesto began. Most of the residential development in Modesto’s Sphere of Influence occurred in the mid-20th century. Commercial development lagged behind residential development, with most commercial development occurring after 1960. Today, Crows Landing Road and the land on both sides of it lie within Modesto’s Sphere of Influence from S. 7th Street to Whitmore Avenue. The road itself and adjoining properties form a patchwork of jurisdictional boundaries. Figure 1 illustrates areas both within and outside city limits at this time. Six annexations between 1952 and 2012 have brought portions of Crows Landing Road into the Modesto city limits. Relatively recent changes to the Stanislaus Local Agency Formation Commission’s annexation policies require that annexations of land include the entire roadway right of way, rather than simply extending to the roadway centerline. For this reason, Modesto has some additional control over roadway allocation and right of way decisions than it did in the past. Figure 2 illustrates annexations to Modesto along Crows Landing Road and the year in which each annexation occurred. Nevertheless, Modesto has only an advisory role in areas that are not inside city limits. Modesto requires that physical infrastructure be planned and financed or developed to city standards prior to annexation for public safety and liability reasons. The city’s policies regarding annexation and a general lack of funding for infrastructure in developed area have slowed the pace of annexations in developed County areas within Modesto’s Sphere of Influence. Funding to build infrastructure in developed areas can be provided by the property owners themselves or by Community Development Block Grants, however redevelopment bonds are no longer an available funding source. Nevertheless, Modesto expects the area around Crows Landing Road from S. 7th Street to Whitmore Avenue will eventually be completely inside city limits and is undertaking this study in anticipation. Land Use and Physical Conditions The properties adjoining Crows Landing Road are almost exclusively developed with commercial buildings, although automobile-related industrial uses, mobile home parks, and a small single-family residential area are common between State Route 99 and S. 7th Street. South of State Route 99, there is a good deal of variety among the goods and services offered, although there is a large concentration of businesses selling cars, tires, and automobile services. Automobile-related services are more common the nearer the property is to State Route 99. Other commercial uses along Crows Landing Road encompass most commercial development expected in an urban area: grocery and convenience stores, restaurants and bakeries, a motel, and clothing and furniture stores. South of Glenn Avenue there are some industrial businesses, such as a delivery service, truck and heavy equipment rentals, and farm machinery sales. Modesto’s existing general plan designations are shown on Figure 3 and existing zoning is on Figure 4. Existing land uses are shown on Figure 5. Mobility-Travel Conditions Modesto’s General Plan currently designates Crows Landing Road as a six-lane principal arterial, which has either 114 feet of right of way without bike lanes or 127 feet of right of way with bike lanes, as specified in the General Plan (Policy V.B.2.c). As it is currently planned, Crows Landing Road will have a Class II bicycle facility, also referred to as a bike lane. The principal arterial designation has implications for intersection designs. Modesto’s Standard Specifications call for intersection widening beyond the standard 127-foot principal-arterial-with-bike-lane cross section and includes dedicated right-turn lanes and large-radius turns from the principal arterial to the intersecting roadway. Hatch Road and Whitmore Avenue are designated minor arterials; all other intersecting roadways are either collectors or local streets. Design details 382, 383, and 384 are included as Figures 6a, 6b, and 6c to illustrate how intersections along Crows Landing Road are currently envisioned. ---PAGE BREAK--- 10 ---PAGE BREAK--- 11 ---PAGE BREAK--- 12 ---PAGE BREAK--- 13 ---PAGE BREAK--- 14 The portion of Crows Landing Road north of State Route 99 is highly variable in width, ranging from 60 to about 90 feet. Most of Crows Landing Road south of State Route 99 is 100 feet wide. One small segment is 105 feet wide and some short segments are less than 100 feet wide. In order to construct Crows Landing Road to principal arterial standards, very significant road widening and right-of-way acquisition will be required. Figure 7 shows the current and future right-of-way width along the corridor. North of State Route 99, existing right of way is utilized to provide about 32 feet of county-maintained pavement, striped for two approximately 16-foot-wide lanes, and an unpaved shoulder. There is no curb, gutter, or sidewalk and there are no street trees or bicycle facilities. On-street parking is allowed, but is limited to 2 hours. The speed limit on this section is 35 miles per hour. South of State Route 99, the mostly 100 feet of right of way is used to provide curb, gutter, and sidewalk, two travel lanes in each direction, a center two-way turn lane or occasional 4-foot-wide raised median (north and south of Hatch Road and in the vicinity of Butte Avenue and Winmoore Way, and a small section of Class II bicycle lane between School Avenue and Pecos Avenue). Left-turn and right-turn pockets are installed at several intersections. On- street parking conditions range from prohibited to 2-hour parking or parking from 8:00 p.m. to 8:00 a.m., to unrestricted, depending upon the segment. The two-way-turn-lane ranges from 14 to 17 feet wide. The travel lane nearest the two-way-turn-lane is about 12 feet wide, and the outside travel lane ranges from 16-1/2 to 21 feet wide, including parking. Some sections of sidewalk along Crows Landing Road are missing and the property owned by the Southwest Hide Company in the 1100 block on the west side of Crows Landing Road near State Route 99 also has no sidewalk. Crows Landing Road has no bicycle facilities. Where they exist, sidewalks are 4 to 10 feet wide and are often interrupted or obstructed with utility poles, other infrastructure, mailboxes, and business advertisements. The walkways on either side of the State Route 99 overcrossing are 3-1/2 to 4 feet wide. Street trees are installed between the sidewalk and curb in some locations along Crows Landing Road, however, there are few trees. Figure 8 shows the locations of street trees and where sidewalks are missing. The speed limit is 35 miles per hour north of Hatch Road and 40 miles per hour south of Hatch Road. Bus Transit Service Modesto Area Express (MAX) operates two bus routes that serve Crows Landing Road, the 29 and 42, both of which provide 30-minute service from between 6:00 a.m. and 8:00 p.m. Monday through Saturday and hourly service Sunday between about 8:30 a.m. and 6:30 p.m. Route 29 provides service to and from the Downtown Transportation Center and Ceres via 9th Street and Crows Landing Road, as far south as Hatch Road and service east of Crows Landing Road. Route 42 provides service between the Downtown Transportation Center and Community Service Agency/County Safety Center south of Whitmore Avenue at Hackett Road, and service east and west of Crows Landing Road. From north to south, MAX bus stops are located: Route 29 ◦ 200 feet north of Blankenburg Avenue, east side ◦ 100 feet north of School Avenue, east side Route 42 ◦ 75 feet north of Crater Avenue (with shelter), west side ◦ 100 feet south of Hatch Road, west side ◦ 50 feet south of Amador Avenue, west side ◦ 400 feet south of Butte Avenue (with shelter), west side ◦ 275 feet south of Glenn Avenue, west side ◦ 125 feet south of Algen Avenue, west side ◦ 75 feet north of Whitmore Avenue, west side Traffic Volumes and Speeds Modesto periodically counts traffic along major travel corridors. The most common count is Average Daily Traffic (ADT), which counts the number of motor vehicles passing a particular point. Modesto has official traffic counts adopted by City Council for 2013, 2009, and 2007. In 2013, the ADT for Crows Landing Road south of State Route 99 was 30,456 and north of State Route 99 was 11875. In 2009, the official ADT for Crows Landing Road south of State Route 99 was 30,663 and north of State Route 99 was 12,827. In 2007, ADT was 30,663 south of State Route 99 and 12,827 north of State Route 99. In order to get a more complete picture of travel along Crows Landing Road, hourly traffic counts were also performed at two locations on Crows Landing Road in June, 2014. One site was just north of Hatch Road and the other site was just north of Whitmore Avenue. Travel is generally considered to be most critical during the morning and evening commute times when roads often carry the greatest amount of traffic in a two-hour period, typically given as 7:00 a.m. to 9:00 a.m. (“morning peak”) and 4:00 p.m. to 6:00 p.m. (“evening peak”). With this in mind, the busiest single hour does not necessarily occur during the two, two-hour peak periods. For purposes of characterizing traffic flows, the higher of the two morning peaks was selected and entered on approach/departure diagrams. Field work added further detail, separately accounting for truck traffic. Traffic data are included in Appendix A. Finally, speed data were collected in the field following the morning peak travel period in order to establish a baseline for typical motor vehicle travel behavior on Crows Landing Road. Three locations were selected at which vehicle speeds were measured: Blankenburg Avenue, north of State Route 99; Pueblo Avenue and Zeff Road, between State Route 99 and Hatch Road; and Imperial Avenue and 2000 Crows Landing Road, between Hatch Road and Whitmore Avenue. Each data set included 100 vehicles, making it difficult to make general statements about travel behavior, however, average speed was always higher than the posted speed limit. Speed data sheets are included in Appendix A. ---PAGE BREAK--- 15 ---PAGE BREAK--- 16 ---PAGE BREAK--- 17 ---PAGE BREAK--- 18 Collisions Collision data are available from the Modesto Police Department from 2004 and the middle of 2013. During this period, there were 198 reported collisions, including 141 non-injury automobile collisions 54 with injuries, and four fatalities. All of the four fatalities were pedestrians. A total of five bicycle-involved collisions was reported, four of which (80%) resulted in injuries. Figure 9 displays the locations of collisions