October 30, 2019 Request for Proposals East Campbell Avenue Plan Line Project 19-GG
Proposals Due: 3:00 p.m., Wednesday, November 20, 2019 ______
Overview
The City of Campbell is pleased to announce a request for proposals to provide engineering design services for the East Campbell Avenue Plan Line Project. Proposed professional services include geometric design services, consisting of alternate plan line scenarios with cross-sections, transportation and circulation analysis based on a review of traffic operations for each alternative, and a report with recommendations. Assume an available budget of $90,000 when determining the level of effort needed in responding to this RFP. The selected firm will be responsible for developing alternate plan line scenarios, recommendations, and a summary report that ultimately will guide the design for street improvement projects on East Campbell Avenue between Railway Avenue and Bascom Avenue that meets the intent of the East Campbell Avenue Master Plan including elements for a multimodal transportation system.
Background
Professional design services requested through this RFP include geometric design services consisting of alternate plan line scenarios with cross-sections for the East Campbell Avenue Plan Line Project from Railway Avenue to Bascom Avenue with the East Campbell Avenue Master Plan (Master Plan), the Transportation Improvement Plan for Campbell Priority Development Area (TIPC), Santa Clara Valley Transportation Authority’s (VTA) Bascom Corridor Complete Streets Study, and the City of Campbell’s Ordinance No. 122 Official Plan Line Map of Campbell Avenue all being used to guide the design process. Refer to Attachments 1, 2 and 3 for referenced materials. In addition, the selected firm will perform a study of multimodal transportation alternative designs and their associated impacts to the approved Master Plan.
The City of Campbell is soliciting proposals from qualified firms, “CONSULTANT”, to provide the following services, as necessary, but not limited to: Request For Proposals East Campbell Avenue Plan Line Project 19-GG Page 2 of 13
Street Design (Geometrics including Cross Sections) Project Management Record Research Topographic/Boundary Survey Transportation and Circulation Analysis Traffic Signing and Striping
This project will focus primarily on plan line and geometric designs for the following scenarios:
1. Scenario I: East Campbell Avenue per the Master Plan (i.e., plan geometrics and corridor limits). 2. Scenario II: East Campbell Avenue per the Master Plan incorporating right of way improvements associated with approved, pending and potential land development projects between Railway Avenue and Bascom Avenue. 3. Scenario III: Incorporate complete street/multimodal design approach (in particular, bike facilities) for East Campbell Avenue to enable safe, convenient and comfortable travel and access for all users regardless of their mode of transportation. This scenario will incorporate the approved TIPC improvement at Railway Avenue and the VTA Bascom Corridor Improvements.
Minimum Qualifications
A highly qualified team will consist of Professional Civil Engineers and Transportation Engineers with experience in designing street corridor plan lines and geometric designs with an understanding in incorporating complete streets design elements. The prime CONSULTANT shall have at least five (5) years of experience in these activities.
The CONSULTANT should have expertise in civil and transportation engineering design and alternatives analysis based on street cross sections and traffic operations analysis. If necessary, ability to review and perform traffic operations analysis based on traffic simulation software like Synchro. City will furnish Synchro files and current traffic counts. CONSULTANT is expected only to edit traffic volumes in current Synchro files.
Scope of Services
The intent of the East Campbell Avenue Master Plan is to tie historic Downtown Campbell to the Pruneyard office and shopping center, thereby creating a more connected, attractive, and functional corridor. This plan addresses a number of priorities (such as on-street parking, pedestrian accommodations, and automobile efficiency) along East Campbell Avenue from Railway Avenue to Union Avenue that are competing for limited roadway space. The plan provides a snapshot of the corridor’s future geometrics but does not provide a path from existing geometrics to the ultimate planned configuration. The East Campbell Avenue Plan Line Project seeks to determine geometric alternatives and right-of-way requirements and the path that will be Request For Proposals East Campbell Avenue Plan Line Project 19-GG Page 3 of 13
used to transition from existing geometrics to the ultimate configuration as development applications continue to be submitted for review.
To prepare the corridor for future design, sufficient right-of-way is needed to accommodate the desired roadway improvements such as on-street parking, bicycle and pedestrian accommodations, and travel lanes on Campbell Avenue. For example the East Campbell Avenue Master Plan’s recommended improvements includes the elimination of left-turn lanes from Dillon Avenue to Gilman Avenue which could affect queue storage and lead to continual blockage of the number 1 through lanes in each direction of Campbell Avenue. The Consultant should be able to review the findings from available traffic operations analysis to understand the implications of the planned improvements of each alternative studied in this project.
The City of Campbell seeks to solicit consultant services for the East Campbell Plan Line Project 19-GG. The Consultant Services Agreement will consist of conducting and coordinating specified tasks related to preparing the plan line alternatives.
The CONSULTANT shall comply with all insurance requirements of the City of Campbell, included in the sample agreement in Attachment 5.
Amendments to the agreement will be required to modify the terms of the original agreement for changes such as extra time, added work, or increased costs and must be done prior to expiration of the original agreement.
The overall work effort will be a collaboration between City staff and the consultant. The project will be structured into the following primary tasks:
1. Project Management – The CONSULTANT shall be responsible for project management activities throughout the life of the agreement and the scope of activities which include but are not limited to, coordinating and being responsible for managing the project schedule, preparing and distributing minutes, field reviews, tracking action items for the City of Campbell and subconsultant(s), and preparing all submissions to the City of Campbell.
The CONSULTANT will provide support for the following meetings over the course of the project: Kick-off meeting (1) Coordination meetings with City staff (as proposed by the CONSULTANT) Bicycle and Pedestrian Advisory Committee update meeting (1 minimum) Planning Commission meeting (1 minimum) City Council adoption meeting (1 minimum)
Consultant will attend all meetings, take meeting notes, submit meeting summaries, provide draft materials and presentations two weeks in advance of meetings, schedule monthly calls/meetings, and submit monthly invoices. Request For Proposals East Campbell Avenue Plan Line Project 19-GG Page 4 of 13
The kick-off meeting will be held with City staff to: a. Introduce City Staff to the CONSULTANT Design Team b. Review objectives of the project c. Review scope of services d. Confirm project areas/boundaries e. Collect available data and published material f. Review project schedule g. Establish communication channels h. Review and list all applicable design and planning standards
2. Records Research and Best Practices – Research all information pertinent to the project including but not limited to existing field conditions, as-built plans and record drawings, right-of-way data and all future improvement plans adjacent to or affecting the project site. The selected CONSULTANT shall identify all existing and proposed facilities within the project limits and potential conflicts.
CONSULTANT shall review available transportation impact analyses that evaluate the corridor with and without left-turn lanes from Dillon Avenue to Gilman Avenue. If necessary, the CONSULTANT may be called upon to perform simple edits to available Synchro files to update traffic volumes based on more current traffic counts. CONSULTANT is responsible for checking the Synchro file for accuracy (e.g., link lengths and signal phasing). CONSULTANT shall use Synchro/SimTraffic analysis results as a tool to help evaluate each plan line alternative.
CONSULTANT will incorporate Complete Streets, bicycle and pedestrian best practices into the plan line alternatives.
3. Survey and Mapping – Topographical and boundary survey work is required for the CONSULTANT to identify existing boundaries, right-of-way, and property lines as well as facilities including but not limited to median islands, curb, gutters, sidewalk, curb ramps, striping, signage, BC and EC of all curb returns, streetlight poles, underground facilities, all utility structures (manholes, drop inlets, catch basins, valves, pull boxes, etc.), within and adjacent to the public right-of-way. Surveys shall also have sufficient information to design connections to existing pedestrian facilities and residential driveways that may be located adjacent to the right-of-way or any public facilities. The topographical survey shall also provide centerline cross sections (minimum of 15 sections) as well as adjoining streets, grade breaks, survey monuments, vertical control (half-foot contour intervals) and joint elevations at the existing and proposed right of way lines, and at the westerly and easterly end of the project.
Request For Proposals East Campbell Avenue Plan Line Project 19-GG Page 5 of 13
4. Alternate Plan Line Scenarios – The CONSULTANT shall be responsible for the preparation of three (3) alternate plan line scenarios utilizing AutoCAD software.
Plan Line Scenario I shall include striping and signage enhancements, crosswalk enhancements, bulbed intersections, traffic calming devices, and curb, gutter, and sidewalk extensions per the limits and intent of the Master Plan. Plan Line Scenario II shall build upon Scenario I by also incorporating right of way improvements associated with approved, pending and potential land development projects between Railway Avenue and Bascom Avenue. Plan Line Scenario III shall build upon Scenario II by also incorporating a complete street/multimodal design approach (in particular, bike facilities) for East Campbell Avenue to enable safe, convenient and comfortable travel and access for all users regardless of their mode of transportation. This Scenario will incorporate the approved TIPC improvement at Railway Avenue and the VTA Bascom Corridor Improvements.
A complete layout and design based upon results from transportation and circulation anaylsis, and consisting of 20-scale plan view and 10-scale cross section exhibits, shall be prepared using City Standard 22” x 34” Titleblock and submitted to the City for review for each of the alternate plan line scenarios described above. Plan view and cross section exhibits shall provide geometric design, including dimensions, of striping and signage enhancements, crosswalk enhancements, bulbed intersections, traffic calming devices, curb, gutter, and sidewalk extensions, and transition areas.
In addition, the CONSULTANT shall be responsible for the following: Presentation of draft plan lines to the City’s Bicycle and Pedestrian Advisory Committee, and the Planning Commission at their regular meetings. Document findings of transportation and circulation analysis and furnish Synchro files and technical appendices. Refinement of design options based on City input. Presentation of final draft plan lines to the City Council at its regular meeting.
5. Draft Plan Lines – CONSULTANT will develop draft plan lines for City review. CONSULTANT will provide an outline prior to developing the full draft document and should plan for two to three rounds of revisions to the draft plans. It is envisioned that along with the draft plan sheets is an accompanying summary report to include, but is not limited to, the following sections and high quality images: Introduction Existing Conditions Review/Discussion of the: Request For Proposals East Campbell Avenue Plan Line Project 19-GG Page 6 of 13
o Master Plan o TIPC o VTA’s Bascom Corridor Complete Streets Study o City of Campbell’s Ordinance No. 122 Official Plan Line Map of Campbell Avenue o Approved, pending and potential land development projects along East Campbell Avenue Plan Line Scenarios I – III: o Geometrics including Cross Sections o Proposed Traffic Striping Layout Discussion on: o Best Practices o Complete Streets o Traffic Operations
6. Final Plan Lines – Based on comments generated from the City’s review of the three (3) draft plan lines, CONSULTANT will finalize the plan lines based on City input and will present this final plan to Council for approval.
For fee proposal purposes, the CONSULTANT should assume the available budget is approximately $90,000. Any modifications proposed to this solicitation are welcome provided they are innovative, advanced, and well thought out methodologies and shall be identified as optional and priced out separately in the sealed fee proposal. CONSULTANT’s fee proposal is to be submitted with the current proposal in a separate sealed envelope.
Proposal Format and Submission Requirements
Submit five (5) hard copies and one (1) electronic copy in PDF format on a USB flash drive of the CONSULTANT’s proposal. The hard copies shall be organized with clearly labeled tabs separating each section. The hard copies and USB flash drive shall be mailed or submitted to the City of Campbell City Clerk prior to 3:00 P.M., November 20, 2019. Proposals shall be submitted in a sealed package clearly marked East Campbell Avenue Plan Line Project 19-GG and addressed as follows:
Michael DeLeon c/o City Clerk City of Campbell 70 N. First Street Campbell, CA 95008
Proposals received after the time and date specified above will be considered nonresponsive and will be returned to the CONSULTANT.
Proposals should include the following information: Request For Proposals East Campbell Avenue Plan Line Project 19-GG Page 7 of 13
TAB A: Cover Letter
Provide a cover letter (maximum 2 pages) signed by an authorized representative of the CONSULTANT giving an overview of the CONSULTANT’s general expertise, experience and approach to performing the scope of services described in this RFP. Include specific and direct contact information for the CONSULTANT. Cover letter shall be signed by an officer of the firm, binding the firm to all of the commitments made in the submittal.
TAB B: Insurance Coverage
Identify carriers, A.M. Best ratings, types and limits of insurance carried by your firm. See Attachment 5 – Sample Consultant Agreement for minimum coverage requirements for general liability, automobile liability, professional liability and worker’s compensation.
TAB C: EXPERTISE – KEY PERSONNEL RESUMES
Provide up to six (6) resumes, up to one (1) page in length per resume, for lead personnel that will perform work listed in this RFP. Please submit resumes of only those individuals that will actually be assigned to work on the project.
Each resume shall include previous project experience and project descriptions (including duration and location) while highlighting relevant qualifications and specific role/responsibility that clearly demonstrates the key team member’s expertise in the delivery of a similar design project.
Indicate how your firm’s resources will work together to complete this project. Identify additional resources available in your firm.
TAB D: EXPERTISE – ORGANIZATION CHART
Provide an organizational chart of the CONSULTANT, up to one (1) page in length, identifying name of staff and title, any partner or subconsultant relationships and additional resources available to complete services described in this RFP.
TAB E: EXPERTISE – PROPOSED SUBCONSULTANT LISTING
Identify any subconsultants your firm will utilize. Include resumes of key individuals who will be directly involved in this project, and briefly describe any past involvement in joint projects with these subconsultants. Indicate why the particular subconsultant has been selected to work on the project team. Indicate how the prime firm will ensure quality control and coordination of documents between the prime and the various subconsultants. Request For Proposals East Campbell Avenue Plan Line Project 19-GG Page 8 of 13
TAB F: EXPERIENCE – DESIGN PROJECTS
Present a description of your firm’s past performance on similar projects, emphasizing projects of similar scope and budget. Include the project name, location, client reference’s name and contact phone number, scope of work, list of services provided, description of the project’s objective and outcome, and date completed. Also include key team personnel involved, schedule and budget performance and design timelines.
TAB G: EXPERIENCE – REFERENCES
A minimum of three current references from past projects (of similar size and scope) completed by the proposed project manager and/or project team should be provided. Please provide the following information for each reference. All references must contain relevant projects completed within the past 5 years.
Firm, Owner, or Agency Name Project Objective Project Description Project Outcome List of Services Provided Contract Amount Contact Person (Name and Title) Address Telephone Number Email Address Date Completed
TAB H: APPROACH – REVIEW OF SCOPE OF SERVICES
Briefly discuss your firm’s vision for the project and what would make the firm the best qualified for this particular project. CONSULTANT must comment on the firm’s ability to provide the services listed in the Scope of Work outlined above. Provide comments, and suggest modifications, changes and/or additions as appropriate. Indicate how your firm/team would approach the project and what specialized services or unique insights you feel your team would bring to the project. Provide examples of your team’s vision and approach for this project. Describe critical engineering design issues associated with the project and how they will be addressed.
A scope of work should be prepared detailing all services to be provided. The scope of work should describe each step in the overall preparation, design, analysis, and completion of the work as well as the deliverables for each phase of work. Identify any assumptions and/or exclusions used in preparation of the scope of work and associated fee estimate. Request For Proposals East Campbell Avenue Plan Line Project 19-GG Page 9 of 13
The CONSULTANT will be responsible for providing all services and work to complete the project, including gathering and analyzing all information, data, and requirements. If subconsultants are to be used, the CONSULTANT must include in the Proposal a description of the work to be performed by the subconsultants.
TAB I: APPROACH – PRELIMINARY PROJECT SCHEDULE
The CONSULTANT shall provide a schedule including deliverables for performing the tasks identified in the scope of work. The schedule should list all tasks indicating the start date and length of time for the completion of the task. Functions carried out by a subconsultant(s) should be clearly indicated.
Review the City’s preliminary project schedule (Attachment 4) and provide comments, suggested modifications, changes and/or additions as appropriate. Add any significant milestone dates necessary to complete all tasks. Indicate resources that will be allocated to each major task category to meet this schedule and discuss your firm’s flexibility and record in “catching up” if milestone dates are not met. Discuss your firm’s commitments to other projects in the time frame coinciding with this project.
TAB J: Fee Proposal
Submit a fee proposal in a separate sealed envelope. The fee proposal should itemize the fee for each task, showing the estimated hours of each staff member assigned and the associated fee for that staff member or subconsultant. Also, provide hourly rate schedules for all key project staff, including subconsultants.
TAB K: Conflict of Interest Statement
CONSULTANT shall submit a Conflict of Interest Statement including the following:
Disclose any financial, business or other relationship with the City that may have an impact upon the outcome of the contract or the construction project. List current clients who may have a financial interest in the outcome of this contract or the construction project that will follow. Disclose any financial interest or relationship with any construction company that might submit a bid on the construction project.
Addenda
Addenda to this RFP, if issued, will be posted to Quest CDN at:
https://www.questcdn.com/ Request For Proposals East Campbell Avenue Plan Line Project 19-GG Page 10 of 13
You may download the digital plan documents for free by selecting Request on the QuestCDN Page, and input the Quest Request #6556695. It shall be the CONSULTANT’s responsibility to check the Quest CDN website to obtain any addenda that may be issued.
Proposal Evaluation Criteria
Completeness/Organization of Proposal
A Proposal that is current, accurate and completed in accordance with the requirements of this RFP. The Proposal hard copies shall be organized with clearly labeled tabs separating each section.
Evaluation Process
All proposals will be evaluated by a City Selection Committee (Committee). The Committee may be composed of City staff and other parties that may have expertise or experience in the services described herein. The Committee will review the submittals and will rank the proposals. The evaluation of the proposals shall be within the sole judgment and discretion of the Committee. All contacts during the evaluation phase shall be through the City Contract Administrator/Project Manager only. Proposers shall neither contact nor lobby evaluators during the evaluation process. Attempts by Proposer to contact members of the Committee may jeopardize the integrity of the evaluation and selection process and risk possible disqualification of Proposer.
The Committee will evaluate each proposal meeting the qualification requirements set forth in this RFP. Proposers should bear in mind that any proposal that is unrealistic in terms of the technical or schedule commitments may be deemed reflective of an inherent lack of technical competence or indicative of a failure to comprehend the complexity and risk of the City’s requirements as set forth in this RFP.
The selection process will include oral interviews. The CONSULTANT will be notified of the time and place of oral interviews and of any additional information that may be required to be submitted.
Interviews will consist of a presentation by the team as well as a question and answer period where the team will respond to panel questions. The presentation by the team should convey an understanding of the project, communication skills, ability for innovative ideas, identification of critical issues and solutions. The questions posed by the panel will relate both to evaluation criteria presented in the RFP as well as the teams presentation.
Using the Evaluation Criteria, each member of the Committee will independently evaluate each submission and will score the Proposal according to the evaluation criteria. A CONSULTANT’s numerical score will be the average of the numerical scores Request For Proposals East Campbell Avenue Plan Line Project 19-GG Page 11 of 13 given by the members of the Committee for that CONSULTANT. The Proposals will be ranked from highest to lowest based on their respective numerical scores.
Upon completion of the evaluation and selection process, only the cost proposal from the most qualified CONSULTANT will be opened to begin cost negotiations. Upon acceptance of a cost proposal and successful contract negotiations, staff will recommend a contract be awarded.
Evaluation Criteria
Each member of the evaluation panel will independently evaluate each Proposal using a 100-point system. Points will be assigned based on the following criteria and criteria weights:
Evaluation Criteria Possible Points Completeness/Organization of Proposal 5 Technical Evaluation Criteria Expertise – Key Personnel Resumes 20 Organization Chart Proposed Subconsultant Listing Experience – Design Projects 25 References Approach – Review of Scope of Services 25 Preliminary Project Schedule Conflict of Interest Statement Pass/Fail Local Presence* 5 Subtotal: 80
*Local Presence is defined as the lead CONSULTANT having an office in Santa Clara County with at least one employee.
Evaluation Criteria Possible Points Interview Evaluation Criteria Presentation by Team 10 Q&A Response to Panel Questions 10 Subtotal: 20 Total: 100 Request For Proposals East Campbell Avenue Plan Line Project 19-GG Page 12 of 13
Interviews are tentatively scheduled to take place the week of January 6th, 2020 at Campbell City Hall, 70 N. First Street Campbell, California.
Following the City’s determination of the firm best qualified for this work, final terms will be negotiated, and the CONSULTANT and the City will execute the City’s standard Consultant Services Agreement (Attachment 5).
The proposed schedule is as follows:
RFP Proposals Due November 20, 2019 Consultant Interviews week of January 6, 2020 (tentative) Notice to Proceed week of February 3, 2020 (tentative)
If you have any questions regarding this RFP, please contact Michael DeLeon, the City’s project manager.
Michael DeLeon, PE Associate Civil Engineer Public Works Department City of Campbell 70 N. First Street Campbell, California 95008 (408) 866-2162
Additional Information
The City reserves the right to accept or reject any or all Proposals, or to alter the selection process if warranted, to postpone the selection process for its own convenience at any time, and to waive any defects in the Request for Proposals. The City also reserves the right to accept or reject any individual subconsultant that a candidate proposes to use.
This RFP and the interview process shall in no way be deemed to create a binding contract or agreement of any kind between the City and the proposers. The City’s standard form of consultant agreement will form the basis of the contract between the parties.
Each proposer responding to this RFP acknowledges and agrees that the preparation of all materials for submittal to the City and all presentations, related costs and travel expenses are at the proposer’s sole expense and the City shall not, under any circumstances, be responsible for any cost or expense incurred by the candidate. In addition, each proposer acknowledges and agrees that all documentation and/or materials submitted with the RFP shall remain the property of the City.
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Attachments:
The following attachments are incorporated into the Request for Proposals:
Attachment 1 East Campbell Avenue Master Plan Attachment 2 City of Campbell Priority Development Area Transportation Improvement Plan Attachment 3 City of Campbell Ordinance No. 122 Official Plan Line Map of Campbell Avenue Attachment 4 Preliminary Schedule Attachment 5 Consultant Services Agreement Sample
` Attachment 1
EAST CAMPBELL AVENUE MASTER PLAN CITY OF CAMPBELL
Council Approval of Master Plan May 2007 Council Approval of Conceptual Improvement Project March 2008
Prepared by the City of Campbell With assistance from Bottomley Associates Urban Design & City Planning
EAST CAMPBELL AVENUE MASTER PLAN
TABLE OF CONTENTS LIST OF FIGURES
I. BACKROUND & OVERVIEW………………………………….….. 1 Master Plan Process…………………………………………….…... 1 East Campbell Avenue Context Map………………………... 3 Summary Master Plan Recommendations………………………….. 4 Project Area Conditions……………………………………... 8 Capital Improvements Summary…………………………………… 4 Development Policies Summary…………………………………….. 5 Existing Conditions Photos…………………………………. 9-10 Next Steps…………………………………………………………... 5 Typical Existing Street Condition…………………………... 11
II. EXISTING CONDITIONS……………………………….…...…… 6 Vision Plan Diagram………………………………………... 14 Existing Development………………………………………………. 6 Vision Concept Illustration…………………………………. 15 Roadway and Frontage Conditions…………………………………. 6 Notable Master Plan Area Features………………………………… 7 Concept Streetscape Layout Plan……………………………. 16-17 Existing Condition – Railway Avenue/Civic Center Drive…. 20 III. MASTER PLAN VISION……………………………….………… 12 Vision Concept………………………………………………….…... 12 Proposed Condition – Railway Avenue/Civic Center Drive.... 21 Infill Development…………………………………………………... 12 Page/Gilman Intersection Concept………………………….. 22 Frontage Streetscape Improvements………………………………… 12 Typical Street Cross Sections……………………………….. 23 Pedestrian Crossings………………………………………………... 13 Special Conditions…………………………………………………... 13 Typical Corner Bulb-Out…………………………………… 24
East Campbell Avenue Bridge………………………………. 27 IV. RECOMMENDED CAPITAL IMPROVEMENTS……………... 16 Street and Frontage Improvements…………………………………. 17 Highway 17 Overpass Concept……………………………... 28 Intersection and Pedestrian Crossing Improvements……………….. 19 Gateway Sign Concept……………………………………… 29 Campbell Avenue Bridge …………………………………………… 25 Highway 17 Overpass………………………………………………. 25 Gateway Sign……………………………………………………….. 25
V. DEVELOPMENT STANDARDS & DESIGN GUIDELINES………...……………………….……… 30 Development Standards…………………………………………. 30 Design Guidelines……………………………………………….. 33 I. Background & Overview development pattern and for creating a continuous, pedestrian- oriented downtown street corridor. Doing so required balancing
competing community goals and expectations. These included enhancing the economic vitality of East Campbell Avenue while Master Plan Process maintaining the area’s historic small town character, and calming traffic without adversely impacting local circulation and In September 2006, the City Council initiated a community surrounding neighborhoods. process to develop a master plan for East Campbell Avenue between Railway and Union Avenues. The intent of the East Three community meetings were held over a five-month period Campbell Avenue Master Plan is to tie historic Downtown to solicit community input on various aspects of the Master Plan . Campbell to the The PruneYard office and shopping center, Meeting notices were sent to residents, property owners, the thereby creating a more connected, attractive, and functional Campbell Chamber of Commerce, and the Downtown Campbell corridor. The Master Plan establishes guidelines and policies for Business Association. Information on the project was also posted public improvements and private development in this area. on the City’s web site. The main concerns voiced by those attending the community meetings involved traffic, pedestrian In 1995, the City’s Downtown Development Plan (DDP) was and bicyclist safety, beautification, building heights, parking, and amended to expand the Downtown’s boundaries. The amended the types of new businesses that might come to the area. DDP included the following goal: In addition to the community meetings, a City Council Study “To enhance the perception of the downtown beyond the loop streets Session, two Planning Commission Study Sessions, and Planning through land use patterns, traffic circulation and urban design.” Commission and City Council public hearings were also held. Specific issues addressed included the following: The DDP was updated again in October 2006, and an expanded Downtown area was restated as a goal as follows: - Lane configurations along East Campbell Avenue - Streetscape design concepts “Policy LU-6.1: Expansion of Downtown: Facilitate and encourage the - Improved bicycle and pedestrian access through the evolution of the Downtown beyond the loop streets, eastward to the Highway 17 underpass Hwy 17 overpass and westward to the Community Center, through public improvements, urban design and land use patterns that connect - Improved layout of the Railway/Campbell Avenue both visually and physically this stretch of Campbell Avenue.” intersection - Increasing pedestrian and bicycle comfort in crossing the From the beginning of the process, the Master Plan approach was Campbell Avenue Bridge over Los Gatos Creek to analyze and present alternatives for expanding the Downtown
- 1 - - Advantages and disadvantages associated with a potential alignment of Page Street and Gilman Avenue - Options for private property development standards, particularly building height and setbacks.
The Master Plan was approved by the City Council on May 15, 2007. On March 4, 2008, the Council approved the conceptual design and scope for the initial public improvement project. This document reflects both actions of the City Council.
- 2 - East Campbel l Avenue Context Map
- 3 - Summary Master Plan Recommendations Avenue Improvement Project, which further developed these proposed capital improvements. These include: In support of the Master Plan effort, transportation analysis and simulations were conducted to determine the most effective and 1 - Two lanes of traffic in each direction with a wider curb lane to equitable manner for accommodating motor vehicles, accommodate bicyclists and on-street parking. pedestrians, bicycles, and on-street parking. The principal challenge was to transform a roadway used as a peak-hour 2 - Streetscape design elements including intersection bulb-outs commute route into a pedestrian- and bicycle-friendly (similar to Downtown) street trees, historic streetlights and commercial environment with on-street parking. furnishings, and wider sidewalks along business frontages.
The traffic analyses took into account the ability of different 3 - Redesign of the Railway/Campbell intersection to provide roadway design options to accommodate existing peak hour straight vehicular access into the Downtown core and “squaring commute traffic volumes, travel times, and side-street delays. A up” of the intersection to slow traffic and improve pedestrian and two-lane roadway reconfiguration (one lane each way) was bicyclist access. studied and found to result in a significant increase in delays and travel times due to the reduction in roadway capacity. A 40 4 - Reduced lane widths under the Highway 17 underpass with percent diversion of East Campbell Avenue traffic to alternate possible narrowing of the sidewalks to allow for the installation roadways would be required to maintain the current level of of a standard bike lane. Future consideration of portals for service of East Campbell Avenue. improved pedestrian access under Highway 17.
A four-lane approach (two lanes in each direction) was found to 5 – Improving the Highway 17 underpass with elements such as replicate existing travel times and accommodate existing peak lighting, paint and artwork. Enhancements could include a hour traffic volumes without requiring significant diversion of gateway sign element, although initial feedback from Caltrans existing East Campbell Avenue traffic. has not been positive.
