FINAL
CENTRAL MARIN FERRY CONNECTION
PROJECT
Prepared For
City of Larkspur
Prepared By
Alta Planning + Design, Inc.
April 2004
Central Marin Ferry Connection Feasibility Study April 2004
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ACKNOWLEDGEMENTS
TECHNICAL ADVISORY COMMITTEE
City of Larkspur
Hamid R. Shamsapour, P. E.
Town of Corte Madera
David Bracken
County of Marin, Department of Public Works
Jack Baker
Berenice Davidson, P. E.
Art Brook
Golden Gate Bridge District
Maurice Palumbo, P. E.
Harvey Katz
Association of Bay Area Governments
Laura Thompson
Caltrans District 4
Manny Caluya
Marin County Bicycle Coalition
Deb Hubsmith
Nancy Weninger
San Francisco Bay Conservation and Development Commission
Ellen Miramontes
CONSULTANT
Alta Planning + Design, Inc.
Michael Jones, Principal George Hudson, Principal Designer
Kim Baenisch, Senior Designer Becky Schuerman Choi, Planner
Weir/ Andrewson Associates, Inc.
Roy Andrewson, P. E.
FUNDING
Funding for this study was provided by the Association of Bay Area Governments’ Bay Trail
Grant Program the Metropolitan Transportation Commission’s Transportation for
Livable Communities ( TLC) Planning Grant Program.
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TABLE OF CONTENTS
EXECUTIVE SUMMARY................................................................................................... i
INTRODUCTION............................................................................................................... 1
Overview.................................................................................................................... 1
Project Purpose......................................................................................................... 1
Project Methodology................................................................................................ 1
BACKGROUND .................................................................................................................. 3
Project Setting and History ..................................................................................... 3
Overview of Corridor .............................................................................................. 3
Goals and Objectives ............................................................................................... 6
Summary of Relevant Plans & Policies ................................................................. 8
Other Relevant Agencies ....................................................................................... 13
NEEDS ANALYSIS........................................................................................................... 15
User Groups............................................................................................................ 15
Connecting Facilities .............................................................................................. 17
Surrounding Land Uses & Destinations ............................................................. 19
Traffic Volumes ...................................................................................................... 21
Collision Data.......................................................................................................... 21
Projected Usage ...................................................................................................... 22
User Needs .............................................................................................................. 24
PROJECT ALTERNATIVES........................................................................................... 26
Evaluation Criteria.................................................................................................. 26
Alternatives & Sub- Components ......................................................................... 28
Evaluation of Alternative Alignments ................................................................. 36
Alternative 1A .................................................................................................. 36
Alternative 1B................................................................................................... 39
Alternative 1C................................................................................................... 41
Alternative 2A .................................................................................................. 43
Alternative 2B................................................................................................... 44
Alternative 2C................................................................................................... 45
Alternatives Analysis .............................................................................................. 45
Alternative 1B: NWP/ Ramped Bridge......................................................... 46
Alternative 1C: NWP Right- of- Way & Bent Caps Creek Crossing ......... 50
Elements Common to Both Alternatives..................................................... 56
Analysis of Preferred Alternatives................................................................. 58
Recommendation.................................................................................................... 59
DESIGN AND IMPLEMENTATION.......................................................................... 60
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Next Steps................................................................................................................ 60
Phasing..................................................................................................................... 61
Cost Estimate .......................................................................................................... 61
Recommended Planning & Design Standards ................................................... 64
Path Width........................................................................................................ 64
Intersections and Crossings............................................................................ 65
Design Speed.................................................................................................... 65
Horizontal Alignment ..................................................................................... 65
Structural Section – Path Construction and Overcrossings ...................... 65
Drainage............................................................................................................ 67
Barrier Posts ..................................................................................................... 67
Signing, Markings, and Traffic Control Devices......................................... 67
Fencing and Barriers........................................................................................ 71
Crossings........................................................................................................... 71
Grades ............................................................................................................... 74
Utilities and Lighting ....................................................................................... 75
Entrance Features ............................................................................................ 75
Landscaping...................................................................................................... 77
Operations & Maintenance ................................................................................... 77
Operations ........................................................................................................ 77
Security.............................................................................................................. 77
Maintenance...................................................................................................... 78
Safety.................................................................................................................. 78
Private Property Protection............................................................................ 79
Path Repairs & Closure................................................................................... 79
Funding............................................................................................................. 80
Liability.............................................................................................................. 81
LIST OF FIGURES
Figure 1: Location Map ........................................................................................................ 4
Figure 2: Project Corridor.................................................................................................... 5
Figure 3: User Survey.......................................................................................................... 25
Figure 4: Alternatives 1A- 1C............................................................................................. 29
Figure 5: Alternatives 2A- 2C............................................................................................. 31
Figure 6: Redwood at Wornum Drive Cross Sections .................................................. 32
Figure 7: Redwood at Trailer Park Cross Sections......................................................... 33
Figure 8: Redwood at Shopping Center Cross Sections................................................ 34
Figure 9: Redwood at Rich Street Cross Sections .......................................................... 35
Figure 10: Locations of the CMFC with U. S. 101 Interchange Alternative # 4......... 38
Figure 11: New Bridge Across Corte Madera Creek ..................................................... 48
Figure 12: Ramps on Alignment 1B................................................................................. 49
Figure 13: Multi- Use Path on Trestle Sketch.................................................................. 50
Figure 14: Multi- Use Path on Easement.......................................................................... 52
Figure 15: Existing Conditions: US 101/ East Sir Francis Drake Northbound Off-
Ramp ( looking south) ............................................................................................ 53
Figure 16: Proposed Pathway Configurations on Bent Caps ....................................... 54
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Figure 17: Ramps on Alignments 1C & 2A .................................................................... 55
Figure 18: Multi- Use Path Cross Section......................................................................... 66
Figure 19: Concrete Overcrossing Structure................................................................... 68
Figure 20: Collapsible Bollard ........................................................................................... 69
Figure 21: Fixed Bollard..................................................................................................... 70
Figure 22: Fence Types ...................................................................................................... 72
Figure 23: Unprotected Road Crossing ........................................................................... 73
Figure 24: Path Entry Characteristics............................................................................... 76
LIST OF TABLES
Table 1: 2002 Traffic Volumes on Project Corridor...................................................... 20
Table 2: Automotive and Bicycle Collisions on Project Corridor ............................... 21
Table 3: Existing & Projected Walking & Bicycling: Corte Madera Creek ................ 23
Table 4: Alignment Evaluations........................................................................................ 46
Table 5: Alignment Capital Costs ..................................................................................... 63
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EXECUTIVE SUMMARY
The Central Marin Ferry Connection ( CMFC) project was first identified in the Marin County
Bicycle and Pedestrian Master Plan ( 2000) as one of the top 25 most important projects in Marin
County for a number of reasons:
1. It is at the crossroads of almost all trips between central and southern Marin County.
2. It serves the Larkspur Ferry Terminal, a major destination and one that is easily
accessible by walking or bicycling from many residential areas.
3. The current situation is inadequate to encourage more bicycling and walking within the
corridor.
4. It connects numerous school, shopping, recreation, and commuter routes and existing
bikeway segments.
This project is located on the east side of U. S. 101 between
the East Sir Francis Drake Boulevard ( ESFD) corridor on
the north and the communities of Larkspur and Corte
Madera on the south. This corridor provides access to many
important destinations including the Larkspur Landing
Shopping Center, Bon Air Shopping Center, Marin Central
Plaza, Drakes Landing, Larkspur Ferry Terminal, and the
residential communities at Greenbrae Boardwalk, Marin RV
Park, Golden Gate Trailer Park, and the apartments at
Larkspur Landing. In addition, this project connects to
existing trail systems along Corte Madera Creek, the trails
along Paradise Drive in Corte Madera, and the trail system in
Larkspur and Corte Madera within the abandoned
Northwestern Pacific Railroad corridor.
Currently, the U. S. 101 Corte Madera Creek overcrossing
does provide bicycle and pedestrian access over the creek,
but this connection consists of a narrow sidewalk on the east
side that places users very close to high- speed traffic and a
narrow separated pathway on west side of the highway that
requires bicyclists to dismount. The purpose of the Central
Marin Ferry Connection Feasibility Study is to determine a
more user- friendly alignment.
In early 2002, the City of Larkspur received a Bay Trail
Planning Grant to initiate research into this project. Alta
Planning + Design was hired to review the five corridor
The five options for the CMFC
project as illustrated in the
2000 Marin County Bicycle and
Pedestrian Master Plan.
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alignment options mentioned in the Marin County Bicycle and Pedestrian Master Plan, develop
and eliminate others as relevant, and to recommend a preferred alignment. This study and
accompanying preliminary design documents are the result of that planning grant.
PROJECT ALTERNATIVES
Two major alternatives were developed, each with three sub- options. The primary alignments
were defined as either ( 1) a multi- use path along the NWP right- of- way, or ( 2) a Class 1 multi- use
path along Redwood Highway.
ALTERNATIVE ONE – Locate a multi- use path on the NWP right- of- way starting at
Wornum Drive.
Sub- Option 1A – NWP/ Drawbridge
• The multi- use path follows the NWP right- of- way from Wornum/ Redwood Highway
northward across a rehabilitated trestle and drawbridge, connecting to the south side of
East Sir Francis Drake Boulevard ( ESFD) on a new ramp.