along Crows Landing Road, the severity of the collision, and the type of collision (motor vehicle only, bicycle-involved, pedestrian-involved) during this reporting period. Collisions have occurred at virtually every intersection along Crows Landing Road during the reporting period. However, collisions are more common at intersections south of Hatch Road to Whitmore Avenue than from Hatch Road north to 7th Street. Table 1 summarizes collisions shown on Figure 9 and ranks intersections from most to least collisions. Table 1: Collisions Along Crows Landing Road, 2004 - 2013 Intersection Reported Collisions Motor Vehicle Only Bicycle-Involved Pedestrian-Involved Non- Injury Injury Fatality Non- Injury Injury Fatality Non- Injury Injury Fatality Whitmore Avenue 38 22 15 0 0 0 0 1 0 0 Amador Avenue 29 16 5 0 0 4 0 0 3 1 Winmoore Way 21 19 1 0 0 0 0 0 1 0 Glenn Avenue 19 12 4 0 0 0 0 0 1 2 Imperial Avenue 18 12 5 0 0 0 0 0 1 0 Algen Avenue 15 13 2 0 0 0 0 0 0 0 Flamingo Drive 8 8 0 0 0 0 0 0 0 0 Butte Avenue 6 4 2 0 0 0 0 0 0 0 School Avenue 6 6 0 0 0 0 0 0 0 0 El Paso Avenue 5 1 4 0 0 0 0 0 0 0 Zeff Road 5 4 0 0 1 0 0 0 0 0 Hatch Road 3 2 1 0 0 0 0 0 0 0 Kendee Road 3 2 1 0 0 0 0 0 0 0 7th Street 2 1 1 0 0 0 0 0 0 0 Blankenburg Avenue 2 1 0 0 0 0 0 0 0 1 Colusa Avenue 2 1 1 0 0 0 0 0 0 0 Pecos Avenue 2 2 0 0 0 0 0 0 0 0 Pueblo Avenue 2 2 0 0 0 0 0 0 0 0 Olivero Road 1 1 0 0 0 0 0 0 0 0 Rio Grande Avenue 1 1 0 0 0 0 0 0 0 0 Crater/Barozzi Aves 0 0 0 0 0 0 0 0 0 0 Ramps and midblock 10 8 2 0 0 0 0 0 0 0 Utilities Water There are no water lines in Crows Landing Road north of Zeff Road. At Zeff Road, two lines enter the public right of way, an 18-inch and a 12-inch distribution line. A third, 10-inch line enters the road at El Paso Avenue. Two or three water lines provide service to properties along Crows Landing Road and tie into laterals serving properties in the vicinity of Crows Landing Road down to Whitmore Avenue. Sewer A single 8- to 10-inch sewer line lies in Crows Landing Road between Pecos Avenue and Hatch Road. A separate 10-inch line runs from Winmoore Way to E. Glenn Avenue. A trunk line provides service along the final stretch of Crows Landing Road from Imperial Avenue to Whitmore Avenue. Sewer laterals connect to the lines in Crows Landing Road at roadway intersections that lie within the city limits. Storm Drainage North of Hatch Road, there is little storm drainage infrastructure installed in Crows Landing Road. One storm water conduit lies in Crows Landing Road between Pecos Avenue and Zeff Road and there are a few drainage inlets elsewhere. South of Hatch Road, there is a storm drainage conduit in the Crows Landing Road right of way from Olivero Road to Whitmore Avenue. ---PAGE BREAK--- 19 ---PAGE BREAK--- 20 ---PAGE BREAK--- 21 ---PAGE BREAK--- 22 ---PAGE BREAK--- 23 ---PAGE BREAK--- 24 ---PAGE BREAK--- 25 ---PAGE BREAK--- 26 Historic Buildings and Landmarks There are no National Historic Register properties along Crows Landing Road or in the surrounding area and there are no designated landmarks in the study area. The California Environmental Quality Act (CEQA) recognizes that changes to a resource or to its context may result in a significant impact on the quality or importance of the historic resource. To determine whether a building is a historic resource, the following issues should be considered whether the resource is listed in or determined to be eligible for the California Register of Historic Resources; a determination of whether the resource is associated with important events or people or represents and important time period Tuolumne River Regional Park The south of the Tuolumne River is largely adjacent or very near to Tuolumne River Regional Park (TRRP). When complete, TRRP is expected to encompass the Tuolumne River floodplain and extend from Carpenter Road on the west to Mitchell Road on the east. Some portions of the park are usable today, such as the Legion Park unit in the Airport Neighborhood. The portion of the city south of the Tuolumne River, as well as the Sphere of Influence areas south of the river, have relatively few parks. With the exception of the Fairview Village Specific Plan to the west, these areas were built before Modesto established standards for development that include substantial park acreage. For this reason, the Crows Landing Road corridor area relies heavily on Tuolumne River Regional Park as a recreational amenity. Tuolumne River Regional Park is designed to take advantage of the floodplain. In the Modesto area, the floodplain typically lies on the north side of the river. The bluff on the south side of the river limits access to the river and to the park. The Gateway Unit of TRRP lies near the north end of Crows Landing Road and is accessible by crossing the 7th Street Bridge, then traveling east. The main entrance is planned to be at 10th Street and S. Morton Boulevard. At this time, riverbank restoration at the Gateway Unit of TRRP has been completed and many of the elevated walkways have been constructed. A fishing pier is expected to be built soon. Completion of the park and its amenities is expected to occur in 10 to 15 years, depending on the availability of grant funding. Recent Changes Shackelford Annexation In June 2012, Modesto completed the annexation of the Shackelford area. This is an area comprising about 140 acres, generally bounded by Crows Landing Road on the west, State Route 99 on the north, the Union Pacific Railroad right of way on the east, and Hatch Road on the south. West Landing Annexation In late 2012, the adjacent City of Ceres annexed to the city 960 acres that lie along Modesto’s southerly General Plan/Sphere of Influence boundary. The intersection of Crows Landing Road and Whitmore Avenue, which borders the newly-annexed territory, is 1.6 miles from the Crows Landing Road interchange with State Route 99 and 1.8 miles from the Whitmore Avenue interchange with State Route 99. Full development of West Landing could result in up to 3,635 new single- and multi-family dwellings, 884,200 square feet of retail space, 383,910 square feet of office space, and 802,100 square feet of light industrial/business park space. There may also be 16 acres of land used for two elementary schools and 47 acres used for public parks. The most significant north-south roadway through the West Landing area is Crows Landing Road. There is a potential for a very significant increase in automobile traffic on Crows Landing Road as the Ceres annexation area begins to develop. The capacity of the Service Road interchange is expected to increase substantially as the new Wal-Mart develops, providing a second high-capacity interchange for motorists in addition to the recently enlarged and realigned Whitmore Avenue interchange. However, there are four interchanges with State Route 99 within easy reach of the new area, three of which are in Ceres, providing new residents with four possible entrances to State Route 99. These interchanges include Crows Landing Road, Hatch Road, Whitmore Avenue, and Service Road, which are shown on Figure 10. Issues Summary When it was first built, apparently in the early 20th century, Crows Landing Road seems to have been intended to provide access from farmland south of Modesto to downtown Modesto. The construction of the Lion Bridge in 1916 provided roadway access to downtown, which was home to interregional passenger and freight rail service near the site of the existing Transportation Center. Gradually, the area along Crows Landing Road nearest the bridge was developed with houses. As Modesto grew, traffic on Crows Landing Road grew, too, and in the 1960s, State Route 99 was built through Modesto, crossing Crows Landing Road. During that same period, commercial and industrial businesses were located along and near Crows Landing Road. Some industries located in the area for access to the Union Pacific Railroad spur lines. Over the years, parts of Crows Landing Road were widened to facilitate traffic flows, however, Crows Landing Road remains at the center of existing neighborhoods. Today’s Crows Landing Road continues to serve a large residential population, as well as commercial properties and industrial users. There is substantial commercial truck traffic mixed with private vehicles, bicycles, and pedestrians. Modesto performed traffic counts in 2013. For a more detailed analysis, directional counts and truck counts (2014) were also taken at the Hatch Road and Whitmore Avenue intersections. Collisions are more common south of Hatch Road with hot spots appear at Whitmore Avenue (injury vehicle collisions), Glenn Avenue (pedestrian fatalities, injury and non-injury vehicle collisions), Winmoore Way (pedestrian injury, injury and non-injury vehicle collisions), and Amador Avenue (pedestrian fatality and injuries, bicycle injury collisions, injury and non-injury vehicle collisions. Collisions are less common north of Hatch Road, but trouble spots exist at Blankenburg Avenue (pedestrian fatality), School Avenue (non-injury vehicle collisions), Zeff Road (non-injury vehicle and injury bicycle collisions), and generally at driveway and ramps throughout the corridor (injury and non-injury vehicle collisions). ---PAGE BREAK--- 27 The overarching goals of this project are to improve safety, function, and aesthetics along Crows Landing Road for all users in order to support and enhance economic activity and a vibrant neighborhood. Issues addressed as part of this study include: ◦ Difficult, unprotected pedestrian crossings; crossing distances too great ◦ High traffic speeds and volumes ◦ Street signage and markings are difficult to see, particularly at night ◦ Balancing truck and automobile traffic with pedestrian and bicycle needs ◦ Lack of bike infrastructure ◦ Improving appearance of the public right of way with landscaping ◦ Improving roadway surface ◦ Sidewalks are narrow, discontinuous, absent in some places, and are often obstructed ◦ Some traffic signals are too close together, resulting in obstructed intersections ◦ Left turns from intersecting streets are often difficult or unprotected ◦ Development pattern is not pedestrian friendly (many driveways across sidewalk, parking lots in front of buildings) ---PAGE BREAK--- 28 ---PAGE BREAK--- 29 Chapter 2: Options ---PAGE BREAK--- 30 ---PAGE BREAK--- 31 Existing Roadway Summary Crows Landing Road, as it exists today, has 100 feet of right of way from State Route 99 to Modesto’s Sphere of Influence boundary at Whitmore Avenue with a small segment 105 feet wide. North of State Route 99, the right of way varies from about 60 to 90 feet. The