Capital Improvements Summary 6 – Widening of the Campbell Avenue bridge over Los Gatos Creek to provide better pedestrian and bicycle access across the
bridge. During initial development of the Master Plan a number of important capital improvements based on community and 7 - Potential abandonment of Foote Avenue in conjunction with Planning Commission input and City Council direction were future development projects. developed. In addition, on March 4, 2008, the City Council approved a preliminary conceptual design for the East Campbell 8 – Future signalization of Page Street to improve ingress and egress for the residential areas north of East Campbell Avenue in
- 4 - conjunction with future development along the East Campbell Next Steps Avenue Corridor. The East Campbell Avenue Master Plan provides the basis for 9 - Evaluation of the Gilman/Campbell signal intersection to determining the next-phase capital improvement project, the allow permissive left-turns. “East Campbell Avenue Improvement Project.” The Project will include design and construction of as many of the proposed 10 – Consideration of on-street parking and bulb-outs installed public improvements as physically and financially feasible. along the frontage of Campbell Park. The first phase of the improvement project (conceptual design approved by Council on 3/4/08) includes intersection and signal Development Policies Summary modifications at the Railway/East Campbell Avenue intersection;
bulb-outs, on-street parking and street re-striping at key 1 - First floor commercial space along the street frontage, with locations, bridge widening, bike lanes underneath Highway 17 residential or office space above. New development should and other underpass improvements (paint, lighting, upgraded complement Downtown, and reflect proximity to the Downtown railing/fencing). Future improvement projects (as funding Light Rail Station, Campbell Park, the Los Gatos Creek Trail, and allows) or private developments will complete the remaining other area amenities. components of the East Campbell Avenue Master Plan.
2 - Building heights a maximum of 45 feet, with variation between two, three, and four story structures, building rooflines, and massing.
3 – Emphasis on small-scale, pedestrian-oriented commercial uses, including specialty retail, restaurants, local/neighborhood services.
4 – Parking located to the rear or below buildings; no on-site parking along the East Campbell Avenue frontage.
5 – Adequate building setbacks to accommodate outdoor seating.
- 5 - II. Existing Conditions Though the distance to Downtown Campbell is only 1/4 mile, or a 5-minute walk, the distance seems much longer due to existing
roadway and frontage conditions. These are described below.
The Master Plan area incorporates a portion of East Campbell Avenue that extends from the Railway Avenue/Civic Center Roadway and Frontage Conditions Drive intersection on the west to Union Avenue on the east, a distance of approximately 2,200 feet. It incorporates the East East Campbell Avenue is a four-lane roadway with left turn Campbell Avenue roadway as well adjacent frontage properties. pockets at most but not all intersections. Signalized intersections The “Project Area Conditions” diagram on page 8 indicates the are located at Railway Avenue/Civic Center Drive, Gilman Master Plan Area boundaries, highlights key features, and Avenue, and Union Avenue. The predominant curb-to-curb provides a key to photographs and street cross-sections provided width of the street is approximately 60 feet, with portions of the in the following pages. street west of Dillon Avenue and east of the Highway 17 overpass considerably wider. There are no curbside parking stalls Existing Development or bike lanes along the roadway, except near Union Avenue.
Block lengths along East Campbell Avenue are irregular, with Today, the Master Plan area functions primarily as a link in local streets on the north and south intersecting at a mix of oblique and circulation patterns rather than as a destination in its own right; perpendicular angles. Blocks on the south are shorter than those in particular, it provides commuters with an alternate route to on the north, and none of the side streets align. These conditions avoid Hamilton Avenue/Bascom Avenue and other congested limit locations of left turn lanes and pedestrian crossings. local intersections. The area’s mix of small-scale commercial development reflects this role. Existing development consists Average daily traffic within the Master Plan area is primarily of small, one- and two-story office complexes, locally- approximately 20,000 vehicles, with peak hour traffic of oriented commercial centers, automotive parts and repair approximately 1,100 vehicles in the peak direction (eastbound in businesses, as well as two business hotels. the p.m. peak hour, westbound in the a.m. peak hour). Much of
this is through-traffic rather than destination traffic, with a very Frontage properties along the southerly frontage are small and strong commuter flow through the project area. Motorists travel shallow, ranging from 0.3 to 0.6 acres in size. Properties are larger from Union Avenue west along East Campbell Avenue to Civic and deeper along the northerly frontage, with the largest Center Drive and points north and west in the morning, with a approximately 1.5 acres in size. comparable reverse traffic flow eastbound in the afternoon.
Two hotels face each other across East Campbell Avenue, just Sidewalk conditions vary, though in general walks feel very east of Los Gatos Creek. On the north is The Campbell Inn, on the narrow and uninviting to pedestrians. Sidewalks along the south is Marriott Townplace Suites; both hotels contain 95 rooms.
- 6 - northerly frontage are inconsistent and range between 5 to 10 feet Campbell Park is located between Gilman Avenue and Los Gatos in width; sidewalks along the southerly frontage range between 5 Creek. It is a popular local destination that contains playgrounds, to 7 feet in width. lighted basketball courts, picnic tables, and a pedestrian bridge connection to the Creek Trail. The existing Campbell Avenue Surface parking areas abut sidewalks in various locations. There bridge over the Los Gatos Creek is a 1940’s concrete structure are major gaps and a lack of cohesiveness in street trees, and the with an open-arch concrete railing. Sidewalks on the bridge are street lacks pedestrian-oriented lighting and other amenities. The only 5 feet wide, and relatively narrow adjacent roadway lanes Gilman Avenue intersection provides the only controlled combine to make walking or bicycling over the bridge pedestrian crossing between Downtown Campbell and Union uncomfortable. Avenue. Because there is no curbside parking, pedestrians are not buffered from passing traffic. To avoid traffic, bicyclists often ride The Los Gatos Creek Trail is a very popular and heavily-used on the sidewalks rather than in the street. recreational facility. It extends for approximately 10 miles, from Lexington Reservoir on the south to Meridian Avenue and the The current configuration of the Railway Avenue/Civic Center Willow Glen commercial district in San Jose on the north. intersection favors commute through-traffic that bypasses Downtown Campbell. Westbound travel into Downtown from The Highway 17 overpass is a portal between The PruneYard East Campbell Avenue requires vehicles to enter what appears to office and commercial center and East Campbell Avenue. As an be a left turn pocket. Large-radius turns to and from Railway architectural feature the overpass is not particularly attractive, Avenue and Civic Center Drive encourage traffic speeds higher and tends to obscure visibility of Downtown and East Campbell than typical for a downtown commercial district and promote Avenue from the concentration of activity at The PruneYard and bypass traffic flow. “Pork chop” traffic islands and indirect along Bascom Avenue. Sidewalks within the overpass are very crosswalks located only on the south side of the intersection tend narrow, from 4 to 6 feet, with a tubular railing separating to complicate pedestrian movement between Downtown and pedestrians from passing traffic. East Campbell Avenue. The Downtown Campbell light rail station is located one block Notable Master Plan Area Features south of the Railway Avenue/Civic Center intersection. The station is on the Mountain View-Winchester line, which provides Notable area features include Campbell Park, the Campbell service to Downtown San Jose and other connecting light rail and Avenue Bridge, Los Gatos Creek and the Los Gatos Creek Trail, bus lines. the Highway 17 overpass, and the Downtown Campbell light rail station.
- 7 - Project Area Conditions
- 8 - Existing Conditions Photos
- 9 - - 10 -
Typical Existing Street Condition
- 11 - III. Master Plan Vision page 15 depicts existing and proposed conditions as viewed looking west from Poplar Avenue. Vision Concept elements are
summarized below.
Vision Concept Infill Development
East Campbell Avenue is a transitional corridor linking Storefront commercial and multi-unit residential development Campbell’s historic Downtown, with its array of shops and small- should be extended from Downtown east to Campbell Park and town atmosphere, to the more contemporary PruneYard office Poplar Avenue. New first floor commercial space could total up towers and shopping center. The area has significant to 48,000 square feet if it were continuous along the frontage. If redevelopment potential, and a key goal of the Master Plan is to developed to the City’s maximum permitted density, infill create a more pedestrian-friendly environment with mixed-use residential development above the frontage commercial space buildings lining the street edge and a redesigned streetscape that and on property areas behind could total up to 190 dwelling defines East Campbell Avenue as an attractive public place in its units. Given existing development and property ownership own right. As noted in Chapter I, revitalization of the Master Plan conditions, however, it is likely that near and medium term Area is intended to allow Downtown to grow while retaining its development would be somewhat less than these amounts. historic character. Building heights are recommended to vary up to a maximum of The vision for East Campbell Avenue revolves around 45 feet. This is intended to accommodate two to three floors of reconfiguring the roadway from an arterial to more of a residential and/or office space above the ground floor commercial “Downtown” street, with curbside parking, wider sidewalks, and frontage, and up to 3 floors of residential development above pedestrian-oriented street lighting, trees, and other amenities. submerged parking to the rear. Street improvements should support multi-modal transportation opportunities for vehicles, bikes and pedestrians, as well as Frontage Streetscape Improvements provide aesthetic improvements in the form of lighting, landscaping, gateway signage, street furnishings and public art. Curbside parking should be provided to support storefront The Master Plan Area includes two gateway improvement commercial businesses, and frontage sidewalks should be opportunities: the intersection of Campbell Ave. and Railway widened, consistent with the vision for a gracious, pedestrian- Avenue/Civic Center Drive to the west, and the Highway 17 oriented downtown street. A width of 12 to 16 feet is overpass tunnel to the east. recommended with wider areas at corner curb bulb-outs.
Sidewalks are much narrower than this today, in some cases with The “Vision Plan Diagram” on the page 14 illustrates the basic frontage buildings and parking areas as close as 6 feet to the curb elements of the Master Plan. The “Vision Concept Illustration” on line. Creating wider sidewalks throughout the Master Plan Area
- 12 - is therefore likely to be a gradual effort, combining incremental materials, or other paint patterns as more detailed improvement capital improvements with frontage development projects. plans are prepared. “Countdown” pedestrian signals are recommended for installation at all signalized intersections. Deciduous shade trees are recommended, 30 to 40 feet on center, with grated tree wells, similar to the historic Downtown. Special Conditions
Existing “cobra-head” highway lights should be augmented or Downtown Gateway Intersection - The Railway Avenue/Civic replaced with lower, more closely-spaced pedestrian-oriented Center Drive intersection should be improved to facilitate street lights. Continuation of the Downtown historic streetlights pedestrian and vehicular movement between Downtown and the is recommended. Future light placement, pole height, bulb type Master Plan area, and to create an attractive transition between and lighting levels should be designed appropriately for the the two areas. Reconfigured roadway lanes, pedestrian street conditions. crosswalks, wider sidewalks, and possibly a new Downtown entrance sign should be pursued. Pedestrian Crossings Campbell Avenue Bridge – Bridge widening to improve Corner sidewalk bulb-outs are recommended at all intersections pedestrian and bicycle access to strengthen the link between as feasible to reduce street crossing distances and improve Downtown and the PruneYard is recommended. New bridge pedestrian visibility. New bulb-outs would generally be railing should be selected to resemble existing railing. constructed in existing no-parking/red curb areas, and include expanded, ADA-compliant sidewalk ramps. To maintain space Highway 17 Overpass –. A more bicycle and pedestrian friendly for bicycle maneuvering, bulb-outs should generally extend no environment should be created underneath Highway 17. A more than 6 feet from the existing curbline adjacent to parallel narrowing of the sidewalks and travel lanes would allow for the parking stalls. Corner curb bulb-outs should generally have a addition of an on-street bike lane. Pedestrian lighting, paint and minimum radius of 20' to accommodate truck and emergency upgrades to fencing and railing should be installed to improve vehicle turning movements, with larger radii at oblique cross- the pedestrian experience. street intersections. Additionally, an entry way element could be installed on the east Highly-visible pedestrian crosswalks are recommended to side to announce entry to the City and highlight the link between enhance the street crossing experience, alert motorists, and Downtown Campbell and The PruneYard and continued generally project a slow-traffic character for the street. coordination with Caltrans regarding the potential to construct Crosswalks are depicted on the “Conceptual Streetscape Layout pedestrian portals behind the existing overpass abutments is Plan” in Chapter IV with a “continental” or “zebra” paint pattern. encouraged. However, the City may consider special crosswalk paving
- 13 - Vision Plan Diagram - 14 -
Vision Concept Illustration - 15 - A key element of the Master Plan is improving the environment IV. Recommended Capital for storefront commercial businesses and pedestrians. There are Improvements two dimensions -- creating an attractive environment for walking along the street frontage, and improving safety and convenience at street crossings. The “Concept Streetscape Layout Plan” Recommended improvements are described below and incorporates both types of improvements, as described below. illustrated by the “Concept Streetscape Layout Plan,” enlarged Street and frontage improvements are described first, followed by plans, and cross section diagrams contained in the following intersection and pedestrian crossing improvements and then pages. These are to-scale drawings that provide a basis for very recommendations for the Campbell Avenue Bridge and Highway preliminary cost estimating and for preparation of more detailed 17 Overpass. Improvements are described from west to east. construction plans.
Concept Streetscape Layout Plan - 16 - Street and Frontage Improvements facilities. However, corner curb bulb-outs and other features are proposed to alter curb lines at most intersections.
A key challenge for the design of street improvements is In all areas, street trees should be installed, 30’ – 40’ on center, accommodating vehicular traffic, bicycle circulation, and with tree grates matching the style of those in historic Downtown curbside parking all within the confines of the existing 60-foot Campbell. Historic streetlights should be installed as conditions curb-to-curb street width. The Master Plan proposes an permit to frame the bridge, highlight public artwork, and provide alignment that would strive to narrow the inside travel lanes to continuity along the East Campbell Avenue frontage. Desired approximately 10 feet in order to accommodate a wider, more street and frontage improvements are described in more detail bicycle-friendly 13-foot outside lane; it appears curbside parking below. stalls of approximately 7-8 feet in width could then be installed.
Railway Avenue/Civic Center Drive to Dillon Avenue - The Existing curb lines should be retained, where feasible. This intersection of East Campbell Avenue at Railway/Civic Center reduces the significant costs associated with reconstruction of the Drive would be re-striped to have a westbound through/left existing street pavement and the associated storm drainage
- 17 - turn/right turn lane and a dedicated right turn lane to Civic of East Campbell Avenue to shorten the pedestrian crossing at Center Drive. The eastbound roadway between Railway and Page Street. Dillon Avenues would be striped for a shared through/left turn Sidewalks in this area should be widened to 16 feet along both lane and a through/right turn lane. Curbside parking would be frontages upon future re-development of the adjacent properties. provided along both frontages. A major sidewalk extension and a large corner bulb-out would be provided at the northeast and Poplar Avenue to Highway 17 Overpass - The roadway in this southeast corners, respectively, of the Railway Avenue/Civic area would consist of a shared through/right turn lane and a Center Drive intersection. Corner bulb-outs would also be through only lane in both directions, without curbside parking. provided at Dillon Avenue and Foote Street. Depending upon Left turns would not be allowed and the median would be agreement with adjacent property owners, sidewalks in this area retained to prevent left turns to or from Poplar and to or from the could be widened to 16 feet along both frontages without adjacent hotels. The Campbell Avenue Bridge would be widened impacting existing structures. to provide extra roadway width for bicycle traffic.
Foote Avenue is a dead-end street that contributes to complicated Consideration should be given to the reconfiguration of the turning movements and related delays to the adjacent Railway Campbell Inn entrance drive and traffic to create shorter Avenue/Civic Center Drive intersection. If feasible as part of pedestrian crossings and accommodate ADA curb ramps. future private land acquisition and development efforts, Foote Avenue should be considered for abandonment and closure. In Sidewalk widening could also be considered on the south side of addition to traffic-related traffic benefits, this would allow for East Campbell Avenue east of the Highway 17 overpass to allow consolidation of adjacent properties, facilitating higher-value for a smoother curbline transition from the underpass area. development at an important Downtown gateway location.
Dillon Avenue to Poplar Avenue - The roadway in this area would be re-striped for a shared through/left turn lane and a shared through/right turn lane in both directions, with curbside parking along both frontages; consideration of on-street parking adjacent to the Park is in response to Gilman Avenue residents' concerns regarding spillover parking. Large corner bulb-outs should be considered at Gilman and Poplar Avenues and at Page Street; small mid block bulb-outs should be considered on the north side of East Campbell Avenue to shorten the distance for the pedestrian crossing at Gilman Avenue, and on the south side
- 18 - Intersection and Pedestrian Crossing Corner bulb-outs would be constructed at Page Street and a new Improvements mid-block bulb-out would be constructed on the south side of East Campbell Avenue to receive a new crosswalk. Large bulb- Railway Avenue/Civic Center Drive - All four corners of this outs at Gilman would provide space for sidewalk amenities and intersection would be reconfigured to “square up” the accommodate new ADA-compliant curb ramps. A mid-block intersection. Existing traffic islands and lane dividers would be bulb-out on the north side of East Campbell Avenue is included removed, and the northeast and southeast corners would be as part of improvement to the existing crosswalk; special paving pulled in dramatically to reduce corner radii and the speed of or painting, such as “continental” painting would be used to vehicle turning movements. The roadway would be re-striped for highlight all crosswalks. a continuous westbound through/left turn/right turn lane and a dedicated westbound right turn lane.
A new crosswalk would be installed on the on the east side of the intersection, and the existing crosswalk on the south would be shifted to be parallel with East Campbell Avenue to enhance pedestrian access to Downtown Campbell and the light rail station. Special paving or painting, such as “continental” painting would be used to highlight the crosswalks. Large bulb-out sidewalk extensions on the northeast and southeast sides of the intersection would provide space for sidewalk amenities and accommodate new ADA-compliant curb ramps.
Page Street / Gilman Avenue - A new traffic signal would be installed at Page Street to allow for safe and predictable access and egress from the adjacent neighborhood area to the north. Signal phasing would be coordinated with the existing signal at Gilman Avenue for "permissive-protected" left turns. Initially, westbound left-turns would need to yield to oncoming eastbound through-traffic while the green light is displayed. Then, eastbound through-traffic would be stopped and a left-turn green arrow displayed to allow any remaining westbound left-turns to be completed.
- 19 -
Existing Condition - Railway Avenue / Civic Center Drive -20- Proposed Condition - Railway Avenue / Civic Center Drive -21- Page/Gilman Intersection Concept -22- Typical Street Cross Sections -23- Typical Cor ner Bulb -Out -24- Campbell Avenue Bridge Additional improvements to the fenced-off Caltrans right-of-way (such as new fencing, upgraded landscaping) should also be Existing sidewalks would be removed to create additional lane investigated. All proposed improvements to the Highway 17 width for bicycle access over the bridge. Pedestrians would be overpass area may be subject to Caltrans review and approval, shifted to new sidewalks on the widened bridge. Although and may therefore require design modifications based on that attempts were made to cantilever walkways from the existing review. bridge, this was not feasible given the condition and configuration of the existing structure. Widening of the existing In an even more ambitious approach, pedestrian tunnels or structure by means other than a cantilevered walkway structure portals could be constructed behind the existing abutment walls. will be required. Widening the bridge would necessitate removal These tunnels would incorporate large openings in the abutment of the existing concrete railing. In response to public comments, walls to create portals between the bicycle and pedestrian ways. a new railing should be built that simulates the existing railing. Though costs for these tunnels would be substantial, the improvement to the access beneath the overpass would be dramatic. Highway 17 Overpass
The Overpass should be improved to create a more pedestrian- Gateway Sign and bicycle-friendly link between Downtown and the PruneYard. As depicted by the cross section on the following page, the curb- The east side of the Highway 17 overpass is not attractive to-curb width inside the overpass would be increased from architecturally, and the overpass itself tends to obscure the approximately 50 feet to approximately 52 feet. Both the outside greater Downtown area from The PruneYard and Bascom and inside travel lanes would be narrowed as well as the Avenue. A freestanding gateway sign could be considered as an northern sidewalk and a new standard bike lane would be added option both to highlight the area as a Downtown gateway and to to both sides of the roadway. screen the structure from view. In combination with the improvements described above, the gateway sign could Sidewalks would be improved with a new barrier railing. potentially help alter the perception of the overpass, from a Pedestrian-oriented sidewalk lights would be mounted in the visual obstruction to an attractive portal. overpass, and the walls painted to brighten the space. Additionally, or alternatively, lighting of the underpass structure Caltrans has indicated they would not approve the attachment of above the traveled way and modifications to the pigeon netting a gateway sign to the overpass. Consequently, a freestanding could be considered to improve the space. Methods to reduce sign should be considered which will allow flexibility in design noise, such as sound absorbing panels, or special pavement and orientation. The concept sketch on the following page depicts treatments should also be investigated. a “placeholder” design. It is intended to indicate the potential location of support columns, width of crosspiece/sign frame, and height of sign panel needed to screen the overpass roadway.
-25-
Key issues for a refined design include the sign panel message – e.g. “Downtown,” “Campbell,” or other – the aesthetic form(s) for lettering, crosspiece, column shape, and possible coordination with Caltrans and The PruneYard.
-26- East Campbell Avenue Bridge
-27- Highway 17 Overpass Concept
-28-
Gateway Sign Concept
-29- V. Development Standards & Design
Guidelines DEVELOPMENT STANDARDS The Campbell General Plan , updated in 2001, provides clear direction regarding land use within the East Campbell Avenue Permitted, Conditional and Prohibited Uses Master Plan Area. The area is planned for mixed-use development, with ground floor commercial and office or The subject parcels in this Plan Area are zoned “Planned residential above at a density of up to 27 units per acre. Development.” The Planned Development Zone District Development Standards and design guidelines address massing, regulations do not specifically list Permitted, Conditional and architectural styles, height, and the general development pattern Prohibited Uses. Instead, allowed uses in the Planned that would best accomplish the physical changes needed to create Development district are determined by referencing the zone an attractive transition between the historic Downtown core and district which corresponds with the General Plan designation. The PruneYard. The subject parcels have a General Plan designation of Central Commercial (C-3), therefore Permitted, Conditional and The Master Plan area should be compatible in character with Prohibited Uses shall be those set forth in the C-3 zoning district. Downtown, but not attempt to duplicate it in form. Unlike Downtown, the street width in the area is 60 feet from curb to In general, the vision for this Plan area shall be ground floor curb; in Downtown it is 40 feet. This allows the Master Plan area retail/restaurant, with upper floor residential/office. It is expected to accommodate larger buildings more gracefully, without that a variety of ground floor retail businesses and eating creating a tunnel effect along the street. Parcels adjacent to low- establishments shall be maintained to achieve a balanced and density residential areas have increased rear setbacks to minimize distinctive pedestrian-oriented experience, without an over- the impact of new development. concentration of any one type of use.
While a somewhat increased scale will differentiate this section of Sidewalks East Campbell Avenue from the Downtown Core, architecturally the two areas will be compatible. Many of the standards guiding In conformance with the East Campbell Avenue Streetscape Plan: development in the Downtown Core are incorporated herein, including those pertaining to land-use. Development along this • Include sidewalks of sufficient depth to accommodate section of East Campbell Avenue is intended to expand on and outdoor seating for restaurants or cafés. This may include the complement Downtown’s small-town feel. use of private property. Outdoor seating shall be in compliance with CMC Section 21.36.150, Outdoor Seating.
-30- • The first floor shall front the property line utilizing a zero foot • Include street trees in conformance with this Master Plan and setback to create a pedestrian-accessible retail experience. applicable Zoning and General Plan provisions. Deeper setback along the streetscape shall be considered for larger developments. • Develop sidewalks with “bulb-outs”. Use street furniture and street lights consistent with Historic Downtown. • Adjustments to setback requirements related to the use of special architectural features or other elements may be Building Height approved by the decision-making body.
• Maximum building height shall be 45 feet. Buildings in the Rear Setbacks – as measured from abutting property Master Plan area shall vary in height to achieve an eclectic line. rhythm, both within and between buildings. This can be
achieved by “wedding-caking” – i.e., locating taller building • North Block 1 (Between tracks and Foote Street): Shall be a elements at the center of the building’s mass -- and other minimum of 10 feet from the railroad right-of-way. design approaches. Wedding-caking shall not preclude taller
architectural elements at street corners. New construction • North Block 2 (Between Foote Street and Page Street): shall require a Pre-Application Review by SARC for a Minimum first and second floor setbacks shall be 15 feet. massing study. Minimum third floor setback shall be 20 feet.
• Minimum building height shall be two stories. • North Block 3 (Between Page Street and Poplar Avenue):
Minimum first and second floor setbacks shall be 15 feet. • Ground floor interior finished ceiling heights shall be a Minimum third floor setback shall be 20 feet. minimum of 15 feet to accommodate retail operations.
• North Block 4 (Between Highway 17 and Union Avenue): Floor Area Ratio (F.A.R.) Subject to building code standards.
• Maximum FAR shall be 1.5 (exclusive of residential). • South Block 1 (Between Railway Avenue and Dillon Avenue): Minimum setback shall be 10 feet Front Setbacks – as measured from the rear end of abutting sidewalks. • South Block 2 (Between Dillon Avenue and Gilman Avenue): Minimum setback shall be 10 feet.
-31- • South Block 3 (Between Highway 17 and Union Avenue): • Service areas (including dumpsters and similar facilities) shall Minimum setback shall be 5 feet. be accessed from side or rear parking areas, and shall be screened by architectural walls, fencing, and/or planting, as Side Setbacks appropriate.
• Shall be zero feet except as necessary for pedestrian or • Consider residential adjacencies when designing services vehicular access ways. areas/access drives.
• Deeper side yard setbacks shall be provided at corner side Parking yards. • Minimum Requirements: All new developments are subject Site Access to existing city parking requirements. Adjustments to parking requirements may be approved by the decision making body • Pedestrian Access – Every building and tenant space shall pursuant to CMC 21.28.050. provide a main entrance directly adjacent to the sidewalk frontage. Entryways will need to be recessed in order to • No new surface parking shall be developed fronting East maintain the necessary 2% (max) cross-slope on the adjacent Campbell Avenue. sidewalk and provide an entry without steps into the building. Rear pedestrian access from parking lots shall be • Surface parking shall be permissible only in the rear of new limited to emergency exiting. developments.
• Driveways/Curb Cuts – Minimize the number of • Surface lots shall be screened with an attractive fence or wall driveways/curb cuts by development of shared parking lots that compliments the material of the principal building. Walls where possible. Limit the number of driveways/curb cuts to a or fences shall not exceed a height of 6 feet. maximum of 1 two-way curb cut, or 2 one-way curb cuts per building. • All surface lots shall utilize trees or other landscaping to provide shade throughout the lot. Service Areas and Access Drives • Where rear parking lots are provided, access ways shall be • Centralize and share service areas/access drives wherever well lit and landscaped. possible.
-32- Structured Parking Buildings facing East Campbell Avenue should be designed to • Below grade parking is encouraged where feasible. maintain a development pattern that promotes retail activity and an active pedestrian-oriented environment. Recessed buildings, • Parking structures located on East Campbell Avenue should particularly on corner lots, may be allowed to provide for incorporate retail storefronts at the ground level along front- outdoor dining, public areas, or design excellence as determined facing elevations to prevent the creation of “dead zones” to be of benefit to the overall East Campbell Avenue corridor. along the street. Façade Treatment and Massing • Prohibit podium parking designs that would raise the ground floor along the Campbell Avenue frontage; frontage Consistent with the present scale and character of Downtown, commercial space should be entered at-grade. large, uninterrupted expanses of horizontal and vertical wall surface should be avoided. Large buildings should be divided Utilities into multiple storefronts or similarly-scaled elements to complement the existing small property divisions. Building • Utility boxes and equipment shall be undergrounded to the facades should respond to the relatively narrow increments of extent feasible and practical. development (25’ to 50’) with variation in building planes. Eclectic rhythm shall be accomplished by varying the design of building fenestration and materials between buildings.
DESIGN GUIDELINES Corner parcels are encouraged to incorporate special features such as rounded or cut corners, special corner entrances, display windows, corner roof features, etc. Additionally, the massing of Ground Level Treatment development should be designed to reflect Downtown’s diverse
character and scale through variation in roofline, building plane The ground level of buildings on East Campbell Avenue shall and materials. Building elements that add scale and interest such include design features, such as retail display windows and as second-story bay windows, parapets, and cornices, are building articulation, which are attractive and pedestrian- encouraged. Special attention to detail should be given to oriented. Particular attention should be given to craftsmanship elevations that include a mix of finishing materials, façade and detailing within the pedestrian’s range of experience. The use ornamentation, lighting, flower boxes and/or storefront of special storefront detailing, special materials, planters, outdoor articulation. seating, decorative pavers, flags and banners should be included to reinforce the pedestrian nature of the street.
