SR 01-23-2024 5L
City Council
Report
City Council Meeting: January 23, 2024
Agenda Item: 5.L
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To: Mayor and City Council
From: Rick Valte, Public Works Director, Public Works, Engineering and Street
Services
Rick Valte, Public Works Director, Public Works Department
Subject: Award Construction Bid to Access Pacific, Inc. for Wilshire Boulevard Safety
Improvements Project Phase 2A
Recommended Action
Staff recommends that the City Council:
1. Adopt a finding of Categorical Exemptions pursuant to Sections 15301 and
15311 of the California Environmental Quality Act (CEQA) Guidelines and
Section 21080.25 of CEQA.
2. Award Bid #SP2669 to Access Pacific, Inc. for the construction of the Wilshire
Boulevard Safety Improvements Phase 2A Project for the Public Works
Department.
3. Authorize the City Manager to negotiate and execute an agreement with Access
Pacific, Inc. for an amount not to exceed $1,711,848 (including a 10%
contingency).
4. Authorize the Director of Public Works to issue any necessary change orders to
complete additional work within contract authority.
5. Authorize budget changes as outlined in the Financial Impacts and Budget
Actions section of this report.
Summary
The City of Santa Monica has a longstanding dedication to improving safety and
enhancing the overall roadway experience for all users. With over half of its residents
walking and biking daily, and a third of students walking to school, the city consistently
invests in broadening mobility choices. This includes designing streets with targeted
safety enhancements that benefit users of all ages and abilities. The Wilshire Boulevard
Safety Improvements Phase 2A Project (Project) would construct improvements at the
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intersection of Wilshire Boulevard and 16th Street to promote safety, encourage diverse
modes of mobility, and minimize traffic conflict points that contribute to collisions. Staff
recommends awarding a contract to Access Pacific, Inc. in an amount not to exceed
$1,711,848 (including a 10% contingency) to provide construction services.
Discussion
The City of Santa Monica adopted the Pedestrian Action Plan on February 23, 2016
(Attachment A), with the ambitious goal of eliminating fatal and severe injury crashes on
its streets by 2026. As part of the Pedestrian Action Plan, a 2018 Vision Zero analysis in
Santa Monica identified the intersection of Wilshire Boulevard and 16th Street as having
the third highest incidence of fatal and severe injury crashes citywide. This intersection,
crucially located adjacent to UCLA Medical Center and one block from Lincoln Middle
School, experiences a high volume of pedestrian activity, with more than 2,000
crossings per day.
The Wilshire Safety Study was adopted by City Council on February 11, 2020
(Attachment B). Examination of the 2020 Wilshire Safety Study revealed a
predominance of broadside crashes, accounting for approximately 50% of incidents at
this location. Broadside crashes, often resulting from failure to yield the right of way, are
particularly hazardous for pedestrians and cyclists. This intersection met several
warrant criteria for the installation of a traffic signal including crash experience, school
crossing, and pedestrian volumes, underlining the need for enhancements.
The Project aims to significantly improve safety and mobility at this intersection. The
Project would install a new traffic signal, upgraded lighting, and curb extensions on all
four corners. These measures are designed to address the unique challenges of this
location. A description of the improvements, associated benefits, and potential
outcomes are outlined below.
New Traffic Signal: The addition of a traffic signal equipped with a leading
pedestrian interval would provide safely control movements at this intersection,
thereby reducing the potential for collisions.
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Upgraded Lighting: Improved lighting would enhance nighttime visibility, a
critical factor in ensuring security for all road users, especially during peak hours.
Curb Extensions: Extending the curb at the crosswalk would shorten pedestrian
crossing distances, increase visibility at crosswalks, discourage speeding, and
offer greater protection for pedestrians.
The proposed changes to Wilshire Boulevard and 16th Street were developed as part of
the Wilshire Safety Study, a year-long community engagement process involving
residents, businesses, and visitors in Santa Monica. Community outreach included
presentations to neighborhood associations and commissions, branded banners along
the corridors, meetings with key city stakeholder groups, corridor canvassing, outreach
to local businesses, and a robust online presence with study updates.
Vendor Selection
Bidder Recommendation
Best Bidder Access Pacific, Inc.
Evaluation
Criteria
Price; the ability, capacity, and skill of the bidder to perform the
services; the capacity of the bidder to perform the contract within
the time specified; the sufficiency of the bidder’s financial
resources; the reputation and experience of the bidder.
Municipal Code SMMC 2.24.180
Submittals Received
Access Pacific, Inc. $1,556,226
Hardy & Harper, Inc. $ 1,585,000
PALP Inc. dba Excel Paving Company $ 1,598,863
Bid Data
Date
Posted
Posted On Advertise In
(City Charter & SMMC)
Vendors
Downloaded
Date Publicly
Opened
09/21/2023 City's Online
Bidding Site
Santa Monica Daily
Press
78 10/26/2023
Best Bidder Justification
Staff recommends Access Pacific, Inc., the lowest bidder, as the best bidder when
evaluating bid price and completion of past projects for the City of Santa Monica,
including the North Beach Trail Improvements, Pedestrian Improvements at Four
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Schools, 17th Street/SMC/Expo Bike Path Connection, and Pico Boulevard Pedestrian
Safety Improvements Projects, as well as past projects for the City of Los Angeles, and
Conejo Recreation & Park district.
Public Outreach
Construction is expected to begin in August 2024 and last for 9 months. It generally
takes up to 6 months to procure and fabricate traffic signal poles, thus the estimated
August 2024 start. Prior to and during construction, City staff and the contractor would
distribute notifications to adjacent properties detailing the project scope, construction
schedule, and potential impacts. Periodic updates would be provided, as necessary.
Social media would be utilized to notify the public about general construction updates.
Environmental Review
The Project is categorically exempt from CEQA pursuant to Section 15301 and Section
15311 of the CEQA Guidelines and Section 21080.25 of CEQA. Section 15301 (Class 1
– Existing Facilities) exempts the operation, repair, maintenance, permitting, leasing,
licensing, or minor alteration of existing public or private structures, facilities,
mechanical equipment, or topographical features, involving negligible or no expansion
of existing or former use. Section 15311 (Class 11 – Accessory Structures) exempts
the construction, or replacement of minor structures accessory to (appurtenant to)
existing commercial, industrial, or institutional facilities, including but not limited
to seasonal or temporary use items in generally the same locations from time to time in
publicly owned parks, stadiums, or other facilities designed for public use. Additionally,
Section 21080.25 of CEQA states that CEQA does not apply to pedestrian and bicycle
facilities that improve safety, access, or mobility, including new facilities, within the
public right-of-way. This Project would add new traffic signals, upgrade curb extensions,
and make upgrades to the street lighting to improve pedestrian safety. The Project
would not expand or materially change existing City streets or infrastructure.
Furthermore, none of the exceptions to Categorical Exemptions set forth in the CEQA
Guidelines, Section 15300.2, apply to these exemptions. Therefore, the Project is
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exempt pursuant to Sections 15301 and Section 15311 of the CEQA Guidelines, and
Section 21080.25 of CEQA.
Past Council Actions
Meeting Date Description
February 23, 2016
(Attachment A)
Approved adoption of the Pedestrian Action Plan, which
strategically invests in ongoing initiatives to enhance pedestrian
safety and comfort, incorporating community input and aligning
with the Vision Zero initiative.
February 11, 2020
(Attachment B)
Approved the recommendations from the Wilshire Safety Study.
Financial Impacts and Budget Actions
Staff seeks authority to appropriate available funds from the Special Revenue Source
Fund (Transportation Impact Fee) for the Wilshire Boulevard Safety Improvements
Phase 2A Project to balance unprecedented project cost escalations sustained since
2020.
FY 2023-24 Budget Changes
Release Funds Appropriate Funds
Account Number Amount Account Number Amount
10.370332 - Transportation
Impact Fee
$722,066 C1008180.689290 $722,066
Total $722,066
Staff also seeks authority to award a contract with Access Pacific, Inc. to provide
construction services for the Project using the budget changes proposed for Council
approval and the previous appropriations in the Special Revenue Source Fund
(Transportation Impact Fees), Miscellaneous Grants Fund (Metro Grant), and Local
Return Fund (Measure R).
Contract Request
Funding
Source
FY 2023-24
Request
CIP Account # Total
Contract
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Amount Amount
Requested Funds (if appropriated)
Transportation
Impact Fees
$722,066 C1008180.689290 –
Wilshire Safety
Project
$722,066
Available Funds (previously appropriated)
Metro Grant
Funds
$616,000 C2008180.689290 –
Wilshire Safety
Project
$616,000
Transportation
Impact Fees
$82,600 C1008180.689290 –
Wilshire Safety
Project
$82,600
Transportation
Impact Fees
$173,747 C1007150.689000 –
Vision Zero Projects
$173,747
Transportation
Impact Fees
$63,864 C1007600.689000 –
Vision Zero and
Mobility Projects
$63,864
Measure R
Local Return
Funds
$53,571 C2704720.689120 –
Pedestrian Action
Plan
$53,571
Total $1,711,848
Prepared By: Jonathan Maldonado, Civil Engineering Associate
Approved
Forwarded to Council
Attachments:
A. Pedestrian Action Plan
B. Wilshire Safety Study Adoption
C. Oaks Initiative Form - Access Pacific
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City Council
Report
City Council Meeting: February 23, 2016
Agenda Item: 11.A
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To: Mayor and City Council
From: David Martin, Director, Planning and Community Development,
Transportation Planning (PCD)
Subject: Consideration of the Pedestrian Action Plan
Recommended Action
Staff recommends that the City Council hold a public hearing, receive public comment,
and adopt the attached resolution and Pedestrian Action Plan. The Pedestrian Action
Plan contains goals, policies, practices, programs, built projects, implementation
priorities, and a framework for strategic on -going investments that enhances pedestrian
safety and comfort.
Executive Summary
The Pedestrian Action Plan provides a framework for strategic on -going investments
that increase pedestrian safety and comfort. It includes community input and reflects
current conditions and anticipates changes associated with Expo Light Rail Service.
The Plan includes the City’s first statement on Vision Zero, the effort requested by City
Council in March 2015 to strive to eliminate roadway fatalities and severe injuries. It
builds on the 2010 Land Use and Circulation Element and subsequent implementation
efforts.
The recommendations in the draft Pedestrian Action Plan are based on detailed spatial
analysis of where pedestrian demand is highest, where pedestrian facilities could be
improved, and where pedestrian collisions have occurred. This detailed approach was
taken to maximize the effectiveness of implementation actions going forward. The
recommended actions take the form of practices that address how the City completes
its day-to-day work, programs to encourage people in the community to safely walk
more, and specific infrastructure projects to improve Santa Monica’s walking
environment.
This report summarizes the approach of the plan, explains how it is organized,
highlights major recommendations and looks ahead at how it will be implemented.
Based on feedback received on the draft plan from the Planning Commission and
additional boards, commissions, individuals and community organizations, an errata
sheet includes recommended changes from when the draft Pedestrian Action Plan was
released in 2015.
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Background
The 2010 Land Use and Circulation Element (LUCE) established a comprehensive land
use and circulation strategy, emphasizing livability and supporting all types of
transportation, including walking. The Circulation Element specifically identifies walking
related goals, policies and actions, including:
Goal T6: Enable everyone to walk comfortably everywhere in Santa Monica
Goal T7: Ensure that walking is safe for everyone, everywhere in Santa Monica,
and
Goal T8: Provide a beautiful and attractive pedestrian environment throughout
the City.
The Pedestrian Action Plan is a direct implementation of the LUCE and was developed
in concert with other LUCE efforts: creating a companion piece to the 2011 Bike Action
Plan, incorporating physical improvements identified in the 2013 Bergamot Area Plan,
and developed simultaneously with the Draft Downtown Community Plan. The
Pedestrian Action Plan implements Council’s March 17, 2015 direction that pedestrian
and bicycle mobility and safety are of the utmost importance by pursuing a multi-
departmental approach to complete streets and safety, and that the Pedestrian Action
Plan should incorporate best practices from initiatives such as Vision Zero and 8 to 80
Cities.