road is designed with limited, narrow raised medians at School Avenue, Hatch Road, and Butte Avenue/Winmoore Avenue. Marked crosswalks are currently located at School Avenue, Hatch Road, Amador Avenue, and Whitmore Avenue. There are no bicycle lanes and sidewalks are absent in some places, obstructed in others, and narrow where they exist along much of Crows Landing Road. The design speed for this road is 45 miles per hour and the posted speed limit is 35 miles per hour from S. 7th Street to Hatch Road and 40 miles per hour from Hatch Road to Whitmore Avenue. Collisions are fairly common at some intersections and uncommon at others. Four pedestrian fatalities (two at Glenn Avenue) indicate a need for improving safety for pedestrians in particular, although the five bicycle-involved collisions, of which 80 percent were injury collisions, also indicate a need for improved conditions for bicycle riders. Collisions involving pedestrians and bicycle riders are especially dangerous; careful consideration must be given to reducing those collisions. Although motor vehicle-only collisions have lower injury rates, it is both possible and desirable to reduce injury and collision rates for motorists. The entire corridor is being evaluated for safety improvements, with special attention given to intersections with severe or a high number of collisions. Planned Roadway Summary Modesto’s General Plan shows Crows Landing Road as a six-lane principal arterial, which is 127 feet wide with bike lanes. As shown on many of the following pages, widening Crows Landing Road would mean significant changes for many businesses. Modesto’s practice is to acquire additional right of way from property owners when they seek new entitlements, such as when subdividing or rezoning property. This method of right of way acquisition is inexpensive, but very slow and reduces the amount of land available for development. Additionally, widening the road increases the distance needed for pedestrians to cross the road and the time they must spend in the roadway in order to cross. Widening a roadway tends to increase the speed at which motorists travel, as well, which has the effect of increasing the severity of collisions. Possible Options Summary The challenge of planning the Crows Landing Road corridor is to balance the needs of and improve safety for all users of the roadway, including commercial trucks. Intersections that need particular attention include Whitmore, Amador, Glenn, Imperial, Algen, and Blankenburg Avenues and Winmoore Way, although the entire corridor is being considered for safety improvements. Two major options were considered: developing Crows Landing Road as planned in the 1995 General Plan as a six-lane, 127-foot wide principal arterial from S. 7th Street to Whitmore Avenue and reallocating the existing 100-foot right of way from State Route 99 to Whitmore Avenue. Option 2 includes two sub-options for the segment between State Route 99 and South 7th Street: developing the road to 100 feet and reallocating existing right of way with minor widening to 60 feet and possible relinquishment of some right of way in excess of 60 feet. Pedestrian Safety There are several ways to improve safety for pedestrians crossing a road. The crossing distance can be reduced by narrowing the road and/or adding raised medians, and traffic speeds can be reduced. Mid-block crosswalks can be added where crossings are common and marked crosswalks. Crossing times can be increased at traffic signals. Lighted crosswalks or lighted crosswalk warnings can be installed and overhead pedestrian crossings can be built. Traffic operating speeds can be reduced by narrowing travel lanes or reducing the number of travel lanes. Reducing the actual or perceived width of the roadway can also reduce operating speeds by adding raised medians, reducing lane widths, adding bike lanes, and adding trees at the roadway edge or the median, or both. Increasing pedestrian safety through these measures has the additional benefit of reducing the frequency and severity of collisions between cars and between cars and bicycles. Outstanding Issues As was noted in the Existing Conditions Report, the City of Modesto has jurisdiction over areas within its boundaries and much of Crows Landing Road lies outside of Modesto. However, it is the policy of Stanislaus County to implement Modesto’s policies when development occurs in areas that will eventually be annexed to Modesto. This includes the entire corridor from S. 7th Street to Whitmore Avenue. Within its boundaries, Modesto can implement improvements as money becomes available or as new development occurs. Outside of its boundaries, Modesto’s ability to make improvements is limited to agreements that can be reached with Stanislaus County. Butte Avenue The first 255 linear feet of Butte Avenue west of Crows Landing Road is not deeded public right of way, although it is paved and the north side of the road is finished with curb, gutter, and sidewalk.. Right of way issues may pose some impediment to improvements and will need to be clarified and resolved prior to future annexation. Segment North of State Route 99 The portion of Crows Landing Road that lies between State Route 99 (SR 99) and S. 7th Street ranges between 60 and 90 feet. The public right of way is partially paved and lacks sidewalks, curb, and gutter. In order to make improvements that are more than temporary along this segment, various decisions must be made, some of which may include right of way acquisition or relinquishment. Decisions related to right of way width are shown at 127 feet (6 travel lanes), 100 feet (4 travel lanes), and 60 feet (2 travel lanes). Other finished widths are possible, these widths are simply examples of how various widths might function. Each of these options includes bicycle facilities and sidewalks. This roadway is an important connection between downtown and South Modesto. ---PAGE BREAK--- 32 State Route 99 Overcrossing and Interchange The Crows Landing Road overcrossing of State Route 99 (SR 99) is 65 feet wide. The traveled roadway is 50 feet wide, which includes two through lanes, a right-turn lane for northbound SR 99 and a left-turn pocket for southbound SR 99. There is a raised concrete shoulder on either side of the traveled roadway, too narrow to comfortably or safely accommodate a pedestrian (about two feet wide). The interchange is a half diamond configuration with both northbound and southbound on- and off-ramps. Some truck traffic uses the Crows Landing Road interchange, but the interchange is mostly used by passenger vehicles. Widening the northern segment of Crows Landing Road to four lanes from the existing two lanes without rebuilding and enlarging the interchange would create a bottleneck at the bridge and would draw more regional and truck traffic north of Hatch Road to 7th Street. Whether the northern segment of Crows Landing Road will be widened to four lanes and the timing of any widening or whether the road will remain at two lanes will not be decided in this study. The disposition of the northern segment (north of SR 99) will affect the magnitude of funding committed to any future changes to Crows Landing Road interchange. 7th Street Bridge Replacement The existing 7th Street Bridge, also known as the Lion Bridge, is scheduled to be replaced. This is a joint project of Stanislaus County and the City of Modesto, with the County taking the lead. The bridge replacement extends to the landings on both sides of the Tuolumne River and ends at the Crows Landing Road intersection with 7th Street. Although the bridge is historic, the structure is in poor condition and cannot be rehabilitated, due to its design. The bridge may be rebuilt with two travel lanes, bicycle facilities, and sidewalks or it may be rebuilt with four travel lanes, bicycle facilities, and sidewalks. A traffic signal will control the intersection of 7th Street and Crows Landing Road. Modesto is working with Stanislaus County to ensure that the Crows Landing Road corridor planning effort and the bridge planning effort are complementary. Whitmore Avenue The Whitmore Avenue intersection is under the jurisdictions of Stanislaus County and the cities of Ceres and Modesto. Because Ceres has annexed the area south of Whitmore Avenue, it will be responsible for improving half of the Crows Landing Road intersection. Modesto will coordinate improvements at this intersection with both Ceres and Stanislaus County. Implementing Roadway Improvements For simplicity, improvements have been categorized as “short-term,” “intermediate- or mid-term,” and “long-term.” Practically speaking, the timing of all improvements is affected by jurisdictional issues and cost. Some improvements are relatively inexpensive and can be implemented more quickly, while others are most costly and won’t be implemented until new development occurs. Short-Term Actions: resurface and restripe roadway and add bicycle facilities, maintain street lighting, install marked crosswalks at some intersections, increase size of street signs Intermediate-Term Actions: install mid-block crosswalks and warning lights, install raised medians/pedestrian refuges at limited locations, add street signs to medians, remove signal at Butte Avenue Long-Term Actions: install street trees, install complete raised medians and mid-block pedestrian crossings, add street signs to medians, install bulbouts, widen roadway, install pedestrian overcrossing ---PAGE BREAK--- 33 Option 1: 1995 General Plan, 6-Lane Principal Arterial, 127 Feet of Right of Way ---PAGE BREAK--- 34 ---PAGE BREAK--- 35 Number of Travel Lanes: 6 Sidewalk Width: 10 feet Enhanced Street Signs: Will hang from traffic signals Lane Width: 13-13.5 feet Bike Lane: Yes Marked Crosswalks: At traffic signals Two-Way Turn Lane: Yes Bike Lane Width: 6 feet Typical Crossing Distance: 117 feet Two-Way Turn Lane Width 16 feet Street Trees: Possible Typical Crossing Time: 33 seconds Target Speed: 35 mi/hr Raised Median: None Intersection Curb Radius: 30 and 60 feet Raised Median Width: not applicable Turning Movements from CL Road: Left and right, all intersections and driveways Note: Above-ground utilities (electrical poles, fire hydrants) will need to be relocated. ---PAGE BREAK--- 36 Number of Travel Lanes: 6 Sidewalk Width: 10 feet Enhanced Street Signs: Will hang from traffic signal arm Lane Width: 13-13.5 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet Typical Crossing Distance: 117 feet Two-Way Turn Lane Width n/a Street Trees: Possible Typical Crossing Time: 33 seconds Target Speed: 35 mi/hr Raised Median: None