-33- Ground floor windows should be attractive, inviting, and enticing to passersby. Windows should be inset generously from the building wall to create shade and shadow detail. Retail establishments should utilize expansive storefront windows to provide the appropriate setting for displaying and marketing retail merchandise.
Building Materials
Building materials should be of a high quality. A mix of materials is encouraged to continue the eclectic rhythm of Downtown.
Signs
All signs should be of a high quality and complement current signage in Downtown, with respect to size, color, and design. All signs on East Campbell should substantially conform to guidelines specified in Sign Standards for Historic Downtown Campbell .
-34-
ACKNOWLEDGMENTS
City Council
Daniel E. Furtado, Mayor Planning Donald R. Burr, Vice Mayor Joseph D. Hernandez Sharon Fierro, Community Development Director Jane P. Kennedy Jackie C. Young Lind, Principal Planner Evan Low Redevelopment Agency Planning Commission Kirk Heinrichs, Redevelopment Manager Michael Rocha, Chair Robert Roseberry, Vice Chair Consultants Bob Alderete George Doorley Bottomley Associates Urban Design & City Planning Mark A. Ebner Terence Bottomley, Project Manager Tom Francois Lifan Zhang, Project Urban Designer Elizabeth Gibbons Cinira d’Alva Artiles, Project Planner Kelly Correll, Project Assistant Public Works Korve Engineering/DMJM Harris Robert Kass, Public Works Director Fred Kelley, Project Manager Michelle Quinney, City Engineer Daniel Hartman, Project Civil Engineer Matthew Jue, Traffic Engineer James Watson, Project Traffic Engineer Lisa Petersen, Senior Civil Engineer/Project Manager
E. Campbell Ave
Existing curb Attachment 2
Raised driveway; retain in/out access for existing business. Orchard City Dr
Add curb extension and landscaping, green infrastructure or mini park; reconstruct southbound lane
CITY OF CAMPBELL PRIORITY DEVELOPMENT AREA S. 3rd St TRANSPORTATION IMPROVEMENT PLAN
Prepared for CITY OF CAMPBELL
Submitted by COMMUNITY DESIGN + ARCHITECTURE FEHR & PEERS with MARK THOMAS
FINAL REPORT February 2018 City of Campbell
PRIORITY DEVELOPMENT AREA
TRANSPORTATION IMPROVEMENT PLAN
FINAL SUBMITTED IN FEBRUARY 2018
Campbell Transportation Improvement Plan February 2018
Table of Contents
EXECUTIVE SUMMARY ...... ES-1 Study Purpose and Background ...... ES-1 Community Engagement Process ...... ES-1 Existing Conditions ...... ES-1 Summary of Recommendations ...... ES-2 Next Steps ...... ES-2
1. INTRODUCTION ...... 1
Study Background and Purpose ...... 1 Study Scope...... 1
2. EXISTING CONDITIONS ...... 3
Summary of Relevant Planning Documents ...... 3 Community Engagement Process ...... 10 Multimodal Transportation Assessment ...... 10 Facility Types ...... 16
3. COMMUNITY ENGAGEMENT ...... 26
Initial Stakeholder Input ...... 26 Stakeholder and City Council Input on Recommended Improvement Designs ...... 28
Campbell Transportation Improvement Plan February 2018
4. DESIGN APPROACH ...... 29
Multimodal Design Approach ...... 29 Urban Design Approach ...... 31
5. RECOMMENDED IMPROVEMENTS ...... 36
Project Descriptions ...... 36 Project Evaluations ...... 50
6. POTENTIAL FUTURE IMPROVEMENTS AND POLICIES ...... 55
Infrastructure Recommendations ...... 55 Policy and Program Recommendations ...... 56
Appendices
Appendix A: Stakeholder and Community Engagement Summaries
Appendix B: Collision Data
Appendix C: Cost Estimates
Appendix D: Cut Sheets of Selected Improvements
Campbell Transportation Improvement Plan February 2018
List of Figures
Figure ES-1 – Summary Map…………………………………………………………………………………………………………………………………………………………………………………..…ES-3 Figure 1 – Campbell Transportation Improvement Plan Study Area ...... 2 Figure 2 - Collisions ...... 12 Figure 3 – Pedestrian Facilities and Network Gaps ...... 15 Figure 4 – Bicycle Facilities...... 20 Figure 5 – Bicycle Level of Traffic Stress ...... 22 Figure 6 – Existing Transit Service ...... 25 Figure 7 – Location Map of Recommended Improvements...... 37 Figure 8 - Harrison Ave/ Civic Center Drive Improvements ...... 44 Figure 9a - S. 3rd Street / Orchard City Drive Improvements (Plan View) ...... 45 Figure 9b - S. 3rd Street / Orchard City Drive Improvements (Cross-Section) ...... 46 Figure 10 - S. Central Avenue / Orchard City Drive Improvements ...... 47 Figure 11a – Railway Avenue/ E. Campbell Avenue/ Civic Center Drive Improvements (Plan View) ...... 48 Figure 11b – Railway Avenue/ E. Campbell Avenue/ Civic Center Drive Improvements (Cross Section) ...... 49
List of Tables
Table 1: Campbell Transportation Improvement Plan - Stakeholder Input Summary ...... 27 Table 2: Campbell Transportation Improvement Plan Recommended Improvements ...... 38 Table 3: Project Evaluation Matrix ...... 51
Campbell Transportation Improvement Plan February 2018
EXECUTIVE SUMMARY
STUDY PURPOSE AND BACKGROUND
The Campbell Transportation Improvement Plan (TIP) has developed a suite of transportation and urban design projects to improve walking, bicycling, and transit access for the Downtown Campbell Priority Development Area (PDA). The PDA is the portion of downtown Campbell identified by the City of Campbell as transit-oriented site for future growth, as defined in Plan Bay Area, the regional transportation plan prepared by the Metropolitan Transportation Commission (MTC). The Campbell TIP presents projects in conceptual design form to enable the City of Campbell to compete for grant funding for design and construction.
COMMUNITY ENGAGEMENT PROCESS
Throughout the development of the Campbell TIP, multiple rounds of stakeholder outreach were conducted to identify key areas of concern for the community and to garner feedback on recommended improvements. Separate rounds of outreach addressed the concerns of Downtown Campbell residents, businesspeople, and representatives of the bicycle and pedestrian community. Draft improvements were presented to the Campbell City Council, the City of Campbell Bicycle Pedestrian Advisory Committee, and to stakeholder groups from Downtown Campbell.
EXISTING CONDITIONS
Several existing plans have addressed multimodal transportation in Downtown Campbell. The Campbell PDA boundaries are defined in two plans developed by the Metropolitan Transportation Commission (MTC) and other regional agencies with input from the City of Campbell: Plan Bay Area and the Focusing Our Vision Program. The Santa Clara Valley Transportation Authority (VTA) has developed a long-range countywide transportation plan, Valley Transportation Plan (VTP) 2040, which guides transportation funding priorities for Santa Clara County. As the primary transit operator for Santa Clara County, VTA is currently updating its Short Range Transit Plan through its Next Network project, which will determine the transit service provided in Downtown Campbell and throughout Santa Clara County. VTA is also in the process of updating its Countywide Bicycle Plan, which will identify corridors for cross-county travel, including Downtown Campbell and surrounding areas. The City of Campbell has prepared several plans and studies that provide guidance for improvements within the Campbell PDA. The Campbell General Plan
ES-1
Campbell Transportation Improvement Plan February 2018
and Downtown Development Plan & Standards identify goals and policies to make Downtown Campbell a walkable, bike-friendly, and transit- oriented destination for Campbell residents, workers, and visitors. In response to resident and worker concerns about pedestrian safety in Downtown Campbell, City of Campbell staff prepared a report for City Council in April 2015. The findings from this staff report led the City to install pedestrian safety treatments and to apply for grants that funded additional treatments and studies, including the Campbell Transportation Improvement Plan.
Stakeholder input and existing data on infrastructure and traffic volumes were used to identify priority areas for observation during field visits, which were conducted in April 2016. During these visits, the project team noted continued high vehicle speeds and drivers failing to yield to pedestrians at unsignalized crossings of Orchard City Drive and Civic Center Drive, despite recent crossing improvements on these streets. Several other obstacles to walkability and bikeability were noted during the field visits, including sidewalk gaps, gaps in bicycle lanes on Campbell Avenue, long crossing distances for pedestrians at several locations, and locations where pedestrian crossings occur without marked crosswalks.
SUMMARY OF RECOMMENDATIONS
The Campbell TIP identifies 13 infrastructure projects, located on the map shown on Figure ES-1. These projects are focused primarily on improving pedestrian and bicycle safety and access, and are described in detail along with their estimated costs in Chapter 5. Six of these projects were identified by the project team, City of Campbell staff, and stakeholders for more detailed exploration. For these six projects, conceptual designs were developed in AutoCAD to ensure that their designs could accommodate turning movements by VTA buses and trucks, as appropriate, and to develop better cost estimates. All thirteen projects were then compared to each other in terms of their potential safety benefits, order-of-magnitude costs, and likely feasibility. Chapter 6 presents a set of general infrastructure recommendations and ideas for policies and programs that would further improve walking, bicycling, access to transit, and parking utilization within the PDA.
NEXT STEPS
All of the projects presented in this plan require additional design before they can be construction-ready. The project descriptions and illustrations presented in this plan provide a starting point for the City to develop grant applications that may generate funds for final design and construction. The City can also develop pilot programs and evaluate policies proposed in Chapter 6.
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Figure E-1 Summary Map of Potential Improvement Locations Campbell Transportation Improvement Plan February 2018
1. INTRODUCTION
This report presents the results of the Transportation Improvement Plan for the portion of downtown Campbell that is within the priority development area (PDA) identified in Plan Bay Area, the regional transportation plan prepared by the Metropolitan Transportation Commission (MTC). The study area, including the PDA boundary, is shown on Figure 1.
STUDY BACKGROUND AND PURPOSE
The City of Campbell has a walkable downtown area with restaurants, small retail businesses, and a civic center that includes City Hall, City offices, and Campbell’s public library. It is served by one station on the VTA’s Mountain View-Winchester light rail transit (LRT) line that can be used by residents and employees to travel to downtown San Jose and points throughout Santa Clara County. The downtown street system is centered on Campbell Avenue, a two-lane, two-way roadway with on-street parking and numerous pedestrian amenities, as the main street and a one-way loop road system with two-lane westbound Civic Center Drive and two-lane eastbound Orchard City Drive to the north and south. The loop roads are often viewed as pedestrian barriers because of their traffic volumes and speeds.
The Campbell Transportation Improvement Plan has developed a suite of transportation and urban design projects to improve walking, bicycling, and transit access within the Downtown Campbell PDA. The plan presents conceptual designs to enable the City of Campbell to compete for grant funding to design and construct the projects.
STUDY SCOPE
The study area for the transportation improvement plan is generally bounded by Civic Center Drive to the north, Orchard City Drive to the south, Gilman Avenue to the east, and Winchester Boulevard to the west as shown on Figure 1.
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Figure 1 Campbell Transportation Improvement Plan Study Area Campbell Transportation Improvement Plan February 2018
2. EXISTING CONDITIONS
This chapter describes the existing conditions of the roadway facilities, pedestrian and bicycle facilities, and transit service in the study area. First the planning documents that contain policies and planned improvements that were used to direct this study are discussed.
SUMMARY OF RELEVANT PLANNING DOCUMENTS
Several existing plans have addressed multimodal transportation in Downtown Campbell. These plans and other related documents are described in this section, listed according to the lead agency that developed them.
Metropolitan Transportation Commission and other Regional Agencies
Metropolitan Transportation Commission (MTC) is the Bay Area’s regional transportation planning agency and federally designated metropolitan planning organization (MPO). MTC is responsible for preparing the Regional Transportation Plan (RTP), a comprehensive blueprint for the development of mass transit, highway, airport, seaport, railroad, bicycle, and pedestrian facilities. MTC also screens requests from local agencies for State and federal grants for transportation projects to determine compatibility with the RTP.
Plan Bay Area
Plan Bay Area is overseen by the MTC and the Association of Bay Area Governments (ABAG). It serves as the region’s Sustainable Community Strategy (SCS) and the 2040 RTP, integrating transportation and land use strategies to manage greenhouse gas (GHG) emissions and plan for future population growth. The RTP and SCS include policies that call for shifting more travel demand to transit and accommodating growth along transit corridors in Priority Development Areas (PDAs). In July of 2013, Plan Bay Area was adopted by ABAG and the MTC. Major transit projects included in Plan Bay Area include a Bay Area Rapid Transit (BART) extension from Fremont to San José/Santa Clara, Caltrain electrification, enhanced service along Amtrak’s Capitol Corridor, and improvements to local and express bus services.
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Focusing Our Vision Program: Priority Development Areas
Several Bay Area regional agencies (MTC, ABAG, the Bay Area Air Quality Management District [BAAQMD], and the San Francisco Bay Conservation and Development Commission) initiated the Focusing Our Vision (FOCUS) Program. The purpose of this program is to encourage growth and revitalization near transit facilities in existing communities. The program provides planning and construction funding for projects in PDAs with high transit accessibility and potential for redevelopment. In Campbell, the 195-acre PDA that extends south along the VTA light rail corridor, from the Hamilton station to the Winchester station, and west along Campbell Avenue to include the Campbell Community Center complex west of Winchester Boulevard (ABAG 2016) is the subject of the TIP.
Santa Clara Valley Transportation Authority
The Santa Clara Valley Transportation Authority (VTA) serves two roles in Santa Clara County—first, as the primary transit operator, and second, as the Congestion Management Agency (CMA).
In its role as transit operator, VTA is responsible for development, operation, and maintenance of the bus and light-rail system within the County. VTA operates more than 70 bus lines and three light-rail lines, in addition to shuttle and paratransit service. It also provides transit service to major regional destinations and transfer centers in adjoining counties.
As the County’s CMA, VTA is responsible for managing the County’s blueprint to reduce congestion and improve air quality. VTA is authorized to set State and federal funding priorities for transportation improvements that affect the Santa Clara County Congestion Management Plan (CMP) transportation system. Priority projects are also eligible for the RTP. The CMP roadway network in Campbell includes all State highways, County expressways, and some principal arterials and intersections, while the transit network includes light rail service and selected bus service.
Valley Transportation Plan (VTP) 2040
As the CMA for Santa Clara County, VTA is responsible for the development of a long-range countywide transportation plan, called Valley Transportation Plan (VTP) 2040. VTP 2040 provides programs, projects, and policies for roadways, transit, Intelligent Transportation Systems (ITS) and Systems Operations Management, bicycle and pedestrian facilities, and land use and transportation integration. VTP 2040 projects serve as VTA’s recommendations for the RTP, Plan Bay Area. VTA 2040 was adopted by the VTA Board of Directors in September of 2014.
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VTP projects that will affect the TIP include:
Vasona Corridor Light Rail Extension (T9): Adding a 1.6-mile extension from Winchester Station in Campbell to a new Vasona Junction Station in Los Gatos, including the construction of a second new station at Hacienda Avenue (Hacienda Station). This project has the potential to increase transit ridership between Campbell and Los Gatos and pedestrian traffic in downtown Campbell and along Hamilton Avenue, which are currently served by light rail. East Campbell Avenue Portals Project – Bike Lanes on Campbell Avenue at SR 17 (B2): Widening north and south sides of Campbell Avenue to widen the bike lanes, providing pedestrian portal openings under the freeway overpass, and widening sidewalks. This project was completed in 2016. Los Gatos Creek Trail Expansion on West Side (Hamilton to Campbell) (B71): Closing the gap in the west side trail between Hamilton Avenue and the north end of Poplar Avenue near Campbell Avenue. This project would improve pedestrian access to the trail from Downtown Campbell, and potentially bring more people to Downtown on foot and by bicycle.
Short-Range Transit Plan (SRTP) and Next Network Project
VTA’s Short-Range Transit Plan (SRTP) is a federally mandated planning document that describes the plans, programs, and goals of VTA’s transit service. It has a 10-year planning horizon and is updated annually. It focuses on the characteristics and capital needs of the existing system and on committed (funded) expansion plans. The current plan, adopted in 2010 for FY 2014 - FY 2023, proposes to keep bus and light-rail service at existing levels, expand community bus services (neighborhood-based circulator and feeder routes that travel within a limited area), continue to contribute monetarily to Caltrain service, and replace and expand the bus vehicle fleet.
As part of its Transit Ridership Improvement Program, a two-year study of transit services designed to identify ways to improve ridership, VTA is currently developing its Next Network project. The project has three goals: improve connectivity with the Milpitas and Berryessa BART stations (opening in Fall 2017), improve overall system ridership, and improve farebox recovery. To meet these goals, VTA and its consultant have identified three conceptual alternatives that provide different ratios of high-ridership service and high-coverage service. VTA circulated a proposed draft plan to committees and members of the public in early 2017 and is currently accepting input from the public. Changes identified in the Next Network project will be incorporated in VTA’s next transit service plan.
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Other VTA Plans, Programs, and Guidelines
Transit Passenger Environment Plan: This plan, adopted in 2016, outlines VTA’s approach to providing amenities at bus stops. It includes updated bus shelter design standards, classifies bus stops according to ridership to prioritize investments, and provides policies that clarify how cities and the public can work with VTA to improve bus stops.
Complete Streets Program (ongoing): VTA, in a collaborative effort with its member agencies and partner agencies, Caltrans, and the MTC, is in the process of developing a Complete Streets Program for Santa Clara County. The main objective of this program is to formulate a process for instituting incremental “complete streets” improvements in Santa Clara County. In early 2015, VTA initiated a new phase of its Complete Streets program by beginning a series of corridor studies to implement Complete Streets elements along select roadways. This planning effort is a partnership between VTA and its Member Agencies to transform select roadways into high-quality, multimodal streets that prioritize bicycle, pedestrian and transit travel while still serving motorists. In Spring 2015, VTA secured grant funding to conduct studies under this overall effort, which include the Bascom Corridor Complete Streets Study. This study includes the Bascom Avenue corridor through San Jose, unincorporated Santa Clara County, and Campbell, between I-880 to the north and SR 85 to the south. The goal is to develop a complete streets plan (including defined improvements and cross sections) that can be used by each jurisdiction, providing continuity for multi-modal users moving across the various jurisdictions.
Pedestrian Access to Transit Plan (in progress): VTA is currently developing a Pedestrian Access to Transit Plan, the first countywide pedestrian plan for Santa Clara County. VTA is working with community members and stakeholders to identify projects, such as pedestrian bridges, streetscape improvements, bicycle and pedestrian paths, street crossings, and sidewalks, that will improve the safety and comfort of those who ride VTA trains and buses. Ultimately, the plan will include a list of projects that can be funded through local, State, or federal funding. As of this writing, the draft project list does not include improvements specific to Campbell, but the improvements identified may make transit use more attractive to people traveling to and from Campbell by improving the pedestrian environment around transit stops and stations elsewhere in the County.
Santa Clara Countywide Bicycle Plan Update (in progress): The Santa Clara Countywide Bicycle Plan synthesizes other local and County plans into a comprehensive 20-year cross-County bicycle corridor network and expenditure plan. The long-range countywide transportation plan and the means by which projects compete for funding and prioritization are documented in Valley Transportation Plan (VTP) 2040. VTA adopted the Santa Clara Countywide Bicycle Plan in 2008, which includes a planned bicycle network with 16 routes of countywide or intercity significance. This plan is under update by the VTA, with an anticipated completion date of late 2017.
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Bicycle Technical Guidelines: VTA’s Bicycle Technical Guidelines (2012) provide best practices and optimal standards for bicycle facility design and bike-friendly streets. These guidelines are intended to promote consistent design across Santa Clara County.
Pedestrian Technical Guidelines: VTA’s Pedestrian Technical Guidelines (2003) provide guidance for the design of streets, sidewalks, buildings, and open spaces. They are intended to provide more comfortable and attractive places to walk, improve pedestrian safety, shorten walking distances, and improve public space.
City of Campbell
The City of Campbell has conducted several planning studies in the PDA that enhance the pedestrian and bicycle environments, provide attractive streetscapes, and encourage alternative mode use. These studies include East Campbell Avenue Master Plan, Feasibility Report for the East Campbell Avenue Portal Project, Downtown Campbell Development Plan and Standards, Winchester Boulevard Master Plan, and General Plan Circulation Element update. A list of improvements with fee estimates for consideration by the Planning Commission and City Council has been developed.
Campbell General Plan and Circulation Element
The Campbell General Plan was adopted on November 6, 2001 with the Land Use and Transportation Element was updated and adopted on August 19, 2014. It acknowledges Campbell’s regional context and how regional land use and transportation planning decisions affect Campbell and how local decisions affect regional facilities. It also acknowledges that Campbell is limited in its ability to influence travel demand that is generated outside of the City limits and that City policy needs to often conform to regional policies to qualify for state and federal funding. Campbell is currently conducting an update of its existing General Plan. Campbell will likely adopt an updated General Plan in 2018.
Campbell’s 2001 General Plan includes several goals relating to transportation which provide guidance for the Campbell TIP. These goals, as well as policies and strategies identified to implement them in the 2001 General Plan, will be re-visited during the current General Plan Update. Relevant goals include:
Goal LUT-2: To achieve a safe, balanced and functional multi-modal transportation network that accommodates all users. Goal LUT-7: Attractive, well-maintained and safe streets, public improvements and utilities.
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Goal LUT-11: A physically connected, efficient community with safe access and linkages throughout the city for a variety of transportation modes and users. Goal LUT-19: A vibrant community oriented Downtown that serves as the retail, service commercial, cultural and historic center of the city.
Campbell Capital Improvement Plan
The City of Campbell prepares a Five-Year Capital Improvement Plan (CIP) that identifies projects greater than $25,000. Transportation projects in the current CIP (2018 – 2022) include:
Campisi Way Feasibility Study Harriet Avenue Traffic Calming* Citywide ITS enhancements Eden Avenue Sidewalk Improvements* ADA Transition Plan improvements Traffic Calming Improvements Bike/pedestrian and traffic safety improvements Sidewalk/Curb and Gutter Replacement Los Gatos Trail Feasibility Study *indicates project outside the study area
Downtown Pedestrian Safety – Staff Report and City Actions
In response to resident and worker concerns about pedestrian safety along Civic Center Drive and Orchard City Drive, City of Campbell staff prepared a report for City Council in April 2015. Based on the findings in this report, the City has installed a variety of treatments and has applied for several grants to install additional treatments and conduct additional studies, including this Transportation Improvement Plan (TIP).
As part of the staff report, the City performed pedestrian counts and observations, conducted a crosswalk analysis, and evaluated the 10-year crash history at downtown intersections. As a result, a downtown flashing beacon project was recommended with intermediate near-term striping enhancements at several intersections. Recommendations from this study have been incorporated into the TIP.
Downtown Campbell Development Plan & Standards
This plan provides “a vision for Downtown Campbell and a framework for physical development, business development and preservation of the Historic Downtown” and “looks to position the downtown for success in the 21st Century, and to enhance its role as a community gathering place
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and the heart of the City.” The transportation aspects of the plan are to maintain downtown as a walkable central business district, the light rail connection to San Jose (and beyond) and supportive land uses near the station.
The plan identifies several goals and policies relating to circulation, parking, and transportation:
Goal CPT-1: To improve vehicular and pedestrian circulation in the Downtown. o Policy CPT-1.1: Circulation Improvements: Circulation improvements shall be considered to enhance the perception of the Downtown beyond the loop streets. o Policy CPT-1.2: Vehicular/Pedestrian Interface: Employ methods to decrease vehicular speeds along the loop streets and provide a pedestrian environment and downtown feel. Goal CPT-2: To create attractive Gateways into the Downtown. o Policy CPT-2.1: Gateway Design: Develop and implement plans for the Downtown Gateways. Goal CPT-3: To provide adequate and accessible parking in the Downtown. o Policy CPT-3.1: Adequate Parking: Encourage the joint utilization of parking. o Policy CPT-3.2: Accessible Parking: Provide accessible parking in the Downtown. Goal CPT-4: Reduce parking demand in the Downtown. o Policy CPT-4.1: Light Rail: Encourage the use of light rail and other mass transit alternatives, as well as bicycles to reduce parking demand.
East Campbell Avenue Master Plan
The East Campbell Avenue Master Plan was prepared to connect downtown Campbell to The Pruneyard through lane configuration changes along East Campbell Avenue, streetscape design concepts, improved bicycle and pedestrian access through the Highway 17 underpass, improved layout of the Railway/Campbell Avenue intersection, improved pedestrian and bicycle comfort on the East Campbell Avenue bridge over Los Gatos Creek, modified alignments of Page Street and Gilman Avenue, and development standards. The East Campbell Avenue Portals project and recommended roadway, streetscape, bicycle facility, and sidewalk improvements as a result of this study have been constructed.
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COMMUNITY ENGAGEMENT PROCESS
Throughout the development of the Campbell TIP, multiple rounds of stakeholder outreach were conducted to identify key areas of concern for the community and to garner feedback on recommended improvements. Separate rounds of outreach addressed the concerns of Downtown Campbell residents, businesspeople, and representatives of the bicycle and pedestrian community. Draft improvements were presented to the Campbell City Council, the City of Campbell Bicycle Pedestrian Advisory Committee, and to stakeholder groups from Downtown Campbell. This community engagement process is described further in Chapter 3.
MULTIMODAL TRANSPORTATION ASSESSMENT
This section provides an overview of transportation facilities within the study area, including detailed analyses of collisions, bicycle conditions, pedestrian conditions, and transit service.
Roadway Facilities Overview
Downtown Campbell is centered on Campbell Avenue, a historic main street with high-quality pedestrian amenities and on-street parking that carries two-way traffic. Campbell Avenue is bounded by two one-way streets, Civic Center Drive and Orchard City Drive, that provide a “loop road” system for downtown, allowing vehicle traffic to bypass Campbell Avenue. Although Civic Center Drive and Orchard City Drive provide a convenient alternative route for drivers passing through Downtown Campbell, high vehicle speeds and volumes on these streets can create a barrier for people walking in the downtown area, and make them inhospitable to bicyclists. Railway Avenue provides access to Downtown from neighborhoods to the south. The Downtown Campbell Light Rail Station is located on Railway Avenue. Harrison Avenue and Salmar Avenue connect the downtown area to neighborhoods to the north and to Hamilton Avenue, a major commercial corridor.
Collision Analysis
To better understand conditions for people walking, bicycling, and driving downtown, a collision analysis was conducted. The results of the collision analysis were used to identify specific locations within the study area that could benefit from infrastructure improvements. Collision reports for 2012 through 2015 were obtained from the City of Campbell. The results are summarized on Figure 2; full data are presented in Appendix B.
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A total of 40 collisions were reported within the study area between 2012 and 2015. Approximately two thirds of the collisions were vehicle-vehicle or vehicle-object; one third were pedestrian-vehicle or bicyclist-vehicle. All of the collisions took place on dry road surfaces in clear or cloudy weather. Of the accidents involving pedestrians, 60 percent occurred after dark or during twilight.
Between 2012 and 2015, eight collisions involved pedestrians and six involved bicyclists. All but three of the pedestrian-vehicle and bicyclist-vehicle collisions were the fault of the driver. Six of the eight pedestrian-vehicle collisions occurred because the vehicle driver failed to yield the pedestrian right-of-way while pedestrians were in the crosswalk. One of the pedestrian-vehicle collisions occurred because the vehicle driver was driving under the influence and backed into a pedestrian, and one of the pedestrian-vehicle collisions occurred when the pedestrian was not in a crosswalk.
Of the six collisions involving bicycles, four were bicycle-vehicle collisions. Two of these collisions were the fault of the driver, one due to improper turning and one due to unsafe speed. The one bicycle-bicycle collision was a rear-end collision caused by alcohol consumption.
For vehicle-vehicle and vehicle-object collisions, approximately one-third were the result of right-of-way violations, one-fourth involved someone driving under the influence of alcohol and/or drugs (DUI), and one-third were caused by either unsafe speeds, unsafe lane changes, or improper turning.
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Figure 2 Collisions Campbell Transportation Improvement Plan February 2018
Pedestrian Facilities
Campbell’s downtown area is an attractive pedestrian destination, and many people walk to it from the surrounding neighborhoods, bus stops, and light rail station. The City of Campbell has recently invested in pedestrian infrastructure in the study area, adding curb extensions, benches, and pedestrian-scale lighting along Campbell Avenue east of downtown, and curb extensions, ladder-style crosswalks, and high-visibility pedestrian crossing signs at uncontrolled intersections along Orchard City Drive and Civic Center Drive.