Council, which has a history of supporting Santa Monica as a walkable community,
including specific pedestrian and streetscape improvement projects, supported the
creation of the plan and authorized the hiring of consultant a ssistance at their June 12,
2012 meeting. Following the success of the Bike Action Plan to implement physical and
programmatic changes, the Pedestrian Action Plan was a logical next step to further the
City’s mobility objectives. The Plan was intended to a nd accomplishes prioritizing
improvements and includes specific analysis regarding the integration of the Expo Light
Rail stations into the community.
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Community Feedback
The Pedestrian Action Plan’s recommended actions focus on addressing community
concerns. Over 600 in-person surveys were completed at community events including
the Santa Monica Festival and National Night Out. The survey provided information
about reasons people walk in Santa Monica and locations where they would like to see
changes.
Two community meetings, including one Planning Commission hosted workshop,
enabled people to provide ideas in response to early data analysis in January 2013 and
then provide feedback to potential recommendations in September 2014.
An online forum, which hosted over 1400 unique visitors, extended the opportunity for
community members to interact and provide feedback on “the question of the week,”
identify specific areas of concern on maps and vote on ideas submitted by other
participants. Discussion about the Plan was also held during meetings with the
Commission on the Senior Community, the Recreation and Parks Commission,
Disabilities Commission, Chamber of Commerce, and Downtown Santa Monica Inc.
Throughout the plan development process, in -person and on-line community support for
action was consistent, with the most common suggestions including:
More improved crosswalks
Separate paths for people riding bicycles and people walking
Beautiful walking routes with trees, landscaping, public art
Enforcement of pedestrian related vehicle violations
Improved lighting at sidewalks, walkways, and intersections
Clean sidewalks, walkways and beaches
More, maintained, and visible flashing crosswalks
Traffic signals with shorter wait times and more time to cross
Safe and attractive freeway crossings and pedestrian overpasses
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Discussion
Santa Monica is recognized as a community where residents walk for recreation and to
make trips within the City, a community where employees walk for daily errands and
community visitors from around the world come to walk along the edge of the Pacific
Ocean and through commercial areas. Continued investment and conscious decision-
making are imperative to continue to improve safety and to ensure that Santa Monica is
a comfortable place to walk.
The Pedestrian Action Plan recognizes and celebrates walking as a core part of the
City’s identity and character, while laying out a specific vision of the future of walking in
Santa Monica, priority projects, practices, and programs to guide improvements to the
walking environment over the next 15 years. Making coordinated, strategic and
continuous investments for pedestrians can make Santa Monica an even better place to
walk.
The Plan continues the City’s longstanding effort to prioritize pe ople walking in its
planning and transportation decisions, promoting equity, and ensuring comfort for a
wide range of users. The continued evolution of the City and major infrastructure
investments such as the new Expo Light Rail line will increase the num ber of people
walking here, and change walking routes. Walking can also improve community health
through injury prevention and increased physical activity. The Plan can help to achieve
many of the objectives of the Wellbeing Project, which found that one-third of residents
cite being stressed all or most of the time and that 52% of Santa Monicans are not
active on a daily basis.
The Plan also reinforces the Council’s priorities of being a Vision Zero and ‘8 to 80’
community. Vision Zero is an international strategy to eliminate all traffic fatalities and
severe injuries, while increasing safe, healthy, equitable mobility for all; it is the first goal
of the Pedestrian Action Plan and informs the Plan’s recommendations. ‘8 to 80’
communities recognize that a well-designed community works well for residents from 8
years of age (and younger) to 80 years of age (and older); the Plan’s recommendations
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include a range of actions for a wide range of community members, from school age
children to seniors.
Community Themes
Hundreds of community members participated in workshops, meetings, online forums,
and surveys to help develop the Pedestrian Action Plan. Their input coalesced around
the following four essential crosscutting themes which inform the Plan.
1. Walking is part of the sustainable Santa Monica lifestyle and enhances wellbeing.
Residents state that walking is a defining experience of living in Santa Monica,
and is vital to staying happy and healthy.
2. More pedestrians of all ages and fewer collisions. Consistent with the Council’s
Vision Zero directive, there is agreement that the number of pedestrians should
continue to increase, even while pedestrian fatalities and injuries are reduced.
3. Making the connections, removing the obstacles. Improving pedestrian
connections and removing barriers will increase people’s willingness and ability
to walk, including reducing barriers to crossing the freeway and major
boulevards.
4. A shared priority, a shared responsibility. There should be respect and civility
among all users of the City’s streets. Pedestrian safety and comfort must be a
collaborative effort between walkers, drivers, bike riders, transit riders, and
anyone who uses public space.
Analytical Approach
The Pedestrian Action Plan utilized detailed analysis of land use patterns, community
input, collision history, pedestrian environment, socio-economic factors and anticipated
demand for walking based on destinations and the opening of the Expo Light Rail line to
develop a robust and fact-based plan of action. Relying on data analysis enables the
Pedestrian Action Plan to estimate:
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How many people are walking and where
The current quality of the pedestrian environment
How well the current pedestrian network and infrastructure works for walking
Today, biannual intersection counts show that people walking outnumber vehicles at
some of the City’s busiest intersections, particularly in Downtown and near the Beach.
Detailed future demand modeling considered residential density, community
destinations such as parks and schools, transit hubs, commercial areas, and household
characteristics such as vehicle ownership and income. Over 18 percent of Santa
Monica is identified as a high demand area for walking, and demand is increasing on
streets that have been designed to prioritize regional traffic, in part because of their rich
transit and commercial services.
Figure 1. Pedestrian Counts at Intersections
Santa Monica is fortunate to have a relatively consistent street and alley system that
supports many pathways to destinations. This grid system breaks down with a limited
number of streets that cross the I-10 freeway and Pacific Coast Highway, and
sometimes limited and challenging conditions crossing major boulevards with multiple
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lanes of vehicle traffic. Higher speed limits on these streets result in increased severity
of injury when crashes occur. Sidewalks are provided on almost 95 percent of Santa
Monica streets, and the Plan prioritizes closing the remaining gaps. Pedestrian scale
lighting is much more limited, however, and providing adequate sidewalk width and
evening illumination to meet increasing demand for walking, through discrete capital
improvement projects focused on areas near transit is a priority going forward.
Figure 2. Conditions that Deter Walking
The analysis reveals that current walkway facilities will not meet the demand near the
Expo Light Rail station areas at Bergamot, Memorial Parking and Downtown.
Safety was cited as a primary concern for most community members, and a significant
factor in the feeling of comfort while walking. Analysis of collision data from 2001 -2012
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showed an average of 100 reported injury collisions per year. Seniors and youth were
disproportionately represented relative to their share of the population. Police reports
indicate that approximately 70 percent of crashes were associated with driver failure to
yield, indicating that solutions must involve all roadway users. Pedestrians were
crossing in a marked crosswalk in over 65 percent of collisions. Many crashes occurred
with drivers turning left at signalized intersections or proceeding straight through
intersections with two way stop controls.
These analyses of pedestrian demand, performance and facilities were used to carefully
determine recommendations that serve the needs of all road users and improve walking
convenience and safety in Santa Monica.
Plan Policies and Actions
The Pedestrian Action Plan includes goals and policies that set citywide direction in key
areas related to walking such as supporting safety, eliminating barriers such as difficult
crossings, increasing education efforts and promoting health and sustainability through
walking. Most importantly, the Plan identifies a coordinated set of practices, p rograms,
and projects that will improve the City’s walking environment over the next 15 years.
Practices
Practices describe how City departments approach their daily activities. Some of the
most important new practices include elevating pedestrian design concerns in the
development and design of all city projects. Maintenance and enforcement practices are
also suggested. The Plan recommends that pedestrian upgrades be incorporated into
maintenance efforts so they become a day-to-day part of operating activities and
budgets. Pursuing strategies to reduce maximum speed limits and increase compliance
with posted speeds are proposed to decrease the incidence of crashes and to reduce
injury severity when crashes occur.
Programs
Programs provide encouragement, outreach, education and a human touch to support
walking in Santa Monica. Complementary programs proposed in the Plan include the
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Vision Zero Santa Monica safety and design program, pedestrian safety campaigns,
Safe Routes to School, and a comprehensive wayfinding and signage program. Safe
Routes to School programs are geared toward teaching kids about the “rules of the
road” and encouraging them to take active transportation to school. Programs provide
an opportunity to partner with community organization s and institutions to increase
participation and create a culture where walking is a preferred mode of travel. Some
programs include the use of operational funds to make incremental improvements in the
city’s street network, such as traffic signal timing and pavement markings.
Figure 3. Recommended Immediate and Future Programs
Infrastructure
The Plan identifies over 100 individual opportunities to meaningfully improve the
pedestrian experience through new or enhanced facilities such as crosswalks, curb
extensions, wider sidewalks, signals, and pedestrian amenities. Infrastructure projects
were informed by community-expressed values. These values were prioritized in the
form of criteria that accounted for: access to rapid transit, high collision corridors and
intersections, and areas of concentrated jobs and housing. Projects that enhance
connections to community assets and serve existing demand such as the Downtown,
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schools, parks, and the beach are particularly prevalent in the Plan. These
improvements are anticipated to positively affect the most residents, although they are
primarily located in commercial areas. Projects range from large -scale infrastructure
projects previously identified, such as better accommodating pedestrians on the
northern portion of the Beach Path, to more fine-grained changes, such as installing
parklets along Main Street or creating sidewalks on the eastern end of Olympic
Boulevard.
Figure 4. 5, 10 and 15 year Capital Improvement Projects
The Plan calls for the various capital projects to be completed within a 5-year, 10-year,
or 15-year timeframe, depending on project readiness, funding, and priority. Short -term
projects include new curb ramps, signal timing changes, pavement markings along
paths to schools, sidewalks leading to Bergamot Station, and pedestrian scrambles in
Downtown. Longer-term projects include a number of greenways, lighting, reconfigured
intersections, new median refuge islands, relocated transit stops, and investing in a
streetscape plan for Santa Monica Boulevard. Other important infrastructure
improvements – such as the long-planned capping or bridging over portions of Interstate
10 to link Downtown and the Civic Center – are not specifically called out in the Plan but
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would be coordinated with the Plan’s pedestrian improvements. The combined cost of
all projects is estimated at $187,000,000.
Technical Appendices
The Plan includes a number of technical resources related to design and project
implementation. These will be included as technical appendices that accompany the
final document:
Appendix A contains specific examples for capital improvements that can be used to
support funding applications and further the timely implementation of projects
Appendix B provides detailed information about potential funding sources.
Appendix C examines First Mile-Last Mile pedestrian access to bus and light rail
service.
Appendix D contains a Pedestrian Design Toolkit, which will be leveraged during
design and planning of future improvements.
Measuring and Monitoring
Finally, the Plan establishes a monitoring and evaluation strategy to ensure the City is
meeting the stated goals over time. The Planning Commission reviewed the plan’s initial
recommendation that trends regarding the number of pedestrians observed, the
amount, type and location of crashes, what percentage of trips are made by walking,
and student participation rates in Safe Routes to School events should be tracked. The
Planning Commission recommended that fewer and the most meaningful measures be
tracked. Staff recommends:
Vision Zero Progress as measured by number of pedestrian fatalities and severe
injuries,
Percent of all trips made by walking as measured through a biannual
transportation survey, and
Number of constructed transportation operations and capital improvement
projects that support the pedestrian infrastructure, described on a citywide map.
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Measuring and monitoring are essential to make informed investment decisions to
improve the pedestrian environment and experience in Santa Monica.
Plan Feedback to Date
The Draft Pedestrian Action Plan was released for public review and comment on
October 15, 2015. Multiple City commissions and task forces have expressed interest in
the Pedestrian Action Plan and have provided input throughout the development of the
plan. Through December 2015 public presentations have been made to the
Commission for the Senior Community, the Parks and Recreation Commission,
Downtown Santa Monica Inc., the Chamber of Commerce Government Affairs
Committee, Santa Monica Travel and Tourism, Northeast Neighbors, and Mid-City
Neighbors.