Intersection Curb Radius: 30 and 60 feet Raised Median Width: not applicable Turning Movements from CL Road: Left and right, all approaches Note: Above-ground utilities (electrical poles, fire hydrants) will need to be relocated. ---PAGE BREAK--- 37 Number of Travel Lanes: 6 Sidewalk Width: 10 feet Enhanced Street Signs: Will hang from traffic signal arm Lane Width: 13-13.5 feet Bike Lane: Yes Marked Crosswalks: No Two-Way Turn Lane: Yes Bike Lane Width: 6 feet Typical Crossing Distance: 117 feet Two-Way Turn Lane Width 16 feet Street Trees: Possible Typical Crossing Time: 33 seconds Target Speed: 35 mi/hr Raised Median: None Intersection Curb Radius: 30 and 60 feet Raised Median Width: not applicable Turning Movements from CL Road: Left and right, all intersections and driveways Note: Above-ground utilities (electrical poles, fire hydrants) will need to be relocated. ---PAGE BREAK--- 38 Number of Travel Lanes: 6 Sidewalk Width: 10 feet Enhanced Street Signs: Will hang from traffic signal arm Lane Width: 13-13.5 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: Yes Bike Lane Width: 6 feet Typical Crossing Distance: 117 feet Two-Way Turn Lane Width 16 feet Street Trees: Possible Typical Crossing Time: 33 seconds Target Speed: 35 mi/hr Raised Median: None Intersection Curb Radius: 60 feet Raised Median Width: not applicable Turning Movements from CL Road: Left and right, all approaches Note: All above-ground utilities (electrical poles, fire hydrants) will need to be relocated. ---PAGE BREAK--- 39 Number of Travel Lanes: 6 Sidewalk Width: 10 feet Enhanced Street Signs: Will hang from traffic signal arm Lane Width: 13-13.5 feet Bike Lane: Yes Marked Crosswalks: At signalized intersections Two-Way Turn Lane: Yes Bike Lane Width: 6 feet Typical Crossing Distance: 117 feet Two-Way Turn Lane Width 16 feet Street Trees: Possible Typical Crossing Time: 33 seconds Target Speed: 35 mi/hr Raised Median: None Intersection Curb Radius: 30 and 60 feet Raised Median Width: not applicable Turning Movements from CL Road: Left and right, all intersections and driveways Note: Above-ground utilities (electrical poles, fire hydrants) will need to be relocated. ---PAGE BREAK--- 40 Number of Travel Lanes: 6 Sidewalk Width: 10 feet Enhanced Street Signs: Will hang from traffic signal arm Lane Width: 13-13.5 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet Typical Crossing Distance: 117 feet Two-Way Turn Lane Width n/a Street Trees: Possible Typical Crossing Time: 33 seconds Target Speed: 35 mi/hr Raised Median: None Intersection Curb Radius: 30 and 60 feet Raised Median Width: not applicable Turning Movements from CL Road: Left and right, all approaches Note: Above-ground utilities (electrical poles, fire hydrants) will need to be relocated.) ---PAGE BREAK--- 41 Number of Travel Lanes: 6 Sidewalk Width: 10 feet Enhanced Street Signs: Can be placed in sidewalk Lane Width: 13-13.5 feet Bike Lane: Yes Marked Crosswalks: No Two-Way Turn Lane: Yes Bike Lane Width: 6 feet Typical Crossing Distance: 117 feet Two-Way Turn Lane Width 16 feet Street Trees: Possible Typical Crossing Time: 33 seconds Target Speed: 35 mi/hr Raised Median: None Intersection Curb Radius: 30 and 60 feet Raised Median Width: not applicable Turning Movements at This Intersection: Left and right, all approaches Note: Above-ground utilities (electrical poles, fire hydrants) will need to be relocated. ---PAGE BREAK--- 42 Number of Travel Lanes: 6 Sidewalk Width: 10 feet Enhanced Street Signs: Can be placed in sidewalk Lane Width: 13-13.5 feet Bike Lane: Yes Marked Crosswalks: No Two-Way Turn Lane: Yes Bike Lane Width: 6 feet Typical Crossing Distance: 117 feet Two-Way Turn Lane Width 16 feet Street Trees: Possible Typical Crossing Time: 33 seconds Target Speed: 35 mi/hr Raised Median: None Intersection Curb Radius: 30 and 60 feet Raised Median Width: not applicable Turning Movements from CL Road: Left and right, all intersections and driveways Note: Above-ground utilities (electrical poles, fire hydrants) will need to be relocated. ---PAGE BREAK--- 43 Number of Travel Lanes: 6 Sidewalk Width: 10 feet Enhanced Street Signs: Will hang from traffic signal arm Lane Width: 13-13.5 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet Typical Crossing Distance: 117 feet Two-Way Turn Lane Width n/a Street Trees: Possible Typical Crossing Time: 33 seconds Target Speed: 35 mi/hr Raised Median: None Intersection Curb Radius: 30 and 60 feet Raised Median Width: not applicable Turning Movements at This Intersection: Left and right, all approaches Note: Above-ground utilities (electrical poles, fire hydrants) will need to be relocated. ---PAGE BREAK--- 44 Number of Travel Lanes: 6 Sidewalk Width: 10 feet Enhanced Street Signs: Can be placed in sidewalk Lane Width: 13-13.5 feet Bike Lane: Yes Marked Crosswalks: No Two-Way Turn Lane: No Bike Lane Width: 6 feet Typical Crossing Distance: 117 feet Two-Way Turn Lane Width n/a Street Trees: Possible Typical Crossing Time: 33 seconds Target Speed: 35 mi/hr Raised Median: None Intersection Curb Radius: 30 and 60 feet Raised Median Width: not applicable Turning Movements at Local Intersections: Left and right, all approaches Note: Above-ground utilities (electrical poles, fire hydrants) will need to be relocated. ---PAGE BREAK--- 45 Option 2: Reallocate Existing 100-Foot Right of Way ---PAGE BREAK--- 46 ---PAGE BREAK--- 47 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet (33 feet twice) Two-Way Turn Lane Width n/a Street Trees: Yes Typical Crossing Time: 23 seconds total, (10 seconds twice) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 20 feet Raised Median Width: 14 feet typical Turning Movements from CL Road: Right in/out only except at signalized intersections ---PAGE BREAK--- 48 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet (33 feet twice) Two-Way Turn Lane Width n/a Street Trees: No Typical Crossing Time: 23 seconds total (10 seconds twice) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 20 feet Raised Median Width: 5 feet/14 feet Turning Movements from CL Road: Left and right, all approaches ---PAGE BREAK--- 49 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet (33 feet twice) Two-Way Turn Lane Width n/a Street Trees: Yes Typical Crossing Time: 23 seconds total (10 seconds twice) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 20 feet Raised Median Width: 5 feet/14feet Turning Movements from CL Road: Left and right, all approaches ---PAGE BREAK--- 50 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet (33 feet twice) Two-Way Turn Lane Width n/a Street Trees: Yes Typical Crossing Time: 23 seconds total (10 seconds twice) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 20 feet, except Hatch Road Raised Median Width: 14 feet, typical Turning Movements from CL Road: Right in/out only, except at signalized intersections ---PAGE BREAK--- 51 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet Two-Way Turn Lane Width n/a Street Trees: No Typical Crossing Time: 23 seconds Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 45 feet Raised Median Width: 4 feet Turning Movements from CL Road: Left and right, all approaches ---PAGE BREAK--- 52 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet Two-Way Turn Lane Width n/a Street Trees: Yes Typical Crossing Time: 23 seconds Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 45 feet Raised Median Width: 4 feet Turning Movements from CL Road: Left and right, all approaches ---PAGE BREAK--- 53 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet (33 feet twice) Two-Way Turn Lane Width n/a Street Trees: Yes Typical Crossing Time: 23 seconds total (10 seconds twice) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 20 feet, 25/60 feet Raised Median Width: 14 feet Turning Movements from CL Road: Right in/out only except at signalized intersections and one midblock turn pocket Note: Signal at Butte Avenue would be removed when raised median is built. ---PAGE BREAK--- 54 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet (39 or 33 feet twice) Two-Way Turn Lane Width n/a Street Trees: No Typical Crossing Time: 23 seconds total (11 or 10 seconds twice) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 20 feet, 25/60 feet Raised Median Width: 2 feet/14 feet Turning Movements at This Intersection: Right in/out only except at signalized intersections. Note: Signal at Butte Avenue would be removed when median is built. ---PAGE BREAK--- 55 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet (39 or 33 feet twice) Two-Way Turn Lane Width n/a Street Trees: Yes Typical Crossing Time: 23 seconds total (11 or 10 seconds twice) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 20 feet, 25/60 feet Raised Median Width: 2 feet/14 feet Turning Movements at This Intersection: Right in/out only except at signal Note: Signal at Butte Avenue would be removed when raised median is built. Curb extensions would shorten crossing distance and keep the existing curb radius. ---PAGE BREAK--- 56 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In sidewalk at side of road Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet Two-Way Turn Lane Width n/a Street Trees: No Typical Crossing Time: 23 seconds total (10 seconds twice) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 20 feet/60 feet Raised Median Width: 16 feet Turning Movements at This Intersection: Right in/out from E. Glenn Avenue; left in/right out from W. Glenn Avenue ---PAGE BREAK--- 57 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet (33 feet twice) Two-Way Turn Lane Width n/a Street Trees: Yes Typical Crossing Time: 23 seconds total (10 seconds twice) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 20 feet, 60 feet Raised Median Width: 16 feet Turning Movements at This Intersection: Right in/out from E. Glenn Avenue; left in/right out from W. Glenn Avenue ---PAGE BREAK--- 58 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet (33 feet twice) Two-Way Turn Lane Width n/a Street Trees: Yes Typical Crossing Time: 23 seconds total (10 seconds twice) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 20 feet Raised Median Width: 14 feet Turning Movements at This Intersection: Right in/out only except at signalized intersections and one midblock location. ---PAGE BREAK--- 59 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet (32 and 44 feet) Two-Way Turn Lane Width n/a Street Trees: No Typical Crossing Time: 23 seconds total (9 and 13 seconds) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 50 feet Raised Median Width: 4 feet/16 feet Turning Movements at Local Intersections: Left and right, all approaches ---PAGE