• A new drawbridge would be installed at Corte Madera Creek.
• The pathway could continue across ESFD on a new bridge as part of a future connection
to Cal Park Tunnel and/ or Larkspur Landing.
• The multi- use path would fall entirely within the NWP right- of- way.
Sub- Option 1B – NWP/ Ramped Bridge
• This option is similar to Sub- Option 1A but rather than using the existing trestle and
drawbridge across Corte Madera Creek, the existing trestle and drawbridge would be
removed and a new fixed bridge constructed within the NWP right- of- way. The bridge
would provide sufficient clearance to meet Coast Guard requirements and utilize the
existing concrete abutments.
Sub- Option 1C – NWP/ Off- ramp
• The multi- use path follows the NWP right- of- way from Wornum/ Redwood Highway up
to a new east- west easement to be purchased from the property owner. The easement
would take the pathway to the frontage road, and connect to the new U. S. 101 bridge and
pathway as described below under Alternative 2. This is a hybrid option between
Alternatives 1 and 2, taking advantage of the NWP right- of- way while avoiding the
problems with the trestle and drawbridge. A new ramp connects the off- ramp path with
the existing at- grade SFDB paths.
• On the north side of Corte Madera Creek, the path could cross over ESFD on a new
bridge that meets the NWP right- of- way on the north side of the road. Although this
crossing is within the scope of the CMFC project, it would most likely be constructed as
part of a future connection to the Cal Park Tunnel or Larkspur Landing.
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ALTERNATIVE TWO – Locate a Class1 multi- use path along the west side of
Redwood Highway from Wornum Drive northward.
Sub- Option 2A – Redwood Highway/ Off- ramp
• A 10- to 12- foot wide Class 1 multi- use path would be installed along the west side of
Redwood Highway from Wornum Drive to the existing pathway location leading onto
the Corte Madera Creek U. S. 101 bridge.
• The Class 1 path would lead directly to a new bridge structure on the U. S. 101 ESFD off-ramp
bent caps. A new ramp would connect the off- ramp path to the existing at- grade
ESFD paths.
• On the north side of Corte Madera Creek, the path could cross over ESFD on a new
bridge that meets the NWP right- of- way on the north side of the road. This would likely
be constructed as part of a future connection to the Cal Park Tunnel or Larkspur
Landing.
Sub- Option 2B – Redwood Highway/ Off- ramp/ Trestle
• This is essentially the same as Sub- Option 2A, except that a new wooden trestle would
link to the existing historic trestle rather than constructing a new bridge directly from the
new U. S. 101 off- ramp bridge. This elevated structure could be constructed directly over
the existing boardwalk in this area. From that point the path could continue over ESFD
on a new bridge to be constructed if and when the Cal Park Tunnel project moves
forward or a connection to Larkspur Landing is sought.
Sub- Option 2C – Redwood Highway/ Off- ramp/ No SFDB Crossing
• This is essentially the same option as 2A and 2B except that rather than a new bridge
over ESFD, users are simply directed along the south side of ESFD to the existing
signals and crosswalks at Larkspur Landing Circle.
The ability to construct a project in phases can be an important element because it may allow for
agency location of funds over time, rather than all at once. The three phases of all options
include the southern section along the NWP right- of- way between Corte Madera Creek and
Wornum Drive ( Phase 1), crossing Corte Madera Creek to East Sir Francis Drake Boulevard
( Phase 2), and crossing East Sir Francis Drake Boulevard to connect to Larkspur Landing and
the future Cal Park Tunnel bikeway ( Phase 3).
EVALUATION
A decision matrix with clearly described criteria and scoring was used to evaluate each project
alternative. The evaluation criteria were based on the overall project goals and were weighted to
reflect the relative importance of each category. This criterion was then used to evaluate each of
the alternative alignments. The criteria used for the CMFC alternatives was as follows:
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• Vehicle Conflicts / User Safety • Privacy / Security
• Functionality / Access • North- South Bikeway
• Usage • Right- of- Way
• Cost • Environmental / Wetland Impacts
• Compatibility with Plans • Cultural Resources
• Potential Implementation Problems • Noise / Health
• Ease of Implementation • Aesthetics / Visual Impacts
• Public Support
Alternative 1B scored the highest due to the complete separation from motor vehicle traffic,
functionality, directness, maximum usage potential, aesthetics, and public support. Alternative
1A also scored well because of the same characteristics as 1B, but implementation complications
prevented it from outscoring 1B. Alternatives 2A, 2B, and 2C scored lowest due to the
combination of a less- than- desirable environment to walk or bicycle ( due to the proximity to
U. S. 101), and/ or the cost.
The Technical Advisory Committee reviewed and discussed the results of this screening process
with the result that three preferred alignments ( 1A, 1B, and 1C) were identified for more in-depth
analysis. Alternative 1A was determined to have several significant problems. This
includes inherent problems with operating a drawbridge and the condition of the drawbridge
itself. Due to these and other problems, Alternative 1A was dropped from consideration.
Alternatives 1B and 1C more closely meet the goals and objectives of the Technical Advisory
Committee ( TAC). Alternative 1B scores the highest based on the criteria discussed previously
and is a preferred option of the TAC, but there are six major obstacles that need to be overcome:
1. Finding an agency willing to take on the construction, operation, and maintenance of a
new high- level bridge
2. Compatibility with future SMART plans
3. Controversy surrounding loss of trestle and drawbridge
4. Environmental impacts to the wetlands during construction
5. Visual impacts from a high level bridge
6. Easement acquisition through the Marin RV Park
Alternative 1C contains many of the advantages of Alternatives 1A and 1B, but is not as direct as
either of those options. Safety issues would be minimal since a single traffic conflict would occur
at the un- signalized crossing of Redwood Highway on its northern section where low traffic
volumes exist. The Class 1 path in the NWP right- of- way and the new bent cap structure could
be completed with minimal environmental impact. However, potential fatal flaws for this
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alignment include potential conflicts with future Corte Madera Creek U. S. 101 widening, the
need for Caltrans approvals, and the need to acquire the easement through the mobile home
park.
TAC RECOMMENDATION
After reviewing the materials developed in this feasibility study, the Technical Advisory
Committee unanimously recommended the following at their February 4, 2004, meeting:
• The preferred alignment for the Central Marin Ferry Connection project is Alternative
1B, which essentially follows the old Northwestern Pacific Railroad right- of- way between
Wornum Drive in Corte Madera, across Corte Madera Creek, and on to East Sir Frances
Drake Boulevard on a new high- level bridge to Larkspur Landing. The TAC concluded
that this option provides the most functional, direct, and enjoyable route for pedestrians
and bicyclists. Potential problems with the high- level bridge include maintenance costs
and environmental impacts, which have not been analyzed yet, although BCDC has given
it preliminary approval.
• Should a high level bridge not be feasible for maintenance or environmental impact
reasons, Alternative 1C would be the preferred alignment. This route follows the
Northwestern Pacific Railroad right- of- way from the south, crosses over the U. S. 101
northbound Sir Frances Drake off- ramp via a new easement on the north edge of a
mobile home park, and crosses Corte Madera Creek on the bent caps of the highway
structure.
• The TAC also recommends that the lead agency status of the MOU partners be changed
from the City of Larkspur to the Marin County Congestion Management Agency, subject
to discussions between those agencies.
Based on the analysis in this report and input from the four participating agencies and the TAC,
the following recommendations are made:
1. Proceed with Phase I. Continue planning, design, and implementation of the Phase I
segment of the project, which is a new Class I pathway on the NWP right- of- way from
Wornum/ Redwood Highway to the Marin RV Park, and from that point to a new
easement on the perimeter of the RV Park to Redwood Highway. This effort includes
obtaining a new easement on the perimeter of the Marin RV Park, and possibly
modifying or removing some existing tenants on the NWP right- of- way at the end of
Industrial Way to allow for a pathway. This would provide a new Bay Trail segment,
and enhance access to the existing sidewalk on the U. S. 101 Corte Madera Creek
overcrossing.
2. Seek Policy Guidance. The decision to proceed with Alternative 1B is a policy decision
among the four member agencies participating on this project. Staff from each of the
agencies should provide their recommendations in a Staff Report, supported by the TAC
recommendations. Each of the alternatives has significantly different costs, advantages,
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and disadvantages. Policy guidance is required as to the feasibility and desirability to take
on new maintenance responsibilities for a major new structure over Corte Madera Creek.
3. Identify an Implementation Agency. The funding application and MOU for the
project states that Marin County will take the lead in implementing this project. The
MOU states: " The City of Larkspur will request that the Marin County Congestion
Management Agency consider assuming responsibility for subsequent projects to
complete the work initiated by this grant, as the Congestion Management Agency
generally coordinates multi- jurisdictional projects." The partners on this project need to
resolve the issue of who will lead the implementation phase.
4. Proceed with Planning and Design. Continue working with Caltrans and other
agencies in the development of plans and designs for Alternative 1B. Work with the four
partner agencies to ensure good connectivity southward into Corte Madera, and
northward linking to the Cal Park Tunnel project.