Feedback on the plan has been positive overall. There has been widespread interest in
encouraging more people to walk in Santa Monica and support for the concept that
pedestrian safety is a shared responsibility – that pedestrians, cyclists and drivers all
need to take more responsibility to create a better environment for pedestrians. The
conversations have netted specific geographic recommendations. Recommended
changes come in the form of adding streets that had not previously been identified for
pedestrian improvements, but would benefit from them, such as Montana Avenue’s
neighborhood commercial district or Airport Avenue. Other recommendations include
changing the priorities of projects, such as moving certain projects from a ten year
completion horizon to a five year completion horizon. There are also recommended
changes to the recommended monitoring of the effectiveness of the plan a s requested
by the Planning Commission. Recommended changes to the draft plan are detailed in
the errata sheet, Attachment D.
Planning Commission Recommendation
The Planning Commission considered the plan at their December 2, 2015 meeting. The
Planning Commission unanimously recommended the Council approve the plan. The
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positive feedback on practices, programs, and policies was paired with
recommendations that:
Metrics should be fewer in number and focused on the effectiveness of the plan
Additional projects should be pursued in the 5 year time frame, emphasizing projects
that could make locations with a history of crashes safer, improve access to Expo
and improve access to schools.
Environmental Analysis
An Initial Study and Negative Declaration (IS/ND) was prepared pursuant to Sections
15063(c) and 15070 of the California Environmental Quality Act Guidelines and the City
of Santa Monica CEQA Guidelines to address the potential environmental effects of the
policies, programs and projects identified in the Pedestrian Action Plan (Attachment C).
Based on the analysis provided within the IS/ND, the adoption of the Pedestrian Action
Plan will not result in significant impacts on the environment. No mitigation measures
were identified in the IS/ND and none were needed to reduce the severity of an
identified impact. The Pedestrian Action Plan is a programmatic document; future
individual projects identified in the Plan will be subject to environmental review on a
project-by-project basis to determine compliance with CEQA.
The Draft Initial Study/Negative Declaration was circulated for a 20-day public review
period from October 27, 2015 to November 17, 2015. No comments were received.
Next Steps
Once adopted, the Plan will guide the City practices, programs and project
implementation efforts. It will be used to shape department work plans, staffing efforts
and applications for funding from external soures and outside grant opportunities. To
monitor implementation, a biannual pedestrian report card for the Pedestrian Action
Plan will be published using key qualitative and quantitative data . The report card will
inform future efforts to support Plan goals based on the indicators established by the
Plan. Funding for the ongoing and one time investments will be requested through the
City’s budgeting process. When the Bike Action Plan was adopted in 2011, the Council
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allocated funds to jump start implementation at the same time. Without dedicated funds,
staff will pursue other funding opportunities should they becom e available.
Financial Impacts and Budget Actions
There is no immediate financial impact or budget action necessary as a result of
the recommended action.
Prepared By: Beth Rolandson, Principal Transportation Planner
Approved
Forwarded to Council
Attachments:
A. Pedestrian Action Plan Resolution
B. Draft Pedestrian Action Plan Weblink
C. Pedestrian Action Plan Initial Study/Negative Declaration Weblink
D. PAP Errata Sheet2
E. Public comments
F. Powerpoint
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Attachment D– Changes to final Pedestrian Action Plan
1
Attachment D
Changes to Final Pedestrian Action Plan
Chapter 3 Goals and Policies
1. Replace policy VZ 12 with the following language:–
VZ 12- Discourage cycling on sidewalks, particularly for adults, through signage and
better provision of on-street bicycle facilities; consider policy change to allow school age
children to ride on the sidewalk.
VZ12-“Discourage adults cycling on sidewalk through signage and better provision of on-
street bicycle facilities; consider policy change to allow school age children to ride on
the sidewalk.” (page 29)
2. Add to policy HC 4- Adopt a complete streets policy to read: “Adopt a complete streets policy
which will solidify Vision Zero and consider a timeline for its successful implementation.” (Page
30)
3. Add new policy to Goal 6: "BN12-Expand pedestrian facilities throughout Santa Monica where
appropriate, retain and improve those that exist and eliminate barriers for those with
disabilities." (Page 34)
Chapter 5 Actions
1. Add and revise the following in Practice 2:
Revise title to the following: "Prioritize Pedestrians in the project and Program
Development Process, Supported by Pedestrian Coordinator." (Page 70)
Revise the last sentence of the first paragraph to read: "Difficult trade-off decisions are
made when weighing a project's priority for funding, hiring a pedestrian coordinator
would help support the prioritization of pedestrians." (Page 70)
2. Add and revise the following in Practice 7:
Revise first paragraph to read: "Applicants proposing property development can be
required to design projects that consciously create better pedestrian conditions.,
mMunicipal code standards for driveway location, building design, sidewalk width and
pedestrian oriented lighting that supports pedestrian travel should be continuously
reviewed and updated to incorporate professional best practices.” (Page 72)
Add to the end of the second paragraph: "Care should be taken in placement of
sidewalk utilities and street furniture so as to not obstruct existing available pedestrian
pathways.” (Page 72)
3. Add to Practice 9, Expand Use of Innovative Traffic Signal and Street Operations, last paragraph
bullet number 4: "Consistent and predictable signal and striping methods, including additional
local guidance on striping crosswalks on each leg of an intersection." (Page 73)
4. The title in Program 1 is revised to read: "Vision Zero Santa Monica administered by Pedestrian
Coordinator" (Page 75)
5. Revise Program 3 under Baseline Activities: "Continue Bike It!-Walk It!-Bus It! Days, back to
school resource materials, and lower-cost changes to the public right of way such as signs and
street markings." (Page 78)
6. Add to Program 5, Safe Routes for Seniors, end of first paragraph: "Feedback received from the
program will inform physical changes that address needs of walkers who are also seniors." (Page
80)
5.L.a
Packet Pg. 241 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements Project 2A)
Attachment D– Changes to final Pedestrian Action Plan
2
7. Revise Program 9 Walk Downtown, 6th sentence to read: "The Walk Downtown Program will
include regular review of reported collisions and concerns about specific locations, including
mid-block crossings on 2nd and 4th Streets." (Page 83)
8. Add to Program 12 Public Right-of Way Pedestrian Improvement Program:
Add the following third sentence under Pavement Striping Program: “Advance stop bars
should be systematically installed at the end of alleys.” (Page 86)
Amend the last sentence to read: “As a result, street and alley crossings will be more
comfortable for walkers.” (Page 86)
9. Update Figure 5.1 Project Map to reflect updated 5, 10 and 15 year project list, (Exhibit 1
attached) replace Arizona with Broadway on street name label. (Page 90)
10. Update the 5, 10, and 15 year project tables (Tables 5.2, 5.3, and 5.4) (Pages 91-99) (Exhibits 2-4
attached)
Chapter 6
1. Add under Report Card, bullet number 2:
“2. Mode Share is the percent of all trips made by walking as measured through
biannual regularly collected transportation survey. Mode target is twenty-five percent
of all household trips will be made by walking, to be potentially amended after the
completion of the anticipated Strategic Mobility Plan and travel survey.” (Page
102)(Exhibit 7 attached)
2. Replace Table 6.1 Pedestrian Report Card Indicators with revised table. (Page 103-104) (Exhibit 5
attached)
Appendices
1. In Appendix C, revise all headings to be consistent with other Appendices and incorporate into
the plan. (Page 115)
2. Delete last sentence in Pedestrian Design Toolkit, Pedestrian flags Guidance:
Should a business, school, or community group wish to sponsor location or distribution
of flags, the City can consider partnering with the group.
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Packet Pg. 242 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements Project 2A)
Attachment D– Changes to final Pedestrian Action Plan
3
Exhibit 1: Figure 5.1: Proposed Projects 5, 10, and 15 Year Map
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Packet Pg. 243 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire
Attachment D– Changes to final Pedestrian Action Plan
4
Exhibit 2: Table 5.2 Proposed Projects: 5 Year Table
Category
Location and Extents
Project Description
Cost Estimate*
Bergamot
Nebraska Street,
Stewart to Centinela Avenues
Install four curb extensions, crosswalks, painted medians, 2 rapid rectangular flashing beacons,
curb ramps at all corners; update signage and striping. $351,000
Olympic Boulevard,
26th to Stewart Streets
Sidewalks (approx 1,100 LF) on north side of street; add access ramps; grind and replace one lane
line; removing and replacing curb and gutter (per Bergamot Area Plan). $1,062,000
Boulevard Lincoln Boulevard,
Interstate 10 to Dewey Street
Upgrade with components such as median islands, rapid rectangular flashing beacons,
curb extensions and marked crosswalks (LinC plan in progress)
TBD-LinC plan
pending
Downtown
4th Street/Interstate 10
Facilitate pedestrian crossing at 4th Street at 10 Freeway on/off ramp with sidewalk extension along
the eastern side of 4th Street, pedestrian railing, fencing ,and lighting along the 4th Street bridge
with trees on non-bridge sidewalk. (Santa Monica grant application)
$2,020,000
Downtown, 2nd Street and
4th Street, Wilshire Boulevard to
Colorado Avenue; 3rd Street at
Wilshire Boulevard
Add pedestrian scrambles to 11 intersections allowing pedestrian crossing in all directions at the
same time, and allowing autos to cross street and turn without presence of pedestrians.
$200,000
Expo
Half mile radius from
each Expo station
Develop and implement wayfinding program for pedestrians, cyclists and transit riders for
first last mile connections; static and dynamic signs integrated into traditional signs.
(Santa Monica grant application)
$600,000
Pico Neighborhood, in the vicinity
of 17th Street/Michigan Avenue
Siting and installation of pedestrian-oriented lighting within Community Development Block Grant
(CDBG) eligible neighborhoods, to 80-100 new light fixtures. (Santa Monica grant application) $795,000
Stewart Street, Colorado Avenue
to Pico Boulevard Improve access to Expo with pedestrian scaled lighting and directional access ramps $2,059,000
5.L.a
Packet Pg. 244 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire
Attachment D– Changes to final Pedestrian Action Plan
5
Exhibit 2: Table 5.2 Proposed Projects: 5 Year Table (Continued)
Category
Location and Extents
Project Description
Cost Estimate*
Freeway 17th Street, Interstate 10 Safety and pedestrian usability enhancements for overcrossing, including lighting $801,000
Main Street Main Street,
Pico Boulevard to Marine Street
Install up to two parklets along Main Street between
Pico Boulevard and Marine Street as a Pilot project. $80,000
Memorial Park 17th Street,
Wilshire to Pico Boulevards
Streetscape project connecting Expo Station to north and south towards Santa Monica College,
including pedestrian-scale lighting, and curb extensions. (Santa Monica grant application) $2,200,000
Oceanfront Santa Monica Pier, West of
Colorado Avenue
Replacement Pier bridge to prioritize pedestrian access, designed to
accommodate high volumes of pedestrians (Cost from Santa Monica grant
application)
$25,520,000
Safe Routes
Edison Language Academy, Area
Bordered by 22nd Street to 30th
Street/Pico Boulevard to Freeway
Edison Language Academy Safe Routes to School (eastern MANGo) including crosswalk striping, curb
extensions/dual curb ramps, wayfinding, shared lane markings. (Santa Monica grant application)
$415,000
Schools, surrounding
Public K-12 schools
Upgrade signs and striping to enhance safety adding curb extensions, flashing beacons and
crosswalks at four schools. (Santa Monica grant application) $970,000
Pine Street, 14th Street Add curb extensions at all 3 legs $154,000
California Avenue, 14th Street,
15th Street, 16th Street Add curb extensions and crosswalks at all 4 legs $634,000
Citywide Multiple Install curb ramps at 50 locations. $1,760,000
Total Pedestrian Action Plan 5 Year Project Costs $39,621,000
5.L.a
Packet Pg. 245 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire
Attachment D– Changes to final Pedestrian Action Plan
6
Exhibit 3: Table 5.3 Proposed Projects: 10 Year Table
Category
Location and Extents
Project Description
Cost Estimate*
Bergamot
Olympic Boulevard, 26th Street
to Stewart Street, Berkeley Street
2 signalized midblock crosswalks through median island, as per Bergamot Plan, with curb extensions;
future signalized intersection with new street at Berkeley $3,413,000
Olympic Boulevard, Stewart
Street to Centinela Avenue
Sidewalks (approx 2,800 LF) on north side of street; add access ramps; grind and replace one lane
line; removing and replacing curb and gutter (Bergamot Area Plan cost estimate) $1,728,000
Olympic Boulevard, Cloverfield
Boulevard
Add curb extensions- consider reduction of lanes as follows:
westbound Olympic remove right turn lane and install curb extension; southbound Cloverfield
remove 1 left turn lane; NB Cloverfield remove 1 left turn lane and install curb extension.