BREAK--- 60 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet (32 and 44 feet) Two-Way Turn Lane Width n/a Street Trees: Yes Typical Crossing Time: 23 seconds total (9 and 13 seconds) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 50 feet Raised Median Width: 4 feet/16 feet Turning Movements at This Intersection: Left and right, all approaches ---PAGE BREAK--- 61 Option 2.1: 100 Feet of Right of Way North of State Route 99 ---PAGE BREAK--- 62 ---PAGE BREAK--- 63 Number of Travel Lanes: 4 Sidewalk Width: 10 feet Enhanced Street Signs: In raised median before intersection Lane Width: 11 feet Bike Lane: Yes Marked Crosswalks: Yes Two-Way Turn Lane: No Bike Lane Width: 6 feet + 4-foot buffer Typical Crossing Distance: 80 feet (32 and 44 feet) Two-Way Turn Lane Width n/a Street Trees: Yes Typical Crossing Time: 23 seconds total (9 and 13 seconds) Target Speed: 30 mi/hr Raised Median: Yes Intersection Curb Radius: 20 - 60 feet Raised Median Width: 4 feet/16 feet Turning Movements at This Intersection: Right in/out only except at signalized intersections and one midblock turn pocket ---PAGE BREAK--- 64 ---PAGE BREAK--- 65 Option 2.2: 60 Feet of Right of Way North of State Route 99 ---PAGE BREAK--- 66 ---PAGE BREAK--- 67 Number of Travel Lanes: 2 Sidewalk Width: 12 feet A/C shared with bicycles Enhanced Street Signs: Possibly at roadway edge Lane Width: 12 feet Bike Lane: n/a Marked Crosswalks: Yes Two-Way Turn Lane: Yes Bike Lane Width: 12 feet shared with pedestrians Typical Crossing Distance: 36 feet Two-Way Turn Lane Width 12 feet Street Trees: No Typical Crossing Time: 11 seconds Target Speed: 25 mi/hr Raised Median: No Intersection Curb Radius: n/a Raised Median Width: n/a Turning Movements at This Intersection: Left and right, all approaches Note: A raised, extruded curb would be added at the edge of the traveled roadway to separate cars from pedestrians and bicycles. There would be no concrete sidewalk in this time frame. ---PAGE BREAK--- 68 Number of Travel Lanes: 2 Sidewalk Width: 12 feet shared with bicycles Enhanced Street Signs: In sidewalk Lane Width: 12 feet Bike Lane: n/a Marked Crosswalks: Yes Two-Way Turn Lane: Yes Bike Lane Width: 12 feet shared with pedestrians Typical Crossing Distance: 36 feet Two-Way Turn Lane Width 12 feet Street Trees: Yes Typical Crossing Time: 11 seconds Target Speed: 25 - 30 mi/hr Raised Median: No Intersection Curb Radius: n/a Raised Median Width: n/a Turning Movements at This Intersection: Left and right, all approaches ---PAGE BREAK--- 69 Chapter 3: Preferred Option ---PAGE BREAK--- 70 ---PAGE BREAK--- 71 Introduction The Preferred Option was prepared following public outreach efforts and in response to public comments. As illustrated, Crows Landing Road would be modified within the existing 100 feet of right of way south of State Route 99. The segment north of State Route 99 would be widened to 100 feet. This would also result in Crows Landing Road being redesignated in the general plan to “minor arterial, 4 lanes” from “major arterial, 6 lanes.” No change in the function of Crows Landing Road would occur. North of State Route 99 At the north end of Crows Landing Road, where it intersects S. 7th Street, the roadway must be aligned with the replacement bridge over the Tuolumne River, which is currently being designed by Stanislaus County with participation from the City. The Preferred Option (Figure 3) shows Alternative 2A/2B design for the 7th Street Bridge and how it would align with S. 7th Street and Crows Landing Road. In addition to the reconstruction of this intersection, a traffic signal will be installed. In the Preferred Option, all of Crows Landing Road would have 100 feet of right of way. This would require substantial dedication or purchase of land and widening of up to 40 feet in some areas and as little as 15 feet in other areas. Utility poles would need to be relocated to the edge of the right of way. Widening of this portion of Crows Landing Road could add pressure to reconstruct the Crows Landing Road interchange. Features: ◦ Four travel lanes (11 feet each) ◦ Two Class 2 bicycle lanes (6 feet each) and buffers (4 feet each) ◦ Two sidewalks (10 feet each) ◦ Raised median (16 feet) with turn pockets at some locations ◦ Street trees at the edge of roadway, possibly also in median South of State Route 99 to Hatch Road This section would not be widened beyond its current 100-to-105-foot right of way. All of the proposed changes would be made within the existing right of way. In this section, most utility poles are located at or near the edge of right of way, but the sidewalk tends to be narrow, making it difficult in some locations to walk past a pole without stepping off the sidewalk. Street signs will be added in advance of intersections to provide advance warning. Features: ◦ Four travel lanes (11 feet each) ◦ Two Class 2 bicycle lanes (6 feet each) and buffers (4 feet each) ◦ Two sidewalks (10 feet each) ◦ Raised median (14 to 16 feet) with turn pockets at some locations ◦ Street trees at the edge of roadway, possibly also in median ◦ Possible addition of lighted crosswalk or pedestrian overcrossing (School Avenue) Hatch Road to Whitmore Avenue This section would not be widened beyond its current 100-foot right of way. All of the proposed change would be made within the existing right of way. In this section of Crows Landing Road, most utility poles are located at or near the edge of right of way, but the sidewalk tends to be narrow, making it difficult in some locations to walk past a pole without stepping off the sidewalk. Several mailboxes on the east side of the road appear to be located in the right of way and will be moved onto the owner’s property. Street signs will be added in advance of intersections to provide advance warning. Features: ◦ Four travel lanes (11 feet each) ◦ Two Class 2 bicycle lanes (6 feet each) and buffers (4 feet each) ◦ Two sidewalks (10 feet each) ◦ Raised median (14 to 16 feet) with turn pockets at some locations ◦ Street trees at the edge of roadway, possibly also in median ◦ Possible removal of one traffic signal (Butte Avenue) and addition of another (Algen or Imperial Avenue) ◦ Possible reduction of speed limit ---PAGE BREAK--- 72 More Detailed Study Prior to the removal of the signal at Butte Avenue or the installation of a signal at another intersection, such as E. Glenn Avenue or Imperial Avenue, careful study and consideration will need to be given to the effect of such changes on nearby intersections, and on travel speeds on Crows Landing Road. The signal at Butte Avenue provides a protected crossing point for pedestrians, but two pedestrians have been killed in recent years just north of Butte Avenue, which indicates a need for further pedestrian accommodations. Additionally, prior to the installation of substantial raised medians, city staff will meet with property owners and conduct driveway volume measurements if necessary to determine where medians should be open to allow left turns and which driveways can be right-in-right-out. In those situations, staff will also consider the need to allow u-turns at some intersections. Public safety will be given highest priority. ---PAGE BREAK--- 73 ---PAGE BREAK--- 74 ---PAGE BREAK--- 75 ---PAGE BREAK--- 76 ---PAGE BREAK--- 77 ---PAGE BREAK--- 78 ---PAGE BREAK--- 79 Chapter 4: Funding and Implementation ---PAGE BREAK--- 80 ---PAGE BREAK--- 81 Cost Estimating Cost estimating is an iterative process. When a project is in the conceptual stage, preliminary cost estimates are also provided conceptually, utilizing a typical per-unit cost. As a project’s design is refined, costs are further refined and may rise or fall, depending upon specific project needs. The Crows Landing Road corridor study represents the conceptual phase of project development, therefore cost estimates, shown in Table 2 below, are typical per-unit costs. These estimates are provided in constant 2014 dollars for materials and labor with no provision for inflation. The cost of each project will vary depending upon the specific circumstances. This includes resurfacing and restriping to include bike lanes; reconstructing curb, gutter, and sidewalk; adding signal loop detectors; relocating utilities; undergrounding a portion of the Turlock Irrigation District canal; and purchasing some right of way. Table 2 Project Implementation Cost Estimate Unit Cost Unit Quantity Project Cost Resurface (minimum thin overlay) $90 Ton 7,374 $663,660 Restripe, including bike lanes $350,000 Lump Sum 1 $350,000 Raised median (14 - 16 feet wide) $15 Square Foot 56,000 $840,000 Intersection signage in median $10,000 Lump Sum 1 $10,000 Remove signal $25,000 Lump Sum 1 $25,000 Add signal $400,000 Lump Sum 1 $400,000 Install concrete sidewalk only $12 Square Foot 34,650 $415,800 Install concrete sidewalk, curb, gutter $20 Square Foot 43,240 $864,800 Bulbout (one) $5,000 Each 1 $5,000 Enhanced crosswalk (overhead lighting) $20,000 Each 1 $20,000 Pedestrian overcrossing $2,500,000 Each 1 $2,500,000 Street trees (40 feet on center) $600 Each 150 $90,000 Landscaping (not trees) $8 Square Foot 56,000 $448,000 ADA Ramps $3,500 Each 60 $210,000 Traffic Detection Loops $600 Each 120 $72,000 Street Lighting $12,000 Each 70 $840,000 Adjust Street Utilities to Grade $600 Each 130 $78,000 Sub Total $7,832,260 Design (10%) $783,226 Inspection and Administration (10%) $783,226 Contingencies $626,581 Total $10,025,293 Project Implementation Complex transportation projects, such as Crows Landing Road, as often funded through a variety of sources. Transportation funding typically restricts eligibility by phase of construction (planning, preliminary design, final design and construction) or by type of improvement (pavement and striping, bicycle and pedestrian, aesthetic elements such as trees, or safety measures). Funding for construction and maintenance are made available through federal and state sources, as Modesto and Stanislaus County have very limited local transportation funding sources. Transportation funding, therefore, is limited by federal and state rules and regulations and is limited to the amount of money available from various federal and state sources. The amount of money available fluctuates over time. Changes to the public right of way are identified as short‐term, relatively low‐cost actions; mid‐term changes; and, long‐term. Practically speaking, the timing of all improvements is affected by jurisdictional issues and cost. Some improvements are relatively inexpensive and can be implemented more quickly, while others are most costly and won’t be implemented until new development