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• Before we get started in reviewing the design options, let’s review why we are chosen to build the concept incrementally.
• The process will break a very complex and comprehensive design concept into bite-sized pieces that will progress from making TF endorsements on design options that influence alignment (many of which are project wide design concepts that were reviewed in the May workshops).
•Endorsements tonight will inform alignment options that you will review on July 12th.
•Endorsements you make on July 12th will lead to options for addressing impacts of the alignment on GR properties (open space, replacing parking, redevelopment, and property acquisitions) in August.
•At that time, you will see how the incremental decisions that you have made have evolved into a comprehensive GR design concept which will be presented to the public for review and comment.
•Public input will be addressed in refining the design concept to a preferred concept that will be presented to M/C and RTA for approval.
•If approved, 2009 will be spent on engineering and preliminary design of the alignment, roadway design, urban design, and redevelopment options.
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• We will work with you to make incremental decision including providing you with the listed types of information.
• You will evaluate options and make endorsements by referring to your GPs or perhaps you will ask us for additional information.
•Keep in mind that incremental endorsements are not necessarily final decisions since new each step of the process may uncover issues that justify a change in a prior decision.
•An excerpt from the Workshop summary will allow for a reference of options and issues to relevant GPs.
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•  Tonight we want to take the first step in the process of building a preferred design concept for GR.
•  The process as we see it will be incremental in nature in which endorsements or potential decisions and direction received from you tonight will inform the next increment of building the design.
•  The first step will be to address design options that will allow us to move forward with development alignment options that you will review on July 12.
•  You will hear more about the wandering flip chart from Lynn but it is a technique used to engage a large group of people in a short time on a number of different topics.
•Based on various BRT related projects over the past 10 years in New York, Berkeley, San Leandro, Livermore Valley, and San Jose.
•Streetcar is based on Tucson’s planned system.
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• LRT is based on the design of the LRT in Tempe along Apache Boulevard
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• Adopt 137-foot &160-foot standard street sections for planning
•  Apply street section flexibility
•  Document & illustrate future transit scenarios in reports
•  Recommend changes to the bicycle plan in the study area
•  Recommendation is supported by City
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Target Speed is the speed at which vehicles should operate on Grant Road consistent with the level of multi-modal activity generated by adjacent land uses to provide both mobility for motor vehicles and a safe environment for pedestrians and bicyclists. The target speed is usually the posted speed limit.
Design Speed is the speed that governs certain geometric features such as horizontal curvature, super-elevation, and sight distance.  Design speed is typically higher than the posted speed limit to result in conservative values for design criteria such as sight distance or roadway alignment.  The ITE Proposed Recommended Practice recommends that the design speed be 5 mph over the target speed.  NOTE: Consultant team staff report that the ITE Recommended Practice currently in development will recommend that design speed equal target speed.
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Target Speed is the speed at which vehicles should operate on Grant Road consistent with the level of multi-modal activity generated by adjacent land uses to provide both mobility for motor vehicles and a safe environment for pedestrians and bicyclists. The target speed is usually the posted speed limit.
Design Speed is the speed that governs certain geometric features such as horizontal curvature, super-elevation, and sight distance.  Design speed is typically higher than the posted speed limit to result in conservative values for design criteria such as sight distance or roadway alignment.  The ITE Proposed Recommended Practice recommends that the design speed be 5 mph over the target speed.  NOTE: Consultant team staff report that the ITE Recommended Practice currently in development will recommend that design speed equal target speed.
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Target Speed is the speed at which vehicles should operate on Grant Road consistent with the level of multi-modal activity generated by adjacent land uses to provide both mobility for motor vehicles and a safe environment for pedestrians and bicyclists. The target speed is usually the posted speed limit.
Design Speed is the speed that governs certain geometric features such as horizontal curvature, super-elevation, and sight distance.  Design speed is typically higher than the posted speed limit to result in conservative values for design criteria such as sight distance or roadway alignment.  The ITE Proposed Recommended Practice recommends that the design speed be 5 mph over the target speed.  NOTE: Consultant team staff report that the ITE Recommended Practice currently in development will recommend that design speed equal target speed.
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Target Speed is the speed at which vehicles should operate on Grant Road consistent with the level of multi-modal activity generated by adjacent land uses to provide both mobility for motor vehicles and a safe environment for pedestrians and bicyclists. The target speed is usually the posted speed limit.
Design Speed is the speed that governs certain geometric features such as horizontal curvature, super-elevation, and sight distance.  Design speed is typically higher than the posted speed limit to result in conservative values for design criteria such as sight distance or roadway alignment.  The ITE Proposed Recommended Practice recommends that the design speed be 5 mph over the target speed.  NOTE: Consultant team staff report that the ITE Recommended Practice currently in development will recommend that design speed equal target speed.
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• Many asked for more details on how this concept will operate
• Signal timing stages will include
•Stage 1, Grant Road green for through traffic while cross street and u-turns are red
•Stage 2, Grant Road red for through traffic while cross street through traffic and u-turns are green
•Stage 3, Grant Road and cross street red for through traffic while cross street left-turns and u-turns are green
• Many asked for more details on how this concept will operate
• Signal timing stages will include
•Stage 1, Grant Road green for through traffic while cross street and u-turns are red
•Stage 2, Grant Road red for through traffic while cross street through traffic and u-turns are green
•Stage 3, Grant Road and cross street red for through traffic while cross street left-turns and u-turns are green