Signal modification and extension of median island
$747,000
Olympic Boulevard/Nebraska
Avenue, Stewart Street
Reconfigure intersection with improvements to include combination of median island on
Stewart Street, new curb ramps, moving limit line on Stewart Street northward to Nebraska
Avenue
(per Bergamot Area Plan)
$923,000
Olympic Boulevard, 26th Street
Reduce crossing distance and increase pedestrian separation from traffic by installing
2 median islands, 2 curb extensions, 2 radius reductions;
leading pedestrian interval and new crosswalk markings
$787,000
Boulevard
Cloverfield Boulevard, Broadway Signal modifications including a left turn protected phase on Broadway and
Leading Pedestrian Intervals on all approaches. $428,000
Ocean Park Boulevard,
28th Street-31st Street
Curb extensions at 29th and 30th on north side
$205,000
Pico Boulevard,
17th-Cloverfield Boulevard
10 curb extensions along corridor, 3 median islands, new crosswalks,2 RRFBs and
textured crosswalk at 22nd, leading pedestrian intervals and new pavement markings $912,000
Pico Boulevard, 29th Street Add new crosswalk $338,000
Pico Boulevard, 33rd Street
Relocate EB transit stop (on south side) to far side of intersection
$35,000
San Vicente Boulevard, 4th Street Curb extension and Rapid Rectangular Flashing Beacons $229,000
Santa Monica Boulevard,
Yale to Berkeley Streets Add left turn protected signal phases and necessary equipment $880,000
5.L.a
Packet Pg. 246 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire
Attachment D– Changes to final Pedestrian Action Plan
7
Exhibit 3: Table 5.3 Proposed Projects: 10 Year Table (Continued)
Category
Location and Extents
Project Description
Cost Estimate*
Boulevard
(continued)
Wilshire Boulevard,
9th to Franklin Streets
Curb extensions, crosswalks and yield lines at 15 unsignalized intersections with median islands,
consider Rapid Rectangular Flashing Beacons (RRFB) at select locations
$3,735,000
Citywide Multiple Install 20 Bike Corrals in the access zone, particularly in the Downtown or areas where
demand for sidewalk space exceeds capacity $171,000
Downtown
Broadway, Ocean Avenue to
Lincoln Boulevard
Add Curb extensions at 2nd, 4th, 5th, 6th and 7th Streets with special placement and
design to allow bus operations to continue $1,474,000
Downtown,
Downtown Specific Plan Area Install pedestrian scaled lighting in phases throughout Downtown $12,320,000
Downtown,
Downtown Specific Plan Area
Modify signals or turn restrictions with Overlapping right-turn signalization when left-turn phasing
present- eliminating left turns to reduce pedestrian-auto conflicts at ten select intersections $4,400,000
Downtown,
Downtown Specific Plan Area
Implement lead pedestrian signalization at ten select locations, locations to be considered include
near community facilities, senior facilities, locations with a crash history $26,000
3rd Street Promenade at Arizona
Avenue and Wilshire Boulevard Design and install improvements similar to transit mall $600,000
Lincoln Boulevard, Wilshire
Boulevard to Interstate 10
Streetscape project which may include pedestrian lighting, crossing improvements,
pedestrian amenities $9,979,000
Ocean Avenue,
Wilshire Boulvard to Broadway Curb extensions and lead pedestrian intervals $845,000
Wilshire Boulevard,
4th to 7th Streets Implement protected left turns at 4th-7th Streets, curb extensions and lead pedestrian intervals $1,197,000
Colorado Avenue,
6th to 7th Streets Add curb extensions at 6th and 7th Streets $211,000
Expo
Broadway, 16th Street Evaluate and implement crossing enhancements $25,000
Cloverfield Boulevard, Colorado
Avenue to Delaware Avenue
Pedestrian scaled lighting, curb radius reduction and shorter crossings where feasible, directional
access ramps and pedestrian interest features; at freeway upgrade pedestrian ramps, add high
visibility crosswalks and pedestrian signals south of on-ramp to create a neighborhood connection
$1,315,000
5.L.a
Packet Pg. 247 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire
Attachment D– Changes to final Pedestrian Action Plan
8
Exhibit 3: Table 5.3 Proposed Projects: 10 Year Table (Continued)
Category
Location and Extents
Project Description
Cost Estimate*
Freeway
14th Street, Interstate 10
(Olympic to Michigan) Pedestrian lighting, landscaping, decorative fencing, directional ramps $2,950,000
20th Street, Interstate 10 Facilitate pedestrian crossing of freeway on and/or off ramp with curb extensions,
lighting, and aesthetic amenities $1,505,000
Lincoln Boulevard, Interstate 10
Improvements may include: truncated median with nose on Lincoln Boulevard south approach with
straightened crosswalk, reconfigured curb radii, lead pedestrian intervals, repositioned pedestrian
push buttons, pedestrian lighting, landscaping, decorative fencing, directional ramps
$2,336,000
Greenway
Michigan Avenue Neighborhood
Greeneway, Beach to Bergamot
Arts Center
Construct MANGo improvements such as mini-parks, landscaped traffic circles and other traffic
calming devices, pedestrian-scaled lighting, and new and enhanced pathways from beach to Lincoln
Boulevard, 14th Street to 20th Street and Bergamot Connector (per ManGO Plan)
$1,990,000
Hospital
Arizona Avenue, 16th Street,
17th Street Curb extensions and directional ramps $422,000
Arizona Avenue,
20th to 23rd Streets High visibility crosswalks and traffic operational improvements $34,000
Main Street Main Street , Hollister Avenue Add high visibility crosswalks and yield markings; relocate transit stop at the community garden to a
location south of Hollister, install two median islands and ADA access ramps $209,000
Memorial Park
Colorado Avenue,
9th to 19th Streets
Add curb extensions across at all intersections to help cross parallel to Colorado Avenue,
should there be additional crosswalks across Colorado Avenue, add curb extensions
(Santa Monica grant application)
$1,433,000
Expo Bike/Ped Path Extension,
11th to 17th Streets
12’ setback (should redevelopment occur) along the south side of Colorado Avenue,
widening the sidewalk from 10’ to 22’, to accommodate a multi-use pathway/bikeway that
connects the Expo Bike Path to 11th Street
Private Cost
through Developer
Agreement
Montana Montana Avenue,
4th to 7th Streets
Curb extensions at Montana Avenue and 4th Street, and Montana Avenue at 7th Street,
with consideration of turn lanes and storm drains.
Study possible removal of NB left turn lanes at both intersections.
$845,000
5.L.a
Packet Pg. 248 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire
Attachment D– Changes to final Pedestrian Action Plan
9
Exhibit 3: Table 5.3 Proposed Projects: 10 Year Table (Continued)
Category
Location and Extents
Project Description
Cost Estimate*
Neighborhood
Hill Street, 2nd Street Remove curb ramp and metal railing at SE corner and
replace with curb extensions and ADA-compliant curb ramp. $52,000
Hill Street, 3rd Street Remove curb ramp and metal railing at NE corner and
replace with curb extension and new curb ramp. $52,000
Oceanfront
Pico Boulevard, Neilson Way/
Ocean Avenue
Remove northbound Neilson right turn slip lane, and close the southbound Ocean/Barnard
entrance. Maintain the southbound Bike access on Ocean South of Pico and increase open space. $311,000
Beach Path, North City Limits to
Santa Monica Pier
Parallel path for pedestrians adjacent to bicycle path north of the Pier and improvements to
Ocean Front Walk north of the pier including paving, seating, and lighting; safe places for people to
cross the beach path, including landing areas on both the sand and non-sand sides of the path
(Cost from Santa Monica grant application)
$5,517,000
Safe Routes
Montana Avenue, 9th Street Curb extension on northeast corner with flashing beacons. Explore signal warrants $75,000
Ocean Park Boulevard,
16th to 23rd Streets
16th Street: Prohibit left turns onto Ocean Park; 17th Street: implement no right-turn on
red restrictions; also includes 11 curb extensions; replacement of left turn lanes at 16th and 18th
Streets with refuge medians, 3 RRFBs, 3 bus stop relocations and
high visibility crosswalk pavement markings at 6 intersections
$1,005,000
Olympic Drive South,
Avenida Mazatlan to 7th Court
Multi Use Path to connect the Civic Center Area to the Michigan Avenue Greenway, serving Samohi
by reconfiguring existing parkway between Avenida Mazatlan and 4th Street, constructing a multi-
use path with lighting adjacent to sidewalk on southside of Olympic east of 4th Street
$932,000
Pearl Street, 14th Street,
16th Street, 17th Street
Add curb extensions at 14th and 16th Streets, bi-directional curb ramps at 17th Street; consider
community based redesign of Pearl Street to reduce parking, vehicle and pedestrian conflicts $440,000
Public K-12 Schools, Citywide New tree wells, permeable paving in dirt parkways heavily used by pedestrians, potential benches
and trash receptacles at 8 locations at perimeter of all public K-12 schools $1,751,000
Washington Avenue, 14th Street,
15th Street Add curb extensions and crosswalks on all legs of 14th Street and 15th Street $427,000
Total Pedestrian Action Plan 10 Year Project Cost $60,209,000
5.L.a
Packet Pg. 249 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire
Attachment D– Changes to final Pedestrian Action Plan
10
Exhibit 4: Table 5.4 Proposed Projects: 15 Year Table
Category
Location and Extents
Project Description
Cost Estimate*
Airport Airport Avenue, 23rd Street to
Donald Douglas Loop South Provide continuous sidewalk on north side of street $545,000
Bergamot
Nebraska Avenue, Stewart Street
to Centinela Avenue
Design and construct shared and flexible street including medians,
curb extensions and traffic channelization (per Bergamot Area Plan) $5,682,000
Berkeley Street, Nebraska to
Pennsylvania Avenues
Design and construct shared street to provide pedestrian path of travel with landscaping, decorative
paving, gateway/entry design treatment, vehicle speed reduction elements, wayfinding, and
pedestrian amenities such as lighting, street furniture, and wayfinding (per Bergamot Area Plan)
$1,868,000
Nebraska Avenue,
Stewart to 26th Streets
Future extension of Nebraska Avenue to be achieved through negotiation with
property owners/ developers (per Bergamot Area Plan)
" Private Cost
through Developer
Agreement "
Stewart,
Colorado to Nebraska Avenues
Traffic Signal, wider curb extension and marked crosswalks at Pennsylvania Avenue;
mid-block crosswalk with median island (per Bergamot Area Plan) $1,231,000
Boulevard
Neilson Way, Ocean Park
Boulevard to Pacific Street
Detailed assessment of opportunities to provide adequate sidewalk,
will require some combination of property acquisition, private property setbacks,
turn restrictions, reallocation of right-of-way, negotiated with property owners
" Private Cost
through Developer
Agreement "
Ocean Avenue, Colorado Avenue
to Pico Boulevard
Integrated streetscape projects with pedestrian oriented lights, sidewalk enhancements, 2 curb
extensions at the midblock pedestrian crossing (Ocean Ave between Olympic and Pacific Terrace)
and wayfinding project to include: not interfering with proposed buffer bike lane as recommended
in Bike Action Plan (257 feet of new bike lane on west side of Ocean Ave, Vicente Terrace to Pico
Boulevard; painting of existing bikeways, approximately 3,543 feet), reduction of 1 curb radius on
NW corner of Moomat Ahiko Way and 1 curb extension on SW corner of Seaside Terrace
$8,776,000
Pico Boulevard, 28th Street One curb extension on the SE Corner (remove RT pocket) and one curb extension on the NE corner. $133,000
Santa Monica Boulevard, Lincoln
Boulevard to 20th Street
Streetscape project to include curb extensions, crosswalks, advance stop lines, directional ramps,
pedestrian oriented lights, interim improvements may include prioritizing pedestrian crossings at
alleys, marking crosswalks, and traffic signal adjustments at 20th Street
$19,722,000
5.L.a
Packet Pg. 250 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire
Attachment D– Changes to final Pedestrian Action Plan
11
Exhibit 4: Table 5.4 Proposed Projects: 15 Year Table (Continued)
Category
Location and Extents
Project Description
Cost Estimate*
Boulevard
(continued)
Santa Monica Boulevard, 20th
Street to Centinela Avenue
Streetscape project to include 7 landscaped median islands (one on each block separating the
rear end of the right turn lanes, 32 curb extensions, 2 crosswalks,
2 advance stop lines, directional ramps, pedestrian oriented lights
$19,907,000
Wilshire Boulevard, 26th Street
Install 1 curb extension on SW corner and 4 bidirectional ADA ramps. Does not include corners that
would result in loss of right turn lane. Without limiting operations, narrow western most driveway
on the northeast corner facing Wilshire by 5 feet, and add 1 "Autos Only" sign encouraging trucks
to enter easternmost driveway and exit northernmost driveway after refueling
$74,000
Wilshire Boulevard, Yale Street Replace 3 diagonal ramps on SW, SE and NW corners, and
4 curb extensions on all four corners of the intersection $218,000
Downtown
South of Colorado Avenue,
Ocean Avenue to
Lincoln Boulevard
Create additional connections across the freeway between Ocean Avenue and Lincoln Boulevard
including coordination with Expo Station and Sears sites (Downtown Specific Plan).