Existing Facilities
Within the study area, pedestrian facilities are generally complete, although there are sidewalk gaps in two locations, as shown on Figure 3. One gap is on the north side of Orchard City Drive, and the other is along the northwest side of Salmar Avenue south of Hamilton Avenue. Field visits, summarized below, identified additional challenges for people walking within the study area.
Site Visit Findings
The project team made site visits to Downtown Campbell in April 2016 to observe transportation facilities and operating conditions. Several challenges were noted for people walking and using wheelchairs within the study area:
North 3rd Street / Civic Center Drive: Curb ramps at this intersection are not fully compliant with the Americans with Disabilities Act (ADA). High vehicle speeds were observed. Some drivers were observed failing to yield to pedestrians who were entering the crosswalk. North 2nd Street / Civic Center Drive: High vehicle speeds were observed and recorded by a responsive speed sign. Curb ramps on the northwest and northeast corners are not fully ADA-compliant. North 1st Street / Civic Center Drive: Curb ramps at the northeast, northwest, and southeast corners are not fully ADA-compliant. South 3rd Street / Orchard City Drive: The driveway at Gridley Company exits onto the crosswalk on 3rd Street. High vehicle speeds were observed on Orchard City Drive. Orchard City Drive between 3rd Street and 2nd Street: There is a gap in the sidewalk on the north side of Orchard City Drive. High vehicle speeds were observed on Orchard City Drive; wide travel lanes may be contributory factors.
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South 2nd Street / Orchard City Drive: Curb ramps at this intersection are not fully ADA-compliant. High vehicle speeds were observed. Some drivers were observed failing to yield to pedestrians who were entering the crosswalk. Poor visibility of pedestrians was observed at the northwest corner of this intersection. South 1st Street / Orchard City Drive: Curb ramps at this intersection are not fully ADA-compliant. North Central Avenue: West side has steep driveways and multiple utility boxes are located in the sidewalk. South Central Avenue / Orchard City Drive: Curb ramps are not fully ADA-compliant. The intersection and crosswalks can be blocked by vehicles queuing and waiting to cross the railway tracks. Railway Avenue / East Campbell Avenue / Civic Center Drive: A “No Pedestrian Crossing” sign is located just to the east of the railway tracks on East Campbell Avenue. Marked pedestrian crosswalks are missing on the north and west legs of this intersection. A ladder- striped crosswalk is also provided on the south leg. Long pedestrian wait times were observed. Harrison Avenue / Salmar Avenue: Crosswalks are not marked at this intersection. Salmar Avenue between Harrison Avenue and Hamilton Avenue: There is a gap in the sidewalk on the west side of Salmar Avenue. High vehicle speeds and poor visibility were observed along the large curve near Harrison Street.
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Figure 3 Pedestrian Facilities and Network Gaps Campbell Transportation Improvement Plan February 2018
Bicycle Facilities and Level of Traffic Stress
Bicycling is a popular way to get to Downtown Campbell, particularly on weekends when Campbell’s Sunday Farmer’s Market is open. There are no bicycle lanes within the study area, but low-traffic residential streets provide some access to Downtown. This section describes the types of bicycle facilities, identifies existing facilities within the study area, and provides an evaluation of how well the existing street system serves most bicycle riders.
Facility Types
Bikeway planning and design in California typically relies on guidelines and design standards established by California Department of Transportation (Caltrans) in the Highway Design Manual (Chapter 1000: Bikeway Planning and Design). Caltrans provides for four distinct types of bikeway facilities, as described below and shown in the accompanying figures.
Class I Bikeways (Shared-Use Path) provide a completely separate right-of-way and are designated for the exclusive use of bicycles and pedestrians, with vehicle and pedestrian cross-flow minimized. In general, bike paths serve corridors where on-street facilities are not feasible or where sufficient right-of-way exists to allow them to be constructed.
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Class II Bikeways (Bicycle Lanes) are dedicated lanes for bicyclists generally adjacent to the outer vehicle travel lanes. These lanes have special lane markings, pavement legends, and signage. Bicycle lanes are typically five (5) feet wide. Adjacent vehicle parking and vehicle/pedestrian cross-flow are permitted.
Class III Bikeways (Bicycle Route) are designated by signs or pavement markings for shared use with pedestrians or motor vehicles, but have no separated bike right-of-way or lane striping. Bike routes serve either to: a) provide a connection to other bicycle facilities where dedicated facilities are infeasible, or b) designate preferred routes through high-demand corridors.
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Class IV Bikeways (cycle tracks or “separated” bikeways) provide a right-of-way designated exclusively for bicycle travel within a roadway and are protected from other vehicle traffic by physical barriers, including, but not limited to, grade separation, flexible posts, inflexible vertical barriers such as raised curbs, or parked cars.
Existing and Recommended Facilities
Access to the study area is provided by Class I, Class II, and Class III facilities, as shown on Figure 4. The following designated bicycle facilities serve Campbell’s downtown area:
The Los Gatos Creek Trail, a Class I bike facility and multi-use path, connects to East Campbell Avenue east of the study area. Class II bike lanes are provided on East Campbell Avenue east of its intersection with Railway Avenue and Civic Center Drive, and on West Campbell Avenue, west of Winchester Boulevard. There are no dedicated bicycle lanes on Campbell Avenue through the study area. A Class III bicycle route is provided on Rincon Avenue, which connects to North Central Avenue via 1st Street and Grant Street through the study area. Winchester Boulevard is also designated as a Class III bicycle route, although high traffic volumes and speeds may make it unappealing to most people riding bicycles.
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These facilities are shown on Figure 4, along with the locations of on-street bicycle racks and recommended bicycle facilities. In VTA’s 2008 Santa Clara Countywide Bicycle Plan, bicycle facilities are recommended for the entire length of Campbell Avenue and for Civic Center Drive and Orchard City Drive through the study area, continuing east via Union Avenue and Curtner Avenue and west via Campbell Avenue (Cross County Bicycle Corridor 14, Campbell / Curtner / Tully Corridor). The 2008 plan also identified a bicycle corridor on Winchester Avenue, immediately west of the study area (Cross County Bicycle Corridor 11, Calabazas Creek / Winchester Corridor). This corridor would have a spur through the study area, providing connections on neighborhood streets to destinations forth of Downtown Campbell. These recommended facilities may change with the forthcoming update to the plan.
Site Visit Findings
The project team made site visits to Downtown Campbell in April 2016 to observe transportation facilities and operating conditions. Several challenges were noted for people riding bicycles within the study area:
Civic Center Drive, Orchard City Drive, and Salmar Avenue: High vehicle speeds, which discourage people from riding bicycles, were noted on these streets. Salmar Avenue and Orchard City Drive: Poor sight conditions were observed around curves on southbound Salmar Avenue and eastbound Orchard City Drive. Since bicyclists are smaller than automobiles and therefore more difficult for drivers to see, this is likely to further discourage people from riding bicycles. Railway Avenue / East Campbell Avenue / Civic Center Drive: When approaching this intersection from the east, bicyclists must mix with two lanes of traffic and must merge into the left lane to continue straight onto East Campbell Avenue. This maneuver is challenging for all but the most experienced cyclists. Campbell Avenue/Orchard City Drive: When approaching this intersection from the west, bicyclist must mix with two lanes of traffic and must merge into the left lane to continue straight onto East Campbell Avenue.
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Railway Ave Union Ave W:\San JoseN Drive\Projects\_SJ16_Projects\SJ16_1649.01_VTA_PDA_Campbell\Graphics\GIS\MXD\Fig04_Bike_Facilities_.mxd Data Source: City of Campbell, Santa Clara County Bicycle FacilitiesText Class I - Multi-Use Path Class III - Bike Route !( Bike Rack Class II - Bike Lane Proposed Bicycle Facility Study Area
Figure 4 Bicycle Facilities Campbell Transportation Improvement Plan February 2018
Level of Traffic Stress Analysis
Level of Traffic Stress (LTS) is a method that evaluates the level of comfort that a street provides for people riding bicycles. Streets are evaluated in terms of the number of traffic lanes, the presence and width of bicycle lanes, the speed limit or prevailing vehicle speed, and the presence or absence of on-street parking. In general, having more space dedicated to bicycles, fewer vehicle lanes, and lower vehicle speeds reduces the level of traffic stress experienced by people riding bicycles. Having less space for bicyclists, more vehicle lanes, and/or higher vehicle speeds increases the level of stress.1 Bicycle paths (Class I facilities) are considered to be low-stress facilities.
LTS categorizes bicycle facilities and streets into four categories according to how much stress people who ride bicycles will tolerate in different environments:
LTS 1 (Very Good): Most children can tolerate LTS 1 and feel safe while bicycling. Bike paths and other Class I facilities are scored as LTS 1. LTS 2 (Good): This is the highest level of stress that the mainstream adult population will tolerate while still feeling safe. LTS 3 (Fair): Bicyclists who are considered “enthused and confident” but still prefer having their own dedicated space for riding will tolerate this level of stress and feel safe while bicycling. LTS 4 (Poor): For bicyclists, this is tolerated only by those characterized as “strong and fearless”, which comprises a small percentage of the population. These roadways have high speed limits, multiple travel lanes, limited or non-existent bike lanes and signage, and large distances to cross at intersections.
Level of Traffic Stress for streets within and around the study area are shown on Figure 5. Several streets provide a high-stress experience for people riding bicycles and are shown in red. Orchard City Drive, Civic Center Drive, and the portions of East Campbell Avenue west of 3rd Street and east of Railway Avenue are all at LTS 4 (“poor”). Winchester Boulevard, a designated bicycle route but which has multiple travel lanes, relatively high vehicle speeds, and no dedicated bicycle facilities, also has an LTS of 4. Within downtown, East Campbell Avenue provides relatively low stress access (LTS 2). The bicycle route that connects Rincon Avenue to North Central Avenue via 1st Street provides fairly low-stress access (LTS 2) to and through downtown. Since actual speed data were not available, this analysis used posted speed limits, and may therefore underestimate the level of stress experienced by people riding bicycles on some streets.
1 The full LTS methodology is documented in Mekuria, M. et al. (2012). Low-Stress Bicycling and Network Connectivity. Mineta Transportation Institute, San Jose.
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Project Site Existing Bicycle Level of Stress
Poor
Fair
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Very Good Figure 5 Bicycle Level of Traffic Stress Campbell Transportation Improvement Plan February 2018
Transit Service
The Santa Clara Valley Transportation Authority (VTA) operates light rail transit and bus service in Santa Clara County.
Existing Transit Service
VTA Local Bus Route 60 runs along Winchester Boulevard with two stops within the study area at Campbell Avenue. Weekday frequencies (headways) are 15 minutes during morning peak hours, 17 minutes during evening peak hours, and approximately every 30 minutes during off- peak hours. There are six additional bus Route 60 stops near the downtown area.
VTA Local Bus Route 26 operates along Campbell Avenue, Civic Center Drive and Orchard City Drive with 6 stops within the study area. Eastbound and westbound stops are located at the following intersections:
Campbell Avenue at Winchester Boulevard (2 stops) Orchard City Drive at Central Avenue (1 stop) Campbell Avenue at Gilman Avenue (2 stops) Civic Center Drive at Harrison Avenue (1 stop)
Weekday frequencies (headways) are approximately every 18 minutes during peak AM and PM commute hours and approximately every 30 minutes during off-peak hours. There are two additional Route 26 stops near the downtown area.
Next Network Proposed Changes
In 2016 and 2017, VTA redesigned its transit service plan through its Next Network project, which had three goals:
Improve connectivity with the Milpitas and Berryessa BART stations (opening in Fall 2017), Improve overall system ridership, and Improve farebox recovery
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The Next Network Plan, adopted in May 2017, includes several service changes which would affect the study area:
Local Bus Route 60 will be realigned and combined with Route 10 to create new Route 60 on Winchester Boulevard (immediately west of the study area), which will connect Downtown Campbell to Santana Row/Valley Fair, the Santa Clara Caltrain Station, Mineta San Jose International Airport and Milpitas BART. Weekend frequencies will be increased. Local Bus Route 26 will be split into two separate routes. The revised Route 26 would connect West Valley College and Eastridge Transit Center via Campbell Avenue, with increased frequency on both weekdays and weekends. A new Route 56 would connect large employers in North Sunnyvale with the Tamien Caltrain Station in San Jose via Hamilton Avenue (north of the study area).
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"W W Latimer Ave Esther Ave E Latimer Ave "W
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"W St 3Rd S 2nd S St Rincon Ave S 1st St
Railway Ave Union Ave "W W:\San JoseN Drive\Projects\_SJ16_Projects\SJ16_1649.01_VTA_PDA_Campbell\Graphics\GIS\MXD\Fig06_TransitService_.mxd Data Source: VTA Transit Service Local Bus Route "W Local Bus Stop Study Area Light Rail: Mountain View-Winchester Ò Downtown Campbell Light Rail Station
Figure 6 Existing Transit Service Campbell Transportation Improvement Plan February 2018
3. COMMUNITY ENGAGEMENT
Throughout the development of the Campbell TIP, multiple rounds of stakeholder outreach were conducted to identify key areas of concern for the community and to garner feedback on recommended improvements. Separate rounds of outreach addressed the concerns of Downtown Campbell residents, businesspeople, and representatives of the bicycle and pedestrian community. Draft improvements were presented to the Campbell City Council, the City of Campbell Bicycle Pedestrian Advisory Committee, and to stakeholder groups from Downtown Campbell. This community engagement process is described further below.
INITIAL STAKEHOLDER INPUT
On April 20, 2016, three stakeholder meetings were held to gather input for the Transportation Improvement Plan. Representatives from the City of Campbell Public Library, the Downtown Campbell Business Association, the Campbell Chamber of Commerce, and the Downtown Campbell Neighborhood Association attended the first two meetings. Representatives from the Campbell Bicycle and Pedestrian Advisory Committee (BPAC) attended the last meeting. The meetings were organized by the City of Campbell Public Works Department and held at City Hall. All three meetings were attended by CD+A. The last meeting was also attended by Fehr & Peers.
During the meetings, the stakeholders noted key issues in the downtown area, including pedestrian safety, bicycle parking, and other pedestrian/bicyclist related issues.
Specific issues by topic area are summarized in Table 1.
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TABLE 1: CAMPBELL TRANSPORTATION IMPROVEMENT PLAN - STAKEHOLDER INPUT SUMMARY
Category Issue In general, unsignalized pedestrian crossings along Civic Center Drive and Orchard City Drive are dangerous/difficult/awkward for pedestrians. The unsignalized crossing at South 2nd Street/Orchard City Drive is particularly dangerous for pedestrians (especially around sunset) due to poor visibility and high vehicle speeds. The Civic Center Drive/Harrison Avenue pedestrian crossing is awkward for pedestrians. Pedestrian Crossings Jaywalking across Orchard City Drive between South Central Avenue and Railway Avenue is a safety concern. and Safety The East Campbell Avenue/Railway Avenue is another intersection of concern: o Motorists are impatient with pedestrians. o The walking/biking route is unclear for westbound pedestrians and bicyclists on the north side of the street. o The pedestrian crossing demand is high on the west leg of this intersection east of the tracks. No crosswalk is provided on Civic Center Drive. o Striping and pavement legends are also confusing to drivers. The business at Orchard City Drive/South 3rd Street has a driveway exiting onto the crosswalk. Walking routes to be studied include: 1) LRT to Library, 2) LRT to Pruneyard, 3) LRT to Downtown via Railway Avenue. Sidewalks within the downtown area need to be continuous; the sidewalk gap along Salmar Avenue needs to be eliminated. There is increasing foot and bicycle travel between the downtown and Pruneyard Shopping Center and multi-family housing located along East Campbell Avenue east of the tracks. Pedestrian and Bicycle Some stakeholders expressed interest in building “Bicycle Boulevard” in the downtown area to provide direct access and low Connections stress facility for commuter bicyclists, families, and children. Sharrows and other more visible signs could also be added to the “Bicycle Boulevard”. The parking garage on South 1st Street needs to be better connected to the downtown; many people do not realize that parking is available when the garage on Civic Center Drive is full.
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There is not enough bicycle parking, which is evidenced by bikes locked in odd places. Bike racks need to be located at places where bicycles can be “kept an eye on” from adjacent businesses and restaurants. Bicycle parking spaces should be dispersed throughout the downtown area. More bicycle parking is needed for large events. Bicycle Parking East Campbell Avenue should be considered to add bike rental facilities, bike station, and more bike parking. Additional bicycle parking spaces could be located at Ainsley Park and in the alley behind Blue Line Pizza during business hours. Additional bicycle parking spaces could also be located in parking lanes in the form of bike corrals. The signage directing drivers to available parking needs to be enhanced to minimize circulation for parking. The scarcity of parking is impediment for people who want to drive to the downtown and then walk. East Campbell Avenue turns into a parking lot after 4 PM when many people try to access parking, shops, services, and Vehicle Traffic and restaurants. Parking Some stakeholders expressed interest in closing East Campbell Avenue to traffic on weekends (except for emergency services and loading activities) to alleviate the congestion on weekends. The street closure strategy has been successful in the past, but local businesses may oppose.
STAKEHOLDER AND CITY COUNCIL INPUT ON RECOMMENDED IMPROVEMENT DESIGNS
In June 2016 a round of draft recommended improvements were shared at a special meeting of Campbell’s Bicycle Pedestrian Advisory Committee (BPAC). BPAC members provided input on the design of improvements and identified additional improvements to consider.
In September 2016 the Campbell City Council held a study session to provide input and guidance on the development of projects for the Campbell TIP. Councilmembers provided input on the designs and identified additional considerations to address during the design of project concepts. The draft project concepts and conceptual designs presented in this report were revised based on Council feedback.
At City Council suggestion, an additional stakeholder meeting was held in October 2016. Representatives from the Downtown Campbell Neighborhood Association, the BPAC, and members of the public provided additional comments on a revised round of draft improvements. The draft project concepts and conceptual designs presented in this report incorporate changes made in response to these comments.
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4. DESIGN APPROACH
MULTIMODAL DESIGN APPROACH
The improvements recommended in this plan are focused on creating “complete streets” to better serve all travel modes in Downtown Campbell. Complete streets provide safe and comfortable access for people of all ages and abilities who are walking, riding bicycles, using transit, and driving. Downtown Campbell currently has high pedestrian demand and the potential for higher pedestrian, bicycle, and transit demand. Providing better accommodation for these modes will encourage Campbell’s downtown to remain an attractive destination without substantially increasing traffic congestion. Comprehensive facilities exist for automobiles but, as noted in Chapter 2, there are notable gaps in accommodation for pedestrians and bicycles. As a result, this study recommended improvements that will expand the access, safety, and comfort of people walking, riding bicycles, and accessing transit.
Complete Streets
Complete Streets are streets that safely and comfortably accommodate people using all travel modes, including people traveling in automobiles, people riding and accessing transit, people riding bicycles, and people walking. In addition to accommodating all travel modes, complete streets accommodate people of all ages and abilities. Depending on local context, complete streets can vary widely in the infrastructure they provide for each travel mode while still allowing for safe and comfortable travel regardless of the travel mode people use.
Pedestrian Facilities
This plan proposes improvements to pedestrian facilities that are intended to improve pedestrian safety and to make walking easier and more comfortable within Downtown Campbell. A set of recommended design references is provided below.
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Design References
A variety of references are available for pedestrian facility design. Crosswalks are typically designed according to the Manual on Uniform Traffic Control Devices (MUTCD), which provides engineering design standards for roadways in the United States. California has adopted a modified version of the national MUTCD for use within the state (California MUTCD, 2014). Sidewalks are typically designed with reference to state and national standards, typically Caltrans’ Standard Plans (2015) and Highway Design Manual (2016) and the AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities (2004). To comply with the Americans with Disabilities Act (ADA), all new or improved pedestrian facilities should comply with standards published by the United States Access Board.
Within Santa Clara County, VTA’s Pedestrian Technical Guidelines (2003) provide a suite of standards and improvements that exceed the standards laid out by state and national engineering guides published by Caltrans and AASHTO. Since Caltrans and VTA issued their most recent guidance on pedestrian design, the National Association of City Transportation Officials (NACTO) has released guidance for that is widely recognized as providing best practices for pedestrian facilities (Urban Street Design Guide, 2013). Some of the recommendations in the Urban Street Design Guide have been incorporated into VTA’s Pedestrian Access to Transit Plan (forthcoming in 2017), which provides a landscaping and urban design toolkit to enhance pedestrian facilities around transit stops in Santa Clara County.
Bicycle Facilities
This plan proposes improvements to bicycle facilities that are intended to improve safety and to make bicycling easier and more comfortable within and around Downtown Campbell. A set of recommended design references is provided below.
Design References
Bicycle facilities are typically designed according to the Manual on Uniform Traffic Control Devices (MUTCD), which provides engineering design standards for roadways in the United States. California has adopted a modified version of the national MUTCD for use within the state (California MUTCD, 2014). Caltrans also provides guidance for locating and designing bicycle facilities on state highways in its Highway Design Manual (2016). Within Santa Clara County, VTA’s Bicycle Technical Guidelines (2012) recommends that Caltrans standards be used as a minimum and provides supplemental information and guidance on when and how to better accommodate different types of bicyclists. Since Caltrans and VTA issued their most recent guidance on bikeway design, the National Association of City Transportation Officials (NACTO) has released guidance for that is widely
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recognized as providing best practices for bikeway design (Urban Street Design Guide, 2013 and Urban Bikeway Design Guide, 2nd edition, 2014). VTA is currently in the process of updating its Bicycle Plan, and is expected to update the Bicycle Technical Guidelines
While the VTA Bicycle Technical Guidelines, California MUTCD and Highway Design Manual provide guidance for shared use paths, bike lanes, and sharrows (Class I, II and III facilities), they do not provide detailed guidance for the design of cycle tracks (Class IV facilities) and other recent bikeway design innovations. The NACTO guide provides guidance on cycle track design and on treatments that can enhance bicyclist visibility and safety at intersections and other areas with potential vehicle conflicts. These treatments are still considered experimental per Caltrans standards, and cities that wish to implement them while remaining in compliance with Caltrans standards are required to submit an experimentation request to the California Traffic Control Devices Committee. Within Santa Clara County, San Jose and Palo Alto are among the cities that have installed cycle tracks and green striping through conflict zones, which are officially experimental per Caltrans standards.
URBAN DESIGN APPROACH
Complete Streets are designed to provide safety and comfort for all travelers, including people of all ages and abilities who are walking, bicycling, using transit, traveling with mobility aids, or driving automobiles or commercial trucks. Improvements frequently used in the context of Complete Streets, such as curb extensions, widened sidewalks, pedestrian refuges or the elimination of slip lanes, routinely include the opportunity to integrate streetscape treatments that further increase pedestrian safety and comfort and, if carefully designed, provide additional aesthetic, economic, ecological, and community identity related benefits.
The intention to integrate streetscape improvements into multimodal transportation improvements where appropriate, dovetails well with goals and objectives of past planning and implementation efforts, including the Downtown Campbell Development Plan and Standards (2006 and prior), East Campbell Avenue Master Plan, Civic Center Master Plan, Winchester Boulevard Master Plan.
Contextual Urban Design Approach
Past and recent streetscape improvements in Campbell’s historic Downtown, including along East Campbell Avenue, Civic Center Drive, Orchard City Drive and the cross streets located between them, have established a strong framework and base line for the design of future, supplemental streetscape improvements in Campbell’s Priority Development Area (PDA). Based on the success of these improvements, the overall approach to streetscape and urban design related treatments recommended in this transportation improvement plan is contextual in nature and based on the
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overarching goal to reinforce the already established visual quality and identity in the historic Downtown through expanding the use of existing amenities, treatments, and materials.
The following paragraphs describe the design approach and assumptions used to develop specific streetscape elements included in the project concepts and recommendations described in Chapter 6. Additional design references are provided where these are important for the future design development and implementation of the recommended streetscape improvements.
Street Trees and Other Landscaping
Concepts that show the planting of new trees to supplement existing rows of trees assume that new trees will be of the same species found along other parts of the street along which the improvements are recommended. Both, the City Arborist’s list of approved street trees and field-verified information about existing tree species at the project location should be used in making the final selection of appropriate street tree species.
New landscaped areas, other than green infrastructure (see below), such as buffer strips between roadway and sidewalk are recommended, the final plant palette should be selected using both the City of Campbell’s Water Efficient Landscape Guidelines and the bay-friendly landscape guidelines (as published by StopWaste.org).
Lighting
Concepts that include new pedestrian-scale, decorative light fixtures assume that the fixtures will match the make, model, and finish of the City standard, decorative “acorn-type” post top light fixtures and double-headed equivalent (where called for) already used along project-adjacent sections of East Campbell Avenue, Civic Center Drive, Orchard City Drive and other streets in the Priority Development Area.
Pavement Treatments
Concepts that include new or widened sidewalks assume that new sidewalks will match existing decorative materials or surface treatments applied to sidewalk areas along other parts of the street where improvements are recommended. Where adjacent sidewalks are composed of standard, non-decorative concrete sidewalk, the use of standard concrete is assumed.
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Concepts that include new curb extensions assume that decorative materials or surface treatments applied to existing curb extensions at the same intersection or in adjacent sidewalk surfaces will also be applied to recommended new curb extensions. Where existing curb extensions are composed of standard, non-decorative concrete sidewalk, the use of standard concrete is assumed.
The existing treatments and materials found throughout the Priority Development Area primarily go back to improvements developed on the basis of the Downtown Campbell Development Plan and Standards (2006 and prior) and the 2007 East Campbell Avenue Master Plan and East Campbell Avenue Improvement Project.
Street Furnishings
While not shown in detail on the concept plans in Chapter 6, it is likely that final improvement plans for several of the recommended projects, will include street furnishings like trash receptacles, bicycle racks, and possibly benches. This is reflected in the cost estimates for the recommended projects with an allowance for these amenities. It is assumed that any amenities included in the final design of an improvement project will match the City’s standard trash receptacles, bicycle racks, and benches installed in other parts of the historic Downtown area.
The existing amenities found throughout the Priority Development Area primarily go back to improvements developed on the basis of the Downtown Campbell Development Plan and Standards (2006 and prior) and the 2007 East Campbell Avenue Master Plan and East Campbell Avenue Improvement Project.
Green Infrastructure
The City of Campbell is subject to the requirements of the Municipal Regional Stormwater Permit (MRP) for municipalities and agencies in the San Francisco Bay Area (Order R2-2015-0049). The MRP requires the city to develop and implement a long-term green infrastructure (GI) Plan for the inclusion of Low Impact Development (LID) measures, such as green infrastructure, in storm drain infrastructure on public and private lands, including streets. Green infrastructure is a new approach to creating sustainable public streets that provide multiple benefits, such as improved water quality, traffic calming, increased pedestrian and bicycle safety, enhanced urban forests, and reduced flooding.2
2 Information presented in this paragraph is paraphrased from a memorandum to the Campbell Mayor and City Council entitled Green Infrastructure Plan Framework, February 16, 2017.
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From a range of potential green infrastructure elements, landscape-based "biotreatment" areas that use soil and plants to treat stormwater runoff, such as rain gardens, bioretention planters, and stormwater curb extensions, can readily be incorporated into the recommended intersection reconfigurations at the Civic Center Drive/Harrison Street (Location #5) and Orchard City Drive/3rd Street (Location #6) as illustrated in Chapter 6. Following is a brief definition of each of these potential green infrastructure elements:
Rain gardens are relatively shallow, vegetated depressions of variable size and shape that can be integrated with adjacent sidewalk, roadway and private property edge conditions, such as the left over spaces created by the recommended elimination of slip lanes at Civic Center Drive/Harrison and Orchard City Drive/3rd Street intersections.
Bioretention planters are narrow, linear landscape areas with vertical sidewalls that extend at least six inches above the surrounding sidewalk surface. Stormwater planters are designed to treat stormwater runoff that flows into the planter from adjacent sidewalk or roadway surfaces through curb inlets and covered drain channels.
Green infrastructure: Rain garden Green infrastructure: Bioretention planter
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Stormwater curb extensions fulfill the functions of a standard curb extension (e.g. shorten the crossing distance), but also capture and treat stormwater runoff by directing water from the gutter into a landscaped bioretention area contained within the curb extension.
Pervious paving systems (e.g., interlocking concrete pavers, porous asphalt, and pervious concrete) that allow stormwater to soak into the ground could be incorporated into some of the recommended projects, but are a poor fit in light of the relatively small scale of these projects and because of the contextual urban design approach, which favors existing pavement treatments over the introduction of new pavement types.