occurs. Where and when a change is actually implemented will not be that simple in practice for various reasons. Funding availability and jurisdictional issues will have the greatest impact on when and where changes are implemented. Modesto expects that full implementation of the adopted plan will ---PAGE BREAK--- 82 occur incrementally over the course of many years. Modesto and Stanislaus County have a history of working together on infrastructure projects, which is expected to continue with the Crows Landing Road improvements. This will provide continuity for improvements, as the jurisdictional boundaries of the two agencies create a patchwork, as shown on Figure 1 in Chapter 1. Short-Term Actions: ◦ resurface and restripe roadway and add bicycle facilities ◦ maintain street lighting ◦ install marked crosswalks at some intersections ◦ increase size of street signs Intermediate-Term Actions: ◦ install mid-block crosswalks and warning lights ◦ install raised medians/pedestrian refuges at limited locations ◦ add street signs to medians ◦ remove signal at Butte Avenue Long-Term Actions: ◦ install street trees ◦ install complete raised medians and mid-block pedestrian crossings ◦ add street signs to medians ◦ install bulbouts ◦ widen road north of State Route 99 ◦ install pedestrian overcrossing ◦ install or widen sidewalks Funding Sources Transportation projects are typically funded through a variety of sources. Some elements of a roadway, such as pavement, are eligible for road funds, while other elements, such as new bicycle and pedestrian facilities, lighting, or street trees are eligible for more limited funding sources. Large-scale development projects often fund major changes to public right of way, but may only be responsible for public right of way immediately adjacent to their property or for changes that can clearly be shown to be needed due to the project. Funding for traffic signals or a portion of a traffic signal is a good example of this. Most transportation funding is controlled by the Stanislaus Council of Governments, which plans the use of, determines project eligibility for, and administers virtually all of the transportation funding used in Stanislaus County. Each city or county is responsible to prepare a prioritized list of projects city or county staff believes is eligible for a particular fund. The total amount of each funding source available in a particular year is subject to federal and state discretion. Therefore, the amount and type of regionally-controlled funding available to any one project is under minimal local control. Fees paid by developers and any citywide tax measures are collected and administered by the jurisdiction in which the funding is collected and each agency has generally greater discretion to spend the collected local funds. Most of the short-term actions listed above will be eligible for RSTP money, although lighting and signage will probably be funded locally. Intermediate-term actions are largely eligible for ATP or local money, although traffic signal work may be eligible for RSTP. Most long-term actions will be eligible for local funding or ATP. Regionally-Controlled Funds Regional Surface Transportation Program (RSTP) Capital costs for transportation projects, reconstruction or resurfacing of roads, operational improvements, bicycle and pedestrian facilities, highway safety improvements, transportation enhancement activities, and transportation control measures are all eligible to receive RSTP funding. This fund is administered by the Stanislaus Council of Governments. Active Transportation Program (ATP) This program consolidates existing federal and state transportation programs, including the Transportation Alternatives Program (TAP), Bicycle Transportation Account (BTA), and State Safe Routes to School (SR2S), into a single program with a focus to make California a national leader in active transportation. Eligible projects increase bicycle and walking trips, improve safety for non-motorized travelers, reduce greenhouse gas emissions, improve public health, and share benefits with disadvantaged communities. This fund is administered by the Stanislaus Council of Governments. Local Funding ---PAGE BREAK--- 83 The City of Modesto controls infrastructure funds that are raised locally. These funds can be used for a variety of purposes, including capital and operating costs. Local funding sources may include the Capital Improvement Program, Local Assessment District, or a local sales tax measure. Because regionally-controlled money requires financial participation from local agencies, local funding is often used to match regionally-controlled funds. Additionally, cities can require frontage and alley improvements from developers in conjunction with new development or property improvements that exceed 50 percent of the appraised value of the structures. ---PAGE BREAK--- 84 Chapter 5: Land Development ---PAGE BREAK--- 85 ---PAGE BREAK--- 86 Existing Development Pattern Development patterns can promote or inhibit automobile access or pedestrian and bicycle access. Automobile-promoting development patterns are characterized by wide roads, high travel speeds, parking-fronted development, direct access to adjacent roads, and large-radius curves. Pedestrian- and bicycle-promoting development patterns, on the other hand, are characterized by lower motor vehicle speeds, limited turning opportunities, buildings at or near the back of sidewalk with doors and windows oriented toward the wide sidewalk, street trees planted at the edge of the traveled roadway, short crossing distances across streets, and limited driveways crossing sidewalks. In areas where cars typically move rapidly down the street, businesses aim to attract attention using larger signs, or signs that flash or move. This effect is enhanced when commercial buildings are placed behind parking lots, farther from the street edge, making it more difficult for passing motorists to see signs attached to buildings. Several of these issues have been addressed as part of the Preferred Option for Crows Landing Road. The majority of properties adjacent to Crows Landing Road are occupied by buildings located away from the public right of way to provide parking between the buildings and the sidewalk. Virtually all of the properties adjacent to Crows Landing Road provide motor vehicle access to parking from a driveway on Crows Landing Road. The resulting pattern of development increases sight lines for motor vehicles (encourages higher travel speeds)and allows vehicles to move across travel lanes at a large number of locations creating a large number of potential conflicts and a travel environment characterized by a high degree of unpredictability. For pedestrians and bicycle riders, who move more slowly than motor vehicles, the unpredictability of motor vehicle movements can be intimidating and physically dangerous. Parking lots located in front of buildings reached by driveways cut across the sidewalk makes walking down the sidewalk relatively unsafe, as vehicles may enter and exit driveways across the sidewalk every few feet and also makes it more difficult for a pedestrian to reach the front door of the business, by necessitating a walk through the parking lot. Curb cuts tend to result in a sidewalk that slopes downward toward the street, making pedestrian access for people with mobility problems (e.g. wheelchair, walker) more difficult. Motorists can also find this development pattern challenging, as maximizing motor vehicle access points to Crows Landing Road increases the locations from which cars may enter or exit the roadway. Two-way left-turn lanes increase the number of points from which motor vehicle traffic may enter or exit the traveled roadway. General Plan and Zoning As noted earlier and as shown on Figure 1, jurisdictional boundaries in the study area are fragmented with some areas governed by Modesto and some governed by Stanislaus County, although all of the study area is in Modesto’s Sphere of Influence. Figures 3 and 4 show Modesto’s existing general plan designations and Modesto’s and Stanislaus County’s existing zoning along the Crows Landing Road corridor. North of State Route 99 and northeast of the intersection of Crows Landing Road with Whitmore Avenue, the properties in Stanislaus County are designated Industrial. Properties in the County that front Crows Landing Road are designated Commercial. Properties near the corridor, but behind Commercial properties are designated either Urban Transition (west of Crows Landing Road) or Low or Medium Density Residential (both east of Crows Landing Road). The County’s general plan designations are generally consistent with the City’s general plan designations, although some areas, such as those zoned for A2-10 (10-acre agricultural parcels) are not consistent with Modesto’s general plan. Modesto’s draft general plan amendment redesignates the former tallow plant site (west of Crows Landing Road and adjacent south of State Route 99) from Industrial to Business Commercial Residential (BCR), which, if adopted, would allow for business park, commercial, and medium-high density residential uses in close proximity to one another to create a walkable area. Creating a Pedestrian-Friendly Development Pattern In order to improve the pedestrian-friendliness of Crows Landing Road, it is important to slow traffic and make motor vehicle movements more predictable; reduce potential conflicts between pedestrians and traffic; and locate buildings and building entries near the sidewalk. Sidewalks Curb, gutter, and sidewalk is absent or narrow (less than 10 feet) in many areas. Narrow sidewalks can be difficult to negotiate and often are further narrowed by utility poles and various kinds of signage. Add fairly high traffic speeds and freight trucks on the adjacent roadway to the narrow sidewalk and walking can be uncomfortable for pedestrians. Ten-foot-wide sidewalks will be constructed or widened along Crows Landing Road as development or annexation occurs or as funding becomes available. Adding bicycle lanes and buffers and adding street trees at the roadway edge will move motor vehicle traffic away from the sidewalk to provide a more comfortable pedestrian experience. East and west of Crows Landing Road, just behind the corridor, most developed blocks are short, making a walking trip to Crows Landing Road reasonably short. However, much of the land on either side of the corridor is not developed with curb, gutter, and sidewalk or with storm water drainage. This makes walking problematic, especially during wet weather, when unpaved