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INTRODUCTION
OVERVIEW
The Central Marin Ferry Connection ( CMFC) project was first identified in the Marin County
Bicycle and Pedestrian Master Plan ( 2000) as one of the top 25 most important projects in Marin
County. This project is located on the east side of U. S. 101 between the East Sir Francis Drake
Boulevard ( ESFD) corridor on the north and the communities of Larkspur and Corte Madera on
the south. The U. S. 101 overcrossing of Corte Madera Creek currently offers the only bicycle and
pedestrian connection in this part of Central Marin County. This connection consists of a narrow
sidewalk on the east side and a narrow separated pathway on west side of the highway that
requires bicyclists to dismount and places users very close to high- speed traffic. The gap also
impacts connections to Larkspur Landing, Corte Madera and communities south, and Greenbrae
and communities to the west. Surveys and workshops in Marin County have consistently
indicated that this is one of the major barriers in the County, especially for people trying to walk
or bicycle to the Larkspur Ferry Terminal.
PROJECT PURPOSE
In early 2002, the City of Larkspur received a Bay Trail Planning Grant to initiate research into
this project. Alta Planning + Design was hired to review the five corridor alignment options
mentioned in the Marin County Bicycle and Pedestrian Master Plan, develop and eliminate
others as relevant, and to recommend a preferred alignment. This study and accompanying
preliminary design documents are the result of that planning grant.
PROJECT METHODOLOGY
The Feasibility Study consisted of the following steps to review the existing corridor options and
develop a preferred alignment:
• A Technical Advisory Committee ( TAC) was formed at the start of the project to guide
the pathway alignment selection process. The TAC consisted of representatives from the
City of Larkspur; Town of Corte Madera; County of Marin; Golden Gate Bridge,
Highway, and Transportation District; Association of Bay Area Governments; California
Department of Transportation ( Caltrans); Marin County Bicycle Coalition; San Francisco
Bay Conservation and Development Commission; and Alta Planning + Design.
• Two basic options, each with four sub- options, were developed for consideration by the
TAC. These eight variations were ranked by the TAC according to agreed- upon criteria
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in order to compare their characteristics. The options were reduced to two primary
options, each with three sub- options, as a result of the ranking process.
• A public meeting was held on November 7, 2002, at the Drakes Landing Community
Room in Greenbrae. The consultants presented the pathway options under
consideration, distributed surveys, and recorded public comments. The public meeting
was advertised in local newspapers, on agency websites, and on flyers distributed or
mailed to local libraries, bike shops, other local businesses, residential mailboxes, and
community bulletin boards.
• The TAC and the project consultants walked the project site to evaluate the alternatives
and perform field review.
• The one- page, five- question survey was distributed at the public meeting as well as
posted on several agencies’ and the consultant’s websites.
• The consultant produced this preferred alignment recommendation report for the City of
Larkspur based on the public meeting input, survey results, and TAC comments. Three
preferred alignments were selected for further evaluation in the forthcoming phases of
the CMFC project.
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BACKGROUND
PROJECT SETTING AND HISTORY
This chapter provides a description of existing conditions along the study corridor. Information
is based on field visits, existing planning documents, aerial photographs, maps, and conversations
with city, county, Caltrans, and other agency staff.
Figures 1 and 2 show the location of the project site and a detailed view of the project corridor.
The project corridor follows Redwood Highway and is less than one mile in length between
Wornum Drive on the south and East Sir Francis Drake Boulevard to the north. The current
bicycle and pedestrian facilities lack shoulders and sidewalks in some areas, are narrow and
circuitous for users connecting to the ferry terminal, and do not provide a direct crossing of East
Sir Francis Drake Boulevard. Several existing multi- use paths link to the corridor from the
surrounding communities.
North of the study corridor, the County is studying a potential bicycle/ pedestrian linkage to San
Rafael through the abandoned Cal Park Tunnel. The County of Marin has acquired funds to
rehabilitate the old railroad tunnel to connect a proposed Northwestern Pacific Railroad right- of
way route and the Larkspur Ferry Terminal with Andersen Drive in San Rafael.
OVERVIEW OF CORRIDOR
The CMFC project corridor extends from Wornum Drive at Redwood Highway to the north
side of East Sir Francis Drake Boulevard. The current corridor is approximately .7 miles long,
and lies within the jurisdictions of the City of Larkspur, the Town of Corte Madera, and the
County of Marin. The key components of
this corridor are described here.
REDWOOD HIGHWAY
Starting at its southernmost point at
Wornum Drive, approximately one- half
mile of the corridor follows the Redwood
Highway frontage road. From Wornum
Drive to Industrial Way, shoulders exist
only occasionally and bicyclists must use
the travel lanes. Sidewalks are not provided The south end of the CMFC corridor at Wornum
Drive and Redwood Highway, looking north.
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Figure 1 - Location Map
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The Central Marin Ferry Connection
corridor and its local uses and
destinations.
Figure 2 - Project Corridor
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except along the Marin Central Plaza shopping center property on the east side of the road. This
section of road carries heavy traffic volumes up to the Highway 101 on- ramp at Industrial Way.
North of Industrial Way, wide asphalt shoulders are present on the east side of the road, parking
is available on the west side, and the road carries a very low traffic volume to the residential
communities and small businesses adjacent to it.
U. S. 101 SIDEWALK
Currently, pedestrians and bicyclists on the east
side of U. S. 101 must cross Corte Madera Creek
on a pathway along the frontage road
immediately north of the Industrial Way on-ramp.
The path becomes a five- foot wide,
unprotected concrete sidewalk immediately
adjacent to the travel lanes on the Highway 101
off- ramp for Sir Francis Drake Boulevard. On
the north side of the Creek, the sidewalk
connects to the existing pathway parallel to East
Sir Francis Drake Boulevard. The path and
sidewalk segment is slightly over two miles long
and posted signs advise bicyclists to walk their
bicycles while using the off- ramp sidewalk.
NORTHWESTERN PACIFIC RAILROAD
CORRIDOR
The Northwestern Pacific Railroad right- of- way makes up the other element of the study
corridor. From the 1880s to the 1940s, this corridor was used by electric commuter trains and
freight trains on their way to Sausalito and Tiburon. While commuter passenger service was
abandoned in the 1940s, local freight service continued until the late 1970s from San Rafael to
the Dixie Cup plant on Tamal Vista. After this service was abandoned, the line was purchased by
the Golden Gate Bridge District. The tracks, trestle, and drawbridge are still in place.
The City of Larkspur intends to remove a 100- foot portion of the trestle crossing over East Sir
Francis Drake Boulevard in order to add an additional traffic lane in the westbound direction of
sir Francis Drake Boulevard at the interchange. There are no current plans to alter the remaining
trestle south of the road that crosses Corte Madera Creek. The drawbridge is currently locked in
an open position to allow through boat traffic.
GOALS AND OBJECTIVES
The overall goal of the CMFC project is to improve bicycle and pedestrian access and
connectivity in this corridor.
Crossing Corte Madera Creek on the
Sir Francis Drake Boulevard off- ramp
sidewalk.
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Local agencies such as the City of Larkspur, Town of Corte Madera, County of Marin,
Association of Bay Area Governments, and the Golden Gate Bridge Highway and Transit
District ( GGBHTD) have their own unique goals for this corridor. This includes improving
access, connectivity, and safety for bicyclists and pedestrians; reducing traffic congestion on local
roads; and boosting ridership while reducing parking demand at the Larkspur Ferry Terminal. In
addition, each agency has other long- term goals and policies that impact this corridor, including
potential commuter rail service to the ferry terminal and highway and roadway interchanges
along the U. S. 101 corridor.
The following goals and objectives have been developed to help guide the evaluation process in
this feasibility study.
Goal 1: The project should improve bicycle and pedestrian connectivity in Central Marin
and complete a major gap in the County’s alternative transportation trail network and the
Bay Trail.
Objective A: Connectivity. Provide links and improve access to connector trails and
important destinations along the corridor including commercial/ shopping and employment
generators at Larkspur Landing, Marin Central Plaza, Bon Air Center, and existing and
proposed future residential neighborhoods.
Objective B: Recreation Amenity. Provide improved access to recreational amenities,
especially the shoreline and public open spaces, such as the Corte Madera Marsh State
Ecological Reserve.
Goal 2: The project should enhance access to the Larkspur Ferry Terminal.
Objective A: Transportation. Provide a transportation benefit to the City and County by
offering an effective alternative to the motor vehicle, whether that is for work or recreational
trips. Enhance overall transportation mobility and options in the area, especially for
commuters trying to reach the Larkspur Ferry Terminal.
Goal 3: The project should provide maximum benefits to the public.
Objective A: Safety. Improve safety conditions for bicyclists and pedestrians in the corridor.
Objective B: Range of User Groups. Maximize the range of potential users of any new
facility or service, including users of all ages and abilities. Understand the needs, capabilities,
and interests of each user group, and consider this in the design of any solution( s).
Objective C: Function. Maximize the functional aspects of any recommendation in terms
of convenience, gradients, availability, directness, access, cost, and connectivity to major
destinations.
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Objective D: Cost Effectiveness. The project should offer the best combination of
effectiveness with lowest capital and operating cost, and should be consistent with existing
and future local and regional improvement projects wherever possible.
Objective E: Crossing. Develop a safe, accessible, and direct crossing of East Sir Francis
Drake Boulevard.
Goal 4: The project should minimize negative impacts to the environment and local
communities.