Design references (best practices, guidelines, and standard details) available for the detailed design of green infrastructure elements include the Santa Clara
Green infrastructure: Stormwater curb extension Valley Urban Runoff Pollution Prevention Program’s C.3 Stormwater Handbook - Guidance for Implementing Stormwater Requirements for New Development and Redevelopment Projects (2016), San Mateo County’s Sustainable Green Streets and Parking Lots Design Guidebook (2009), the City of San Mateo’s Sustainable Streets Plan - Design Guidelines (2015), and the San Francisco Public Utilities Commission’s Green Stormwater Infrastructure Typical Details (2016).
In addition, the City of Campbell’s first sustainable street project, the Hacienda Avenue Green Street Project, represents a local case study that can be used in the final plant selection and other details related to the implementation of a green infrastructure project in the City.
Built example of bioretention tree planter and swale on Hacienda Avenue. 35
Campbell Transportation Improvement Plan February 2018
5. RECOMMENDED IMPROVEMENT PROJECTS
Based on previous plans, field observations, and input from City of Campbell staff, City Council members, and community stakeholders, a set of concept-level infrastructure improvements were developed for the study area. These improvements are described in Table 2 and shown on Figure 7.
PROJECT DESCRIPTIONS
All conceptual improvements are described in Table 2, with their locations shown on Figure 7. For each project, Table 2 identifies its location, summarizes the recommended improvements, and lists an estimated cost to construct.
When the first round of recommended improvement projects were evaluated by the project team, City of Campbell staff, and community stakeholders, six projects were identified as warranting further exploration; this allows for better project definition and better developed cost estimates. These projects are shown on Figures 8-11. The project concepts shown on these figures have been designed to accommodate turning movements by VTA buses and trucks, where appropriate.
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Figure 7 Map of Potential Improvement Locations Campbell Transportation Improvement Plan February 2018
TABLE 2: CAMPBELL TRANSPORTATION IMPROVEMENT PLAN - RECOMMENDED IMPROVEMENTS Estimated Cost Potential Short-term # Figure Location Recommended Improvements (full build) Improvement 1 N/A N. 3rd Reconstruct NW curb with curb extension and ADA-compliant curb $268,000 Striping, painted curb Street / ramps (directional ramps with detectable warning strips) extensions (potentially Civic Reconstruct NE, SW, SE curbs with ADA-compliant curb ramps (directional with Center ramps with detectable warning strips) movable planters) Drive Stripe high-visibility crosswalks on 3rd St (N and S) legs Consider reconstructing existing traffic diverter at north leg, if reconstruction would still permit adequate access for vehicles entering and exiting driveway at NE corner (70 N. 3rd St) Suitable for pedestrian activated beacon installation per XWalk+ and existing volume data; noted in the April 21, 2015 City Council Report, Item 13: Downtown Pedestrian Safety Add decorative, pedestrian-scale lighting at new curb extensions 2 N/A N. 2nd St / Reconstruct NE and NW curbs with ADA-compliant curb ramps (directional $239,000 Striping, painted curb Civic ramps with detectable warning strips) extensions (potentially Center Consider curb extensions at NW and NE corners to shorten pedestrian with Drive crossing distance and reduce turning vehicle speeds movable planters) Stripe high-visibility on 2nd St (N and S) legs Suitable for pedestrian activated beacon installation per XWalk+ and existing volume data; noted in the April 21, 2015 City Council Report, Item 13: Downtown Pedestrian Safety Add decorative, pedestrian-scale lighting at new curb extensions 3 N/A N. 1st St / Reconstruct NE, NW, and SE corners with ADA-compliant curb ramps $300,000 Striping, painted curb Civic (directional ramps with detectable warning strips) extensions Center Consider curb extensions, pending investigation of street grades and (potentially with Drive drainage, at NE, NW, and SE corners to shorten pedestrian crossing distance, movable planters) reduce turning vehicle speeds, and eliminate right turns on red by drivers. This would increase delay for drivers but remove a source of auto and pedestrian conflicts. Stripe high-visibility crosswalks on all legs to enhance pedestrian visibility and create continuous treatment along corridor Add decorative, pedestrian-scale lighting at new curb extensions
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TABLE 2: CAMPBELL TRANSPORTATION IMPROVEMENT PLAN - RECOMMENDED IMPROVEMENTS Estimated Cost Potential Short-term # Figure Location Recommended Improvements (full build) Improvement 4 N/A Central Stripe high-visibility crosswalks on all legs to enhance pedestrian visibility and $7,000* Striping, painted curb Ave/ Civic create consistent treatment along corridor extensions Center Consider including decorative paving treatments in sidewalk on Civic Center (potentially with Drive side where crosswalks meet the sidewalk in order to highlight the northern movable planters) terminus of the important pedestrian link along Central Avenue between Civic Center and rail stop Consider future long-term project along North Central Avenue *NOT INCLUDED IN ESTIMATED COST: reconstruct driveways to reduce driveway ramp angles and increase pedestrian and handicapped access; re- grade portions of roadway to conform to reconstructed driveways 5 8 Harrison Eliminate unsignalized leg of the pedestrian crossing across westbound $1,349,000 N/A Ave/ Civic Harrison to slow turning vehicle speeds, shorten pedestrian crossing distance, Center and improve pedestrian safety by reducing exposure to vehicles Drive Replace existing two-stage crossing with consolidated crossing across Harrison and Civic Center Drive Provide expanded landscaping adjacent to housing and create mini-park or green infrastructure along parking lot frontage (cost estimate reflects use of both green infrastructure and general landscaping in this area)
6 9a S. 3rd Add curb extension and incorporate mini-park or green infrastructure (cost $989,000 (for N/A 9b Street / estimate reflects use of green infrastructure) on existing southbound lane; both projects Orchard maintain in/out access for existing business across raised driveway. 6 and 7) City Drive Expand use of pedestrian-scale, decorative light fixtures (City standard) to new sidewalk along mini-park or green infrastructure Add high-visibility crossing with signage on south leg Reconstruct southbound lane in space currently occupied by pedestrian refuge
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TABLE 2: CAMPBELL TRANSPORTATION IMPROVEMENT PLAN - RECOMMENDED IMPROVEMENTS Estimated Cost Potential Short-term # Figure Location Recommended Improvements (full build) Improvement 7 9a Orchard Traffic calming: curb extensions at 3rd Street to reduce turning vehicle $989,000 (for Painted curb 9b City Drive speeds, narrow lanes both projects extensions with between Add sidewalk on north side of street using existing ROW and add street trees 6 and 7) movable planters and 3rd Street where not in spatial conflict with large trees on private property trees and 2nd Extend line of pedestrian-scale, decorative light fixtures (City standard) along Street new sidewalk Where sidewalk exists at NW corner of S. 2nd and Orchard City Drive, option to add planter strip, seating area, or parklet in unused ROW 8 N/A S. 2nd Reconstruct curbs with ADA-compliant curb ramps (directional ramps with $351,000 Painted curb Street / detectable warning strips) extensions Orchard Add curb extensions on all corners to reduce pedestrian crossing distance (potentially with City Drive and turning vehicle speeds movable planters) Add pedestrian-scale, decorative light fixtures (City standard) to illuminate crossing (see: http://www.pedbikeinfo.org/planning/facilities_streetscape_lighting.cfm) Suitable for pedestrian activated beacon per XWalk+ and existing volume data; noted in the April 21, 2015 City Council Report, Item 13: Downtown Pedestrian Safety 9 N/A S. 1st Reconstruct corners with ADA-compliant curb ramps (directional ramps with $464,000 Striping, painted curb Street / detectable warning strips) extensions Orchard Consider curb extensions at all corners to shorten pedestrian crossing (potentially with City Drive distance and reduce turning vehicle speeds movable planters) Stripe high-visibility crosswalks on all legs to enhance pedestrian visibility and create continuous treatment along corridor Add supplemental street trees and pedestrian-scale, decorative light fixtures (City standard) along 1st Street between Orchard City Drive and parking garage Place new signage in strategic locations, such as on Campbell Avenue east and west of the Civic Center Drive/Orchard City Drive intersections, to guide drivers looking for parking to the 1st Street parking garage
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TABLE 2: CAMPBELL TRANSPORTATION IMPROVEMENT PLAN - RECOMMENDED IMPROVEMENTS Estimated Cost Potential Short-term # Figure Location Recommended Improvements (full build) Improvement 10 10 S. Central Reconstruct curbs with ADA-compliant curb ramps (directional ramps with $739,000 N/A Avenue / detectable warning strips) Orchard Align curb ramps to crosswalk City Drive Consider widening sidewalk, reconstructing bus duck-out and Water Tower Plaza driveway on south side of street between S. Central Ave and rail tracks. Coordinate with VTA to determine feasibility. Consider adding curb extension, landscaping to south side of street between Water Tower Plaza driveway and rail tracks. Add curb extension, landscaping (e.g. street trees), potentially seating to SW corner to shorten crossing distance and expand pedestrian waiting area. Extension would replace existing hatched areas on pavement. Add signalized crosswalk west of railway tracks across Orchard City Drive Stripe high-visibility crosswalk across driveway from EB Orchard City Drive; add “yield to pedestrians” sign. Consider extending the new curb line and widened sidewalk on the south- side of Orchard City Drive to the corner of S.1st Street and eliminating the driveway and right turn lane from EB Orchard City Drive (not included in cost estimate). Consider crosswalk improvements across rail tracks using colored pavement and/or striping, as well as pedestrian gates (pedestrian gates planned by VTA) Stripe high-visibility crosswalks across Orchard City Drive and Railway Ave east of the rail tracks for consistency of all crosswalk striping in the area. Add double-headed, decorative light fixtures near rail tracks (City standard) to highlight entry into historic Downtown Extend use of pedestrian-scale, decorative light fixtures (City standard) into the area
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TABLE 2: CAMPBELL TRANSPORTATION IMPROVEMENT PLAN - RECOMMENDED IMPROVEMENTS Estimated Cost Potential Short-term # Figure Location Recommended Improvements (full build) Improvement 11 11a Railway Stripe high-visibility crosswalks on N and W legs of intersection south and $548,000 N/A 11b Avenue/ east of rail tracks (per East Campbell Avenue Master Plan) (does not E. Modify signal timing to provide pedestrian crossing on N and W legs of include bike Campbell intersection (Civic Center Drive and E. Campbell Ave) lanes east of Avenue/ Add sidewalks (consistent with E. Campbell paving scheme) on NW corner Foote) Civic between Civic Center Drive and E. Campbell Ave Center Create pedestrian area on NW corner; relocate Downtown gateway sign Drive (elevate/move back) and redesign decorative landscaping to be located behind and not in front of the gateway sign Add pedestrian gates at new sidewalk crossings of rail tracks on north side of E. Campbell Ave Add double-headed, decorative light fixtures (City standard) to highlight entry into historic Downtown Continue E. Campbell bike facility as lanes or sharrows. Bike facility design must accommodate turning radius of VTA buses. o Completing bicycle lanes to Los Gatos Creek Trail would require removal of 8 on-street parking and bulb-outs east of Foote on the north side of E. Campbell Avenue. East of Dillon Avenue, completing bicycle lanes would require the removal of center left turn lanes, ROW taking on the south side of E. Campbell Avenue, or the removal of a through lane of vehicle traffic. o In the near term, consider adding bike lane and green bike box on westbound approach to signal (across both lanes). (This treatment requires formal experimentation process.) o In the near term, consider adding green-backed sharrows in east and westbound directions to establish a connection between Los Gatos Creek Trail, through Campbell/Railway intersection, and on Campbell Avenue west of intersection. (This treatment requires formal experimentation process.) o Consider the possible relocation of bus stops just east of the PDA in conjunction with future development.
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TABLE 2: CAMPBELL TRANSPORTATION IMPROVEMENT PLAN - RECOMMENDED IMPROVEMENTS Estimated Cost Potential Short-term # Figure Location Recommended Improvements (full build) Improvement 12 N/A Harrison Add marked crossing at Harrison/Salmar – use crossing at Harrison/Civic $71,000 Striping Avenue / Center for reference Salmar Add curb ramp to the southeast corner Avenue Explore feasibility (relative to truck turning movements) of modest expansion of raised island and incorporation of a “civic marker” that signals entry into Downtown area 13 N/A Salmar Narrow travel lanes south of Home Depot/Fry’s entrances $2,569,000 N/A Avenue Widen striped center median between Add sidewalks along the northwest side of street as properties redevelop – Harrison use sidewalks and landscaping at 485 Salmar for reference and Hamilton 14 N/A (E. Rincon Bicycle Boulevard striping and signage (including sharrows, bicycle boulevard No cost was developed for this project Ave.)/S. 1st route signage – signage could be “branded” by giving the bicycle boulevard a because a bicycle boulevard through the Street/N. name and including an icon) downtown would necessarily include 1st Crossing improvements: see Projects 3 and 9 (additional crossing improvements outside of the PDA. The Street/(Gr improvements may be needed at the 1st Street and Campbell Avenue implementation of this or other bicycle ant intersection and at intersections along the final bicycle boulevard route boulevards in Campbell therefore requires Street/N. beyond the PDA boundaries) further study of desired alignments and Central details related to signage, striping, and Ave.) crossing improvements.
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Figure 8 Harrison Avenue/Civic Center Drive Recommended Improvements Figure 9a Orchard City Drive and South 3rd Street Recommended Improvements Figure 9b - Cross-Section Orchard City Drive and 3rd Street Recommended Improvements, Facing West Figure 10 Orchard City Drive/South Central Avenue Recommended Improvements Figure 11a Campbell Avenue/Railway Avenue/Civic Center Drive Recommended Improvements Figure 11b - Cross-Section Campbell Avenue/Railway Avenue/Civic Center Drive Recommended Improvements, Facing West Campbell Transportation Improvement Plan February 2018
PROJECT EVALUATIONS
This section presents a qualitative evaluation of all fourteen projects described in Section 5 (Table 3). Six of these projects were identified as presenting substantial design challenges and have been evaluated in greater detail to compare their benefits and potential tradeoffs. Project-level summaries for five of these projects are provided in Appendix D. After initial further consideration, Project 4 was dropped from the list of projects for which conceptual site plans were prepared.
Evaluation Criteria
Based on input from stakeholders and the City Council, two main criteria were used to evaluate the benefits and feasibility of each project: Multimodal Safety and Feasibility. Both criteria were applied to each project using a qualitative scale of 1 to 3 marks, as follows:
Multimodal Safety: Projects that address specific issues noted by stakeholders or during field observations were marked higher than those that address safety generally. Projects that improve multiple travel modes were marked higher than projects that improve a single travel mode. Feasibility: Projects that would require coordination with private landowners or other public agencies were marked lower (less feasible) than projects that could be completed by the City of Campbell acting solely within its own right of way.
A third criterion reflected in Table 3 is the concept level cost of each project. By clustering the projects into three cost categories, Table 3 provides a sense of how projects might be funded. The cost thresholds used to categorize the projects is are based on the City’s past experience in funding or obtaining funding for transportation and streetscape improvement projects.
Cost: Based on the estimated cost of the full buildout of the projects (see Table 2 and Appendix C), Table 3 projects are sorted into the following three cost categories: $ for projects costing under $100,000, $$ for projects costing between $100,000 and $300,000, and $$$ for projects costing more than $300,000. Projects in the lowest cost category are considered to have the potential to be funded through the City’s CIP program or other City-controlled funding sources. Projects in the $100,000-$300,000 category are deemed to require a combination of City funds and funds from one or several potential grant funding sources. Projects in the highest cost category are considered as having to be funded primarily through outside funding sources, such as the MTC’s One Bay Area grant program.
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Campbell Transportation Improvement Plan February 2018
Table 3 presents the qualitative evaluation of all fourteen projects described in Section 5. The three criteria outlined above (multimodal safety, feasibility, and cost) are indicated by + signs and $ symbols. The table does not establish a ranking of the projects but rather is intended to assist City staff and stakeholders in understanding the comparative benefits and implementation-related feasibility and funding-related aspects of the projects.
TABLE 3: PROJECT EVALUATION MATRIX Location Project Description Transportation Urban Design Other Factors/ Qualitative Assessment Benefits Features Tradeoffs Safety Feasibility Cost 1 N. 3rd Street/ Crossing improvements Improved visibility, Pedestrian- Civic Center and curb extensions, access, and shorter scale lighting ++ +++ $ Drive lighting enhancements crossings for pedestrians 2 N. 2nd Street / Crossing improvements Improved visibility, Pedestrian- Civic Center and curb extensions, access, and shorter scale lighting ++ +++ $ Drive lighting enhancements crossings for pedestrians 3 N. 1st Street / Crossing improvements Improved visibility, Pedestrian- Civic Center and curb extensions, access, and shorter scale lighting ++ +++ $ Drive lighting enhancements crossings for pedestrians 4 Central Avenue Crossing improvements Crosswalk striping Future visual /Civic Center and curb extensions, enhancements at enhancement Drive streetscape and lighting signalized intersection of entry point + +++ $$ enhancements into Civic Center
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Campbell Transportation Improvement Plan February 2018
TABLE 3: PROJECT EVALUATION MATRIX Location Project Description Transportation Urban Design Other Factors/ Qualitative Assessment Benefits Features Tradeoffs Safety Feasibility Cost 5 Harrison Consolidated pedestrian Improved safety and Mini Avenue/ Civic crossing, new mini-park / shorter crossings for park/green Center Drive green infrastructure, pedestrians infrastructure, streetscape and lighting enhanced ++ ++ $$$ enhancements aesthetic of entry point to Downtown area 6 S. 3rd Street / Curb extension, new mini- Improved visibility for Mini Altered access to Orchard City park/green infrastructure, pedestrians park/green adjacent Drive crossing improvements infrastructure property + + $$ presents challenges 7 Orchard City Traffic calming, curb Complete pedestrian Enhanced Drive between extensions, closed network, slow vehicle streetscape 3rd Street and sidewalk gap, streetscape speeds and lighting ++ +++ $$ 2nd Street and lighting enhancements 8 S. 2nd Street/ Crossing improvements Improved visibility, Pedestrian- Orchard City and curb extensions, access, and shorter scale lighting Drive ++ +++ $ streetscape and lighting crossings for enhancements pedestrians 9 S. 1st Street/ Crossing improvements Improved visibility, Pedestrian- Orchard City and curb extensions, access, and shorter scale lighting Drive ++ +++ $$ lighting enhancements crossings for pedestrians
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Campbell Transportation Improvement Plan February 2018
TABLE 3: PROJECT EVALUATION MATRIX Location Project Description Transportation Urban Design Other Factors/ Qualitative Assessment Benefits Features Tradeoffs Safety Feasibility Cost 10 S. Central Curb extensions, realigned Improved crosswalk Enhanced Requires Avenue/ pedestrian path across and enhanced streetscape coordination with Orchard City driveway, widened pedestrian visibility, and lighting VTA Drive sidewalks and bus stop improved transit area, added signalized passenger ++ + $$ crosswalk, streetscape and environment, lighting enhancements enhanced pedestrian Consider elimination of comfort (wider high-speed parking lot sidewalk and entry buffering) 11 Railway New signalized crosswalks, Add signalized Enhanced Requires Avenue/ new bicycle facilities, crosswalks, close gap aesthetic of coordination with E. Campbell pedestrian gates at rail in bicycle facilities entry point to VTA +++ + $$ Avenue/ tracks, streetscape and Downtown Civic Center Drive lighting enhancements 12 Harrison Crossing improvements, Improved crosswalk Potential Avenue/ potential civic marker to enhanced Salmar Avenue ++ +++ $ signal entry into entry point Downtown 13 Salmar Avenue Traffic calming, closed Complete pedestrian between sidewalk gap network, slow vehicle ++ +++ $$$ Harrison and speeds Hamilton
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Campbell Transportation Improvement Plan February 2018
TABLE 3: PROJECT EVALUATION MATRIX Location Project Description Transportation Urban Design Other Factors/ Qualitative Assessment Benefits Features Tradeoffs Safety Feasibility Cost 14 (E. Rincon Bicycle Boulevard Signage Improved bicycle If “branded” The project was not evaluated at this st Ave.)/S. 1 and Striping on n. and S. safety and access signage is time as it requires further definition and Street/N. 1st 1st Street (for crossing used: includes improvements outside of the Street/(Grant improvements see enhancement PDA. Street/N. Central Ave.) Projects 3 and 9) of Downtown’s identity
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Campbell Transportation Improvement Plan February 2018
6. POTENTIAL FUTURE IMPROVEMENTS AND POLICIES
This chapter presents several general recommendations for improvements to sidewalks, bicycle facilities, parking, and roadways within the study area. Potential policies and programs for future consideration are described as well. These recommendations are provided for additional consideration by City of Campbell staff, advisory committees, and City Council, and have not been evaluated in detail.
INFRASTRUCTURE RECOMMENDATIONS
Pedestrian Improvements
Look for opportunities to widen sidewalks throughout the study area. Wider sidewalks have the potential to support increased pedestrian volumes and make walking a more prominent mode throughout downtown. Explore feasibility of reconstructing driveways along the west sidewalk on North Central Avenue to increase access and comfort for pedestrians and persons with disabilities.
Bicycle Improvements
Add bicycle racks throughout downtown, in locations such as: o New bike racks on the lawn area of Ainsley Park; o Bike corrals in on-street parking spaces, if there is support from adjacent businesses; o New bicycle racks on existing curb bulbs along Campbell Avenue, Orchard City Drive, and Civic Center Drive. Consider relocating some existing benches to adjacent furniture zones to accommodate new bicycle racks. Further study and finalize the alignment of Project 14 (Bicycle Boulevard) in the context of potential additional bicycle boulevards in Campbell. Define, conceptualize, and cost traffic calming and crossing improvements as well other bicycle boulevard elements, such as (“branded”) signage, for the route of Project 14 in- and outside of the PDA (including 1st Street, East Rincon Avenue, Grant Street, North Central Avenue). Improve existing north/south bicycle routes on Central Avenue and 1st Street with green-backed sharrows and more visible “Bicycle Route” signs.
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Campbell Transportation Improvement Plan February 2018
Consider continuing the bicycle lanes on East Campbell Avenue as green-backed sharrows through the downtown area.
Parking Access Improvements
Improve the wayfinding system to the South 1st Street parking garage through signage and other urban design features. Introduce time limits (2-3 hours) on lower levels of the garage located near 2nd Street/Civic Center Drive. Investigate adding electronic signage with real-time parking occupancy data at entrances to the downtown area.
POLICY AND PROGRAM RECOMMENDATIONS
Consider increased weekend closures for East Campbell Avenue, allowing pedestrian, bicycle, and emergency vehicle traffic only within limited hours. Create a pilot parklet program that would include the following elements: o Sponsor PARKing days when local businesses and residents can sponsor conversion of on-street parking spaces on a temporary basis into public parklets, bicycle corrals, outdoor seating, etc. to explore options for these community resources; o If temporary conversions are successful, create a program for permanent conversions similar to San Jose and San Francisco’s existing parklet programs; o Develop maintenance agreements for parking spaces converted to private use. Consider creating a pilot local bicycle sharing program for the greater downtown area, drawing on the recent experiences of nearby cities including Palo Alto, San Mateo, and San Jose.
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Campbell Transportation Improvement Plan February 2018
APPENDIX A: STAKEHOLDER AND COMMUNITY ENGAGEMENT SUMMARIES
Campbell Transportation Improvement Plan Appendix A: Stakeholder and Community Engagement Summaries
CAMPBELL TRANSPORTATION IMPROVEMENT PLAN – APRIL 2016 STAKEHOLDER INPUT SUMMARY
Stakeholder Kickoff Meetings April 20, 2016, Campbell City Hall Attended by representatives and members of: • City of Campbell Public Library • Downtown Campbell Business Association • Campbell Chamber of Commerce Meeting • Downtown Campbell Neighborhood Association • Campbell Bicycle and Pedestrian Advisory Committee (BPAC) • City of Campbell Staff • Consultant team (Community Design + Architecture, Fehr & Peers)
Category Issues • In general, unsignalized pedestrian crossings along Civic Center Drive and Orchard City Drive are dangerous/difficult/awkward for pedestrians. • The unsignalized crossing at South 2nd Street/Orchard City Drive is particularly dangerous for pedestrians (especially around sunset) due to poor visibility and high vehicle speeds. • The Civic Center Drive/Harrison Avenue pedestrian crossing is awkward for pedestrians. • Jaywalking across Orchard City Drive between South Central Avenue and Railway Avenue is a safety concern. • The East Campbell Avenue/Railway Avenue is another intersection of concern: o Motorists are impatient with pedestrians. Pedestrian Crossings and o The walking/biking route is unclear for westbound pedestrians and bicyclists on the north side of the street. Safety o The pedestrian crossing demand is high on the west leg of this intersection east of the tracks, where no crosswalk is currently
provided. No crosswalk is provided on Civic Center Drive. o Striping and pavement legends are also confusing to drivers. • The business at Orchard City Drive/South 3rd Street has a driveway exiting onto the crosswalk.
Campbell Transportation Improvement Plan Appendix A: Stakeholder and Community Engagement Summaries
CAMPBELL TRANSPORTATION IMPROVEMENT PLAN – APRIL 2016 STAKEHOLDER INPUT SUMMARY
Category Issues
• Walking routes to be studied include: 1) LRT to Library, 2) LRT to Pruneyard, 3) LRT to Downtown via Railway Avenue. • Sidewalks within the downtown area need to be continuous; the sidewalk gap along Salmar Avenue needs to be eliminated. • There is increasing foot and bicycle travel between the downtown and Pruneyard Shopping Center and multi-family housing located along East Campbell Avenue east of the tracks. • Some stakeholders expressed interest in building “Bicycle Boulevard” in the downtown area to provide direct access and low stress Pedestrian and Bicycle facility for commuter bicyclists, families, and children. Sharrows and other more visible signs could also be added to the “Bicycle Connections Boulevard”. • The parking garage on South 1st Street needs to be better connected to the downtown; many people do not realize that parking is available when the garage on Civic Center Drive is full.
• There is not enough bicycle parking, which is evidenced by bikes locked in odd places. • Bike racks need to be located at places where bicycles can be “kept an eye on” from adjacent businesses and restaurants. • Bicycle parking spaces should be dispersed throughout the downtown area. • More bicycle parking is needed for large events. Bicycle Parking • East Campbell Avenue should be considered to add bike rental facilities, bike station, and more bike parking. • Additional bicycle parking spaces could be located at Ainsley Park and in the alley behind Blue Line Pizza during business hours. • Additional bicycle parking spaces could also be located in parking lanes in the form of bike corrals.
• The signage directing drivers to available parking needs to be enhanced to minimize circulation for parking. • The scarcity of parking is impediment for people who want to drive to the downtown and then walk. • East Campbell Avenue turns into a parking lot after 4 PM when many people try to access parking, shops, services, and restaurants. • Some stakeholders expressed interest in closing East Campbell Avenue to traffic on weekends (expect for emergency services and Vehicle Traffic and Parking loading activities) to alleviate the congestion on weekends. The street closure strategy has been successful in the past, but local businesses may oppose.
