<strong>Brawley</strong> <strong>Downtown</strong> <strong>Specific</strong> <strong>Plan</strong> Traffic Volumes From 199 to 00 , traffic volumes on Main Street decreased slightly from , 00 vehicles daily to 3,900 vehicles daily. Data collection measured in February 010 shows roughly a 0 percent decrease in traffic volumes to approximately 19,000 vehicles daily. The State Routes 8/111 <strong>Brawley</strong> Bypass EIS/EIR (Caltrans, May 001) cited the high level <strong>of</strong> pedestrian traffic crossing Main Street, due in large part to the high school and middle school located immediately north <strong>of</strong> the <strong>Specific</strong> <strong>Plan</strong> Area. The State Route and associated regional and truck traffic negatively impacts the inherent “people resource” provided to <strong>Downtown</strong> by students traveling to and from the local schools. The <strong>Brawley</strong> Bypass EIS/EIR was forecasted to reduce long-range year 0 0 traffic volumes on Main Street to approximately ,000 vehicles daily. The Bypass analysis indicated a decrease in long-range traffic volumes on Main Street by approximately 18,000 vehicles daily. While the Bypass has not yet been completed, its schedule for completion is expected in the next few years, allowing the community to regain control <strong>of</strong> the treasured Main Street. Assuming continued community growth, the 008 General <strong>Plan</strong> traffic analysis indicated the Bypass was forecasted to reduce long-range year 0 traffic volumes on Main Street to approximately 1 ,300 vehicles daily. Following this progression, the updated analysis would then forecast a reduction in long-range year 0 traffic volumes to approximately 1 ,1 4 vehicles daily. According to the functional classification system <strong>of</strong> the <strong>City</strong>’s General <strong>Plan</strong> Circulation Element, a demand <strong>of</strong> 1 ,1 4 vehicles daily on Main Street in <strong>Downtown</strong> would theoretically require a four (4) lane Collector Roadway with a design speed <strong>of</strong> miles per hour. A street design <strong>of</strong> this nature is does not support the principles <strong>of</strong> livability and mobility in a <strong>Downtown</strong>. Fortunately, provisions for a slower speed Main Street serving all users, and which compliments adjacent land uses, is consistent with many <strong>of</strong> the policies identified in the Circulation Element. These policies emphasize a circulation system that preserves community values and character. Based on consideration <strong>of</strong> the transportation and land use needs in <strong>Downtown</strong>, the 3- 0 following circulation recommendations are provided: • • • Upon construction <strong>of</strong> the <strong>Brawley</strong> Bypass, retr<strong>of</strong>it <strong>Downtown</strong>’s Main Street from a four (4) lane roadway to a two ( ) lane roadway between 3rd Street and th Street Modify the General <strong>Plan</strong> Circulation Element to include a modified Level <strong>of</strong> Service (LOS) target for the Main Street segment with the reduced cross-section Consider opportunities to enhance or provide additional east-west capacity within <strong>Downtown</strong> to balance vehicular traffic demand over multiple roadways Overall Connectivity The community-supported desire for livability and mobility requires a circulation concept that is context sensitive and multi-faceted. <strong>Downtown</strong>’s overall connectivity will require special design enhancements for pedestrians, bicyclists, transit users, motorists and parking. Following are brief descriptions <strong>of</strong> the plans contained within the next several pages: • • Pedestrian Connections -- See Figure 3- (Pedestrian Connections). Walkability throughout <strong>Downtown</strong> should focus primarily on the north/south connections to residential neighborhoods, schools and parks. Streetscape enhancements will be especially important along Main Street, 3rd Street, Imperial Avenue, th Street, th Street, 8th Street, 9th Street, 10th Street, D Street, E Street G Street and alleys. Bicycle Connections -- See Figure 3-8 (Bicycle Connections). Fragmented bicycle routes only exist along segments <strong>of</strong> Imperial Avenue, th Street and B Street. In order to complete the network, dedicated bicycle lanes should be integrated along Main Street and Plaza Street (all four sides). Without dedicated lanes, bicycle routes should be encouraged along 3rd Street, th Street, 8th Street, 10th Street, C Street, D Street and G Street.
Figure 3-7: Pedestrian Connections 1st Street Gonzalez Park 2nd Street B Street C Street D Street E Street Main Street G Street Conceptual <strong>Plan</strong>: Pedestrian Circulation Primary Pedestiran Access 3rd Street Barbara Worth Junior High School Streets with Pedestrian Improvements Proposed Connections (Locations may Vary), Alley Improvements, and Rail Trail Improved Pedestrian Crossing Plaza S Plaza Street Imperial Avenue Park <strong>Brawley</strong> Union N Plaza Street H Street I Street 5th Street High School 7th Street 8th Street 9th Street Hinosa Park <strong>Downtown</strong> Vision Cesar Chavez Street N 3- 1
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