Objective A: Environment. Design the project so it does not result in significant negative
environmental impacts in terms of direct construction impacts ( water quality, historical and
archaeological resources, etc.) and indirect impacts ( increased demand on local resources that
are already over capacity, traffic capacity, financial resources, etc.).
Objective B: Property Impacts. Avoid or minimize impacts to private property and
residential neighborhoods, including the need to acquire right- of- way or easements.
Objective C: Visual Impacts. Design the project so it does not result in significant impacts
to the visual resources of the corridor.
Goal 5: The project should be consistent with adopted policies, standards, and goals.
Objective A: Consistency: Design the project to be consistent with the local, regional, and
State adopted standards, policies, and goals, such as Caltrans and ADA.
SUMMARY OF RELEVANT PLANS & POLICIES
This section discusses the key public agencies involved in the CMFC Feasibility Study, and
relevant planning and policy documents prepared by each.
COUNTY OF MARIN
Marin County’s 1994 visionary Countywide Plan is currently undergoing an update that is
expected to take up to four years of research, community participation, and environmental
review to look at current land use and projections for the future of its 520 square miles and
population of nearly 247,300. The theme of designing a sustainable future for the County has
been selected to guide the preparation of the Plan Update, and the CMFC project is an element
of that sustainable transportation vision.
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Marin County Bicycle and Pedestrian Master Plan
The Marin County Congestion Management Agency was
responsible for initiating the development of the Marin
County Bicycle and Pedestrian Master Plan. Although it was
not adopted, it was developed with the goal of making
bicycling and walking an integral part of daily life in Marin
County. A subsequent Unincorporated Marin County
Bicycle and Pedestrian Master Plan was adopted in June
2001. Both Plans contain project recommendations to
address traffic congestion, safety and general livability within
the County, and highlight school children and senior citizens
as the two user groups that will benefit most from the
improvements. They focus on a primary network of bikeway
corridors for intra- city and regional travel, and discuss local
priorities for bikeway and pedestrian improvements in each
of the incorporated Marin towns. The CMFC was first
identified as a recommended project for the County and the
City of Larkspur in these Plans.
Marin Countywide General Plan
As currently proposed, the update will expand the current
elements of the general plan to also include, among other
items, a Baylands Protection Corridor element. An Interim
Guiding Principal of the Plan Update relevant to the
corridor project is as follows:
5. Provide efficient and effective transportation.
We will expand our public transportation systems to better connect jobs, housing,
schools, shopping and recreational facilities. We will provide affordable and convenient
transportation alternatives that reduce our dependence on single occupancy vehicles,
conserve resources, improve air quality and reduce traffic congestion.
Examples of Community Indicators: Vehicle miles traveled; bus and ferry ridership and fares; person
miles traveled; community walkability; miles and use of bike paths.
Interim Report: U. S. Highway 101 Interchange with Sir Francis Drake Boulevard
The Marin County Congestion Management Agency commissioned a planning study of options
for re- designing U. S. 101 and various on- and off- ramps between Tamalpais Drive and Sir
Francis Drake Boulevard. The study, completed by CH2M Hill in May 2002, identifies a
preferred alternative (# 4) that may have direct consequences for the proposed CMFC project.
Alternative # 4 shows a new full interchange at Wornum Drive in Corte Madera, replacing the
Industrial/ Lucky ramps, and widening the East Sir Francis Drake Boulevard northbound off-ramp
to two lanes. Both of these changes would impact the feasibility of all CMFC options, and
are discussed in greater detail later in this report.
The five options for the CMFC
project as illustrated in the
2000 Marin County Bicycle and
Pedestrian Master Plan.
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CITY OF LARKSPUR
The City of Larkspur has a population of 12,014 and an area of approximately four square miles.
Most of Larkspur is located west of Highway 101 in central Marin County between Corte Madera
and Mill Valley to the south and Greenbrae and Kentfield to the north. The project corridor lies
within the easternmost portion of Larkspur; a narrow strip of land that parallels the east side of
Highway 101 and a small segment of the north shore of Corte Madera Creek that heads east
towards the ferry terminal.
City of Larkspur General Plan
The City of Larkspur updated its General Plan in 1990. It is a comprehensive statement of
Larkspur's development policies for the city and its sphere of influence. The Plan defines a
realistic vision of what the city intends to be in 20 years, and provides guidance to the City
Council when making planning decisions. It acknowledged that a joint led effort by Marin and
Sonoma counties, was ( and remains) underway to consider use of the Northwestern Pacific
Railroad right- of- way ( parallel to Highway 101’ s east side and terminating near the Larkspur
Ferry Terminal) for some form of future transit– way. The following chapter summaries are
relevant to the corridor project:
Land Use, Chapter 2: Enhance the attractiveness and viability of existing commercial areas
and ensure that they are accessible by means other than the auto.
Circulation, Chapter 4: Provide safe and efficient transportation facilities for moving
people and goods within Larkspur. Encourage attractive alternatives to the use of single-occupant
vehicles. At the same time, give quality of life and protection of the environment a higher
priority than " traffic mobility," and do everything possible to ameliorate the negative impacts
of local and regional traffic on Larkspur. Improve the connections between the several parts
of Larkspur and with neighboring communities.
Environmental Resources, Chapter 6: Preserve and enhance open space features,
including marshes and wetlands along San Francisco Bay and Corte Madera Creek, wildlife
habitats, view corridors, and ridgelines. Protect open space and shoreline/ marsh
conservation areas from any degradation that could result from public facility improvements
such as roads, paths, sewers, or flood control projects.
Trails and Paths, Chapter 8: Make it easier to move around Larkspur by non- motorized
transportation modes. Provide safe, paved, bicycle and pedestrian paths to schools, shopping
areas, recreation facilities, and open space preserves. Improve traffic safety for bicyclists and
pedestrians. The chapter identifies access to San Rafael along the railroad right- of- way adjacent
to Highway 101 as an improvement possibility.
The City of Larkspur also passed Resolution No. 30/ 01on September 5, 2001, adopting the
Marin County Bicycle and Pedestrian Master Plan. The resolution illustrates the City’s
commitment to incorporating the Plan’s goals, objectives and policies for bicycle and pedestrian
improvements within the corporate limits of the City. It identifies improvements to the CMFC
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project corridor in section 1. C. The City just completed a draft Bicycle Transportation Plan that
also includes the Central Marin Ferry Connector as a priority project.
TOWN OF CORTE MADERA
Corte Madera is a relatively small town of 9,100 residents within 4.5 square miles that is divided
into an east and west half by Highway 101. The current CMFC corridor does not fall within the
boundaries of the Town of Corte Madera, but the existing northern segment of the Bay Trail
meets the project corridor’s starting point at Corte Madera’s north boundary.
Town of Corte Madera General Plan
Since January 2001, the Town of Corte Madera has been in the process of updating its 1989
General Plan. The update is anticipated to take two years to complete. The General Plan
highlights bicycle issues pertaining to poor accessibility and inadequate facilities, its role in
mitigating the negative effects caused by increasing automobile use, and its value towards
improving the quality of life for Corte Madera residents. Its Guiding Policy 5.4. c. states:
“ Promote programs and measures that will create a safe and comprehensive pedestrian and
bicycle circulation system in Corte Madera.”
Town of Corte Madera Bicycle Transportation Plan
Corte Madera adopted its Bicycle Transportation Plan in July 2001 as a result of wanting to
become a more bicycle- friendly community. It is a coordinating and resource document that will
enable the Town to qualify for state and federal funding sources specific to bicycle
improvements. The Plan addresses the concern to improve movement between the east and west
sides of the town, as well as the desire to improve its bicycle- transit links. The Plan shows an
existing and potential bikeway connection through the study corridor, and states, “ a Corte
Madera Creek crossing (…) are principal elements of a North- South bikeway through Marin
County. Construction of a creek crossing will also involve the cooperation of a number of bodies
with the Town of Corte Madera.”
ASSOCIATION OF BAY AREA GOVERNMENTS
The Association of Bay Area Governments ( ABAG) is a governmental agency comprised by the
cities and counties of the San Francisco Bay Area. It was established by them in 1961 to protect
local control, plan for the future, and promote cooperation on area- wide issues. ABAG was the
first Council of Governments in California. ABAG has been designated by the state and federal
governments as the official comprehensive planning agency for the Bay Area.
The Bay Trail Plan ( 1989)
The Bay Trail Plan was adopted by ABAG in 1989 with the goal of developing a 400- mile loop
trail around the Bay Area, encompassing spine trails, spur trails, and connector trails. The Plan
was prepared pursuant to Senate Bill 100 which mandated that the Bay Trail ( 1) provide
connections to existing parks and recreation facilities, ( 2) create links to existing and proposed
transportation facilities, and ( 3) be planned in such a way as to avoid adverse effects on
environmentally sensitive areas. It contains policies to guide selection of the trail route and
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implementation of the trail system. The five policy categories include: Trail Alignment, Trail
Design, Environmental Protection, Transportation Access, and Implementation. The Plan
recognizes that creation of the Bay Trail depends on cooperation among shoreline property
owners; the hundreds of local, regional, state and federal agencies with jurisdiction over the trail
alignment; the trusts and foundations operating in the region; and the environmental and
recreational interests that closely monitor the Bay Area’s changes.