Campbell Transportation Improvement Plan Appendix A: Stakeholder and Community Engagement Summaries
CAMPBELL TRANSPORTATION IMPROVEMENT PLAN – SEPTEMBER 2016 CITY COUNCIL STUDY SESSION FEEDBACK SUMMARY
City Council Study Session Meeting September 6, 2016, Campbell City Hall Location Comment Harrison/Civic Center: entrance into Downtown from freeway; losing the southbound right-turn sweeping on-ramp approach Civic Center/Harrison could back up traffic on Harrison Orchard City/Central Proposed crosswalk to intercept LRT jaywalkers could help
Orchard City east of Central Bus duck-out length needs to accommodate articulated buses (any VTA bus)
Orchard City/Third EB RT at Second Street increases speeds
Civic Center/Central WB LTs illegal on red; cutting corner (relates to possible relocation of on-street parking on Civic Center east of Central Campbell Avenue east of Providing bike lanes to Los Gatos Creek Trail is important, a tradeoff to on-street parking or are there other options? Railway Civic Center/2nd and Civic Support for yield lines and signs Center/3rd Orchard City east of Central Support for proposed signalized crosswalk Campbell/Railway Support for proposed crosswalks on north and west legs
Civic Center/Harrison Support for parklet and slowing down WB RTs
Civic Center Speed on street needs to be controlled
Civic Center/Harrison WB RT needs to be slowed down, but corner turn may be too sharp Orchard City/Third EB RT corner turn may be too sharp Monument sign area is a "no man's land" for pedestrians; need to work around railroad gates; relocate crosswalk to west of Campbell/Railway tracks and create entrance to Ainsley Park; not a fan of pedestrian gates, "gizmos"
Orchard City/Third EB RT tight corner may lead to rear-end crashes
Orchard City east of 3rd Support for proposed sidewalk on north side, but City may not own land at Orchard/Campbell/Third
Orchard City/Second Not in favor of RRFBs Campbell Transportation Improvement Plan Appendix A: Stakeholder and Community Engagement Summaries
Location Comment Orchard City east of 3rd Relocate on-street parking from south side to north side General Document why stop signs are not recommended (shows that City at least considered stop signs) Orchard City east of Central Duckout to Water Tower driveway creates a high-speed entrance; add parklet east of driveway near tracks Curb and gutter compliance with ADA depends on whether they were built prior to ADA enactment; concerned that ADA General retrofits are expenses and have drainage implications Campbell Avenue east of Bike lanes to Los Gatos Creek Trail are needed Railway Campbell/Railway Support for crosswalks on north and west legs; west of tracks okay, interested in connecting to Ainsley Park Ainsley Park Support for bike racks in park Campbell Avenue Try bike parking in parking lanes on Campbell Avenue ion experimental/pilot basis; Sanchez lot could be the trade-off Orchard City/Second Support for RRFBs, keeping both crosswalks crossing Orchard City Orchard City east of Central VTA bus lines may be reduced; if yes, have VTA redo bus stop on Orchard City Drive General Not a supporter of parklets; Mountain View and San Jose parklets not well-maintained in long-term, drainage issues
Campbell Transportation Improvement Plan Appendix A: Stakeholder and Community Engagement Summaries
CAMPBELL TRANSPORTATION IMPROVEMENT PLAN – OCTOBER 2016 SPECIAL BPAC MEETING FEEDBACK SUMMARY Special BPAC Meeting – Review of Initial Concepts and Evaluation Criteria Meeting October 26, 2016 Campbell City Hall
Location/Topic Comment
Criteria Safety should be a high priority criterion
Campbell/Railway Crosswalks and bike box
Criteria Prioritize by collisions
Orchard City Drive Bad from Third to Railway
Campbell Avenue Crosswalks
Central south of Civic Make Central one-way? Center Criteria Traffic volumes (weekends especially) Criteria Low-hanging fruit (low-cost) but also phased improvements and costing (e.g., Civic Center/Harrison first, then Civic Center/Central) Keep the door open for bike lanes (e.g., cross-section for Orchard City Drive; bike lanes as an option for use of roadway space next to Loop streets sidewalk addition) Criteria Controlling traffic outweighs adding pedestrian walkway on north side of Orchard City Drive Provide bike racks closer to destinations (as opposed to remote location like Ainsley Park); replace on-street parking with bike corral General next to Orchard Valley Coffee
Campbell Transportation Improvement Plan February 2018
APPENDIX B: COLLISION DATA
Campbell PDA Vehicle Collisions, 2012-2015
OBJECTID PRIMARYRD SECONDRD CASEID POINT_X POINT_Y YEAR_ LOCATION DAYWEEK CRASHSEV VIOLCAT KILLED INJURED WEATHER1 MCCOL TRUCKCOL ETOH TIMECAT MONTH_ CRASHTYP INVOLVE PED 61 CIVIC CENTER DR CENTRAL AV 4612011 -121.9435930 37.287865 2010 4302 Friday 4 3 0 1 C 1800 1 Rear-End C A 289 SOUTH WINCHESTER BL E CAMPBELL AV 4777445 -121.9498640 37.287300 2010 4302 Monday 4 1 0 1 A Y 2100 5 Overturned J A 60 CIVIC CENTER DR CENTRAL AV 4821527 -121.9435930 37.287865 2010 4302 Thursday 4 8 0 2 A 1800 7 Head-On C A 334 WINCHESTER BL CAMPBELL AV 4870937 -121.9498630 37.287045 2010 4302 Friday 4 12 0 2 A 1200 7 Broadside C A 345 WINCHESTER BL CAMPBELL AV 5052809 -121.9498619 37.286949 2010 4302 Wednesday 4 3 0 1 C 1800 12 Rear-End C A 290 SOUTH WINCHESTER BL CAMPBELL AV 5122524 -121.9498500 37.287040 2011 4302 Saturday 4 12 0 3 A 2400 3 Broadside C A 79 E CAMPBELL AV DILLON AV 5148513 -121.9406900 37.287050 2011 4302 Tuesday 4 8 0 1 A 1800 4 Broadside C A 62 CIVIC CENTER DR 1ST ST 5256370 -121.9449996 37.287845 2011 4302 Tuesday 3 1 0 1 A Y 300 8 Hit Object I A 63 CIVIC CENTER DR 2ND ST 5507256 -121.9460630 37.287845 2012 4302 Friday 2 0 0 1 A 1500 1 Broadside C A 172 ORCHARD CITY DR 2ND ST 5683898 -121.9465818 37.286296 2012 4302 Monday 3 0 0 1 B 1800 6 Other E A 65 CIVIC CENTER DR 3RD ST 5690937 -121.9473031 37.287855 2012 4302 Wednesday 4 3 0 1 A 1500 6 Rear-End C A 64 CIVIC CENTER DR N 2ND ST 5838984 -121.9460630 37.287845 2012 4302 Friday 4 9 0 1 A 1800 9 Broadside C A 174 ORCHARD CITY DR 2ND ST 5900996 -121.9460631 37.286215 2012 4302 Wednesday 4 9 0 3 C 1500 12 Broadside C A 47 CAMPBELL AV WINCHESTER BL 5923545 -121.9487733 37.287030 2012 4302 Monday 3 0 0 1 C 900 12 Hit Object I A 66 CIVIC CENTER DR N 2ND ST 6042209 -121.9460630 37.287845 2013 4302 Monday 4 9 0 1 B 2100 4 Broadside C A 293 SOUTH WINCHESTER BL CAMPBELL AV 6081367 -121.9498634 37.287130 2013 4302 Friday 4 1 0 1 A Y 300 5 Hit Object I A 74 E CAMPBELL AV N 3RD ST 6202076 -121.9469249 37.287028 2013 4302 Friday 4 8 0 1 A Y Y 2100 8 Broadside C A 43 CAMPBELL AV SOUTH WINCHESTER BL 6288352 -121.9498630 37.287045 2013 4302 Thursday 3 9 0 3 A 1200 11 Broadside C A 337 WINCHESTER BL SANFORD AV 6317179 -121.9498530 37.286195 2013 4302 Friday 2 1 0 1 C Y 2400 12 Hit Object I A 185 SALMAR AV HARRISON AV 6509190 -121.9414416 37.290025 2014 4302 Thursday 3 3 0 2 A 2400 5 Hit Object E A 76 E CAMPBELL AV FOOTE AV 6527752 -121.9412029 37.287055 2014 4302 Monday 4 9 0 1 A 1800 4 Broadside C A 59 CIVIC CENTER DR N 2ND ST 7030836 -121.9460630 37.287845 2015 4302 Friday 4 9 0 1 A 1800 7 Broadside C A 55 CAMPBELL AV RAILWAY AV 7072524 -121.9416152 37.287055 2015 4302 Friday 4 1 0 1 A Y 2400 8 Rear-End E A 173 ORCHARD CITY DR 1ST ST 7089819 -121.9447221 37.286223 2015 4302 Thursday 4 3 0 1 A 2100 9 Rear-End C A 179 RAILWAY AV ORCHARD CITY DR 7136654 -121.9422958 37.286384 2015 4302 Thursday 2 1 0 1 A Y Y 1800 11 Overturned - A 78 E CAMPBELL AV RAILWAY AV 7142309 -121.9418731 37.287055 2015 4302 Wednesday 4 7 0 1 B 1200 12 Sideswipe C A Campbell PDA Pedestrian Collisions, 2012-2015
OBJECTID CASEID YEAR_ LOCATIOCHPTYPE DAYWEEK CRASHSEV VIOLCAT KILLED INJURED WEATHEPEDCOL BICCOL MCCOL TRUCKCOETOH TIMECAMONTH_CRASHTYP INVOLVE PED PRIMARYRSECONDRDDISTANCE DIRECT INTERSECTPROCDATE 6 4870666 2010 4302 0 Sunday 3 10 0 1 A Y 1200 8 Broadside B B CAMPBELL WINCHEST 0 Y 40770 7 5239077 2011 4302 0 Saturday 2 12 0 2 A Y Y 300 5 Vehicle/Pedestrian B B CAMPBELL 2ND ST 0 Y 41079 11 5479504 2012 4302 0 Wednesda 3 17 0 1 A Y 900 1 Vehicle/Pedestrian B B CAMPBELL WINCHEST 0 Y 41452 9 5751902 2012 4302 0 Saturday 3 10 0 1 A Y 1200 7 Vehicle/Pedestrian B B CAMPBELL CENTRAL A 0 Y 41573 15 6081375 2013 4302 0 Saturday 3 11 0 1 A Y Y 2400 5 Vehicle/Pedestrian B D CIVIC CENTHARRISON 0 Y 41692 30 6317127 2013 4302 0 Sunday 3 1 0 2 A Y Y 300 12 Vehicle/Pedestrian B F ORCHARD CCENTRAL A 6 W N 41792 12 6657630 2014 4302 0 Monday 3 10 0 1 A Y 1500 9 Vehicle/Pedestrian B B CAMPBELL CENTRAL A 0 Y 41955 280 6882639 2015 Wednesday 0 1 Ped R/W Violation AINSLEY PAHARRISON AVE 32 7115405 2015 4302 0 Thursday 3 0 0 2 A Y 1500 10 Vehicle/Pedestrian B B S 1ST ST ORCHARD 7 N N 42320 345 7188402 2016 Friday 0 1 Ped R/W Violation CAMPBELL CENTRAL AVE Campbell PDA Bicycle Collisions, 2012-2015
OBJECTID CASEID YEAR_ LOCATION CHPTYPE DAYWEEK CRASHSEV VIOLCAT KILLED INJURED WEATHER1PEDCOL BICCOL MCCOL TRUCKCOL ETOH TIMECAT MONTH_ CRASHTYP INVOLVE PED PRIMARYR SECONDRDDISTANCE DIRECT INTERSECT_PROCDATE 57 5139184 2011 4302 0 Wednesda 3 8 0 1 A Y 2100 4 Broadside G A RAILWAY AORCHARD C 197 N N 41050 66 5274823 2011 4302 4 Tuesday 2 8 0 1 A Y 900 7 OverturnedG A SAN TOMAHAMILTON 545 N N 41243 20 5923553 2012 4302 0 Friday 4 8 0 1 B Y 1500 12 Sideswipe G A CAMPBELL FOOTE AVE 144 W N 41650 59 6128489 2013 4302 0 Sunday 4 1 0 2 A Y 2100 5 Rear-End G A SALMAR AVHARRISON 100 E N 41702 22 6242017 2013 4302 0 Wednesda 4 0 0 1 A Y 900 9 Rear-End G A CAMPBELL WINCHEST 410 E N 41743 265 6756229 2014 Friday 0 1 Bicycle - No Pedestrian Involved WINCHESTECAMPBELL AVE 12 6789627 2014 4302 0 Sunday 4 3 0 1 A Y 1200 12 Vehicle/PedG A CAMPBELL GILMAN AV 0 Y 42044 Campbell Transportation Improvement Plan February 2018
APPENDIX C: COST ESTIMATES
Mark Thomas & Company / Community Design + Architecture / Fehr & Peers Project: Campbell PDA TIP - Planning Level Cost Estimate Location: Location #1 (N. 3rd Street and Civic Center Drive) Date: August 28, 2017
I.D ITEM Unit of Measure Unit Cost Quantity TOTAL ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS 1 Thermoplastic Striping (4"-8" Lane Line, Parking Stalls) LF$ 4.00 0$ - 2 Thermoplastic Striping (12" Limit Line, Crosswalks) LF$ 7.00 560$ 3,920 3 Thermoplastic Marking (Arrow Symbols and Words) SF $ 8.00 0$ - 4 Thermoplastic Marking (Bike Lane Symbol, Sharrows) EA$ 110.00 0$ - 5 Thermoplastic Marking (Green bike areas) SF $ 11.00 0$ - 6 Roadway Excavation CY$ 130.00 25$ 3,250 7 Remove Concrete (Sidewalk, Driveway, Curb & Gutter, Median) SF$ 10.00 1420$ 14,200 8 Remove Drainage Inlet & Grate EA$ 1,000.00 0$ - 8 Concrete (Curb) LF$ 40.00 0$ - 9 Concrete (Curb & Gutter) LF$ 55.00 172$ 9,460 10 Concrete (Sidewalk, Driveway) SF$ 10.00 1530$ 15,300 11Curb Ramp EA$ 7,500.00 5$ 37,500 12 Hot Mix Asphalt Ton$ 280.00 25$ 7,000 13 Drainage Inlet, Grate and Pipe EA$ 6,000.00 0$ - 14 Drainage Grate Only (Bicycle Safe) EA$ 1,200.00 0$ - 15 Adjust Utilities to Grade (Box, Cover, Manhole) EA$ 800.00 0$ - 16 Sign EA$ 600.00 0$ - 17 Rapid Flashing Beacon (RRFB) EA$ 10,500.00 2$ 21,000 18 Rail Road Pedestrian Crossing Gate EA$ 50,000.00 0$ - 19 Movable Planters (Short-Term Improvement) EA$ 300.00 5$ 1,500 20 Traffic Signal Modification LS$ - 0$ - 21 Lighting (Pedestrian Scale Every 50 feet or supplemental to existing) EA$ 8,000.00 2$ 16,000 ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS TOTAL $ 129,130
22 Landscaping (Green Infrastructure Vegetation and Soil Matrix) SF$ 35.00 0$ - 23 Overflow Curb Cuts every 50' (Green Infrastructure) EA$ 300.00 0$ - 24 Concrete (Deep Curb around Green Infrastructure Planters) LF$ 70.00 0$ - 25 Subdrain, Overflow Drains and Connection to Storm Drain System (Green Infrastructure) SF$ 9.00 0$ - 26 Roadway Excavation (Green Infrastructure) CY$ 130.00 0$ - 27 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 28 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - GREEN INFRASTRUCTURE TOTAL $ -
29 Landscaping (General Low Level Planting and Soil) SF$ 15.00 0$ - 30 New Tree EA$ 600.00 0$ - 31 Tree Grate EA$ 1,500.00 0$ - 32 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 33 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - 34 Furnishings (allowance for potential Bench, Bike Rack, Trash Receptacle) LS$ - 0$ - GENERAL LANDSCAPING TOTAL $ -
SUBTOTAL$ 129,130
Notes: 5% Water Pollution Control & Suppl $ 6,457
All thermoplastic costs include remove existing 10%Traffic Control $ 12,913 Movable planters assumed every 10' 10%Mobilization $ 12,913 TOTAL$ 161,413 25%Contingency $ 32,283 TOTAL CONSTRUCTION$ 194,000
3% Scoping $ 5,820 5% Environmental (CEQA) $ 9,700 15% Design $ 29,100 15% Construction Eng/Admin $ 29,100 TOTAL COST ESTIMATE$ 268,000
3% Maintenance $ 5,820 Mark Thomas & Company / Community Design + Architecture / Fehr & Peers Project: Campbell PDA TIP - Planning Level Cost Estimate Location: Location #2 (North 2nd Street/Civic Center Drive) Date: August 28, 2017
I.D ITEM Unit of Measure Unit Cost Quantity TOTAL ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS 1 Thermoplastic Striping (4"-8" Lane Line, Parking Stalls) LF$ 4.00 0$ - 2 Thermoplastic Striping (12" Limit Line, Crosswalks) LF$ 7.00 546$ 3,822 3 Thermoplastic Marking (Arrow Symbols and Words) SF $ 8.00 0$ - 4 Thermoplastic Marking (Bike Lane Symbol, Sharrows) EA$ 110.00 0$ - 5 Thermoplastic Marking (Green bike areas) SF $ 11.00 0$ - 6 Roadway Excavation CY$ 130.00 34$ 4,420 7 Remove Concrete (Sidewalk, Driveway, Curb & Gutter, Median) SF$ 10.00 780$ 7,800 8 Remove Drainage Inlet & Grate EA$ 1,000.00 1$ 1,000 8 Concrete (Curb) LF$ 40.00 0$ - 9 Concrete (Curb & Gutter) LF$ 55.00 100$ 5,500 10 Concrete (Sidewalk, Driveway) SF$ 10.00 1000$ 10,000 11Curb Ramp EA$ 7,500.00 4$ 30,000 12 Hot Mix Asphalt Ton$ 280.00 15$ 4,060 13 Drainage Inlet, Grate and Pipe EA$ 6,000.00 1$ 6,000 14 Drainage Grate Only (Bicycle Safe) EA$ 1,200.00 0$ - 15 Adjust Utilities to Grade (Box, Cover, Manhole) EA$ 800.00 3$ 2,400 16 Sign EA$ 600.00 0$ - 17 Rapid Flashing Beacon (RRFB) EA$ 10,500.00 2$ 21,000 18 Rail Road Pedestrian Crossing Gate EA$ 50,000.00 0$ - 19 Movable Planters (Short-Term Improvement) EA$ 300.00 10$ 3,000 20 Traffic Signal Modification LS$ - 0$ - 21 Lighting (Pedestrian Scale Every 50 feet or supplemental to existing) EA$ 8,000.00 2$ 16,000 ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS TOTAL $ 115,002
22 Landscaping (Green Infrastructure Vegetation and Soil Matrix) SF$ 35.00 0$ - 23 Overflow Curb Cuts every 50' (Green Infrastructure) EA$ 300.00 0$ - 24 Concrete (Deep Curb around Green Infrastructure Planters) LF$ 70.00 0$ - 25 Subdrain, Overflow Drains and Connection to Storm Drain System (Green Infrastructure) SF$ 9.00 0$ - 26 Roadway Excavation (Green Infrastructure) CY$ 130.00 0$ - 27 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 28 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - GREEN INFRASTRUCTURE TOTAL $ -
29 Landscaping (General Low Level Planting and Soil) SF$ 15.00 0$ - 30 New Tree EA$ 600.00 0$ - 31 Tree Grate EA$ 1,500.00 0$ - 32 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 33 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - 34 Furnishings (allowance for potential Bench, Bike Rack, Trash Receptacle) LS$ - 0$ - GENERAL LANDSCAPING TOTAL $ -
SUBTOTAL$ 115,002
Notes: 5% Water Pollution Control & Suppl $ 5,750
All thermoplastic costs include remove existing 10%Traffic Control $ 11,500 Movable planters assumed every 10' 10%Mobilization $ 11,500 TOTAL$ 143,752 25%Contingency $ 28,751 TOTAL CONSTRUCTION$ 173,000
3% Scoping $ 5,190 5% Environmental (CEQA) $ 8,650 15% Design $ 25,950 15% Construction Eng/Admin $ 25,950 TOTAL COST ESTIMATE$ 239,000
3% Maintenance $ 5,190 Mark Thomas & Company / Community Design + Architecture / Fehr & Peers Project: Campbell PDA TIP - Planning Level Cost Estimate Location: Location #3 (North 1st Street/Civic Center Drive) Date: August 28, 2017
I.D ITEM Unit of Measure Unit Cost Quantity TOTAL ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS 1 Thermoplastic Striping (4"-8" Lane Line, Parking Stalls) LF$ 4.00 0$ - 2 Thermoplastic Striping (12" Limit Line, Crosswalks) LF$ 7.00 1100$ 7,700 3 Thermoplastic Marking (Arrow Symbols and Words) SF $ 8.00 0$ - 4 Thermoplastic Marking (Bike Lane Symbol, Sharrows) EA$ 110.00 0$ - 5 Thermoplastic Marking (Green bike areas) SF $ 11.00 0$ - 6 Roadway Excavation CY$ 130.00 51$ 6,630 7 Remove Concrete (Sidewalk, Driveway, Curb & Gutter, Median) SF$ 10.00 1170$ 11,700 8 Remove Drainage Inlet & Grate EA$ 1,000.00 1$ 1,000 8 Concrete (Curb) LF$ 40.00 0$ - 9 Concrete (Curb & Gutter) LF$ 55.00 150$ 8,250 10 Concrete (Sidewalk, Driveway) SF$ 10.00 1500$ 15,000 11Curb Ramp EA$ 7,500.00 6$ 45,000 12 Hot Mix Asphalt Ton$ 280.00 17.4$ 4,872 13 Drainage Inlet, Grate and Pipe EA$ 6,000.00 1$ 6,000 14 Drainage Grate Only (Bicycle Safe) EA$ 1,200.00 1$ 1,200 15 Adjust Utilities to Grade (Box, Cover, Manhole) EA$ 800.00 1$ 800 16 Sign EA$ 600.00 0$ - 17 Rapid Flashing Beacon (RRFB) EA$ 10,500.00 0$ - 18 Rail Road Pedestrian Crossing Gate EA$ 50,000.00 0$ - 19 Movable Planters (Short-Term Improvement) EA$ 300.00 15$ 4,500 20 Traffic Signal Modification LS$ 8,000.00 1$ 8,000 21 Lighting (Pedestrian Scale Every 50 feet or supplemental to existing) EA$ 8,000.00 3$ 24,000 ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS TOTAL $ 144,652
22 Landscaping (Green Infrastructure Vegetation and Soil Matrix) SF$ 35.00 0$ - 23 Overflow Curb Cuts every 50' (Green Infrastructure) EA$ 300.00 0$ - 24 Concrete (Deep Curb around Green Infrastructure Planters) LF$ 70.00 0$ - 25 Subdrain, Overflow Drains and Connection to Storm Drain System (Green Infrastructure) SF$ 9.00 0$ - 26 Roadway Excavation (Green Infrastructure) CY$ 130.00 0$ - 27 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 28 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - GREEN INFRASTRUCTURE TOTAL $ -
29 Landscaping (General Low Level Planting and Soil) SF$ 15.00 0$ - 30 New Tree EA$ 600.00 0$ - 31 Tree Grate EA$ 1,500.00 0$ - 32 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 33 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - 34 Furnishings (allowance for potential Bench, Bike Rack, Trash Receptacle) LS$ - 0$ - GENERAL LANDSCAPING TOTAL $ -
SUBTOTAL$ 144,652
Notes: 5% Water Pollution Control & Suppl $ 7,233
All thermoplastic costs include remove existing 10%Traffic Control $ 14,465 Movable planters assumed every 10' 10%Mobilization $ 14,465 TOTAL$ 180,815 25%Contingency $ 36,163 TOTAL CONSTRUCTION$ 217,000
3% Scoping $ 6,510 5% Environmental (CEQA) $ 10,850 15% Design $ 32,550 15% Construction Eng/Admin $ 32,550 TOTAL COST ESTIMATE$ 300,000
3% Maintenance $ 6,510 Mark Thomas & Company / Community Design + Architecture / Fehr & Peers Project: Campbell PDA TIP - Planning Level Cost Estimate Location: Location #4 (Central Ave/Civic Center Drive, Fig 10) Date: March 28, 2017
I.D ITEM Unit of Measure Unit Cost Quantity TOTAL ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS 1 Thermoplastic Striping (4"-8" Lane Line, Parking Stalls) LF$ 4.00 0$ - 2 Thermoplastic Striping (12" Limit Line, Crosswalks) LF$ 7.00 439$ 3,074 3 Thermoplastic Marking (Arrow Symbols and Words) SF $ 8.00 0$ - 4 Thermoplastic Marking (Bike Lane Symbol, Sharrows) EA$ 110.00 0$ - 5 Thermoplastic Marking (Green bike areas) SF $ 11.00 0$ - 6 Roadway Excavation CY$ 130.00 0$ - 7 Remove Concrete (Sidewalk, Driveway, Curb & Gutter, Median) SF$ 10.00 0$ - 8 Remove Drainage Inlet & Grate EA$ 1,000.00 0$ - 8 Concrete (Curb) LF$ 40.00 0$ - 9 Concrete (Curb & Gutter) LF$ 55.00 0$ - 10 Concrete (Sidewalk, Driveway) SF$ 10.00 0$ - 11 Curb Ramp EA$ 7,500.00 0$ - 12 Hot Mix Asphalt Ton$ 280.00 0$ - 13 Drainage Inlet, Grate and Pipe EA$ 6,000.00 0$ - 14 Drainage Grate Only (Bicycle Safe) EA$ 1,200.00 0$ - 15 Adjust Utilities to Grade (Box, Cover, Manhole) EA$ 800.00 0$ - 16 Sign EA$ 600.00 0$ - 17 Rapid Flashing Beacon (RRFB) EA$ 10,500.00 0$ - 18 Rail Road Pedestrian Crossing Gate EA$ 50,000.00 0$ - 19 Movable Planters (Short-Term Improvement) EA$ 300.00 0$ - 20 Traffic Signal Modification LS$ 13,000.00 0$ - 21 Lighting (Pedestrian Scale Every 50 feet or supplemental to existing) EA$ 8,000.00 0$ - ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS TOTAL$ 3,074
22 Landscaping (Green Infrastructure Vegetation and Soil Matrix) SF$ 35.00 0$ - 23 Overflow Curb Cuts every 50' (Green Infrastructure) EA$ 300.00 0$ - 24 Concrete (Deep Curb around Green Infrastructure Planters) LF$ 70.00 0$ - 25 Subdrain, Overflow Drains and Connection to Storm Drain System (Green Infrastructure) SF$ 9.00 0$ - 26 Roadway Excavation (Green Infrastructure) CY$ 130.00 0$ - 27 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 28 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - GREEN INFRASTRUCTURE TOTAL $ -
29 Landscaping (General Low Level Planting and Soil) SF$ 15.00 0$ - 30 New Tree EA$ 600.00 0$ - 31 Tree Grate EA$ 1,500.00 0$ - 32 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 33 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - 34 Furnishings (allowance for potential Bench, Bike Rack, Trash Receptacle) LS$ - 0$ - GENERAL LANDSCAPING TOTAL $ -
SUBTOTAL$ 3,074
Notes: 5%Water Pollution Control & Suppl $ 154
All thermoplastic costs include remove existing 10%Traffic Control $ 307 Movable planters assumed every 10' 10%Mobilization $ 307 Irrigation System 2 includes drip/subsurface emitters and connections to existing water meter TOTAL$ 3,842 and controller. 25%Contingency $ 768 TOTAL CONSTRUCTION$ 5,000
3% Scoping $ 150 5% Environmental (CEQA) $ 250 15%Design $ 750 15%Construction Eng/Admin $ 750 TOTAL COST ESTIMATE$ 7,000
3%Maintenance $ 150 Mark Thomas & Company / Community Design + Architecture / Fehr & Peers Project: Campbell PDA TIP - Planning Level Cost Estimate Location: Location #5 (Harrison Ave/ Civic Center Drive, Fig 14) Date: August 28, 2017
I.D ITEM Unit of Measure Unit Cost Quantity TOTAL ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS 1 Thermoplastic Striping (4"-8" Lane Line, Parking Stalls) LF$ 4.00 472$ 1,886 2 Thermoplastic Striping (12" Limit Line, Crosswalks) LF$ 7.00 558$ 3,906 3 Thermoplastic Marking (Arrow Symbols and Words) SF $ 8.00 0$ - 4 Thermoplastic Marking (Bike Lane Symbol, Sharrows) EA$ 110.00 0$ - 5 Thermoplastic Marking (Green bike areas) SF $ 11.00 0$ - 6 Roadway Excavation CY$ 130.00 135$ 17,550 7 Remove Concrete (Sidewalk, Driveway, Curb & Gutter, Median) SF$ 10.00 2663$ 26,630 8 Remove Drainage Inlet & Grate EA$ 1,000.00 0 8 Concrete (Curb) LF$ 40.00 0$ - 9 Concrete (Curb & Gutter) LF$ 55.00 116$ 6,380 10 Concrete (Sidewalk, Driveway) SF$ 10.00 2834$ 28,339 11Curb Ramp EA$ 7,500.00 4$ 30,000 12 Hot Mix Asphalt Ton$ 280.00 177$ 49,560 13 Drainage Inlet, Grate and Pipe EA$ 6,000.00 0$ - 14 Drainage Grate Only (Bicycle Safe) EA$ 1,200.00 0$ - 15 Adjust Utilities to Grade (Box, Cover, Manhole) EA$ 800.00 4$ 3,200 16 Sign EA$ 600.00 4$ 2,400 17 Rapid Flashing Beacon (RRFB) EA$ 10,500.00 0$ - 18 Rail Road Pedestrian Crossing Gate EA$ 50,000.00 0$ - 19 Movable Planters (Short-Term Improvement) EA$ 300.00 0$ - 20 Traffic Signal LS$ 150,000.00 1$ 150,000 21 Lighting (Pedestrian Scale Every 50 feet or supplemental to existing) EA$ 10,000.00 8$ 80,000 ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS TOTAL $ 399,851
22 Landscaping (Green Infrastructure Vegetation and Soil Matrix) SF$ 35.00 2600$ 91,000 23 Overflow Curb Cuts every 50' (Green Infrastructure) EA$ 300.00 5$ 1,500 24 Concrete (Deep Curb around Green Infrastructure Planters) LF$ 70.00 260$ 18,200 25 Subdrain, Overflow Drains and Connection to Storm Drain System (Green Infrastructure)* SF$ 12.00 2600$ 31,200 26 Irrigation System ( NOTE: Does not include cost for new water meter) CY$ 130.00 340$ 44,200 27 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 28 Irrigation System 2 - Connection to Existing System SF$ 6.00 2600$ 15,600 GREEN INFRASTRUCTURE TOTAL $ 201,700
29 Landscaping (General Low Level Planting and Soil) SF$ 15.00 1300$ 19,500 30 New Tree EA$ 600.00 12$ 7,200 31 Tree Grate EA$ 1,500.00 0$ - 32 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 33 Irrigation System 2 - Connection to Existing System SF$ 6.00 1300$ 7,800 34 Furnishings (allowance for potential Bench, Bike Rack, Trash Receptacle) LS$ 15,000.00 1$ 15,000 GENERAL LANDSCAPING TOTAL $ 49,500
SUBTOTAL$ 651,051
Notes: 5% Water Pollution Control & Suppl $ 32,553
All thermoplastic costs include remove existing 10%Traffic Control $ 65,105 Concept assumes one third of landscaped area is executed as general landscaping and two 10%Mobilization $ 65,105 thirds as green infrastrcuture Irrigation System 2 includes drip/subsurface emitters and connections to existing water meter TOTAL$ 813,814 and controller. 25%Contingency $ 162,763 TOTAL CONSTRUCTION$ 977,000
3% Scoping $ 29,310 5% Environmental (CEQA) $ 48,850 15% Design $ 146,550 15% Construction Eng/Admin $ 146,550 TOTAL COST ESTIMATE$ 1,349,000
3% Maintenance $ 29,310 Mark Thomas & Company / Community Design + Architecture / Fehr & Peers Project: Campbell PDA TIP - Planning Level Cost Estimate Location: Location #6 (S. 3rd Street/Orchard City Drive, Fig 11) Date: August 28, 2017
I.D ITEM Unit of Measure Unit Cost Quantity TOTAL ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS 1 Thermoplastic Striping (4"-8" Lane Line, Parking Stalls) LF$ 4.00 475$ 1,899 2 Thermoplastic Striping (12" Limit Line, Crosswalks) LF$ 7.00 235$ 1,646 3 Thermoplastic Marking (Arrow Symbols and Words) SF $ 8.00 15$ 120 4 Thermoplastic Marking (Bike Lane Symbol, Sharrows) EA$ 110.00 0$ - 5 Thermoplastic Marking (Green bike areas) SF $ 11.00 0$ - 6 Roadway Excavation CY$ 130.00 233$ 30,290 7 Remove Concrete (Sidewalk, Driveway, Curb & Gutter, Median) SF$ 10.00 2810$ 28,095 8 Remove Drainage Inlet & Grate EA$ 1,000.00 2 8 Concrete (Curb) LF$ 40.00 0$ - 9 Concrete (Curb & Gutter) LF$ 55.00 648$ 35,640 10 Concrete (Sidewalk, Driveway) SF$ 10.00 5906$ 59,060 11Curb Ramp EA$ 7,500.00 3$ 22,500 12 Hot Mix Asphalt Ton$ 280.00 59$ 16,520 13 Drainage Inlet, Grate and Pipe EA$ 6,000.00 2$ 12,000 14 Drainage Grate Only (Bicycle Safe) EA$ 1,200.00 0$ - 15 Adjust Utilities to Grade (Box, Cover, Manhole) EA$ 800.00 3$ 2,400 16 Sign EA$ 600.00 4$ 2,400 17 Rapid Flashing Beacon (RRFB) EA$ 10,500.00 0$ - 18 Rail Road Pedestrian Crossing Gate EA$ 50,000.00 0$ - 19 Movable Planters (Short-Term Improvement) EA$ 300.00 0 20 Traffic Signal Modification LS$ - 0$ - 21 Lighting (Pedestrian Scale Every 50 feet or supplemental to existing) EA$ 8,000.00 12$ 96,000 ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS TOTAL $ 308,570
22 Landscaping (Green Infrastructure Vegetation and Soil Matrix) SF$ 35.00 1653$ 57,838 23 Overflow Curb Cuts every 50' (Green Infrastructure) EA$ 300.00 1$ 300 24 Concrete (Deep Curb around Green Infrastructure Planters) LF$ 70.00 14$ 980 25 Subdrain, Overflow Drains and Connection to Storm Drain System (Green Infrastructure) SF$ 9.00 1653$ 14,873 26 Roadway Excavation (Green Infrastructure) CY$ 130.00 179$ 23,270 27 Irrigation System 1 - New Standalone System SF$ 12.00 1653$ 19,830 28 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - GREEN INFRASTRUCTURE TOTAL $ 117,091
29 Landscaping (General Low Level Planting and Soil) SF$ 15.00 725$ 10,875 30 New Tree EA$ 600.00 10$ 6,000 31 Tree Grate EA$ 1,500.00 7$ 10,500 32 Irrigation System 1 - New Standalone System SF$ 12.00 725$ 8,700 33 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - 34 Furnishings (allowance for potential Bench, Bike Rack, Trash Receptacle) LS$ 15,000.00 1$ 15,000 GENERAL LANDSCAPING TOTAL $ 51,075
SUBTOTAL$ 476,736
Notes: 5% Water Pollution Control & Suppl $ 23,837
All thermoplastic costs include remove existing 10%Traffic Control $ 47,674 10%Mobilization $ 47,674 Irrigation System 1 includes drip/subsurface emitters, main line connection, controller, backflow TOTAL$ 595,921 preventer, and water meter. 25%Contingency $ 119,184 Irrigation systems for Green Infrastructure and General Landscaping share same controller and TOTAL CONSTRUCTION$ 716,000 water meter.
