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The only exceptions to this are the few existing residents with <br />homes currently fronting on Foothill Road. These and others (such <br />as occupants of southbound disabled vehicles) would be able to <br />safely use the minimum five foot wide flat area behind the curb. <br />The recommended General Plan. options are shown in the attached <br />figure "Foothill Road Alternatives - Typical Sections," and are <br />also shown as actual cross-sections at various "stations" on pages <br />5-25. <br />Staff has prepared "interim" designs for the General Plan Option, <br />four-lane segment which would incorporate a two-lane road within <br />the larger right-of-way. These designs are shown as "Interim <br />Option A," a three-lane alternative which locates the median and/or <br />stripes the street so that only one northbound lane is used and <br />one, generally new, southbound lane is used. A two-lane section, <br />with no median, has been developed for use at the Kliment area. <br />These "interim" designs are being recommended by staff and are <br />shown on pages 26-33. Actual cross-sections of several "stations" <br />are shown on these pages as well. <br />Assumptions Used in Formulatinq Aliqnment and Street Section <br /> In designing the roadway, many issues come into play and the <br /> recommended alignment/section is a result of trade-offs among all <br /> these issues. These issues are briefly described below. <br /> - existing curbs and street sections were used whenever <br /> feasible (only the "Alternate," sheet 13, abandons <br /> existing curb and/or street section). <br /> - existing right-of-way was used; acquisition of additional <br /> right-of-way was minimized. <br /> - existing vertical alignment (ups and downs) were used <br /> except the "Alternate" would modify the existing height <br /> to achieve acceptable sight distances. <br /> - drainage coming off Pleasanton Ridge was decided to be <br /> carried in an on-street curb rather than behind curb/edge <br /> of pavement ditch as this minimizes grading/tree loss and <br /> reduces long-term maintenance. <br /> - a disabled vehicle lane and/or shoulder was incorporated <br /> into the on-street bike lane to minimize grading. <br /> - the ultimate street was designed to be landscaped to <br /> achieve a country lane feel despite its width by <br /> incorporating a landscaped island for its full length, <br /> thereby "halving" the perceived width of the road. <br /> - the median was used also to minimize grading/intrusion <br /> into lots by raising the southbound lanes where feasible. <br /> - street lane widths meet normal City standards for through <br /> lanes (12 ft., 13 ft. at median curb), right turn lanes <br /> (12 ft.) and left turn lanes (12 ft.), but the median has <br /> been narrowed by eliminating the protective "nose" at <br /> turn pockets. <br /> <br /> SR91:52 9 <br /> <br /> <br />