The current adopted Bay Trail alignment in the CMFC project area follows a circuitous route
requiring bicyclists and pedestrians to cross over and under Highway 101 using substandard
pathways adjacent to highway traffic. The current CMFC project is intended to develop an
alternative alignment that will improve this important Bay Trail connection, protect the sensitive
environmental resources of the shoreline, while improving accessibility to the Bay.
SONOMA MARIN AREA RAIL TRANSIT
Sonoma Marin Area Rail Transit Commission ( SMART) was formed in 1998 with the mission to
provide passenger train service to Sonoma and Marin County residents along the Northwestern
Pacific ( NWP) rail corridor that lies next to Highway 101. Its 12- member commission consists of
five representatives from each county. It is responsible for planning, engineering, evaluating, and
implementing passenger train service from Cloverdale to a Ferry Terminal that connects to San
Francisco ( Larkspur, and the proposed Port Sonoma and San Quentin ferry terminals are being
considered). Providing passenger rail service to reduce traffic congestion is SMART’s primary
goal, however, the commission has agreed to add a parallel multi- use trail where the ROW is
sufficient to do so. A Bicycle Advisory Task Force has been formed to help evaluate trail design
and development.
In 2000, SMART released the Sonoma Marin Rail Implementation Plan that provides SMART
with a preliminary plan for train service and an estimated $ 200 million cost to build the train
system. This estimate did not include the cost to construct an adjacent multi- use path since that
feasibility study has not yet been completed. SMART hired Parsons Brinkerhoff to conduct an
Environmental Impact Study ( EIS) and Environmental Impact Report ( EIR) in summer 2002.
Among the issues examined by the EIS and EIR will be the feasibility of constructing a multi- use
path adjacent to the rail line, and the impact of the train on traffic congestion reduction. A
Notice to Proceed is expected by the end of September 2002, after which it is anticipated that the
EIS/ EIR process will take 18 months to complete.
Governor Davis’ summer 2002 signing of Assemblyman Nation's AB 2224 consolidates
ownership, planning, and control of the NWP right- of- way under SMART, as a new transit
agency. SMART’s transit operator status began on January 1, 2003, and as a result, any
alignments for the CMFC project will have to be approved by SMART. SMART is currently
studying commuter rail options including service southward from San Rafael to the Larkspur
Ferry terminal. SMART has no current operating plans or options that show trains crossing
Corte Madera Creek.
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CALIFORNIA DEPARTMENT OF TRANSPORTATION
The State of California, Department of Transportation ( Caltrans) is responsible for the design,
construction, maintenance, and operation of the California State Highway System, as well as that
portion of the Interstate Highway System within the state's boundaries. Caltrans has jurisdiction
over the Highway 101 right- of- way and the East Sir Francis Drake Boulevard off- ramp to be
reviewed as part of this feasibility study. Caltrans is conducting the following roadway
improvement project in the vicinity of the CMFC corridor to reduce traffic congestion on
Highway 101 in this area:
HOV Gap Closure Project
The Highway 101 HOV Gap Closure project is intended to address the gap in the High
Occupancy Vehicle ( HOV) lane that occurs between Tamalpais Drive in Corte Madera and
North San Pedro Road in San Rafael. Determining how to locate the HOV lane in the median
has been the focus. The entire project is divided into six phases; the Sir Francis Drake Boulevard
Interchange falls within Phases 2 and 3 of the project. An EIR has been completed for the
whole project, resulting in a set of preferred alignment drawings for the interchange adjacent to
the CMFC project. As part of the alignments analysis, Caltrans estimated that widening the
existing sidewalk along the East Sir Francis Drake Boulevard off- ramp would cost $ 1.5 million.
This project is currently under construction and there are no known impacts of this project on
the CMFC project’s preferred alignment.
OTHER RELEVANT AGENCIES
GOLDEN GATE BRIDGE, HIGHWAY AND TRANSPORTATION DISTRICT
The Golden Gate Bridge, Highway and Transportation District ( GGBHTD) consists of three
operating divisions - Bridge, Bus and Ferry - and an administrative District Division. Its mission
is to provide a safe, efficient, and reliable means for the movement of people, goods, and
services within the Highway 101, Golden Gate Corridor. In carrying out this mission, the District
recognizes its responsibility to work as a partner with federal, state, regional, and local
governments and agencies to best meet the transportation needs of the people, communities, and
businesses of San Francisco and the North Bay areas. The GGBHTD is actively participating in
the CMFC project’s Technical Advisory Committee to insure that their transportation concerns
along the Highway 101 corridor are addressed by the chosen alignment.
Northwestern Pacific Railroad Right- of- Way
The Northwestern Pacific Railroad originally owned and operated the railroad right- of- way that
parallels the east side of Highway 101 in the vicinity of East Sir Francis Drake Boulevard. The
right- of- way was purchased in the 1980’ s by Marin County and the GGBHTD with federal and
state grants. Both parties are in agreement that the right- of- way should be used for future
transportation opportunities. The GGBHTD solely owns the section of right- of- way from East
Sir Francis Drake Boulevard south to Paradise Drive in Corte Madera. The Town of Corte
Madera owns the east- west curved section of right- of- way ( historically known as the Baltimore
Park Cut- off) that extends from approximately the east terminus of Industrial Way southwest
towards Corte Madera.
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SAN FRANCISCO BAY CONSERVATION AND DEVELOPMENT COMMISSION
The 27- member San Francisco Bay Conservation and Development Commission ( BCDC) was
created by the California Legislature in 1965 in response to broad public concern over the future
of San Francisco Bay. The Commission is made up of appointees from local governments and
state and federal agencies. Implementation of the CMFC project’s preferred alignment will
require a permit from BCDC. The Commission’s responsibilities include:
• Regulating all filling and dredging in San Francisco Bay ( which includes sloughs and
certain creeks and tributaries);
• Regulating new development within the first 100 feet inland from the Bay to ensure that
maximum feasible public access to the Bay is provided;
• Minimizing pressures to fill the Bay by ensuring that the limited amount of shoreline area
suitable for high priority water- oriented uses is reserved for ports, water- related
industries, water- oriented recreation, airports and wildlife areas; and
• Administering the federal Coastal Zone Management Act within the San Francisco Bay
segment of the California coastal zone to ensure that federal activities reflect
Commission policies.
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NEEDS ANALYSIS
This chapter provides an overview of the user needs for the Central Marin Ferry Connection
( CMFC) project. The need for an improved facility connecting Larkspur, the Larkspur Ferry
Terminal, and other destinations is called out specifically in the 2000 Marin County Bicycle and
Pedestrian Master Plan, and input from local agencies and the public due to the existing
conditions and the potential to serve as a viable transportation and recreation facility.
USER GROUPS
The project corridor is regularly used by a wide
variety of bicyclists and pedestrians because of its
close proximity to the residential communities of
Larkspur, Corte Madera, and Greenbrae, several
shopping centers, employment centers,
recreational areas, and the Ferry Terminal. Short
distances to all these destinations are the most
likely to generate trips on foot or bicycle.
Typically, destinations less than three miles from
residential areas are attractive for bicycle trips
and destinations one- half mile or less attracts
pedestrian trips.
Each user group has specific needs that will
directly affect the planning and design of the
CMFC project. For example, many less
experienced bicycle riders prefer to use multi- use
trails ( also known as Class I bike paths) or lower-traffic
side streets rather than busy arterials with no shoulders. Experienced bicyclists are often
willing to trade more traffic and higher traffic speeds for a more direct route to their destination.
This project should be designed for the greatest variety of user groups that will potentially use
this corridor including students going to school, shoppers running errands, recreational and
commuting bicyclists, pedestrians, hikers, dog walkers, in- line skaters, parents pushing strollers,
seniors, children, and the disabled community.
COMMUTER NEEDS
Commuters in this case will consist of employed adults and students of all ages. Commute trips
between work and home typically account for about one- third of all weekday person trips. This
represents a substantial opportunity for bikeway and pedestrian usage, especially where links
between commercial and residential areas exist. Common commute characteristics include:
A cyclist heading north towards the Corte
Madera Creek off- ramp crossing.
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• Commuter trips usually range from several blocks to ten miles.
• Commuters typically seek the most direct and fastest route available.
• Commute periods typically coincide with peak traffic volumes and congestion, increasing
the exposure to potential conflicts with vehicles.
• Places to safely store bicycles are of paramount importance to all bicycle commuters.
• Major commuter concerns include changes in weather ( rain and heavy fog), riding in
darkness, personal safety and security.
• In general, a primary concern to all bicycle commuters are intersections with no control
signs ( i. e., stop or yield signs) or signal controls.
• Commuters generally prefer routes where they are required to stop as few times as
possible, thereby minimizing delay.
Commuters who currently drive to the Larkspur Ferry Terminal from nearby neighborhoods in
Larkspur and Corte Madera may also face parking shortages and traffic delays at the ferry
terminal. Use of a dedicated facility may encourage some commuters who currently drive to walk
or bicycle, thereby offering commuters saved resources, less traffic congestion, and reducing the
demand for parking.