3% Scoping $ 21,480 5% Environmental (CEQA) $ 35,800 15% Design $ 107,400 15% Construction Eng/Admin $ 107,400 TOTAL COST ESTIMATE$ 989,000
3% Maintenance $ 21,480 Mark Thomas & Company / Community Design + Architecture / Fehr & Peers Project: Campbell PDA TIP - Planning Level Cost Estimate Location: Location #8 (South 2nd Street/Orchard City Drive) Date: August 28, 2017
I.D ITEM Unit of Measure Unit Cost Quantity TOTAL ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS 1 Thermoplastic Striping (4"-8" Lane Line, Parking Stalls) LF$ 4.00 0$ - 2 Thermoplastic Striping (12" Limit Line, Crosswalks) LF$ 7.00 0$ - 3 Thermoplastic Marking (Arrow Symbols and Words) SF $ 8.00 0$ - 4 Thermoplastic Marking (Bike Lane Symbol, Sharrows) EA$ 110.00 0$ - 5 Thermoplastic Marking (Green bike areas) SF $ 11.00 0$ - 6 Roadway Excavation CY$ 130.00 68$ 8,840 7 Remove Concrete (Sidewalk, Driveway, Curb & Gutter, Median) SF$ 10.00 1560$ 15,600 8 Remove Drainage Inlet & Grate EA$ 1,000.00 2$ 2,000 8 Concrete (Curb) LF$ 40.00 0$ - 9 Concrete (Curb & Gutter) LF$ 55.00 200$ 11,000 10 Concrete (Sidewalk, Driveway) SF$ 10.00 2000$ 20,000 11Curb Ramp EA$ 7,500.00 8$ 60,000 12 Hot Mix Asphalt Ton$ 280.00 23$ 6,440 13 Drainage Inlet, Grate and Pipe EA$ 6,000.00 2$ 12,000 14 Drainage Grate Only (Bicycle Safe) EA$ 1,200.00 0$ - 15 Adjust Utilities to Grade (Box, Cover, Manhole) EA$ 800.00 0$ - 16 Sign EA$ 600.00 0$ - 17 Rapid Flashing Beacon (RRFB) EA$ 10,500.00 2$ 21,000 18 Rail Road Pedestrian Crossing Gate EA$ 50,000.00 0$ - 19 Movable Planters (Short-Term Improvement) EA$ 300.00 20$ 6,000 20 Traffic Signal Modification LS$ - 0$ - 21 Lighting (Pedestrian Scale Every 50 feet or supplemental to existing) EA$ 8,000.00 3$ 24,000 ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS TOTAL $ 186,880
22 Landscaping (Green Infrastructure Vegetation and Soil Matrix) SF$ 35.00 0$ - 23 Overflow Curb Cuts every 50' (Green Infrastructure) EA$ 300.00 0$ - 24 Concrete (Deep Curb around Green Infrastructure Planters) LF$ 70.00 0$ - 25 Subdrain, Overflow Drains and Connection to Storm Drain System (Green Infrastructure) SF$ 9.00 0$ - 26 Roadway Excavation (Green Infrastructure) CY$ 130.00 0$ - 27 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 28 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - GREEN INFRASTRUCTURE TOTAL $ -
29 Landscaping (General Low Level Planting and Soil) SF$ 15.00 0$ - 30 New Tree EA$ 600.00 0$ - 31 Tree Grate EA$ 1,500.00 0$ - 32 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 33 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - 34 Furnishings (allowance for potential Bench, Bike Rack, Trash Receptacle) LS$ 10,000.00 1$ 10,000 GENERAL LANDSCAPING TOTAL $ 10,000
SUBTOTAL$ 196,880
Notes: 5% Water Pollution Control & Suppl $ 9,844
All thermoplastic costs include remove existing 10%Traffic Control $ 19,688 Movable planters assumed every 10' 10%Mobilization $ 19,688 TOTAL$ 246,100 25%Contingency $ 49,220 TOTAL CONSTRUCTION$ 296,000
3% Scoping $ 8,880 5% Environmental (CEQA) $ 14,800 15% Design $ 44,400 15% Construction Eng/Admin $ 44,400 TOTAL COST ESTIMATE$ 409,000
3% Maintenance $ 8,880 Mark Thomas & Company / Community Design + Architecture / Fehr & Peers Project: Campbell PDA TIP - Planning Level Cost Estimate Location: Location #9 (South 1st Street/Orchard City Drive) Date: August 28, 2017
I.D ITEM Unit of Measure Unit Cost Quantity TOTAL ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS 1 Thermoplastic Striping (4"-8" Lane Line, Parking Stalls) LF$ 4.00 0$ - 2 Thermoplastic Striping (12" Limit Line, Crosswalks) LF$ 7.00 1126$ 7,882 3 Thermoplastic Marking (Arrow Symbols and Words) SF $ 8.00 0$ - 4 Thermoplastic Marking (Bike Lane Symbol, Sharrows) EA$ 110.00 0$ - 5 Thermoplastic Marking (Green bike areas) SF $ 11.00 0$ - 6 Roadway Excavation CY$ 130.00 68$ 8,840 7 Remove Concrete (Sidewalk, Driveway, Curb & Gutter, Median) SF$ 10.00 1560$ 15,600 8 Remove Drainage Inlet & Grate EA$ 1,000.00 3$ 3,000 8 Concrete (Curb) LF$ 40.00 0$ - 9 Concrete (Curb & Gutter) LF$ 55.00 200$ 11,000 10 Concrete (Sidewalk, Driveway) SF$ 10.00 2000$ 20,000 11Curb Ramp EA$ 7,500.00 8$ 60,000 12 Hot Mix Asphalt Ton$ 280.00 23$ 6,440 13 Drainage Inlet, Grate and Pipe EA$ 6,000.00 3$ 18,000 14 Drainage Grate Only (Bicycle Safe) EA$ 1,200.00 0$ - 15 Adjust Utilities to Grade (Box, Cover, Manhole) EA$ 800.00 3$ 2,400 16 Sign EA$ 600.00 0$ - 17 Rapid Flashing Beacon (RRFB) EA$ 10,500.00 0$ - 18 Rail Road Pedestrian Crossing Gate EA$ 50,000.00 0$ - 19 Movable Planters (Short-Term Improvement) EA$ 300.00 20$ 6,000 20 Traffic Signal Modification LS$ - 0$ - 21 Lighting (Pedestrian Scale Every 50 feet or supplemental to existing) EA$ 8,000.00 10$ 80,000 ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS TOTAL $ 239,162
22 Landscaping (Green Infrastructure Vegetation and Soil Matrix) SF$ 35.00 0$ - 23 Overflow Curb Cuts every 50' (Green Infrastructure) EA$ 300.00 0$ - 24 Concrete (Deep Curb around Green Infrastructure Planters) LF$ 70.00 0$ - 25 Subdrain, Overflow Drains and Connection to Storm Drain System (Green Infrastructure) SF$ 9.00 0$ - 26 Roadway Excavation (Green Infrastructure) CY$ 130.00 0$ - 27 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 28 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - GREEN INFRASTRUCTURE TOTAL $ -
29 Landscaping (General Low Level Planting and Soil) SF$ 15.00 0$ - 30 New Tree EA$ 600.00 4$ 2,400 31 Tree Grate EA$ 1,500.00 0$ - 32 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 33 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - 34 Furnishings (allowance for potential Bench, Bike Rack, Trash Receptacle) LS$ 10,000.00 1$ 10,000 GENERAL LANDSCAPING TOTAL $ 12,400
SUBTOTAL$ 251,562
Notes: 5% Water Pollution Control & Suppl $ 12,578
All thermoplastic costs include remove existing 10%Traffic Control $ 25,156 Movable planters assumed every 10' 10%Mobilization $ 25,156 Irrigation: new trees are established by truck watering TOTAL$ 314,452 25%Contingency $ 62,891 TOTAL CONSTRUCTION$ 378,000
3% Scoping $ 11,340 5% Environmental (CEQA) $ 18,900 15% Design $ 56,700 15% Construction Eng/Admin $ 56,700 TOTAL COST ESTIMATE$ 522,000
3% Maintenance $ 11,340 Mark Thomas & Company / Community Design + Architecture / Fehr & Peers Project: Campbell PDA TIP - Planning Level Cost Estimate Location: Location #10 (S. Central Avenue/ Orchard City Drive, Fig 12) Date: August 28, 2017
I.D ITEM Unit of Measure Unit Cost Quantity TOTAL ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS 1 Thermoplastic Striping (4"-8" Lane Line, Parking Stalls) LF$ 4.00 272$ 1,088 2 Thermoplastic Striping (12" Limit Line, Crosswalks) LF$ 7.00 1408$ 9,856 3 Thermoplastic Marking (Arrow Symbols and Words) SF $ 8.00 242$ 1,936 4 Thermoplastic Marking (Bike Lane Symbol, Sharrows) EA$ 110.00 0$ - 5 Thermoplastic Marking (Green bike areas) SF $ 11.00 0$ - 6 Roadway Excavation CY$ 130.00 103$ 13,390 7 Remove Concrete (Sidewalk, Driveway, Curb & Gutter, Median) SF$ 10.00 920$ 9,200 8 Remove Drainage Inlet & Grate EA$ 1,000.00 4$ 4,000 8 Concrete (Curb) LF$ 40.00 0$ - 9 Concrete (Curb & Gutter) LF$ 55.00 385$ 21,185 10 Concrete (Sidewalk, Driveway) SF$ 10.00 2005$ 20,050 11Curb Ramp EA$ 7,500.00 10$ 75,000 12 Hot Mix Asphalt Ton$ 280.00 59$ 16,520 13 Drainage Inlet, Grate and Pipe EA$ 6,000.00 4$ 24,000 14 Drainage Grate Only (Bicycle Safe) EA$ 1,200.00 0$ - 15 Adjust Utilities to Grade (Box, Cover, Manhole) EA$ 800.00 1$ 800 16 Sign EA$ 600.00 7$ 4,200 17 Rapid Flashing Beacon (RRFB) EA$ 10,500.00 0$ - 18 Rail Road Pedestrian Crossing Gate EA$ 50,000.00 2$ 100,000 19 Movable Planters (Short-Term Improvement) EA$ 300.00 0$ - 20 Traffic Signal Modification (Pedestrian Signal) LS$ 17,000.00 1$ 17,000 21 Lighting (Pedestrian Scale Every 50 feet or supplemental to existing) EA$ 8,000.00 5$ 40,000 ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS TOTAL $ 358,226
22 Landscaping (Green Infrastructure Vegetation and Soil Matrix) SF$ 35.00 0$ - 23 Overflow Curb Cuts every 50' (Green Infrastructure) EA$ 300.00 0$ - 24 Concrete (Deep Curb around Green Infrastructure Planters) LF$ 70.00 0$ - 25 Subdrain, Overflow Drains and Connection to Storm Drain System (Green Infrastructure) SF$ 9.00 0$ - 26 Roadway Excavation (Green Infrastructure) CY$ 130.00 0$ - 27 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 28 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - GREEN INFRASTRUCTURE TOTAL $ -
29 Landscaping (General Low Level Planting and Soil) SF$ 15.00 900$ 13,500 30 New Tree EA$ 600.00 5$ 3,000 31 Tree Grate EA$ 1,500.00 1$ 1,500 32 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 33 Irrigation System 2 - Connection to Existing System SF$ 6.00 900$ 5,400 34 Furnishings (allowance for potential Bench, Bike Rack, Trash Receptacle) LS$ 10,000.00 1$ 10,000 GENERAL LANDSCAPING TOTAL $ 33,400
SUBTOTAL$ 391,626
Notes: 5% Water Pollution Control & Suppl $ 19,581
All thermoplastic costs include remove existing 10%Traffic Control $ 39,163
Rail Road Pedestrian Gate is for each sidewalk crossing location, both sides of tracks 10%Mobilization $ 39,163 Irrigation System 2 includes drip/subsurface emitters and connections to existing water meter TOTAL$ 489,533 and controller. 25%Contingency $ 97,906 TOTAL CONSTRUCTION$ 588,000
3% Scoping $ 17,640 5% Environmental (CEQA) $ 29,400 15% Design $ 88,200 15% Construction Eng/Admin $ 88,200 TOTAL COST ESTIMATE$ 812,000
3% Maintenance $ 17,640 Mark Thomas & Company / Community Design + Architecture / Fehr & Peers Project: Campbell PDA TIP - Planning Level Cost Estimate Location: Location #11 (Railway Avenue/ E. Campbell Avenue/ Civic Center Drive, Fig 13) Date: August 28, 2017
I.D ITEM Unit of Measure Unit Cost Quantity TOTAL ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS 1 Thermoplastic Striping (4"-8" Lane Line, Parking Stalls) LF$ 4.00 604$ 2,417 2 Thermoplastic Striping (12" Limit Line, Crosswalks) LF$ 7.00 645$ 4,518 3 Thermoplastic Marking (Arrow Symbols and Words) SF $ 8.00 154$ 1,232 4 Thermoplastic Marking (Bike Lane Symbol, Sharrows) EA$ 110.00 15$ 1,650 5 Thermoplastic Marking (Green bike areas) SF $ 11.00 1515$ 16,668 6 Roadway Excavation CY$ 130.00 10$ 1,300 7 Remove Concrete (Sidewalk, Driveway, Curb & Gutter, Median) SF$ 10.00 315$ 3,150 8 Remove Drainage Inlet & Grate EA$ 1,000.00 0 8 Concrete (Curb) LF$ 40.00 0$ - 9 Concrete (Curb & Gutter) LF$ 55.00 130$ 7,150 10 Concrete (Sidewalk, Driveway) SF$ 10.00 1499$ 14,989 11Curb Ramp EA$ 7,500.00 2$ 15,000 12 Hot Mix Asphalt Ton$ 280.00 19$ 5,320 13 Drainage Inlet, Grate and Pipe EA$ 6,000.00 0$ - 14 Drainage Grate Only (Bicycle Safe) EA$ 1,200.00 0$ - 15 Adjust Utilities to Grade (Box, Cover, Manhole) EA$ 800.00 2$ 1,600 16 Sign EA$ 600.00 3$ 1,800 17 Rapid Flashing Beacon (RRFB) EA$ 10,500.00 0$ - 18 Rail Road Pedestrian Crossing Gate EA$ 50,000.00 3$ 150,000 19 Movable Planters (Short-Term Improvement) EA$ 300.00 0$ - 20 Traffic Signal Modification (Pedestrian Signal) LS$ 15,000.00 1$ 15,000 21 Lighting (Pedestrian Scale Every 50 feet or supplemental to existing) EA$ 8,000.00 2$ 16,000 ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS TOTAL $ 257,794
22 Landscaping (Green Infrastructure Vegetation and Soil Matrix) SF$ 35.00 0$ - 23 Overflow Curb Cuts every 50' (Green Infrastructure) EA$ 300.00 0$ - 24 Concrete (Deep Curb around Green Infrastructure Planters) LF$ 70.00 0$ - 25 Subdrain, Overflow Drains and Connection to Storm Drain System (Green Infrastructure) SF$ 9.00 0$ - 26 Roadway Excavation (Green Infrastructure) CY$ 130.00 0$ - 27 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 28 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - GREEN INFRASTRUCTURE TOTAL $ -
29 Landscaping (General Low Level Planting and Soil) SF$ 15.00 644$ 9,659 30 New Tree EA$ 600.00 0$ - 31 Tree Grate EA$ 1,500.00 0$ - 32 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 33 Irrigation System 2 - Connection to Existing System SF$ 6.00 644$ 3,864 34 Furnishings (allowance for potential Bench, Bike Rack, Trash Receptacle) LS$ - 0$ - GENERAL LANDSCAPING TOTAL $ 13,523
SUBTOTAL$ 271,317
Notes: 5% Water Pollution Control & Suppl $ 13,566
All thermoplastic costs include remove existing 10%Traffic Control $ 27,132
Rail Road Pedestrian Gate is for each sidewalk crossing location, both sides of tracks 10%Mobilization $ 27,132 Irrigation System 2 includes drip/subsurface emitters and connections to existing water meter TOTAL$ 339,147 and controller. 25%Contingency $ 67,829 TOTAL CONSTRUCTION$ 407,000
3% Scoping $ 12,210 5% Environmental (CEQA) $ 20,350 15% Design $ 61,050 15% Construction Eng/Admin $ 61,050 TOTAL COST ESTIMATE$ 562,000
3% Maintenance $ 12,210 Mark Thomas & Company / Community Design + Architecture / Fehr & Peers Project: Campbell PDA TIP - Planning Level Cost Estimate Location: Location #12 (Harrison Avenue/Salmar Avenue) Date: August 28, 2017
I.D ITEM Unit of Measure Unit Cost Quantity TOTAL ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS 1 Thermoplastic Striping (4"-8" Lane Line, Parking Stalls) LF$ 4.00 0$ - 2 Thermoplastic Striping (12" Limit Line, Crosswalks) LF$ 7.00 592$ 4,144 3 Thermoplastic Marking (Arrow Symbols and Words) SF $ 8.00 90$ 720 4 Thermoplastic Marking (Bike Lane Symbol, Sharrows) EA$ 110.00 0$ - 5 Thermoplastic Marking (Green bike areas) SF $ 11.00 0$ - 6 Roadway Excavation CY$ 130.00 3$ 390 7 Remove Concrete (Sidewalk, Driveway, Curb & Gutter, Median) SF$ 10.00 390$ 3,900 8 Remove Drainage Inlet & Grate EA$ 1,000.00 0$ - 8 Concrete (Curb) LF$ 40.00 0$ - 9 Concrete (Curb & Gutter) LF$ 55.00 50$ 2,750 10 Concrete (Sidewalk, Driveway) SF$ 10.00 390$ 3,900 11Curb Ramp EA$ 7,500.00 1$ 7,500 12 Hot Mix Asphalt Ton$ 280.00 7$ 1,960 13 Drainage Inlet, Grate and Pipe EA$ 6,000.00 0$ - 14 Drainage Grate Only (Bicycle Safe) EA$ 1,200.00 0$ - 15 Adjust Utilities to Grade (Box, Cover, Manhole) EA$ 800.00 0$ - 16 Sign (Yield to Peds) EA$ 600.00 3$ 1,800 17 Rapid Flashing Beacon (RRFB) EA$ 10,500.00 0$ - 18 Rail Road Pedestrian Crossing Gate EA$ 50,000.00 0$ - 19 Movable Planters (Short-Term Improvement) EA$ 300.00 0$ - 20 Traffic Signal Modification LS$ - 0$ - 21 Lighting (Pedestrian Scale Every 50 feet or supplemental to existing) EA$ 8,000.00 0$ - ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS TOTAL $ 27,064
22 Landscaping (Green Infrastructure Vegetation and Soil Matrix) SF$ 35.00 0$ - 23 Overflow Curb Cuts every 50' (Green Infrastructure) EA$ 300.00 0$ - 24 Concrete (Deep Curb around Green Infrastructure Planters) LF$ 70.00 0$ - 25 Subdrain, Overflow Drains and Connection to Storm Drain System (Green Infrastructure) SF$ 9.00 0$ - 26 Roadway Excavation (Green Infrastructure) CY$ 130.00 0$ - 27 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 28 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - GREEN INFRASTRUCTURE TOTAL $ -
29 Landscaping (General Low Level Planting and Soil) SF$ 15.00 0$ - 30 New Tree EA$ 600.00 0$ - 31 Tree Grate EA$ 1,500.00 0$ - 32 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 33 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - 34 Furnishings (allowance for potential "Civic Marker") LS$ 10,000.00 1$ 10,000 GENERAL LANDSCAPING TOTAL $ 10,000
SUBTOTAL$ 37,064
Notes: 5% Water Pollution Control & Suppl $ 1,853
All thermoplastic costs include remove existing 10%Traffic Control $ 3,706 Movable planters assumed every 10' 10%Mobilization $ 3,706 Irrigation system includes drip/subsurface emitters, main line connection, backflow preventer, TOTAL$ 46,329 and controller. 25%Contingency $ 9,266 TOTAL CONSTRUCTION$ 56,000
3% Scoping $ 1,680 5% Environmental (CEQA) $ 2,800 15% Design $ 8,400 15% Construction Eng/Admin $ 8,400 TOTAL COST ESTIMATE$ 78,000
3% Maintenance $ 1,680 Mark Thomas & Company / Community Design + Architecture / Fehr & Peers Project: Campbell PDA TIP - Planning Level Cost Estimate Location: Location #13 (Salmar Avenue between Harrison and Hamilton) Date: August 28, 2017
I.D ITEM Unit of Measure Unit Cost Quantity TOTAL ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS 1 Thermoplastic Striping (4"-8" Lane Line, Parking Stalls) LF$ 4.00 6000$ 24,000 2 Thermoplastic Striping (12" Limit Line, Crosswalks) LF$ 7.00 0$ - 3 Thermoplastic Marking (Arrow Symbols and Words) SF $ 8.00 0$ - 4 Thermoplastic Marking (Bike Lane Symbol, Sharrows) EA$ 110.00 0$ - 5 Thermoplastic Marking (Green bike areas) SF $ 11.00 0$ - 6 Roadway Excavation CY$ 130.00 8161$ 1,060,930 7 Remove Concrete (Sidewalk, Driveway, Curb & Gutter, Median) SF$ 10.00 0$ - 8 Remove Drainage Inlet & Grate EA$ 1,000.00 0$ - 8 Concrete (Curb) LF$ 40.00 0$ - 9 Concrete (Curb & Gutter) LF$ 55.00 0$ - 10 Concrete (Sidewalk, Driveway, Median) SF$ 10.00 6813$ 68,130 11Curb Ramp EA$ 7,500.00 0$ - 12 Hot Mix Asphalt Ton$ 280.00 101$ 28,280 13 Drainage Inlet, Grate and Pipe EA$ 6,000.00 0$ - 14 Drainage Grate Only (Bicycle Safe) EA$ 1,200.00 0$ - 15 Adjust Utilities to Grade (Box, Cover, Manhole) EA$ 800.00 8$ 6,400 16 Sign (For Median) EA$ 600.00 10$ 6,000 17 Rapid Flashing Beacon (RRFB) EA$ 10,500.00 0$ - 18 Rail Road Pedestrian Crossing Gate EA$ 50,000.00 0$ - 19 Movable Planters (Short-Term Improvement) EA$ 300.00 0$ - 20 Traffic Signal Modification LS$ - 0$ - 21 Lighting (Pedestrian Scale Every 50 feet or supplemental to existing) EA$ 8,000.00 0$ - ROADWAY, SIDEWALK, CROSSWALK, SIGNAL, AND LIGHTING ITEMS TOTAL $ 1,193,740
22 Landscaping (Green Infrastructure Vegetation and Soil Matrix) SF$ 35.00 0$ - 23 Overflow Curb Cuts every 50' (Green Infrastructure) EA$ 300.00 0$ - 24 Concrete (Deep Curb around Green Infrastructure Planters) LF$ 70.00 0$ - 25 Subdrain, Overflow Drains and Connection to Storm Drain System (Green Infrastructure) SF$ 9.00 0$ - 26 Roadway Excavation (Green Infrastructure) CY$ 130.00 0$ - 27 Irrigation System 1 - New Standalone System SF$ 12.00 0$ - 28 Irrigation System 2 - Connection to Existing System SF$ 6.00 0$ - GREEN INFRASTRUCTURE TOTAL $ -
29 Landscaping (General Low Level Planting and Soil) SF$ 15.00 900$ 13,500 30 New Tree (in new sidewalk) EA$ 600.00 8$ 4,800 31 Tree Grate EA$ 1,500.00 8$ 12,000 32 Irrigation System 1 - New Standalone System SF$ 12.00 900$ 10,800 33 Irrigation System 2 - Connection to Existing System SF$ 6.00 900$ 5,400 34 Furnishings (allowance for potential Bench, Bike Rack, Trash Receptacle) LS$ - 0$ - GENERAL LANDSCAPING TOTAL $ 46,500
SUBTOTAL$ 1,240,240
Notes: 5% Water Pollution Control & Suppl $ 62,012
Asphalt replaced with concrete for new sidewalk on north side of Salmar Avenue 10%Traffic Control $ 124,024
10%Mobilization $ 124,024 TOTAL$ 1,550,300 25%Contingency $ 310,060 TOTAL CONSTRUCTION$ 1,861,000
3% Scoping $ 55,830 5% Environmental (CEQA) $ 93,050 15% Design $ 279,150 15% Construction Eng/Admin $ 279,150 TOTAL COST ESTIMATE$ 2,569,000
3% Maintenance $ 55,830 Campbell Transportation Improvement Plan February 2018
APPENDIX D: CUT SHEETS OF SELECTED IMPROVEMENTS
Campbell Transportation Improvement Plan Appendix D: Proposed Project Cutsheets
HARRISON AVENUE / CIVIC CENTER DRIVE IMPROVEMENTS
Project Description
Streetscape and pedestrian improvements at Harrison Avenue and Civic Center Drive would include the following elements:
Eliminate unsignalized leg of the pedestrian crossing across westbound Harrison to slow turning vehicle speeds, shorten pedestrian crossing distance, and improve pedestrian safety by reducing exposure to vehicles Replace existing two-stage crossing with consolidated crossing across Harrison and Civic Center Drive Expanded landscaping/mini-park adjacent to housing and along parking lot frontage
Transportation Benefits
Shortened pedestrian crossing of Harrison Avenue Reduced pedestrian exposure to turning vehicles due to consolidated crossing Slower vehicle turning speeds due to tightened curb radius Improved pedestrian visibility (provided by curb extensions and ladder crosswalks)
Urban Design Improvements
Ladder crosswalks and curb extensions provide visual continuity along Civic Center Drive Curb New curb extensions and landscaping expand the public space available to resident and visitors Enhanced aesthetic of entry point to Downtown area
Estimated Cost to Construct
$1,349,000 Campbell Transportation Improvement Plan Appendix D: Proposed Project Cutsheets
PROJECT CONCEPT ILLUSTRATION: HARRISON AVENUE / CIVIC CENTER DRIVE Campbell Transportation Improvement Plan Appendix D: Proposed Project Cutsheets
S. 3RD STREET / ORCHARD CITY DRIVE IMPROVEMENTS
Project Description
Streetscape and pedestrian improvements at S. 3rd Street / Orchard City Drive would include the following elements:
Added curb extension and parklet on existing southbound lane Add high-visibility crossing with signage on south leg Reconstruct southbound lane in space currently occupied by pedestrian refuge Traffic calming: add curb extensions at 3rd Street to reduce turning vehicle speeds, narrow lanes Add sidewalk on north side of street using existing ROW and extend line of pedestrian-scale lights along new sidewalk Where sidewalk exists at NW corner of S. 2nd and Orchard City Drive, add planter strip, seating area, or parklet in unused ROW
Transportation Benefits
Higher pedestrian visibility due to added curb extensions Reduced pedestrian exposure to turning vehicles due to consolidated crossing Slower vehicle turning speeds due to tightened curb radii at S. 3rd Street Close gap in sidewalk between S. 3rd Street and S. 2nd Street
Urban Design Improvements
New curb extensions and landscaping expand the public space available to residents and visitors Create continuity along Orchard City Drive by extending sidewalk
Estimated Cost to Construct
$989,000 Campbell Transportation Improvement Plan Appendix D: Proposed Project Cutsheets
PROJECT CONCEPT ILLUSTRATION: S. 3RD STREET / ORCHARD CITY DRIVE Campbell Transportation Improvement Plan Appendix D: Proposed Project Cutsheets
S. CENTRAL AVENUE / ORCHARD CITY DRIVE IMPROVEMENTS
Project Description
Streetscape and pedestrian improvements at S. Central Avenue/ Orchard City Drive would include the following elements:
Reconstruct curbs with ADA-compliant curb ramps (directional ramps with detectable warning strips), align curb ramps to crosswalk Add curb extension, landscaping (i.e. street trees), potentially seating to SW corner to shorten crossing distance and expand pedestrian waiting area. Extension would replace existing hatched areas on pavement. Restripe ladder crosswalk across driveway from EB Orchard City Drive; add “yield to pedestrians” sign. Add signalized crosswalk west of railway tracks across Orchard City Drive Widened sidewalk, reconstructed bus duck-out and Water Tower Plaza driveway on south side of street; added curb extension, landscaping between Water Tower Plaza driveway and rail tracks Consider extending the new curb line and widened sidewalk on the south-side of Orchard City Drive to the corner of S.1st Street and eliminating the driveway and right turn lane from EB Orchard City Drive (not included in cost estimate). Potential: Crosswalk improvements across rail tracks using colored pavement and/or striping, along with pedestrian gates planned by VTA and construction of a raised curb that delineates the northern crosswalk edge between the two western tracks (curb also acts as edge detection for the visually impaired of the space located between the two strips of truncated domes).