" Private Cost
through Developer
Agreement "
Wilshire Boulevard, Ocean
Avenue to Lincoln Boulevard Add 4 curb extensions at 8 intersections along Wilshire Boulevard $1,735,000
Expo Exposition Boulevard,
Centinela Avenue Widen 2,000 feet of sidewalk- 500 feet on each approach to the intersection $658,000
Greenway
24th Street,
La Mesa Drive to Broadway
The 24th Street Neighborhood Greenway will improve the walking and biking environment with
traffic calming, placemaking, and enhanced landscaping (per Bike Action Plan) $174,000
6th Street,
Pico Boulevard to Dewey Street
6th Street Neighborhood Greenway will improve the walking and biking environment with traffic
calming, placemaking, and enhanced landscaping and pedestrian/bike bridge
at 7th Street over Santa Monica Freeway (per Bike Action Plan)
$9,274,000
Ashland Avenue,
Beach to Clover Park
Ashland Avenue Neighborhood Greenway will improve the walking and biking environment with
traffic calming, placemaking, and enhanced landscaping (Bike Action Plan cost estimate) $145,000
Washington Avenue, Ocean
Avenue to Stanford Street
including Berkeley Street
Washington Ave Neighborhood Greenway will improve the walking and biking environment with
traffic calming, placemaking, and enhanced landscaping (per Bike Action Plan)
$580,000
5.L.a
Packet Pg. 251 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire
Attachment D– Changes to final Pedestrian Action Plan
12
Exhibit 4: Table 5.4 Proposed Projects: 15 Year Table (Continued)
Category
Location and Extents
Project Description
Cost Estimate*
Main Street Main Street,
Pico Boulevard to Marine Street 4 curb extensions at all 12 pedestrian crossing intersections (48 total), minimizing parking loss $2,907,000
Montana
Avenue
Montana Avenue,
7th Street to 17th Street Evaluate and implement pedestrian safety and placemaking elements $12,329,000
Neighborhood 26th Street, Santa Monica
Boulevard to Olympic Boulevard Provide accessible sidewalk on east side of street $1,336,000
Total Pedestrian Action Plan 15 Year Project Cost $87,294,000
5.L.a
Packet Pg. 252 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire
Attachment D– Changes to final Pedestrian Action Plan
13
Exhibit 5: Table 6.1 Pedestrian Report Card Indicators
Indicator
Trend
Data Source Partner
Organization
Frequency Level of
Reporting Effort
VISION ZERO
Number of pedestrian fatalities and severe injury collisions
Decrease
SMPD crash data
SMPD
Annual
Low
Number of traffic-related pedestrian collisions
per 1000 population counts
Decrease
SMPD crash data
SMPD
Annual
Low
Change in vehicle speeds on high priority pedestrian corridors
Reduction in
85th percentile
vehicle speeds
Speed Survey
SMPD
Every 5 Years
Medium
Number of School Site Access Improvements
Increase Capital Improvement Project
Reporting
Public Works
Biannual
Low
Number of K-12 students participating in Safe Routes to School
Activities
Increase School tallies, enrollment
records in specialized classes
SMMUSD
Annual
Medium
MODE SHARE
Walk Trips as % of Work Trips
Increase
American Community Survey;
local household survey; Travel
Diary Survey
NA Every five years in
response to ACS update;
biannual household
survey)
Low
Walk Trips as % of All Trips
Increase National Household Travel
Survey; Local Household Survey
NA
Biannual
High
Number of pedestrians in selected count locations
Increase Traffic movement counts are
conducted biannually
NA
Biannual
Medium
Number of students walking and bicycling to school
on Bike it Walk it Day
Increase Bike it, Walk it Day surveys
SMMUSD
Annual
Medium
% of Santa Monica employees reporting
that they are walking to work
Increase
Transportation Demand
Management employer survey
responses
TMA
Annual
Low
5.L.a
Packet Pg. 253 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire
Attachment D– Changes to final Pedestrian Action Plan
14
Exhibit 5: Table 6.1 Pedestrian Report Card indicators (Continued)
Indicator
Trend
Data Source Partner
Organization
Frequency Level of
Reporting Effort
CAPITAL IMPROVEMENTS
Number of pedestrian-oriented enhancement projects
(wayfinding, lighting, parklets, etc.)
Increase Capital Improvement Project
Tracking
Public Works
Biannual
Low
Miles of sidewalk network completed
Increase Capital Improvement Project
Tracking
Public Works
Annual
Low
Juried Walkable Communities Score
Improve score Walkable Communities
Application
Public Works
Every five years
Medium
5.L.a
Packet Pg. 254 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire
1
councilmtgitems
From:Collette Hanna <collette@downtownsm.com>
Sent:Tuesday, February 23, 2016 11:28 AM
To:councilmtgitems
Cc:Rachel Johnson; Steven Welliver
Subject:Letter re Council Agenda, Item 11-A
Attachments:20160223_Cncl lttr_Ped Action Plan.pdf
Hello,
Please find attached a letter from Downtown Santa Monica, Inc. regarding City Council Agenda Item,
Consideration of Pedestrian Action Plan, Item 11-A.
Thank you,
Collette Hanna
Community Outreach Manager
Downtown Santa Monica, Inc.
1351 Third Street Promenade, Ste. 201
Santa Monica, CA 90401
310.393.8355
www.DowntownSM.com
Facebook | Twitter
Add to 11-A
02/23/16 5.L.a
Packet Pg. 255 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements Project 2A)
Add to 11-A
02/23/16 5.L.a
Packet Pg. 256 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements Project 2A)
1
councilmtgitems
From:Council Mailbox
Sent:Tuesday, February 23, 2016 1:09 PM
To:Tony Vazquez; Ted Winterer; Pam OConnor; Sue Himmelrich; Gleam Davis; Terry O’Day;
Kevin McKeown Fwd
Cc:councilmtgitems; Elaine Polachek; David Martin
Subject:FW: DTSM Letter re: Consideration of the Pedestrian Action Plan, February 23, 2016
Agenda, Item 11-A
Attachments:20160223_Cncl lttr_Ped Action Plan.pdf
Council‐
Please see the attached letter regarding the Pedestrian Action Plan.
Clerk‐
Add‐to for tonight’s Council meeting.
Thanks,
Stephanie
From: Rachel Johnson [mailto:rachel@downtownsm.com]
Sent: Tuesday, February 23, 2016 11:54 AM
To: Council Mailbox <Council.Mailbox@SMGOV.NET>
Subject: DTSM Letter re: Consideration of the Pedestrian Action Plan, February 23, 2016 Agenda, Item 11‐A
Hello City Council Office,
Please find attached a letter from Downtown Santa Monica, Inc. regarding City Council Agenda Item, Consideration of
Pedestrian Action Plan, Item 11-A.
Thank you.
--
Rachel Johnson
Executive Administrative Assistant
Downtown Santa Monica, Inc.
1351 Third Street Promenade, Ste. 201
Santa Monica, CA 90401
310.393.8355
www.DowntownSM.com
Facebook | Twitter
Add to 11-A
02/23/16 5.L.a
Packet Pg. 257 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements Project 2A)
Add to 11-A
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Packet Pg. 258 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements Project 2A)
Beth Rolandson, AICP
Principal Transportation Planner
Mobility Division, Planning and Community Development
DRAFT OCTOBER 2015
CITY OF SANTA MONICA
PEDESTRIAN ACTION PLAN
City Council, February 23, 2016
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Packet Pg. 259 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Action Plan as Commitment
•Expo Light Rail
•Vision Zero
•8-80 Community
•Mobility Strategic Goal
•Actions:
•How we prioritize and fund projects
•Creating leadership and capacity to implement practice and program change
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Packet Pg. 260 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Community Themes
•Walking is part of the
sustainable Santa Monica
lifestyle and enhances
wellbeing
•More pedestrians of all
ages and fewer collisions
•Making the connections,
removing the obstacles
•A shared priority, a shared
responsibility
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Packet Pg. 261 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Community Engagement
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Packet Pg. 262 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Community Engagement
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Packet Pg. 263 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Top 10 Ideas
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Packet Pg. 264 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Plan Goals
Vision Zero
A Healthy
Community Community
Compassion
Sustainability
Stewardship
Walking as a
1st Choice
Barrier-Free
Network
Pedestrian
Awareness
and Education
Coordinated
City Efforts
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Packet Pg. 265 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Vision Zero…
…a strategy to strive to eliminate all traffic fatalities and severe injuries, while increasing safe, healthy, equitable mobility for all.
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Packet Pg. 266 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Vision Zero…
Council Action, March 17, 2015:
•Reaffirm that pedestrian and bicycle mobility and safety are of the utmost importance by pursuing a multi-departmental approach to complete streets and safety
•The goal of complete streets is to make streets safe and convenient for all road uses and for people of all ages and abilities
•Santa Monica's Bicycle Action Plan and Pedestrian Action Plan should incorporate best practices from complementary initiatives such as Vision Zero (no loss of life acceptable), and 8-80 Cities (if a city works for persons who are 8 years old and 80 years old, it will be good for all).
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Packet Pg. 267 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Analysis of Santa Monica
Conditions
1.Walking in
Santa
Monica
2.Physical
Conditions
3.Performance
4.Transit
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Packet Pg. 268 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Anticipating Demand
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Packet Pg. 269 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Assessing Supply
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Packet Pg. 270 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
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Packet Pg. 271 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Wellbeing
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Packet Pg. 272 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Addressing Safety
•Who
•Where
•What
•Why
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Packet Pg. 273 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Who is affected by collisions?
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Packet Pg. 274 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Where are collisions
happening?
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Packet Pg. 275 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
When are collisions
happening?
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Packet Pg. 276 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Why are they happening?
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Packet Pg. 277 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
How are they happening?