RECREATIONAL NEEDS
Recreational use generally falls into one of three categories: exercise, non- work destinations ( such
as shopping or libraries), and sightseeing. Recreational bicyclists can be a varied user group in
and of themselves, since the term encompasses a broad range of skill and fitness levels, from a
racer who does 100- mile rides each weekend, to a family with young children who occasionally
want to ride a couple miles down a quiet trail. Regardless of the skill level of the recreational user,
directness of route is typically less important than being in scenic surroundings, having amenities
like restrooms and water fountains, and being on routes with few traffic conflicts. Visual interest,
shade, protection from wind, moderate gradients, and artistic or informational features also have
a much higher value.
All recreational corridor users require some basic amenities to have a comfortable experience and
to want to return. They include dedicated facilities ( such as sidewalks or bike lanes), clear
destination and intersection signage, and even surfaces. The aesthetic component of a facility is
very important to most recreational users. In other words, most people prefer to walk or bicycle
in pleasing surroundings. Some of the CMFC options will offer users more pleasing surroundings
( such as along the wetlands) than others ( such as directly along U. S. 101).
While the CMFC project itself is probably too short to serve as a major recreational destination,
it will connect with numerous other local pathways to form a major network. This includes the
Corte Madera Creek pathways extending from San Quentin to Upper Ross Valley and points
west, the NWP Cut- Off pathway from Redwood Highway to the NWP Railroad Trail in Corte
Madera and Larkspur, and the unpaved pathway extending southward to Paradise Drive. The
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CFMC project could provide local residents with access to at least 4.9 miles of separated
pathway— the longest segment in Central Marin County. A summary of connecting pathways
and bikeways is provided below.
CONNECTING FACILITIES
As a gap closure project, the connecting facilities to the CMFC are very important. At its
southern point at Wornum Drive, two paths currently
exist:
􀂃 Corte Madera’s Bay Trail segment coming
north from The Village Shopping Center
consisting of an eight- foot wide asphalt Class I
path that has its northern terminus at Wornum
Drive, and
􀂃 A paved Class I path leading from Larkspur
and Corte Madera from the west that follows
the former Northwestern Pacific Railroad
tracks, crosses the recently installed High
Canal Bridge, and parallels Wornum Drive on
the south side to Redwood Highway.
Approximately .3 miles north of Wornum Drive, a pedestrian and bicycle overcrossing of
Highway 101 exists that allows access from Corte Madera on its west side to the project corridor
and the Marin Central Plaza shopping center. The bridge has spiral ramps located immediately
north of the Highway 101 on- ramp, near the intersection of Industrial Way and Redwood
Highway. A sidewalk from the base of the bridge’s ramp leads to the corner of Industrial Way
and Redwood Highway.
At the north end of the corridor where Highway 101 and
East Sir Francis Drake Boulevard intersect, a connector
path also currently exists:
􀂃 A paved Class I multi- use path heads east towards
the Larkspur Ferry Terminal along East Sir Francis
Drake Boulevard. This path also continues just
under the freeway off- ramp and heads west
towards Greenbrae, parallel to Corte Madera
Creek. Access to this second path is by a stairway
that leads down from the northern end of the
corridor’s off- ramp sidewalk to a 10- foot wide
boardwalk that crosses over the creek directly
under the East Sir Francis Drake Boulevard off-ramp.
This existing path provides bicycles and
Corte Madera’s Class I path looking
south to the Village Shopping Center.
The stairs leading down to the
Corte Madera Creek boardwalk.
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pedestrians with a protected east- west route at the maze of freeway on- and off- ramps.
CONNECTIONS TO THE NORTH
There is currently no direct route north to San Rafael for bicyclists or pedestrians from the
CMFC study area. The existing NWP trestle that crosses over East Sir Francis Drake Boulevard
has been suggested as a possible crossing location and structure. The City of Larkspur is planning
to remove a 100- foot span of the trestle crossing to provide an additional traffic lane there.
Two equally challenging bicycle routes to the east and west of the CMFC corridor are currently
available for crossing East Sir Francis Drake Boulevard and reaching San Rafael, as described
below. These routes are seldom used by pedestrians because of the inclines, lack of sidewalks,
and long walking distances that would be required: approximately 4.5 miles on the eastern route
and three miles on the western route.
East to San Rafael
Currently bicyclists can travel east to San Rafael via East Sir Francis Drake Boulevard to
Andersen Drive. The route from the ferry terminal to Andersen Drive is 1.4 miles long, half
paved Class I path on the south side of East Sir Francis Drake Boulevard and half along a paved
shoulder, with a hill climb at its terminus to an un- signalized left turn lane at Andersen Drive. At
that point, the route continues uphill on Andersen Drive but soon levels out into downtown San
Rafael. The three miles of Andersen Drive have bike lanes. The combination of fast moving east
bound East Sir Francis Drake Boulevard traffic, fast moving west bound freeway off- ramp
traffic, and lack of turn signal at Andersen Drive make this a hazardous crossing. Overall, this
bike route is inconvenient, lengthy, and challenging for all but the most experienced bicyclists.
West to San Rafael
This alternate method of reaching San Rafael involves bicyclists crossing under the Highway 101
overpass on the south side of the road to the Corte Madera Creek multi- use path. The path leads
to the Sir Francis Drake Boulevard/ Eliseo Drive intersection where a signal provides a crossing
to the north side of the road. A protected sidewalk on the north side of the road can be used to
the base of Wolfe Grade from the intersection; no bike lanes are provided. Wolfe Grade involves
a steep hill on a winding route prior to a descent into downtown San Rafael. Wolfe Grade has
minimal shoulders, a steep grade, and many blind curves that add to the difficulty of this route.
This bike route is similarly inconvenient, lengthy, and challenging for all but the most
experienced bicyclists.
North to San Rafael – Proposed Pathway
Due to the difficulties outlined with the East and West routes to San Rafael, there has been an
effort to secure funding to develop a pathway that would connect with the Central Marin Ferry
Connection Project and proceed through the Cal Park Hill Tunnel along the railroad right- of-way.
In the spring of 2002, the County of Marin was awarded two grants totaling $ 3.9 million
for construction of the Cal Park Hill Tunnel and the pathways that would extend south to the
Central Marin Ferry Connection Project and north to Andersen Drive. As the lead agency for
this project, the County of Marin has formed a Technical Advisory Committee including the
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County of Marin, City of Larkspur, the City of San Rafael, the Golden Gate Bridge District,
SMART, and a representative from the Marin County Bicycle Coalition. At a November 2002
meeting, a feasibility report was presented by Nelson/ Nygaard Consultants, and the TAC
unanimously decided to move forward with design of the project. The County of Marin
continues to seek the balance of funding for the project; the total cost has been estimated at $ 7
million.
SURROUNDING LAND USES & DESTINATIONS
Surrounding land uses directly impact potential usage on any bicycle or pedestrian facility. The
CMFC corridor primarily extends through business and commercial centers as it connects to the
Larkspur Ferry Terminal. The various land uses adjacent or proximal to the trail, and any
connectivity issues related to them, are summarized below.
RESIDENTIAL COMMUNITIES
Residential communities occupy the east side
of Redwood Highway within the CMFC
corridor. The Golden Gate Trailer Park is
located at Wornum Drive on the south end of
the CMFC corridor. The Marin Park
Mobilehome and RV Park occurs midway
along the corridor, and the Greenbrae
Boardwalk houseboat community is located at
the north terminus of Redwood Highway.
Community access is a boardwalk that crosses
under the existing NWP trestle and extends
east to residents’ homes. Residents of all these
local communities are potential users of the
CMFC corridor for local errands,
transportation connections, and commuting.
Along the west side of Highway 101 in Corte Madera and Larkspur are primarily residential
communities consisting of single- family houses and small apartment complexes. The existing
connector paths from these neighborhoods provide excellent access to the CMFC corridor via
the bike path on Wornum Drive or the pedestrian over crossing at Industrial Way. The
improvement of this section of the Bay Trail will enhance conditions for the already well- used
surrounding trail system.
COMMERCIAL CENTERS
Retail shopping and small businesses occupy portions of the east side of Redwood Highway.
The Marin Central Plaza shopping center acts as a hub with a variety of chain store retailers.
Other local small businesses include automotive repair shops, public storage facilities and a
roofing company. The Bon Air shopping center provides additional retail and grocery stores on
The gateway at the Greenbrae Boardwalk
community.
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Sir Francis Drake Boulevard to the west of the CMFC corridor. Larkspur Landing shopping
center is to the northeast of the corridor on East Sir Francis Drake Boulevard.
CORTE MADERA MARSH
ECOLOGICAL RESERVE
The marsh covers approximately 620
acres of publicly- owned open space,
and has been owned and managed by
the California Department of Fish &
Game since the 1970s. The entire
reserve property is on the east side of
the NWP right- of- way. The adjacent
flood control basin to the west of the
reserve is owned by the Town of Corte
Madera. The reserve provides habitat
for endangered species including the largest southern Marin population of Clapper Rail, as well
Black Rail and Salt Marsh Harvest Mice. Public access to the marsh is available at the eastern end
of Industrial Way where a gravel parking lot abuts the existing levy trail system. Fish & Game
would need to be consulted for any proposed trail adjacent to the reserve that would be at grade
level. Separation of trail users from the aquatic environment are of paramount concern.