areas are muddy. Generally speaking, areas that have been annexed to the City of Modesto are equipped with curbs, gutters, and sidewalks and have some sort of storm water drainage system. Exceptions to this occur at Amador Avenue, which was annexed to Modesto in 1959 without the adjoining properties, and the southeast corner of E. Glenn Avenue, which was annexed in 1979 and is occupied by a building located in what will eventually be the public right of way. Other streets that intersect Crows Landing Road and which are not improved with curb, gutter, and sidewalk are Blankenburg Avenue, Butte Avenue, Colusa Avenue, Crater Avenue, Flamingo Drive, Imperial Avenue, Olivero Road, Glenn Avenue west of Crows Landing Road, and the southeast frontage of Hatch Road. Additionally, Kendee Road is unpaved. Past practice has been for Modesto to reach an agreement with Stanislaus County regarding installation of infrastructure prior to annexation of developed areas. This practice is expected to continue for future annexations of developed areas, but does not apply to Amador Avenue, which has already been annexed to the City of Modesto. Driveway Placement Driveways should be relatively few in number and oriented to the streets intersecting Crows Landing Road whenever possible. This will occur with new development and requires the development of cross- access easements to allow access to several parcels from a driveway on one parcel. Coordination and cooperation between neighboring property owners is necessary, but provides important benefits. Reorienting driveways to intersecting streets will smooth the flow of traffic in the curb lane on Crows Landing Road by reducing the points at which a right turn is possible. Additionally, closed driveways should be replaced with sidewalk to reduce hazards for the mobility impaired. Discretionary permits for new construction may consider driveway closures and sidewalk reconstruction to meet Modesto’s current driveway location standards. ---PAGE BREAK--- 87 Building Location and Orientation Changing where new buildings can be located on a site is a long-term strategy for transforming the Crows Landing Road corridor that will require revisions to the zoning code. Redeveloping the Crows Landing Road corridor to be more pedestrian friendly should include locating new buildings close enough to the sidewalk that parking between the building and sidewalk is eliminated. Building entries and display windows should be oriented to the sidewalk and street with parking behind the building. Entries from the rear parking area might be provided through a secondary rear entrance or via passages between buildings leading to the front entries adjacent to the sidewalk. This would have multiple benefits, including reducing motor vehicle sight lines, which will contribute to reducing vehicle speeds; eliminating the need for pedestrians to cross parking lots in order to enter the building; and reducing the perceived need for larger signs and banners to identify businesses that are set back from the edge of right of way. Implementation New or updated zoning regulations will need to be established to shape future development along Crows Landing Road. Such regulations will need to consider such issues as building placement, allowable land uses, landscaping, and access standards. Additionally, zoning regulations will need to consider near-term and mid-term approaches for addressing non-conforming development. Various options include a form-based code for the area, an overlay zone, or design guidelines or some combination of these approaches to ensure a more vibrant, pedestrian-friendly environment. A general plan amendment may also be necessary, if Modesto wants to allow a mix of commercial and residential land uses. A possible development concept showing building locations, uses, and access, is shown on Exhibit D. As developed areas are annexed to Modesto, the City will continue to pursue its agreement with the County providing for the installation of infrastructure to City standards. Nevertheless, Modesto will also need to develop a strategy to install curb, gutter, and sidewalk along those portions of Amador and E. Glenn Avenues that have already been annexed to Modesto. In coordination with Stanislaus County, Modesto will need to develop a strategy for consolidating driveways and retrofitting with vertical curbs and raising the sidewalks to grade. ---PAGE BREAK--- 88 Exhibit D: Possible Future Development Scenario Along Crows Landing Road ---PAGE BREAK--- 89 ---PAGE BREAK--- 90 Chapter 6: Public Outreach ---PAGE BREAK--- 91 ---PAGE BREAK--- 92 Public Outreach Efforts While public agencies hold regular public meetings, such as Planning Commission and City Council meetings, subject to state laws, public outreach represents an additional effort to seek public input and increase constructive engagement on a project to help shape the ultimate design of the project. As part of public outreach, agency staff holds meetings in the community at locations that may be more convenient to the public than the chambers at City Hall, where Planning Commission and City Council meetings are generally held. Specific community groups and other stakeholders are targeted in an effort to ensure that the people most affected by a project have an opportunity to provide their opinions. Public outreach also helps increase community awareness of the planning process. Public notices were distributed in English and Spanish by mail to property owners within 300 feet of Crows Landing Road and also by email. Spanish translation services were provided by the Ceres Partnership for Healthy Children and Stanislaus County. The Crows Landing Road Corridor Study included three meetings public workshops, in addition to the Planning Commission and City Council meetings necessary for adoption. First Public Workshop The first public workshop, to discuss existing conditions on Crows Landing Corridor, was held on September 26, 2013, at the Shackelford Elementary School cafeteria. Shackelford Elementary School is located at the intersection of Crows Landing Road and School Avenue. A presentation was given concerning development patterns and administrative boundaries, general plan policies relating to Crows Landing Road and adjoining development, travel conditions and safety issues, and economic development. Much of the information contained in Chapter 1 of this report was presented at the first workshop. Approximately 50 people participated in this workshop. Comments received include: ◦ Safer crossings for pedestrians throughout the corridor ◦ Lighted crosswalks or pedestrian overcrossing at School Avenue and lighted crosswalks at Amador Avenue ◦ Improved street light maintenance ◦ Maintenance of road markings ◦ Add traffic signal between Winmoore Avenue and Whitmore Avenue ◦ Traffic signals are too close together in some places ◦ Residential development may not be appropriate or safe along Crows Landing Road ◦ Sources of funding for improvements ◦ Focus on existing businesses ◦ Parklawn neighborhood interested in annexation ◦ Modesto should make a presentation to South Modesto Municipal Advisory Council South Modesto Municipal Advisory Council This meeting was held on November 14, 2013, at the County Agricultural Center, which is located on Cornucopia Way, near the intersection of Crows Landing Road and Service Road. The South Modesto Municipal Advisory Council is a committee of persons appointed to advise Stanislaus County on issues affecting the populous but unincorporated portions of Stanislaus County that lie immediately south of Modesto. City staff was invited by County staff to present the existing conditions report to the South Modesto Municipal Advisory Council. Approximately 40 people attended this meeting. Comments received include: ◦ Impacts of widening on existing businesses ◦ Lighted crosswalks to improve safety ◦ Pedestrian overcrossing should be added at School Avenue ◦ Some traffic signals are too close together ◦ Landscaping and street trees would make the street look better and create a better walking environment ◦ Be sure to engage the business community ◦ Will the former tallow plant site be developed? ◦ Street lights need better maintenance ◦ Street signs and markings can be hard to read ◦ Left turns from side streets onto Crows Landing Road can be dangerous, but may not need new turn signals ◦ Bus shelters are needed ◦ Utilities obstruct sidewalks in some locations ◦ Some parking lots create queues onto Crows Landing Road ◦ An economic study and opportunity map would be helpful ◦ There should be a comprehensive signage plan ◦ Businesses should participate in vocational training programs ◦ Pedestrian pathways should be marked on parking lots ◦ The City and County should coordinate street and land development standards ---PAGE BREAK--- 93 Second Public Workshop This workshop was held at the Shackelford Elementary School cafeteria on August 28, 2014. This meeting addressed the various conceptual design options being considered for Crows Landing Road. The design concepts shown in Chapter 2 were presented and discussed. Comments were submitted orally and in writing. Approximately 15 people participated in this workshop. Comments received include: ◦ Majority preferred 100 feet south of SR 99 ◦ Majority preferred addition of street trees ◦ Cost of improvements ◦ Parking requirements and the impact on parking ◦ Coordination between City and County ◦ People walk and bike along Crows Landing Road, support for facilities ◦ Consider aesthetics ◦ Consider future growth ◦ Pedestrian safety at Glenn, Imperial, Blankenburg, and Amador Avenues ◦ Street lights don’t seem bright enough for safety ◦ Consider diagonal crossing/scramble for Hatch Road for school children ◦ Consider lighted crosswalks ◦ Concern over the cost of lighted crosswalks versus overhead lighting for crosswalks ◦ Timing of improvements ◦ Interest in traffic counts and effect of improvements on traffic delay ◦ Address illegal on-street auto sales; eliminate on-street parking or add time limits ◦ Add a traffic signal to slow traffic between Glenn Avenue and Whitmore Avenue ◦ Allow left turns in-out at Crater Avenue/Barozzi Avenue ◦ Median should have no landscaping ◦ Potholes north of SR 99 should be repaired ◦ “Keep clear” markings needed at unsignalized intersections ◦ Sidewalk needed on SR 99 overcrossing and on the west side of Crows Landing Road ◦ Underground TID canal ◦ Keep canal banks free of weeds and debris Third Public Workshop The third workshop was held on November 20, 2014, at Shackelford Elementary School cafeteria and was