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Packet Pg. 278 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Prioritizing Transit Access –
Expo and Beyond
1. Colorado at Ocean
2. Colorado at 4th
3. Lincoln at Pico
4. Lincoln at Ocean Park
5. Wilshire at 14th
6. Wilshire at 26th
7. Santa Monica at 20th
8. Colorado at 17th
9. Olympic at 26th
10. Pico at 18th
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Packet Pg. 279 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Proposed Actions
Actions
Walking
Patterns
Walking
Facilities
Safety
Feedback
Vulnerable
Populations
Transit
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Packet Pg. 280 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Proposed Actions
•Practices
•Programs
•Built
Projects
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Packet Pg. 281 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Planning Commission
Recommendations
Prioritize Actions Based on
Safety, Expo and Schools
Simplify Monitoring and
Evaluation
Recommended Changes in
Errata Sheet + Community
Feedback
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Packet Pg. 282 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Practices
Reduce
Speeds
Prioritize
Pedestrians in
Projects
Document
Decisions
Performance
Monitoring
Data
Collection
Vulnerable
Populations
Resident
Concerns
Day -to-Day
Activities
State of the
Art Technology
Immediate
Future
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Packet Pg. 283 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Programs
Vision Zero
Santa Monica
Safety
Campaigns
Safe Routes to
Schools
Wayfinding,
Routes, Signs,
Maps
Safe Routes
for Seniors
Walk Like a
Local Open Streets Work Zone
Safety
Walk
Downtown
Group Events Activate
Streets
Public
Improvements
Pedestrian
Lighting
Immediate
Future
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Packet Pg. 284 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Projects
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Packet Pg. 285 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
5 Year
Olympic Boulevard: Sidewalk east of Stewart Street
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Packet Pg. 286 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
10 Year
Pico Boulevard: 17th Street to Cloverfield Boulevard
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Packet Pg. 287 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
15 Year
Santa Monica Blvd: Streetscape 26th St. to Centinela Ave.
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Packet Pg. 288 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Projects Compared to Crashes
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Packet Pg. 289 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
5 Year
•Added projects
based on Planning
Commission
Direction
•$31.8M Funded
•Includes Pier Bridge
•$7.8M Unfunded
projects + LinC
project
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Packet Pg. 290 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Projects
This image cannot currently be displayed.
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Packet Pg. 291 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Projects
This image cannot currently be displayed.
Projects
This image cannot currently be displayed.
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Packet Pg. 292 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Monitoring and Evaluation
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Packet Pg. 293 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Indicators:
Vision Zero
Number of
Pedestrian fatalities
and severe injury
collisions
Change in Vehicle
Speeds on high
priority pedestrian
corridors
Number of School Site
Access Improvements
Number of traffic-
related pedestrian
collisions per 1000
population counts
Number of K-12
Students Participating
in Safe Routes to
School Activities
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Packet Pg. 294 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Indicators:
Mode Share
Walk Trips as
% of All Trips
Walk Trips as
% of Work
Trips
% of SM employees
reporting they walk
to work
Number of
Pedestrians in
Select Locations
Number of
Students walking
on Bike It Walk It
Day
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Packet Pg. 295 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Indicators:
Capital Improvements
Number of
pedestrian-oriented
enhancement
projects
Citizen Rating of
Downtown
Pedestrian
Environment
Juried Walkable
Communities Score
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Packet Pg. 296 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Next Steps
•Citywide Effort
•Coordinate with Mobility Strategic Goal
•Work to implement 5 year projects
•Actively incorporate into future work plans
•Bike Action Plan as model
•Additional Items
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Packet Pg. 297 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Council Action
•Adopt
resolution
•Adopt
Pedestrian
Action Plan
•Additional
Direction
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Packet Pg. 298 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Beth Rolandson, AICP
Principal Transportation Planner
Mobility, Planning and Community Development
DRAFT OCTOBER 2015
CITY OF SANTA MONICA
PEDESTRIAN ACTION PLAN
City Council, February 23, 2016
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Packet Pg. 299 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for
Reference:
Resolution No. 10935
(CCS)
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Packet Pg. 300 Attachment: Pedestrian Action Plan (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements Project 2A)
City Council
Report
City Council Meeting: February 11, 2020
Agenda Item: 8.A
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To: Mayor and City Council
From: David Martin, Director, Transportation Planning
Subject: Approval of the Wilshire Boulevard Safety Improvements - Design and
Phasing Plan
Recommended Action
Staff recommends that the City Council:
1. Approve the recommendations outlined in the Wilshire Safety Study, including
but not limited to:
a. Short-term measures to install right-turn only from stop-controlled side
streets, rectangular rapid flashing beacons, signage and pavement marking
enhancements, enhanced north-south bicycle connections, restricted u-turns,
signal timing adjustments, hot-spot intersection enhancements, bus safety
and performance improvements, median refuge replanting, photometric
assessment and lighting, and curbside management plans;
b. Medium-term measures to install a new traffic signal, permanent “hot-spot”
improvements, curb extensions, and signal phasing upgrades; and
c. Long-term measures to install a new traffic signal, corridor-wide curbside
management strategies, additional curb extensions, additio nal bus safety and
operational enhancements, and lighting improvements.
2. Direct staff to proceed with phased implementation of the Wilshire Safety Study
recommendations.
Summary
The City Council has embraced Vision Zero, the elimination of fatal and severe injury
collisions by 2026. Staff identified Wilshire Boulevard as a priority corridor where a
disproportionate amount of fatal and severe traffic related injuries are occurring, with six
fatalities and 29 severe injuries occurring over an 11 -year period along the 2.4 mile
stretch of roadway that lies within City limits. Four of the intersections along Wilshire
Boulevard were identified as within the City's top ten intersections with the highest
occurrence of severe injury and fatal crashes. Funded by a State grant, the City
undertook a comprehensive community and data-driven process to produce the Wilshire
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Packet Pg. 301 Attachment: Wilshire Safety Study Adoption (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements
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Safety Study (Attachment A) to assist in accomplishing the citywide target of Vision
Zero by making safety improvements along Wilshire Boulevard.
The study involved an investigative crash data analysis, extensive data collection, a
robust year-long community engagement process, and development of targeted safety
countermeasures. Using this information, the Study identified a series of phased
improvements that can be made to improve safety along Wilshire Boulevard. Approval
of the Wilshire Safety Study recommendations and direction to advance with a phased
implementation would facilitate immediate and longer-term safety improvements along
the corridor. If approved, the process to install the first phase of improvements would
begin immediately and be able to be completed in approximately a one - to two-year
time period. The first phase of improvements would include signage and markings
upgrades, enhanced pedestrian crossing treatments, signal adjustments, and buildout
of medians and other safety features in quick-build materials. Corridor lighting and curb
management studies would also be initiated as part of the first phase of improvements.
Staff would then prioritize the remaining Phase Two and Three improvements as
funding becomes available and intends to pursue several applicable grant sources in
2020.
Background
Wilshire Boulevard serves as an important multi-modal mixed-use corridor both within
the City of Santa Monica and as part of the larger regional transportation system. It
serves a local commercial function for people living in adjacent neighborhoods, and safe
crossing is crucial for people walking to and from their homes, jobs, stores, and
restaurants. It is also a major transit corridor with Big Blue Bus (BBB) and Metro Rapid
and Local bus services, and will grow in importance with the construction of the Metro
Purple Line extension to the Veterans Administration West Los Angeles Healthcare
Campus targeted for completion in 2026.
Wilshire Boulevard has been identified as a critical corridor in several of the City’s key
planning documents including the Land Use Circulation Element (LUCE), Bike Action
Plan, Pedestrian Action Plan, and the Downtown Community Plan.
The 2010 LUCE emphasizes that improvements on Wilshire Boulevard should prioritize
transit and pedestrian circulation. The 2011 Bike Action Plan recommends rather than
creating bike lanes directly on Wilshire Boulevard, focusing instead on creating bikeway
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Packet Pg. 302 Attachment: Wilshire Safety Study Adoption (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements
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improvements on the parallel streets of California Avenue and Arizona Avenue and
linking Wilshire Boulevard to these parallel routes by enhancing the north -south bicycle
crossings across Wilshire Boulevard.
The 2016 Pedestrian Action Plan recommends several pedestrian focused
enhancements for Wilshire Boulevard. Some recommendations have already been
installed such as the pedestrian scramble phasing at Wilshire Boulevard at Second,
Third, and Fourth Streets. The Wilshire Safety Study identifies and recommends
completing several of the other identified improvements in the Pedestrian Action Plan,
including installation of curb extensions at key locations, adding leading pedestrian
intervals at all intersections, and conducting a lighting assessment to enhance the
boulevard’s lighting.
The Downtown portion of Wilshire Boulevard is identified for improvements in the 2017
Downtown Community Plan with a focus on the intersections of Wilshire Boulevard at
Second, Third, and Fourth Streets. As part of the development of the Wilshire Safety
Study, the team has been coordinating with Downtown Santa Monica Inc, (DTSM) and
other stakeholders to align Study recommendations with the strategy outlined in the
Downtown Community Plan and on-going re-envisioning of the Third Street Promenade.
These plans identify important guiding policy and potential improvements for Wilshire
Boulevard to enhance its position as a transit and pedestrian focused corridor in Santa
Monica.
Recent Vision Zero traffic safety work identified a need for a detailed safety focused
study to complement the previous studies and plans. The need to improve safety along
Wilshire Boulevard was identified as a high priority as part of the City’s Vision Zero
Action Plan through a citywide mapping effort of severe injury and fatal crashes over an
11-year period. Improving safety on the corridor is a necessary step towards reaching
the City’s goal of eliminating all fatal and severe injury crashes from Santa Monica
streets by 2026. In February 2019, after receiving a grant award from the California
Department of Transportation (“Caltrans”) Sustainable Communities Transportation
Planning Grant Program, the City’s Mobility Division launched the Wilshire Safety Study.
The Resolution (Attachment F) authorizing authority to enter into the grant agreement
was adopted by City Council February 13, 2018. The study goals are to:
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Packet Pg. 303 Attachment: Wilshire Safety Study Adoption (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements
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• Use a data-driven process to understand current safety issues for all users on
and across Wilshire Boulevard;
• Gather information from community stakeholders to understand existing safety
context;
• Develop options for targeted safety enhancements;
• Encourage safe and accessible linkages to nearby homes, businesses and
transit; and
• Identify preferred short- and long-term recommendations through a robust
community engagement process.
The grant-funded portions of the study will wrap up in February 2020. The
recommendations are organized in phases to allow for immediate implementation of
cost-effective safety countermeasures and prioritization of those larger improvements
that require more intensive engineering design and funding. Following th e study, staff
will be looking for grant and other funding sources and strategies to assist in
implementation of future phases. The staff report summarizes key findings, outreach
and study recommendations.
Discussion
Community engagement for the Wilshire Safety Study was a robust, year-long process.
The Study team consulted with the community through a series of meetings with
neighborhood associations, Board and Commission meetings, workshops, walk audits,
and focused stakeholder discussions. The City’s Take the Friendly Road website hosted
an interactive mapping tool and comment section, and knowledge of the project was
spread widely through eye-catching light pole banners, door to door outreach, postcards
and pop-up events.
The first phase of outreach solicited input from the community on their experiences of
Wilshire Boulevard and priorities for improvement. Key themes from the community
comments include:
• Improve crossing conditions for pedestrians, especially at uncontrolled
intersections;
• Address vehicles speeding and failing to yield;
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Packet Pg. 304 Attachment: Wilshire Safety Study Adoption (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements
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• Address vehicles parked in red curb zones, especially Uber or Lyft vehicles;
• Address trucks loading outside of designated loading zones;
• Address decreased visibility at dusk and at night for people walking and driving;
• Add more left turn signals; and
• Add flashing beacons at crosswalks.
Further insights were gathered from data about roadway performance as well as
operations and maintenance issues from an interdepartmental technical advisory group
of Big Blue Bus, Public Works, Police, and Fire Department staff. Findings from the
data-rich investigation, and field observations, are summarized in the Road Safety Audit
(RSA). The full RSA is included as an appendix to the Wilshire Safety Study.