LARKSPUR FERRY TERMINAL
Golden Gate Transit owns and operates the Larkspur Ferry Terminal that operates ferries to San
Francisco seven days a week. The terminal acts as a transportation hub where transfers to
Golden Gate buses are possible. Bicycles are welcome aboard all Golden Gate Ferries on a first-come,
first- serve basis. The Catamarans can accommodate 15 bicycles and the larger capacity
vessels can accommodate 25 bicycles. The Larkspur Ferry Terminal has four bicycle racks that
hold a total of 40 bikes and eight bicycle lockers. A Bike Station has been proposed as a way to
improve accommodations for bicycle commuters.
LARKSPUR LANDING MIXED USE CENTER
The Larkspur Landing condominium community occupies the space of a former rock quarry on
the north side of East Sir Francis Drake Boulevard. The shopping center south of the condos
provides retail and commercial services of all kinds, and a movie theater and office complex exist
immediately adjacent to the shopping center on Larkspur Landing Circle. Several large office
buildings in the area provide a base of employment for the area. An affordable housing
development is proposed in this area, as well. A well- used 10- foot wide concrete bicycle and
pedestrian bridge crosses East Sir Francis Drake Boulevard connecting the shopping center to
the ferry terminal. It provides a protected crossing for both pedestrians and bicyclists.
The ecological reserve’s entrance signage.
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TRAFFIC VOLUMES
The existing roadways in the study area - Redwood Highway, Wornum Drive, and East Sir
Francis Drake Boulevard - have low to heavy traffic volumes. Table 1 illustrates traffic volumes
on the two roads for which data is available.
Table 1
2002 Traffic Volumes on Project Corridor
Description Peak Hr. AADT
Redwood Highway ( from Wornum Drive to
Industrial Way)
1,370 14,500
East Sir Francis Drake Boulevard ( US 101 to
Larkspur Landing Circle)
3,900 47,250
Peak Hr. = Peak hour traffic volume.
AADT = Annual average daily traffic volume. The total volume for the year divided by 365 days
Source: W- Trans
COLLISION DATA
Collision data was collected for the same three primary roads in the vicinity of the CMFC
corridor to review the patterns of automotive and bicycle incidents. No pedestrian incidents have
been recorded in these areas. The following table indicates the past three years of collision
history for the project corridor.
Table 2
Automotive and Bicycle Collisions on Project Corridor
Location Year Total Collisions Bicycle Involved
Wornum Drive
( from Tamal Vista Blvd. to Redwood
Hwy.)
1999
2000
2001
2002
1
1
1
2
0
0
0
0
Redwood Highway
( from Wornum Drive to US 101 on-ramp)
1999
2000
2001
2002
8
6
2
1
1
1
1
0
East Sir Francis Drake Boulevard
( from US 101 off- ramp to I- 580 on-ramp)
1999
2000
2001
2002
9
3
4
10
0
0
0
1
Source: W- Trans, Twin Cities Police Department
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PROJECTED USAGE
One of the goals of the CMFC project is to maximize the number and variety of user groups
who will benefit from it, including recreational and commuting user groups. The selection of the
preferred alternative will impact the number and diversity of users who will be attracted to the
corridor.
The 2000 Census found that approximately 1.9% of work trips were made by other means
( including bicycles) in Marin County and 3.0% of work trips were made on foot. Nationally
these percentages were 1.2% and 2.9% respectively; statewide for California they were 1.9% and
2.9% respectively. In addition, bicycling is one of the most popular forms of recreational activity
in the United States. The Bureau of Transportation Statistics’ October 2000 survey found that of
the 41 million people riding bicycles ( almost 15% of the 281,421,906 national population ( Census
2000)), 54 percent are bicycling for recreation and 35 percent are bicycling for exercise. The 2001
American Sports Data Study by the Sporting Goods Manufacturer’s Association tallied 84,182,000
national recreational walkers ( almost 30% of the national population). If nothing else, this
indicates a latent demand for connected trails and user facilities.
The 2000 Marin County Bicycle and Pedestrian Master Plan conducted user counts in the CMFC
project area. The counts identified 4 bicycles and 75 pedestrians using the Corte Madera Creek
crossing within one hour on weekdays, and 30 bicycles and 90 pedestrians within one hour on a
weekend.
The Larkspur Ferry Terminal Access Improvement Study completed for the Golden Gate Bridge
District in 1996 conducted surveys that identified that 10% of passengers were arriving from
Larkspur and five ( 5) percent were arriving from Corte Madera. Of the total number of
passengers surveyed, seven ( 7) percent of Larkspur ferry riders arrived on foot, and two ( 2)
percent arrived by bicycle. Four ( 4) percent of the survey respondents said they would walk or
bike to the terminal more often if parking was not provided for them. A more recent 1998 ferry
user survey showed that six ( 6) percent of Larkspur ferry riders arrive on foot, and one ( 1)
percent arrive by bicycle.
The Golden Gate Bridge District currently operates 42 weekday ferry crossings between
Larkspur and San Francisco and carries an average of 4,581 passengers daily ( FY 2001/ 2002).
Based on the previous survey findings, 690 passengers ( 15 percent of the daily passenger count)
are currently arriving from Larkspur and Corte Madera. Of the total ferry passengers, 322 ( seven
percent) arrive on foot or by bicycle. Based on the 1996 survey findings, it is estimated that an
additional 184 passengers ( a four percent increase) will walk or bike to the Larkspur Ferry
Terminal daily as a result of the CMFC project improvements. At a vehicle occupancy rate of 1.1
persons per vehicle, this would equate to a savings of about 167 parking spaces and 334 weekday
trips.
In addition, since the CMFC project will link a network of existing pathways and bikeways to
form the longest continuous system in Marin County, recreational and discretionary usage is
expected to increase tremendously. Based on existing counts of bicyclists and pedestrians and
comparisons with other pathways in Marin such as the Tiburon Bike Path, we estimate future use
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of the one- mile CMFC corridor to be approximately 316,000 annually. In comparison, an
estimated 324,000 people use the two- mile long Tiburon bike path annually.
The following tables show the existing and projected pedestrians and bicyclists using the Corte
Madera Creek crossing for Alternatives 1A and 1B.
Table 3
Existing and Projected Walking and Bicycling: Corte Madera Creek Crossing
Average Daily Total
CURRENT USE ( 2002)
Destinations
Larkspur Ferry Other Total
Weekdays
Pedestrians 41 / 1 409 / 2 450
Bicyclists 7 / 1 23 / 2 30
Weekends
Pedestrians 26 / 1 574 600
Bicyclists 4 / 1 196 / 2 200
Sources:
/ 1 Larkspur Ferry Terminal Access Study, 1996.
/ 2 Marin County Bicycle & Pedestrian Master Plan, 2000.
FUTURE USE ( 2002)
Destinations
Larkspur Ferry Other Total Using New Crossing
Weekdays
Pedestrians 135 765 900 675
Bicyclists 23 37 60 45
Weekends
Pedestrians 85 1,115 1,200 900
Bicyclists 15 385 400 300
TOTAL ESTIMATED ANNUAL CMFC USERS: 316,560
TOTAL ESTIMATED ANNUAL TIBURON BIKE PATH USERS: 324,054
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USER NEEDS
SURVEYS
A total of nine survey responses were received and tabulated for this study as of November 15,
2002. A copy of the survey is shown in Figure 3. The results to the five questions were as
follows:
• 89 percent of the respondents prefer off- street multi- use paths over on- street bicycle
lanes or bike routes.
• The respondents’ level of bicycling and/ or walking in the corridor varies from 33 percent
using it daily, 22 percent using it one to six times a week, 33 percent using it one to three
times a month, and 11 percent never using it.
• Users’ corridor trip purposes vary between recreation ( 88 percent), work ( 55 percent),
shopping ( 55 percent), and other ( 22 percent).
• Destinations reached by trips within the corridor include: Larkspur Ferry Terminal ( 44
percent), Larkspur Landing Shopping Center ( 44 percent), Marin Central Plaza Shopping
Center ( 33 percent), Corte Madera Marsh Reserve ( 44 percent), and other locations ( 55
percent).
• Reasons for not using the corridor more often include concerns about safety ( 77
percent), lack of facilities ( 88 percent), route too circuitous ( 66 percent), lack of bicycle
parking/ storage ( 44 percent), weather/ darkness ( 44 percent), need for car ( 33 percent),
and other ( 22 percent).
PUBLIC WORKSHOP STATED NEEDS
Approximately 30 individuals attended the November 7, 2002 public workshop. A summary of
the comments received by the participants is listed below.
• An overwhelming preference for an alignment on the Northwestern Pacific Railroad
right- of- way for reasons of aesthetics, more possible users, and separation from traffic.
• A level crossing of the creek on the right- of- way alignment.
• Preservation of the right- of- way alignment for future transit use.
• Support for a Corte Madera Creek crossing separated path on the off- ramp bent caps.