Transportation Benefits
Higher pedestrian visibility due to added curb extension ladder crosswalks, and signage Improve safety for pedestrians crossing east of rail tracks Improved ADA access due to reconstructed curb ramps
Urban Design Improvements
New curb extensions and landscaping expand the public space available to residents and visitors Create continuous path to light rail station by adding crosswalks and curb extensions
Estimated Cost to Construct
$739,000 Campbell Transportation Improvement Plan Appendix D: Proposed Project Cutsheets
PROJECT CONCEPT ILLUSTRATION: S. CENTRAL AVE / ORCHARD CITY DRIVE Campbell Transportation Improvement Plan Appendix D: Proposed Project Cutsheets
RAILWAY AVE / E. CAMPBELL AVE / CIVIC CENTER DRIVE
Project Description
Streetscape and transportation improvements at S. 3rd Street / Orchard City Drive would include the following elements:
Add ladder crosswalks, pedestrian signal heads on N and W legs of intersection (south and east of rail); add sidewalks Create pedestrian waiting area on NW corner; relocate and redesign decorative landscaping at Downtown gateway sign Add pedestrian gates at new sidewalk crossings of rail tracks on north side of E. Campbell Ave Create pedestrian waiting area on NW corner; relocate and redesign decorative landscaping at Downtown gateway sign Near term improvement: Add bike lane and green bike box on westbound approach to signal. Add green-backed sharrows in east and westbound directions to establish a connection between Los Gatos Creek Trail, through Campbell/Railway intersection, and on Campbell Avenue west of intersection. (These treatments require formal experimentation process.) Potential Long-term improvement: Continue E. Campbell bike facility as lanes or sharrows. Completing bicycle lanes to Los Gatos Creek Trail would require removal of 8 on-street parking spaces and bulb-outs east of Foote on the north side of E. Campbell Avenue. East of Dillon Avenue, completing bicycle lanes would require the removal of center left turn lanes, ROW taking on the south side of E. Campbell Avenue, or the removal of a through lane of vehicle traffic.
Transportation Benefits
Improved safety for pedestrians crossing N and W legs of intersections east of rail tracks Close gap in bicycle lanes on East Campbell Avenue
Urban Design Improvements
Enhanced aesthetic of entry point to Downtown
Estimated Cost to Construct
$548,000 Campbell Transportation Improvement Plan Appendix D: Proposed Project Cutsheets
PROJECT CONCEPT ILLUSTRATION: RAILWAY AVE/ E. CAMPBELL AVE / CIVIC CENTER DRIVE Attachment 3
ATTACHMENT 4
EAST CAMPBELL AVENUE PLAN LINE PROJECT ‐ PRELIMINARY SCHEDULE
Issue Request for Proposals October 30, 2019
Proposals Due November 20, 2019
Notice to Proceed week of February 3, 2020
Draft Plan Line Preparation February – April 2020
Bicycle and Pedestrian Advisory Committee (Feedback from Draft) May 2020
Planning Commission (Feedback from Draft) May 2020
Final Plan Line Preparation May – September 2020
City Council Approval of Final Plan Line October 2020
Summary of required meetings: Kick‐Off Meeting – 1 Coordination Meetings with City Staff – As Proposed By Consultant Bicycle and Pedestrian Advisory Committee Meetings – Minimum of 1 Planning Commission Meetings – Minimum of 1 City Council Meetings – Minimum of 1
Attachment 5
CITY OF CAMPBELL
CONSULTANT SERVICES AGREEMENT
This Agreement is entered into at Campbell, California on the day of ______, 201__, by and between the CITY OF CAMPBELL (hereinafter referred to as "City") and ______(hereinafter referred to as "Consultant").
WHEREAS, City desires to ______; and
WHEREAS, Consultant represents that it has the expertise, means, and ability to perform said ______;
NOW, THEREFORE, in consideration of each other's mutual promises, Consultant and City agree as follows:
1. DUTIES OF CONSULTANT
1.1 Consultant agrees to perform services as set forth in Exhibit A - Scope of Services, attached hereto and incorporated herein by reference, and which shall be interpreted together and in harmony with this Agreement. In the event of any conflict between Exhibit A and this Agreement, this Agreement shall govern, control, and take precedence.
1.2 Consultant’s project manager will meet with the City’s project coordinator prior to commencement of the project to establish a clear understanding of the working relationships, authorities, and management philosophy of City as it relates to this Agreement.
1.3 Consultant, working with the City, will gather available existing information concerning the project, and shall review documents as necessary for compliance with the project’s objectives.
1.4 In performance of this Agreement by Consultant, time will be of the essence.
1.5 Notwithstanding Section 1.4, Consultant shall not be responsible for delay caused by activities or factors beyond Consultant’s reasonable control, including delays or by reason of strikes, work slow-downs or stoppages, or acts of God.
1.6 Consultant agrees to perform this Agreement in accordance with the highest degree of skill and expertise exercised by members of Consultant’s profession working on similar projects under similar circumstances.
1.7 Consultant shall cooperate in good faith with City in all aspects of the performance of this Agreement.
‐1‐ 1.8 In the course of the performance of this Agreement, Consultant shall act in the City’s best interest as it relates to the project.
1.9 The designated project manager for Consultant shall be ______. The Consultant’s project manager shall have all the necessary authority to direct technical and professional work within the scope of the Agreement and shall serve as the principal point of contact with the City and the City’s project coordinator. The authorized principal of Consultant executing this Agreement for the Consultant shall have authority to make decisions regarding changes in services, termination and other matters related to the performance of this agreement on behalf of Consultant.
1.10 The Consultant (and its employees, agents, representatives, and subconsultants), in the performance of this Agreement, shall act in an independent capacity and not as officers or employees or agents of the City. The City shall not direct the work and means for accomplishment of the services and work to be performed hereunder. The City, however, retains the right to require that work performed by Consultant meet specific standards consistent with the requirements of this Agreement without regard to the manner and means of accomplishment thereof. Subcontractors shall assume all of the rights, obligations and liabilities, applicable to it as an independent contractor hereunder. Consultant represents and warrants that it (i) is fully experienced and properly qualified to perform the class of work and services provided for herein, (ii) has the financial capability and shall finance its own operations required for the performance of the work and services and (iii) is properly equipped and organized to perform the work and services in a competent, timely and proper manner in accordance with the requirements of this Agreement.
1.11 This Agreement contains provisions that permit mutually acceptable changes in the scope, character or complexity of the work if such changes become desirable or necessary as the work progresses. Adjustments to the basis of payment and to the time for performance of the work, if any, shall be established by a written contract amendment (approved and executed by the City) to accommodate the changes in work.
2. DUTIES OF CITY
2.1 City shall furnish to Consultant all available and pertinent data and information requested by Consultant to facilitate the preparation of the documents called for in this Agreement. Consultant shall be entitled to reasonably rely on all such information.
2.2 City shall provide contract administration services. City shall notify Consultant of required administrative procedures and shall name representatives, if any, authorized to act in its behalf.
2.3 City shall review documents submitted by Consultant and shall render decisions pertaining thereto as promptly as reasonably possible.
‐2‐ 3. COMPENSATION
3.1 For the full performance of the services described herein by Consultant, City agrees to compensate Consultant for all services and direct costs associated with the performance of the project in an amount not to exceed $______, as follows:
a. Once each month, Consultant shall submit for payment by City, an itemized invoice for services performed during the previous billing period. The invoice shall describe the services rendered and the title of the item of work, and shall list labor hours by personnel classification. Said invoice shall be based on all labor and direct expense charges made for work performed on the project. Labor charges shall be in accordance with the fee schedule found in Exhibit A of this Agreement. City shall pay Consultant for services rendered and approved by the City within 30 days from the date the itemized invoice is received by the City, subject to the maximum not to exceed amount specified above and the City’s right to object.
b. Direct costs are those outside costs incurred on or directly for the project, and substantiated with invoices for the charges. Direct expenses include printing, reproduction, and delivery charges.
3.2 If Consultant incurs other costs which are not specifically covered by the terms of this Agreement, but which are necessary for performance of Consultant’s duties, City may approve payment for said costs if authorized in writing by the City in advance.
3.3 City may order changes in the scope or character of services in writing, including decreasing the amount of Consultant’s services. In the event that the work is decreased, Consultant is entitled to full compensation for all services performed and expenses incurred prior to receipt of notice of change. Under no conditions shall Consultant make any changes to the work, either as additions or deductions, without the prior written order of the City. In the event, that the City determines that a change to the work or services from that specified in this Agreement is required, the contract time and/or actual costs reimbursable by the City for the project may be adjusted by contract amendment or change order to accommodate the changed work. The maximum not to exceed total amount specified in this Article 3 (Compensation) shall not be exceeded, unless authorized by written contract amendment or change order, approved and executed by the City. Consultant shall obtain prior written approval for a revised fee schedule from the City before exceeding such fee schedule.
3.4 In no event, will the Consultant be reimbursed for any costs or expenses at any rates that exceed the rates for set forth in the fee schedule found in Exhibit A.
4. SUBCONSULTANTS
4.1 Consultant may not subcontract any services required under this Agreement without the prior written consent of the City.
4.2 Consultant shall be responsible to City for the performance of any and all subconsultants who perform work under this contract, and any acts of negligence or misconduct ‐3‐ on their part. Consultant is solely responsible for all payments due to subconsultants.
5. OWNERSHIP OF DOCUMENTS AND MATERIALS
All original drawings, documents, papers, data, materials, photographs, negatives and other work products prepared by the Consultant and/or its subconsultants in the performance of the services encompassed in this Agreement (whether in printed or electronic format) (“project- related documents and materials) shall be the property of the City and may be used on this project without the consent of the Consultant or its subcontractors. City acknowledges that such drawings, documents, and other items are instruments of professional services intended for use only on the subject project. Consultant agrees that all copyrights which arise from creation of the Project-related documents and materials pursuant to this Agreement shall be vested in the City and waives and relinquishes all claims to copyright or other intellectual property rights in favor of the City. Upon the completion or termination of this Agreement for any reason, the City shall be entitled to receive, and Consultant shall promptly provide to the City upon request, all finished and unfinished project-related documents and materials, produced or gathered by or on behalf of Consultant that are in Consultant’s possession, custody or control. Consultant may retain copies of said documents and materials for its files. In the event of termination, any dispute regarding compensation or damages shall not hinder, prevent, or otherwise impact the City’s right to promptly receive and use such documents and materials which are the sole and exclusive property of the City.
6. TERMINATION
Notwithstanding any other provision of this Agreement, City may terminate this Agreement at any time, with or without cause, in its sole discretion, by giving notice in writing to Consultant of such termination. In the event of such termination, Consultant shall have the right and obligation to immediately assemble the work then in progress for the purpose of completing the work and turning over all materials and documents to City. In the event of such termination, Consultant shall be compensated for all work and services performed to the point of termination in accordance with the payment provisions set forth in Section 3.1, unless the termination is for cause, in which event Consultant need be compensated only to the extent required by law.
7. AUDIT AND INSPECTION
Consultant shall permit authorized representatives of City to inspect and audit all data and records relating to its performance under this Agreement for a period of three years following acceptance of the final study.
8. EQUAL EMPLOYMENT OPPORTUNITY
Consultant agrees to refrain from discriminatory employment practices on the basis of race, religious creed, color, sex, national origin, handicap, sexual orientation, or ancestry of any employee of, or applicant for employment with, such Consultant or subcontractor.
‐4‐ 9. INSURANCE AND INDEMNIFICATION
9.1 With respect to any design professional services provided by Consultant, the Consultant agrees to indemnify, and hold harmless the CITY, its officers, and employees to the fullest extent allowed by law from any and all claims, actions, causes of action, damages, liabilities and losses, that arise out of, pertain to, or relate to the negligence, recklessness, or willful misconduct of the Consultant, except for any claims, actions, causes of action, losses, damages or liabilities proximately caused by the sole negligence or willful misconduct of CITY. CITY shall not be liable for acts of Consultant in performing services described herein. Notwithstanding anything in this paragraph to the contrary, any defense costs charged to the design professional under this paragraph shall not exceed the design professional’s proportionate percentage of fault, except:
a. That in the event one or more defendants is unable to pay its share of defense costs due to bankruptcy or dissolution of the business, the design professional shall meet and confer with the other parties regarding unpaid defense costs in good faith effort to agree on the allocation of those costs amongst the parties; and
b. Where a project-specific general liability policy insures all project participants for general liability exposures on a primary basis and also covers all design professionals for their legal liability arising out of their professional services on a primary basis, then there shall be no limitation on the design professional's duty to provide a defense and cover the City's cost of defense.
With respect to all matters other than those covered by the foregoing paragraph, Consultant agrees to indemnify, defend (with counsel reasonably satisfactory to the CITY) and hold harmless the CITY, its officers, officials, directors, agents representatives, volunteers, and employees to the fullest extent allowed by law from any and all claims, actions, causes of action, losses, damages, liabilities and costs of every nature, including but not limited to all claims, actions, causes of action, losses, damages, liabilities for property damage, bodily injury, or death, and all costs of defending any claim, caused by or arising out of, or alleged to have been caused by or arise out of, in whole or in part, Consultant’s performance under this Agreement, except for any claims, actions, causes of action, losses, damages, costs or liabilities proximately caused by the sole negligence or willful misconduct of CITY. CITY shall not be liable for acts of Consultant in performing services described herein.
In no event shall this section be construed to require indemnification by the Consultant to a greater extent than permitted under the public policy of the State of California; and in the event that this contract is subject to California Civil Code section 2782(b), the foregoing indemnity provisions shall not apply to any liability for the active negligence of the City.
The defense and indemnity provisions obligations of this Agreement are undertaken in addition to, and shall not in any way be limited by the insurance obligations contained in this Agreement. The foregoing indemnity provisions are intended to fully allocate the parties’ risk of liability to third-parties; and there shall be no rights to indemnity or contribution, in law or equity or otherwise between the parties that are not set forth in this section. Consultant waives all rights to ‐5‐ subrogation for any matters covered by the provisions of this section. Consultant’s responsibility for such defense and indemnity obligations as set forth in this section shall survive the termination or completion of this Agreement for the full period of time allowed by law.
9.2 Consultant shall maintain insurance conforming to the following specifications to the fullest amount allowed by law for a minimum of three (3) years following the termination or completion of this Agreement:
A. Types of Coverage
The policies shall afford the following types of coverage:
1. Commercial General Liability;
2. Automotive;
3. Workers’ Compensation and Employer Liability; and
4. Professional Liability and/or Errors and Omissions
B. Minimum Scope of Insurance
Coverage shall be at least as broad as:
1. For Commercial General Liability: Insurance Services Office (ISO) CGL Form 00 01 11 85; and
2. For Automotive Liability: ISO CA 00 01 06 92 including symbol 1(any auto); and
3. For Workers’ Compensation: insurance as required by the Labor Code of the State of California and Employer's Liability insurance; and
4. For Professional Liability and/or Errors and Omissions: insurance covering negligence committed by or on behalf of Consultant in rendering services to City.
C. Minimum Limits of Insurance
Consultant shall maintain limits no less than:
1. General Liability: $1,000,000 combined single limit per occurrence for bodily, personal injury and property damage. If Commercial General Liability Insurance or other form with a general aggregate limit is used, either the general aggregate limit shall apply separately to this project/location or the general aggregate limit shall be twice the required occurrence limit.
‐6‐ 2. Automobile Liability: $1,000,000 combined single limit per accident for bodily injury and property damage.
3. Workers’ Compensation and Employer's Liability: Workers’ Compensation limits as required by the Labor Code of the State of California and Employer's Liability limits of $1,000,000 per accident.
4. Professional Liability and/or Errors and Omissions: $1,000,000 per claim and $2,000,000 in the annual aggregate.
The limits of insurance required in this Agreement may be satisfied by a combination of primary and umbrella or excess insurance. Any umbrella or excess insurance shall contain or be endorsed to contain a provision that such coverage shall also apply on a primary and non-contributory basis for the benefit of City (as agreed to in this Agreement) before the City’s own insurance or self-insurance shall be called upon to protect it as a named insured.
D. Deductible and Self-Insured Retention
Any deductibles or self-insured retention must be declared to and approved by the City, and shall not reduce the limits of liability. At the option of the City, either: the insurer shall reduce or eliminate such deductibles or self-insured retention as respects the City, its agents, officers, attorneys, employees, officials and volunteers; or the Consultant shall procure a bond guaranteeing payment of losses related to investigations, claim administration, and defense expenses. Policies containing any self-insured retention provision shall provide or be endorsed to provide that the self-insured retention may be satisfied by either the named insured or the City.
E. Other Insurance Provisions
The policies are to contain, or be endorsed to contain, the following provisions:
1. General Liability and Automobile Liability Coverage:
a. The City, its agents, officers, attorneys, employees, officials and volunteers are to be covered as additional insureds as respects: liability arising out of this Agreement performed by or on behalf of the Consultant, products and completed operations of the Consultant, premises owned, occupied or used by the Consultant, or automobiles owned, leased, hired or borrowed by the Consultant. It is a requirement of this Agreement that any available insurance proceeds broader than or in excess of the specified minimum insurance coverage requirements and/or limits set forth in this Agreement shall be available to the City as an additional insured. Furthermore, the requirements for coverage and limits shall be (1) the minimum coverage limits specified in this Agreement, or (2) the broader coverage and maximum limits of coverage of any insurance policy or proceeds available to the named insured, whichever is affords greater coverage. ‐7‐ b. The Consultant's insurance coverage shall be primary insurance as respects the City, its agents, officers, attorneys, employees, officials and volunteers. Any insurance or self-insurance maintained by the City, its agents, officers, attorneys, employees, officials and volunteers shall be excess of the Consultant's insurance and shall not contribute with it.
c. Any failure to comply with reporting provisions of the policies shall not affect coverage provided to the City, its agents, officers, attorneys, employees, officials, and volunteers.
d. The Consultant's insurance shall apply separately to each insured against whom claim is made or suit is brought except with respect to the limits of the insurer's liability.
2. Workers’ Compensation and Employer’s Liability Coverage: The insurer shall agree to waive all rights of subrogation against the City, its agents, officers, attorneys, employees, officials, and volunteers for losses arising from work performed by the Consultant for the City.
3. All Coverages: Any unintentional failure to comply with reporting provisions of the policies shall not affect coverage provided to the City; and unless otherwise approved by the City, each insurance policy required by this clause shall be endorsed to state that coverage shall not be canceled by either party, except after thirty (30) days prior written notice by regular mail has been given to the City, or ten (10) days for cancellation for non- payment of premium.
‐8‐ E. Suspension or Cancellation
If any of the coverages required by this Agreement should be suspended, voided, cancelled or reduced in coverage during the term of this Agreement, Consultant shall immediately notify City and replace such coverage with another policy meeting the requirements of this Agreement.
F. Subcontractors
Consultant agrees that any and all contracts with subcontractors for performance of any matter under this Agreement shall require the subcontractors to comply with the same indemnity and insurance requirements set forth in this Agreement to the extent that they apply to the scope of the subcontractors’ work. Subcontractors are to be bound to contractor and to City in the same manner and to the same extent as the Consultant is bound to City under this Agreement. Subcontractors shall further agree to include these same provisions with any sub-subcontractor. A copy of this Agreement will be furnished to the subcontractor on request. The Consultant shall require all subcontractors to provide a valid certificate of insurance and the required endorsements included in the Agreement prior to commencing any work, and will provide proof of compliance to the City.
G. Acceptability of Insurers
Without limiting Consultant's indemnification provided hereunder, the policies of insurance listed in Article 9.2 of this Agreement are to be issued by an issuer with a current A.M. Best Rating of A:V and who is authorized to transact business in the State of California, unless otherwise approved by the City.
H. Verification of Coverage
Consultant shall furnish the City with endorsements and certificates of insurance evidencing coverage required by this clause. The certificates for each insurance policy are to be signed by a person authorized by that insurer to bind coverage on its behalf. The certificates are to be on forms acceptable to the City. Where required by statue, forms approved by the Insurance Commissioner are to be submitted. All certificates are to be received and approved by the City before work commences.
10. MISCELLANEOUS
10.1 This Agreement shall be binding on the heirs, executors, assigns and successors of Consultant.
10.2 Neither party may assign this Agreement, or any portion hereof, without the prior written consent of the other.
‐9‐ 10.3 This Agreement shall not be construed to alter, affect, or waive any lien or stop notice rights, which Consultant may have for the performance of services pursuant to this Agreement.
10.4 Neither party’s waiver of any term, condition or covenant, or breach of any term, condition or covenant shall be construed as the waiver of any other term, condition or covenant or waiver of the breach of any other term, condition or covenant.
10.5 This Agreement contains the entire Agreement between City and Consultant relating to the project and the provision of services to the project. Any prior agreements, promises, negotiations, or representations not expressly set forth in this Agreement are of no force or effect. Subsequent modifications to this Agreement shall be in writing and signed by both City and Consultant.
10.6 If any term, condition or covenant of this Agreement is held by a court of competent jurisdiction to be invalid, void, or unenforceable, the remaining provisions of this Agreement shall be valid and binding on City and Consultant.
10.7 This Agreement shall be governed and construed in accordance with the laws of the State of California.
10.8 This Agreement may be executed in counterparts and will be binding as executed.
10.9 All changes or amendments to this Agreement must be in writing and approved by all parties.
10.10 The term of this Agreement shall commence upon execution of the Agreement and terminate ______. Any extension of the Agreement shall be mutually agreed upon in writing and shall require an amendment to the Agreement signed by both parties.
10.11 Consultant owes the City a duty of undivided loyalty in performing the work and services under this Agreement, including, but not limited to, the obligation to refrain from having economic interests and/or participating in activities that conflict with the City’s interests in respect to the work and/or services and project. The Consultant shall list current clients who may have a financial interest in the outcome of this Agreement. The Consultant hereby certifies that it does not now have, nor shall it acquire any financial or business interest that would conflict with the performance of services under this agreement. Consultant shall not make or participate in making or in any way attempt to use Consultant’s position to influence a governmental decision in which Consultant knows or has reason to know Consultant has a direct or indirect financial interest other than the compensation promised by this Agreement. Consultant will immediately advise the City if Consultant learns of a financial interest of Consultant's during the term of this Agreement.
10.12 This Agreement is entered into, and to be performed in Santa Clara County, California, and any action arising out of or related to this Agreement shall be maintained in a court of appropriate jurisdiction in Santa Clara County, California. ‐10‐ 11. NOTICES
Notices required under this Agreement may be delivered by first class mail addressed to the appropriate party at one of the following addresses:
CITY: City of Campbell Attention: ______70 North First Street Campbell, CA 95008
CONSULTANT: ______Attention: ______
Having read and understood the foregoing Agreement, the undersigned parties agree to be bound hereby:
CONSULTANT
By______
Title ______
CITY OF CAMPBELL
By ______
Title ______
Exhibit A - Scope of Services and Fees
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