Some of the corridor-wide crash trends were:
• Four Wilshire Boulevard intersections (16th, 18th, 21st, and 25th Streets) ranked in
the top 10 citywide intersections with the most fatal and severe injuries;
• While only involving 14 percent of total crashes, pedestrians represented 60
percent of the fatal and severe injuries occurring on Wilshire Boulevard;
• Relative to citywide trends, a higher percentage of crashes involved violation of
the pedestrian right-of-way indicating conflicts between people driving and
walking;
• Illegal passenger and commercial vehicle loading within red zones reduces the
visibility of crossing pedestrians and turning vehicles; and
• Field observations indicate that visibility of pedestrians crossing during low light
conditions may be limited and a more detailed lighting evaluation of the corridor
is warranted.
As part of the Road Safety Audit, the Study team identified two distinct corridor
typologies with similar features and crash patterns (unsignalized and signalized
intersections) as well as systemic safety needs corridor-wide, and “hot spot”
intersections with unique safety, geometric, and operational conditions. Highlights of the
RSA are presented below in those categories: a) Unsignalized Intersections, b)
Signalized Intersections, c) Corridor-wide Conditions, and d) Hot-Spot Intersections.
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Packet Pg. 305 Attachment: Wilshire Safety Study Adoption (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements
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a. Unsignalized Intersections
The Wilshire Boulevard study corridor includes 16 unsignalized intersections (excluding
alleyways). At the unsignalized intersections, vehicles approaching from the side
streets operate with stop-control and must yield to crossing pedestrians. All of these
intersections (except Centinela Avenue) have pedestrian refuge medians that allow
pedestrians to cross Wilshire Boulevard in two stages. Issues identified at the
unsignalized intersections were:
• 89 percent of the severe injuries to people walking and biking occur at the
unsignalized intersections, even though they represent fewer than half of the
corridor intersections;
• It is very difficult for drivers to make left turns or through movements from the
side streets, and this is leading to safety issues and delays for all roadway users;
these movements represent fewer than one percent of the intersection volume,
but represent 20 percent of the unsignalized intersection crashes;
• There is a high frequency of failure to yield pedestrian crashes; this is
complicated by a combination of the multi-lane nature of the roadway,
uncontrolled movements, and reduced visibility due to red zone violations;
• 15 percent of nighttime crashes involve median strikes; and
• The intersection of Wilshire at 16th Street was found to meet several traffic signal
warrant criteria on the basis of crash history and volume and is listed as number
three in the top 10 Priority Intersections. The intersection has had four severe
injuries since 2006 and a high number of crashes involving older adults. The
intersection is also located in a school zone, and was identified in the 2013 Safe
Routes to School Walk Audit for Lincoln Middle School as a priority location.
b. Signalized Intersections
There are 19 signalized intersections in the study corridor and all have a similar
configuration, with two travel lanes and a left turn bay for the eastbound and westbound
directions. The signalized intersections do not have pedestrian refuge islands or
medians. Issues identified at the signalized intersections include:
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• Higher crash rate when compared to the unsignalized intersections along the
corridor. However, a majority of crashes at signalized intersections are vehicle to
vehicle and represent only 11 percent of the fatal and severe injuries involving
pedestrians and bicyclists;
• Many of the signalized intersections do not currently have fully protected left-turn
phasing, which may contribute to the occurrence of left-turn crashes and conflicts
with crossing pedestrians and bicyclists; and
• Higher rates of left-turn crashes and left-turn crash issues were identified at the
intersection of Wilshire Boulevard at Fourth, Fifth, Seventh, 17th, 20th, 26th,
Berkeley streets, and Lincoln Boulevard.
c. Corridor-wide Conditions
Bus Safety
Wilshire is a major local and regional transit corridor, serviced by BBB Route 2 and
Metro Routes 20 and 720. The Study team worked closely with BBB staff and
interviewed bus drivers to evaluate existing bus operations and safety conditions. Most
of the existing bus stops along the corridor are located on the near -side of the
signalized intersections. When buses board at these locations, they may temporarily
limit visibility for motorists turning from the side streets and passengers exiting in front of
the bus and crossing at the crosswalk. In addition, buses stopping at near-side stops
and then attempting to merge back into traffic can result in conflicts with right -turning
vehicles.
The Study team also observed that many of the bus stops along the route are often
blocked by illegal loading of passenger and commercial vehicles, making it difficult for
buses to fully access the curb and increasing the potential for conflicts with other
vehicles attempting to travel the corridor.
Bicycle Accommodations
There are currently no dedicated bicycle facilities on Wilshire Boulevard. Santa
Monica’s Bike Action Plan and LUCE identify Wilshire Boulevard as a transit priority
route, focusing on parallel east-west bicycle facilities on California and Arizona Avenues
rather than recommending facilities along Wilshire Boulevard.
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Wilshire Boulevard currently intersects with several dedicated bicycle routes that run
north-south and that provide connections to these parallel facilities. While many of the
routes have green bike lane markings, there are currently limited markings where they
cross Wilshire Boulevard.
In addition, the Study team received significant community comment regarding the
limited north-south bicycle accommodation in the vicinity of Chelsea Avenue. As many
of the intersections are unsignalized in the eastern end of the corridor, bicyclists have
difficulty crossing Wilshire Boulevard.
Other Corridor-wide Systemic Conditions
The Study team also identified several corridor-wide systemic safety issues including
faded or outdated pavement markings and signage, limited signal indication visibility
(particularly during dawn or dusk hours), and limited visibly of pedestrians during low
light conditions. These issues, among others, are described in greater detail in the
Wilshire Safety Study (Attachment A).
d. Hot Spot Intersections
In addition to the systemic analysis, specific intersections, or “hot-spots,” were identified
due to their unique crash history, their geometric conditions, their proximity to
community resources, Study team observations, and community input. Addressing the
identified safety issues at these locations was generally determined to require a higher
level of design, but they would also benefit from short-term improvements as well.
As described above, four of the hot-spot intersections— Wilshire Boulevard at 16th,
18th, 21st, and 25th Streets—were identified in the City’s Vision Zero analysis as “high
priority intersections” due to the occurrence of fatal and severe injury crashes. During
the Study process, three more intersections— Wilshire Boulevard at 22nd Street,
Harvard Street, and Centinela Avenue—were identified as hot-spot locations due to a
combination of unique safety, geometric conditions, and community input. The following
are the key issues at each of the “hot-spot” locations.
• 16th Street at Wilshire Boulevard was identified as number three within the top
ten intersections based on fatal and severe injury crashes. In addition, it is
located adjacent to the UCLA Medical Center and is one block from Lincoln
Middle School. Crash analysis indicated there is a high incidence of broadside
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Packet Pg. 308 Attachment: Wilshire Safety Study Adoption (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements
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crashes (approximately 50 percent) and the intersection was found to meet
several warrant criteria for the installation of a traffic signal.
• 18th Street at Wilshire Boulevard is an important pedestrian intersection crossing
with the Pilgrim Lutheran Church and Pacifica Christian High School located on
the southwest corner. Three severe injuries have occurred at the intersection
since 2006 and it is listed as number eight in the top ten intersections based on
severe injury and fatal crashes.
• 21st Street at Wilshire Boulevard has an irregular geometry with offset side
streets, which makes it difficult for Wilshire Boulevard eastbound an d westbound
left turns to occur simultaneously. The intersection was ranked number nine
based on fatal and severe injury crashes with two fatalities occurring at the
location since 2006.
• 22nd Street at Wilshire Boulevard received more comment requests for
pedestrian crossing improvements than any other intersection on the corridor.
There is a significant amount of pedestrian volume due to the adjacent Cassidy
Preschool, Whole Foods Market, and medical offices.
• 25th Street at Wilshire Boulevard provides an important connection to Douglas
Park. The intersection is ranked number 10 based on fatal and severe injury
crashes and the intersection received substantial community comments.
• Harvard Street at Wilshire Boulevard has an irregular geometry with offset side
streets which make eastbound and westbound left turns from Wilshire Boulevard
difficult. The intersection received a substantial level of comments from the
community.
• Centinela Avenue at Wilshire Boulevard straddles the border between Santa
Monica and Los Angeles and acts as a gateway to the City for Wilshire
Boulevard. The intersection has a unique offset geometry with only a portion of
the intersection operating under traffic signal control. A majority of crashes at the
intersection involved Centinela Avenue northbound left turning vehicles and
people walking within the crosswalk.
Community Engagement and Interdepartmental Collaboration
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Community engagement was a core part of the project scope and reached residents,
businesses, organizations and other stakeholders through in-person, digital and group
events (including walk audits). Meetings were held with the Santa Monica Northeast
Neighbors, Wilshire Montana Neighborhood Coalition, Santa Monica Mid-City
Neighbors, the Planning Commission, Commission for the Senior Community,
Disabilities Commission, and DTSM. The Study team also contacted numerous other
stakeholders along the corridor to have focused conversations about the Wilshire Safety
Study, including Pacifica Christian High School, Santa Monica-Malibu Unified School
District, UCLA Medical Center, Saint John’s Health Center, Cassidy Pre-school,
Erewhon Market, Tower Imaging, and other businesses.
The first phase of outreach and collection of initial community comments culminated in a
public workshop held on June 8, 2019 at Christine Emerson Reed Park. Once
preliminary recommendations were developed, the Study team returned to
neighborhood groups and commissions to present more detailed safety findings and
draft recommendations for feedback and adjustments. A second community meeting
conducted as a special meeting of the Planning Commission was held on October 17,
2019 to gather input on the specific recommendations and preferences to include in the
Wilshire Safety Study.
The study was promoted through multiple methods including, but not limited to, door-to-
door canvassing on the corridor (reached over 260 businesses), postcard mailings (over
13,000), 96 light pole banners, and pop-up tables at events such as the Farmer’s
market. Throughout the process, the community was able to obtain project information
on a dedicated webpage on the City’s Take the Friendly Road website and provide
comment and reactions via a project-specific email Safe.Wilshire@smgov.net or via an
interactive map tool where community members could provide location-specific
comments on safety issues they experienced on Wilshire Boulevard.
The Study team has worked to refine safety recommendations based on feedback. The
Wilshire Safety Study includes a more detailed account of the robust community
outreach, stakeholders involved, and themes identified during the outreach.
In addition to community stakeholders, staff met with several City departments to
discuss the initial collision analysis and held a series of meetings to identify operational
and safety improvements. The technical advisory group included staff from Big Blue
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Bus, Public Works, Police Department, and Fire Department s. The Study team along
with the technical advisory group conducted the Road Safety Audit (RSA), conducted
field observations, and developed high level draft recommendations for specific
intersections and the whole corridor.
Recommendations and Phasing
One of the intentions of the Wilshire Safety Study was to identify the lowest cost,
highest impact approach to improving transportation service and safety, considering
both design and operational options. The Study identifies a comprehensive strategy for
implementing targeted safety countermeasures including location-specific and systemic
corridor-wide treatments. The Study recommends a phased approach so that
enhancements can be deployed quickly, with available funding, tested and evaluated,
and modified as required before more permanent and capital-intensive measures are
designed and constructed.
City staff would monitor the implemented safety countermeasures to help inform any
necessary changes to the mid- and long-term improvements before they are designed
and constructed. The City would monitor changes in traffic volumes, patterns, U-turns,
and crash history; although a longer time period following implementation may be
required to fully quantify safety benefits (typically three to five years).
The following summarizes the prioritization of the key recommendations.
Phase One: Short-term
Short-term measures are primarily those that can be accomplished with signal timing,
paint, signage, flexposts and other temporary materials that do not require substantial
design or reconstruction. Existing funding would be used to install these
recommendations.
• Right-turn only from stop-controlled side streets – This measure was recently
installed successfully at Wilshire Boulevard and Harvard Street; the
implementation of this measure would be extended to 13 additional intersections
(all unsignalized intersections except alleys, 16th Street, and Centinela Avenue)
which would create consistency through the corridor and would help to reduce
the occurrence of angle crashes, improve pedestrian safety, and reduce moto rist
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confusion. It may also enhance traffic flow along the corridor because there
would no longer be vehicles attempting through and left movements from the
side streets and getting stuck in the middle of Wilshire Boulevard blocking traffic.