attended by approximately 20 people. The draft Preferred Option was presented for comment and refinement. These comments, together with those received at the earlier meetings, were used to develop the preferred option illustrated in Chapter 3. Comments received include: ◦ Pedestrian improvements/lighted crosswalks should be a high priority ◦ Be careful that improvements don’t cause cars to back up into Crows Landing Road ◦ No median should be installed from Crater Avenue to Barozzi Avenue ◦ Additional street lighting should be installed ◦ Butte Avenue signal was installed for pedestrians ◦ Two-lane bridge over State Route 99 should be widened to four lanes ◦ Bikes should use the sidewalk ◦ Median might create an expressway ◦ Best location for new signal might be Imperial Avenue, due to fire station and distance from Winmoore and Whitmore Avenues ◦ Traffic exiting southbound State Route 99 at Crows Landing Road should be able to turn left to go north on Crows Landing Road Staff has attempted to address all of the community’s expressed concerns in this corridor study report, either by incorporating suggested revisions or by written explanation in the corridor study report. Some comments are unrelated to work product for the Crows Landing Road Corridor Study, but may be addressed in the context of other projects. ---PAGE BREAK--- 94 Chapter 7: Recommendation ---PAGE BREAK--- 95 ---PAGE BREAK--- 96 Context Crows Landing Road varies in character along the two-mile study area. The northernmost stretch north of State Route 99 is industrial in nature with a small remnant of the former residential area along Blankenburg Avenue. The portion of the road between State Route 99 and Amador Avenue has a strong neighborhood character. Businesses are smaller and generally neighborhood-serving, with residential areas immediately adjacent. South of Amador venue, the character of the corridor is mixed: east of Crows Landing Road is a substantial industrial area, while west of Crows Landing Road is a mix of highway-oriented and neighborhood-oriented retail on larger lots. South of Algen Avenue, Crows Landing Road becomes primarily industrial and highway-oriented with development including a John Deere dealer, FedEx, and a mini-storage facility. The commercial development west of Crows Landing Road and south of Algen Avenue is immediately adjacent to residential development, but the uses are increasing highway-oriented moving south, rather than neighborhood-oriented. A substantial number of commercial buildings along Crows Landing Road are 40 to 60 years old. Although there are many examples of investment along the corridor in the last 25 years, there are significant opportunities for reinvestment and renewal. Roadway Designation and Design Elements In order to change Crows Landing Road from six lanes to four, the facility will need to be redesignated in the general plan from Principal Arterial to Minor Arterial. While this designation does not necessarily include all of the elements in the manner or dimensions illustrated in the Preferred Option, staff will recommend adopting those elements, with refinements to be made as needed. This recommendation varies from the Standard Specifications in several ways. Engineering best practices have been and will be employed to maximize safety for all travelers. Specifically, elements will include: ◦ 100-foot right of way (typical) ◦ reduced/relocated driveways ◦ 11-foot travel lanes (typical) ◦ 6-foot-wide bicycle lanes (typical) ◦ raised medians (channel and refuge) ◦ 4-foot-wide buffers (typical) ◦ 10-foot-wide sidewalks (typical) ◦ street trees at roadway edge Priority Projects Pedestrian Safety Perhaps the most pressing issue on Crows Landing Road is pedestrian safety. In spite of the traffic signal at Butte Avenue having been installed, in part, to improve pedestrian safety, two pedestrians have been struck by cars and killed in recent years near Glenn Avenue. Pedestrian safety improvements, such as refreshing pavement markings and installing push button-activated flashing signage to draw attention to pedestrians in the street, should be made a high priority. Increasing green times for pedestrians at traffic signals to allow children and the elderly to cross streets more safely, such as at Hatch Road and School Avenue, should also be evaluated and implemented based on contemporary transportation practices. Additional signage and other improvements to improve safety for school children should also be considered at School Avenue, which has a traffic signal, and possibly also for Crater Avenue/Barozzi Avenue, which does not have a signal, but where children cross Crows Landing Road nevertheless. Pedestrian refuge islands may be added at key locations to further improve safety. Further traffic- calming devices, such as speed bumps, should be considered on local streets in the vicinity of Shackelford Elementary School. Priority pedestrian projects include: ◦ Refresh crosswalk at Amador Avenue ◦ Install push button-activated flashing signage for crosswalk at Amador Avenue ◦ Consider additional flashing crosswalk at Glenn Avenue ◦ Increase standard green times at signals to allow safe crossing ◦ Install pedestrian refuge islands at crossings ◦ Signage and other improvements at School and Crater/Barozzi Avenues ◦ Traffic-calming devices on local streets near Shackelford School Resurface/Restripe Visibility of road markings other than pedestrian crossings is also a problem on Crows Landing Road. The pavement surface is cracked and worn in many places, which prevents road markings from adhering to the pavement. Because of the amount of traffic Crows Landing Road carries, it should be made a high priority for resurfacing and restriping. When resurfacing and restriping occur, travel lanes will be reduced in width and bicycle lanes and buffers can be added, which will also improve pedestrian safety by moving traffic away from the curb and sidewalk, while providing additional safety and visibility for bicycle riders and for motorists exiting driveways and intersecting streets. Further Study Traffic Signals The traffic signal at Butte Avenue, in combination with the signal at Winmoore Way, creates traffic flow problems, particularly when a standard-length freight truck is caught between signals. Apparently the signal was installed to improve pedestrian safety, but pedestrian fatalities still occur north and south of Butte Avenue at Glenn and Amador Avenues, suggesting the need for a different solution or set of solutions to improve pedestrian safety. Modesto has planned to install a traffic signal at Glenn Avenue for many years, but has not yet done so, due to difficulty obtaining right of way. Furthermore, traffic speeds are high on the southernmost stretch of Crows Landing Road, where the greatest number of collisions also occurs. Reducing travel speeds will help improve safety by giving motorists more time to respond to changing road conditions and also by reducing the severity of collisions when they occur. Adding a traffic signal to Imperial Avenue should be considered to help reduce travel speeds and also to improve access to Crows Landing Road for the Industrial Fire Protection District’s emergency vehicles. Careful consideration will be given to the effect of signal installation or removal on nearby intersections and on travel speeds. ---PAGE BREAK--- 97 Extended Raised Medians Raised medians have been recommended throughout Crows Landing Road with limited openings for left-in left-out traffic at intersections and driveways. Prior to the installation of substantial raised medians, city staff will meet with property owners and conduct driveway volume measurements, if necessary, to determine where medians should be open to allow left turns with careful consideration given to public safety. On-Street Parking Evaluate whether on-street parking is desirable or necessary in conjunction with adjoining businesses. Care should be taken to avoid creating friction between neighboring businesses where customers or employees of one business may occupy parking on a nearby property. On-street parking can help pedestrians feel safer on the sidewalk by creating a buffer between them and moving traffic, but they can pose a hazard for bicyclists, who may need to avoid a suddenly-opened door. Land Use New or updated zoning regulations will need to be established to shape future development along Crows Landing Road. Such regulations will need to consider such issues as building locations, allowable land uses, and access standards. Additionally, zoning regulations will need to consider near-term and mid-term approaches for addressing non-conforming development. Modesto may develop a form-based code for the area, an overlay zone, or design guidelines or some combination of these to ensure a more vibrant, pedestrian-friendly environment. A general plan amendment may also be necessary, if Modesto wants to allow a mix of commercial and residential land uses. The primary focus should be to support and enhance the pedestrian-friendliness of Crows Landing Road between State Route 99 and Amador Avenue (both east and west), which has a distinct neighborhood orientation and the west side of Crows Landing Road between Amador and Algen Avenues, which has a similar character. These areas have good potential for redevelopment. Future development patterns for the segments of Crows Landing Road that are more industrial or highway-oriented should be given careful consideration with respect to expansion and reuse and secondarily for redevelopment. Access policies should be carefully thought out for the entire corridor in the context of neighborhood-, industry-, or highway-orientation. As developed areas are annexed to Modesto, the City will continue to pursue its agreement with the County providing for the installation of infrastructure to City standards. Nevertheless, Modesto will also need to develop a strategy to install curb, gutter, and sidewalk along those portions of Amador and E. Glenn Avenues that have already been annexed to Modesto. In coordination with Stanislaus County, Modesto will need to develop a strategy for consolidating driveways and retrofitting with vertical curbs and raising the sidewalks to grade. ---PAGE BREAK--- 98 Appendix A: Traffic Data ---PAGE BREAK--- 99 ---PAGE BREAK--- 100 ---PAGE BREAK--- 101 ---PAGE BREAK--- 102 ---PAGE BREAK--- 103 ---PAGE BREAK--- 104 ---PAGE BREAK--- 105 ---PAGE BREAK--- 106 ---PAGE BREAK--- 107 ---PAGE BREAK--- 108 ---PAGE BREAK--- 109 ---PAGE BREAK--- 110 ---PAGE BREAK--- 111 ---PAGE BREAK--- 112 ---PAGE BREAK--- 113 ---PAGE BREAK--- 114