I have finally gotten to reviewing the Stockton Blvd Corridor Plan, following my post noticing the draft plan: Stockton Blvd draft available.
Overall, the plan is great, and when someday implemented, will result in a much safer and livable Stockton Blvd. The plan addresses major concerns raised by the community, including safer and more frequent crossings, better lighting, more trees, more effective transit service, and others. However…
- The plan is still too oriented to the throughput of motor vehicle traffic. Better, but not as good as it could be. Maintaining the five lane configuration for significant parts of the corridor is unnecessary.
- The plan does not even mention speed limits. When any street is reconfigured/reallocated, it removes any obligation to the unsafe and outmoded 85% rule, so the city should have considered speed limit changes for the corridor.
- The plan recommends two-way cycle tracks in some locations. These are great for traveling along, but the problem comes in transitioning into and out of them at the beginning and end. Unless very clear guidance and priority is provided, these transitions can be very unsafe, particularly for less experienced bicyclists. In most cases, a bicycle signal head with exclusive bicyclist phase is required at beginning and end.
- The plan acknowledges the challenging intersection of Stockton Blvd/34th Street/R Street as a “unique challenge” (page 13), but doesn’t even suggest solutions. I believe that the only way to make this intersection safe is to either restrict R Street or 34th Street, or to construct a flyover for light rail, similar to that for 19th Street, Watt Ave, and Sunrise Blvd. Yes, the expense of any of these might be beyond the scope of this plan, but eliminating this issue from the plan makes it difficult to compare the relative cost and benefit of other solutions.
- On page 36, a diagram shows a bike lane eastbound on T Street to the right of a dedicated right hand turn lane. Bike lanes should never be to the right of dedicated turn lanes unless there is a bicycle signal head to create an exclusive bicyclist phase, which the plan does not propose. This must be fixed.
- Shared bus and bike lanes will be a new concept for the city, and region. I support the implementation of these, and have used them in several other cities where transit frequency is not high. But they should be considered a pilot. If they don’t work out for bicyclists, and bus drivers, in this region, how do we fix it?
- The flared intersection at Stockton Blvd and Fruitridge Road is preserved in the plan, but this is completely inappropriate. Flared intersections are always more dangerous for people crossing the street. The roadway width at the intersection, shown on page 41, is 90 feet. Crossings of this length cannot be safe, no matter what the length of the pedestrian cycle, without a pedestrian refuge median (with push buttons unless the pedestrian crossing is already on auto-recall). Double left hand turn lanes are dangerous for drivers and everyone else, as driver attention is focused on the vehicle beside, and not the roadway ahead, so these should be reduced to single left turn lanes. The right hand turns lanes should probably be eliminated, unless a traffic study shows conclusively that traffic would not clear during a signal cycle without them. The upshot is that this intersection should be completely reconfigured, not just tinkered with.
- The plan does not indicate which intersection signals and signalized pedestrian crossings will be on auto-recall, or not. There is probably no justification for pedestrians activation buttons at any location on the corridor (pedestrian crossings should have auto-detection), but if there is, these should be called out clearly in the plan.
- The plan shows most intersections as having skipped (dotted) green bike lanes striped through the intersection, but a few do not. They should be used everywhere. For the protected legs of partially protected intersections, the striping should be continuous rather than skipped (dotted). MUTCD frowns on this, but it has been installed many places with positive safety outcomes.
- Added item: No right turn on red prohibitions should never be used without leading pedestrian intervals (LPI). Otherwise, drivers turning will immediately come into conflict with walkers in the crosswalk. I don’t think this is being proposed in this plan, but just want to make sure.
The City of Sacramento Active Transportation Commission will consider the plan this evening (2021-03-18). I apologize for not posting this in time for you to consider my suggestions, and relay them to the commission, if you agree.
Added info: There was a discussion about the prioritization of different travel modes during the SacATC meeting this evening. It reminded me of one of my favorite graphics about transportation modes, from Chicago Department of Transportation. I think this is the right answer for Stockton Blvd, and for nearly every other roadway.