Attendees at the October Planning Commission meeting expressed a greater
preference for installing this treatment at all locations versus a phased
implementation. Staff would continue to monitor any resulting changes in traffic
patterns and make adjustments as necessary.
• Rectangular Rapid Flashing Beacons (RRFBs) – Pedestrian activated RRFBs
would be installed at five locations (Wilshire Boulevard at 10th, 18th, 22nd 25th, and
Franklin Streets) to further alert drivers and to enhance pedestrian visibility
across Wilshire Boulevard. RRFBs would be considered for additional locations
in later phases.
• Signage and Pavement Marking Enhancements – Corridor-wide signage and
pavement marking enhancements would be installed at all unsignalized
crossings including, but not limited to: enhanced pedestrian warning signage,
advanced yield line markings (i.e., “Shark’s Teeth”), and white edge lines to
delineate the parking lane to provide more cues to drivers to yield and drive
safely.
• Enhanced North-South Bicycle Connections – At each of the existing north-south
bicycle routes crossing Wilshire at Second, Sixth, Seventh, 11th, 14th, and Yale
Streets, enhanced markings across Wilshire Boulevard would be installed, such
as green dashed conflict markings through the intersection. These enhanced
markings would help inform bicyclists of parallel routes available, and improve
driver awareness of people on bicycles. Markings at 17th Street and Ocean
Avenue would be addressed concurrently as part of separate capital projects.
• Restrict U-turns – Restrict U-turns along the Wilshire Boulevard eastbound and
westbound approaches where appropriate.
• Signal Timing Adjustments – Extend pedestrian crossing times and adjust other
timings at select locations with operational issues. Since the Study was initiated,
leading pedestrian intervals (LPIs) across Wilshire Boulevard have been added,
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and a signal retiming of the corridor between 11th and Berkeley streets has been
completed.
• Hot-Spot Intersection Enhancements – Initial improvements would be
implemented and, in some cases tested with temporary materials, at the seven
hot spot intersections. Where improvements are installed in a temporary fashion,
staff would observe safety conditions for effectiveness before seeking funding to
install in a more permanent fashion. A summary of key improvements by “hot-
spot” intersection are listed below. The improvements are described, and
illustrated, in greater detail in the Study.
o 16th Street at Wilshire Boulevard: pavement markings and signage would
be upgraded and the City would advance the design of the traffic signal
detailed under Phase Two.
o 18th Street at Wilshire Boulevard: improvements would include enhanced
markings and signage, right turn only from the side streets, restriction of
red zone parking with temporary materials, and installation of RRFBs on
both Wilshire Boulevard crossings.
o 21st Street at Wilshire Boulevard: improvements would include enhanced
markings and signage, right turn only from the side streets, and restriction
of red zone parking with temporary materials. In addition, the Wilshire
Boulevard westbound left turns would be restricted to reduce intersection
conflicts and allow for the widening of the eastern pedestrian refuge island
to further enhance safety.
o 22nd Street at Wilshire Boulevard: improvements would include enhanced
markings and signage, right turn only from the side streets, restriction of
red zone parking with temporary materials, and installation of RRFBs on
both Wilshire Boulevard crossings.
o 25th Street at Wilshire Boulevard: improvements would include enhanced
markings and signage, right turn only from the side streets, installation of
RRFBs on both Wilshire Boulevard crossings, and restriction of red zone
parking with temporary materials. In addition, the low traffic volume
Wilshire Boulevard westbound left turns would be restricted to reduce
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conflicts with crossing pedestrians and allow for the widening of the
eastern pedestrian refuge island to further enhance safety.
o Harvard Street at Wilshire Boulevard: improvements would include
enhanced markings and signage, right turn only from the side streets
(installed in October 2019), and restriction of red zone parking with
temporary materials. In addition, the Wilshire Boulevard eastbound and
westbound left-turn lanes would be reconfigured, using temporary
materials, to better facilitate left-turn maneuvers, enlarge the pedestrian
refuge islands, and reduce conflicts.
o Centinela Avenue at Wilshire Boulevard: improvements would include
enhanced markings and signage and restriction of red zone parking with
temporary materials. Staff would also coordinate with the City of Los
Angeles to explore the feasibility of creating a pedestrian refuge island
with temporary materials and implementing an LPI at the crosswalk to
reduce conflicts with pedestrians.
• Bus Safety and Performance Improvements – Bus safety and performance
improvements would be made at priority locations, including:
o Far-side stop relocation: at the Sixth Street westbound stop and 14th
Street eastbound stop;
o Bus stop consolidation: Existing bus stops in the eastbound and
westbound directions at 22nd and 24th Streets would be consolidated to the
23rd Street signalized intersection as far-side stops; and
o Installation of a bus queue jump lane: along Wilshire Boulevard in the
eastbound direction at Lincoln Boulevard and 14th Street.
• Median Refuge Replanting – Replacement of the existing flax plants located
within the median refuge islands with lower growing plants to reduce ongoing
maintenance needs and enhance visibility of pedestrians and vehicles.
• Photometric Assessment and Lighting Plan – Conduct a follow-up photometric
assessment of the entire corridor to enhance lighting levels for all users. The
effort would consider existing light spread and fixture upgrades, identify where or
if additional light poles are needed, and assess any necessary modifications to
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the existing circuitry. Installation of resulting recommendations may not occur
until Phase Three.
• Curbside Management Plan – Conduct a follow-up study of the competing needs
of curbside space along Wilshire Boulevard (parking, deliveries, rideshare pick -
up and drop-off, and bus boarding and alighting). Recommendations may include
creating dedicated short-term parking and commercial loading areas to help
reduce the occurrence of motorist parking or standing in red zones and bus
stops, which has a negative impact on overall pedestrian safety and bus
performance along the corridor. Implementation of recommendations may not
occur until Phase Two or Three.
Phase Two: Medium-term
The Phase Two improvements would require a greater level of design and funding for
construction and are therefore on a longer-term implementation timeframe. The
improvements should be prioritized as funds are identified and incorporated into other
on-going citywide maintenance and construction projects. To complete all these
improvements would require grant funding. Phase Two improvements include:
• New Traffic Signal at Wilshire Boulevard and 16th Street– Design and install a
new traffic signal at the “Hot-spot” intersection of Wilshire Boulevard and 16th
Street to reduce conflicts and improve safety and access for all users. The Study
recommends that this new signal receive the highest priority among the Phase
Two improvements.
• Refine and Formalize “hot-spot” Improvements – Following the monitoring of
locations improved with temporary materials in Phase One the recommendation
would be to design and install permanent versions of the treatments.
• Curb Extensions – Design and construct extensions of the sidewalks at the
intersection to increase pedestrian visibility and to reduce pedestrian crossing
distances and exposure time. Install these at the seven “hot spot” intersection
locations as appropriate to formalize red zone areas and improve safety for
people walking and driving. As part of the work, ramps would be upgraded in
accordance with current Americans with Disabilities Act (ADA) requirements.
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• Signal Phasing Upgrades – Upgrade existing signal equipment to accommodate
the addition of protected left-turn phasing at the priority locations Wilshire
Boulevard at Fourth, Fifth, 16th (new traffic signal), 20th, 26th, Berkeley Streets,
and Lincoln Boulevard. Additional locations may be considered in Phase Three.
Phase Three: Long-term
Long-term improvements would include corridor-wide safety enhancements to broadly
address other systemic safety issues along the corridor that require a more complex
evaluation, detailed design, and higher capital cost. Phase Three improvements should
be considered in a future grant cycle or capital plan for the corridor. Setting aside
match funds for future grant opportunities would assist in obtaining outside funds for
implementation. Phase Three improvements include:
• New Traffic Signal at Wilshire Boulevard and Chelsea Avenue – Install a signal at
this intersection to facilitate north-south bicycle connections in the eastern end of
the corridor, improve safety for all users, and enhance overall access to Douglas
Park. The intersection received a substantial level of comments from the
community regarding safety conditions and meets the minimum criteria to have a
signal installed.
• Implement Corridor-wide Curbside Management Strategies based on the findings
of the study identified in Phase One.
• Additional Curb Extensions –Install additional curb extensions along the corridor
where feasible to formalize red zones and enhance pedestrian crossing safety.
These would be prioritized at the near-side of intersections, across the
intersecting side streets, and at unsignalized intersections. As part of the work,
ramps would be upgraded in accordance with current Americans with Disabilities
Act (ADA) requirements.
• Additional Bus Safety and Operational Enhancements should be implemented
throughout the corridor, including relocating all remaining bus stops to the far-
side of signalized intersections and installation of additional bus queue jump
lanes where feasible.
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• Lighting Improvements would be implemented throughout the corridor as
deemed appropriate in accordance with the lighting study identified in Phase
One.
Next Steps
The estimated cost for the design and construction of the recommended improvements
is approximately $11.5 - 13.5 million, including ($1 - 1.5 million for Phase One, $4.5 - 5
million for Phase Two, $6 - 7 million for Phase Three). The City currently has funding
for the design and implementation of the Phase One improvements (and associated
evaluations) and a small portion of the Phase Two improvements. Staff would then
prioritize the remaining Phase Two and Three improvements as funding becomes
available and intends to pursue several applicable grant sources (e.g., Caltrans
Highway Safety Improvement Program (HSIP), Measure M, and Caltrans Active
Transportation Program (ATP)).
As staff advances the Wilshire Safety Study recommendations, staff will continue to
provide project updates through the Take the Friendly Road Campaign and refine
treatments based on evaluation and community feedback.
Financial Impacts and Budget Actions
There is no immediate additional financial impact or budget action necessary as a result
of recommended action. However, staff will return to Council with specific budget
actions associated with implementation of the phased recommendations in the future.
Prepared By: Francie Stefan, Assistant Director/Chief Mobility Officer
Approved
Forwarded to Council
Attachments:
A. The City of Santa Monica Wilshire Safety Study & Appendix A
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B. Appendix B CommunityFeedback
C. Appendix C PCMemo
D. Appendix D RSA
E. Appendix E Volume Diagrams
F. Resolution
G. Written Comments
H. PowerPoint Presentation
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CITY OF SANTA MONICA OAKS INITIATIVE DISCLOSURE FORM
In order to facilitate compliance with the requirements of the Oaks Initiative, the City compiles and maintains
certain information. That information includes the name of any person or persons who is seeking a “public
benefit.” If the “public benefit” is sought by an entity, rather than an individual person, the information includes
the name of every person who is: (a) trustee, (b) director, (c) partner, (d) officer, or has (e) more than a ten
percent interest in the entity.
Public benefits include:
1.Personal services contracts in excess of $25,000 over any 12-month period;
2.Sale of material, equipment or supplies to the City in excess of $25,000 over a 12- month period;
3.Purchase, sale or lease of real property to or from the City in excess of $25,000 over a 12- month
period;
4.Non-competitive franchise awards with gross revenue of $50,000 or more in any 12-month period;
5.Land use variance, special use permit, or other exception to an established land use plan, where the
decision has a value in excess of $25,000;
6.Tax “abatement, exception, or benefit” of a value in excess of $5,000 in any 12- month period; or
7.Payment of “cash or specie” of a net value to the recipient of $10,000 in any 12- month period.
Name(s) of persons or entities receiving public benefit:
Name(s) of trustees, directors, partners, and officers:
Name(s) of persons with more than a 10% equity, participation, or revenue interest:
Prepared by: Title:
Signature: Date:
Email: Phone:
FOR CITY USE ONLY:
Bid/PO/Contract # Permit #
Access Pacific, Inc.
Tomas Torres- Director, President, Secretary, & Treasure of Access Pacific, Inc.
Tomas Torres, President
Tomas Torres President
estimating@accesspacificinc.com (626) 792-0616
10/25/2023
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Packet Pg. 319 Attachment: Oaks Initiative Form - Access Pacific (6133 : Award Bid SP2669 to Access Pacific, Inc for Wilshire Boulevard Safety Improvements