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Bicycle and Pedestrian User Survey
City of Larkspur – Central Marin Ferry Connection project
Date Completed: ____________
The City of Larkspur is in the process of improving a segment of the North- South Bikeway and the Bay Trail to
eliminate a gap in the County’s alternative mode transportation network. This survey is intended to learn more
about residents’ preferences of multi- use facility types. Please return all surveys no later than Monday,
November 11, 2002 to:
Alta Planning + Design
707 C Street
San Rafael, CA 94901
( 415) 482- 8660 phone
( 415) 482- 8603 fax
Questions:
1. Please rank your preference ( 1 to 3, 1 being highest) for bicycling and/ or walking on:
off- street multi- use paths ______ on- street bike lanes ______ or, bike routes ( local streets) ______
2. Describe your current level of bicycling and/ or walking in the corridor:
At least 1x per day ____ 1- 6x per week ____ 1- 3x per month ____ Very rarely ____ Never ____
3. Describe your bicycling and/ or walking trip purpose in the corridor ( check all that apply):
Work ____ School ____ Shopping ____ Recreation/ exercise ____ Other ___________________
4. Describe your specific destinations within the corridor ( check or describe all that apply):
Larkspur Ferry Terminal ____ Larkspur Landing Shopping Center ____
Marin Central Plaza Shopping Center ____ Corte Madera Marsh Reserve ____
Other ________________________________________________________________________________
5. Rank the reasons you don’t walk or ride in the corridor more often: ( 1 to 7, 1 being highest)
Concerns about safety ______ Lack of facilities ( e. g. paths, bike lanes, routes) to use _______
Route too circuitous ______ Lack of bicycle storage/ parking ______ Weather/ darkness _______
Need access to car _______ Other ________________________________________________________
Comments: ( for longer comments, feel free to attach additional pages to this survey)
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
Figure 3 - User Survey
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PROJECT ALTERNATIVES
This chapter identifies the criteria used to evaluate six options, describes the individual alignment
components, evaluates the alignments in detail, and outlines the three preferred alignments and
the final recommendation.
EVALUATION CRITERIA
A decision matrix with clearly described criteria and scoring was used to evaluate each project
alternative. The evaluation criteria were based on the overall project goals and were weighted to
reflect the relative importance of each category. Each criterion had a weighting factor reflecting
its relative importance from 0 ( low benefit or negative impact) to 5 or 10 ( high benefit or low
negative impact) depending on the relative importance. This criterion was then used to evaluate
each of the alternative alignments.
The criteria used for the CMFC alternatives was as follows:
MOST IMPORTANT CRITERIA ( 0- 10 POINTS)
Vehicle Conflicts and User Safety
Conflicts with motor vehicles can be a major impediment to use by less experienced and capable
users, especially recreational users, children, and the elderly. Several of the alternatives involve
either the use of Redwood Highway and/ or crossings of roadways, intersections, and parking
lots. Alternatives that avoid or minimize these conflicts would rate higher than those that don’t.
Functionality / Access
People using the project for transportation purposes will resist using a facility that does not
provide a direct connection to the Larkspur Ferry Terminal or other destinations, has significant
grades, is not easily accessible, or requires changes from a multi- use path to riding on busy
streets.
Usage
The project should appeal to the widest variety of users possible. Multiple users include
bicyclists, walkers, joggers, dog walkers, in- line skaters, and others. Some of the alternatives are
expected to attract a broader cross section of users, and more users overall, than others
Cost
Cost of the alternative is always a critical component, especially where crossing improvements,
fencing, signals, or other expensive infrastructure improvements are being considered. What are
the estimated capital and operating costs for developing this alignment? Alternatives that had
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lower capital and operating costs, whose costs were more certain, and who would qualify more
easily for available funding would score higher than those that don’t.
Compatibility with Future Transportation Plans
An alignment may or may not be compatible with future planned or proposed transportation
projects. For the Central Marin Ferry Connection project, the potential projects include a new
Highway 101 interchange at Wornum Drive, including improvements to the East Sir Francis
Drake Interchange, a new roadway connecting Wornum Drive with ESFD, and a new rail transit
connection to the Larkspur Ferry Terminal. Options that do not appear to conflict with any
proposed or planned improvements would score higher than those that do.
Potential Implementation Problems
A potential implementation problem that may impact the overall cost and feasibility of an
alignment is a very important criterion. For example, the lack of an agency to operate and
maintain a drawbridge is a major unknown.
IMPORTANT CRITERIA ( 0- 5 POINTS)
Ease of Implementation
A variety of complex issues can slow down the implementation of a project, and the fewer that
exist for a project, the more likely it is to be built. They typically can include such things as
environmental reviews, construction permits, the need for multiple agency support, coordination
with other construction projects, or difficulty of construction due to physical location or required
components. Projects that are more straightforward or do not include complex or difficult
implementation or operation efforts will score higher than options that are more complex.
Privacy and Security
This is a key component for any new pathway located adjacent to private properties that may
involve concerns about privacy and security. While research has shown that shared use paths do
not have higher crime rates than surrounding areas, and privacy issues can usually be resolved
through design, this is still a relatively important criteria. Alternatives that have potential impacts
on security and privacy of adjacent land uses, especially residential areas, would score lower than
other projects.
Integration into North- South Bikeway
Various alignments lend themselves more or less into a seamless integration with the County’s
proposed North- South Bikeway that passes through the closed Cal Park Tunnel. Other
alignments, while perhaps providing direct access to the Larkspur Ferry Terminal, offer a more
circuitous connection to the north- south NWP ROW alignment should the Cal Park Tunnel be
re- opened.
Right- of- Way
The availability of public right- of- way is an important criterion. Alternatives that require the
purchase of easements or property may involve timely and complex negotiations, plus additional
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costs. These projects would score lower than projects where right- of- way ownership is already by
a public agency.
Environmental Impacts
As the CMFC project will cross the Corte Madera Creek, each alignment must be assessed as to
its potential significant impacts or benefits ( in terms of preservation, interpretive opportunities,
etc.) to the environment, including wetland impacts, visual impacts, cultural resources impacts,
and noise and health impacts. Alternatives that include new construction in wetland areas or new
coverage of wetlands will score lower than alternatives that have no or fewer impacts.
Aesthetics
Does the alignment contain negative aesthetic ( such as proximity to a freeway) or positive
aesthetic ( such as access and/ or views to the bay) elements that may be an important user
amenity and meet Bay Trail objectives?
ALTERNATIVES AND SUB- COMPONENTS
Two major alternatives were developed, each with three sub- options. The primary alignments
were defined as either ( 1) a multi- use path along the NWP right- of- way, or ( 2) a Class I multi- use
path along Redwood Highway. The resulting six alternatives developed for the CMFC project are
outlined below. Maps illustrating the two primary alignments are on pages 29 and 31.
ALTERNATIVE ONE – Locate a multi- use path on the NWP right- of- way starting at
Wornum Drive. ( see Figure 4)
Sub- Option 1A – NWP/ Drawbridge
• The multi- use path follows the NWP right- of- way from Wornum/ Redwood Highway
northward across a rehabilitated trestle and drawbridge, connecting to the south side of
East Sir Francis Drake Boulevard ( ESFD) on a new ramp.
• A new drawbridge would be installed at Corte Madera Creek.
• The pathway could continue across ESFD on a new bridge as part of a future connection
to Cal Park Tunnel and/ or Larkspur Landing.
• The multi- use path would fall entirely within the NWP right- of- way.
Sub- Option 1B – NWP/ Ramped Bridge
• This option is similar to Sub- Option 1A but rather than using the existing trestle and
drawbridge across Corte Madera Creek, the existing trestle and drawbridge would be
removed and a new fixed bridge constructed within the NWP right- of- way. The bridge
would provide sufficient clearance to meet Coast Guard requirements and utilize the
existing concrete abutments.
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Sub- Option 1C – NWP/ Off- ramp
• The multi- use path follows the NWP right- of- way from Wornum/ Redwood Highway up
to a new east- west easement to be purchased from the property owner. The easement
would take the pathway to the frontage road, and connect to the new U. S. 101 bridge and
pathway as described below under Alternative 2. This is a hybrid option between
Alternatives 1 and 2, taking advantage of the NWP right- of- way while avoiding the
problems with the trestle and drawbridge. A new ramp connects the off- ramp path with
the existing at- grade ESFD paths.
• On the north side of Corte Madera Creek, the path could cross over ESFD on a new
bridge that meets the NWP right- of- way on the north side of the road. Although this
crossing is within the scope of the CMFC project, it would most likely be constructed as
part of a future connection to the Cal Park Tunnel or Larkspur Landing.
ALTERNATIVE TWO – Locate a Class1 multi- use path along the west side of
Redwood Highway from Wornum Drive northward. ( see Figures 5- 9)
Sub- Option 2A – Redwood Highway/ Off- ramp
• A 10- to 12- foot wide Class I multi- use path would be installed along the west side of
Redwood Highway from Wornum Drive to the existing pathway location leading onto
the Corte Madera Creek U. S. 101 bridge.
• The Class I path would lead directly to a new bridge structure on the U. S. 101 ESFD off-ramp
bent caps. A new ramp would connect the off- ramp path to the existing at- grade
ESFD paths.
• On the north side of Corte Madera Creek, the path could cross over ESFD on a new
bridge that meets the NWP right- of- way on the north side of the road. This would likely
be constructed as part of a future connection to the Cal Park Tunnel or Larkspur
Landing.
Sub- Option 2B – Redwood Highway/ Off- ramp/ Trestle
• This is essentially the same as Sub- Option 2A, except that a new wooden trestle would
link to the existing historic trestle rather than constructing a new bridge directly from the
new U. S. 101 off- ramp bridge. This elevated structure could be constructed directly over
the existing boardwalk in this area. From that point the path could continue over ESFD
on a new bridge to be constructed if and when the Cal Park Tunnel project moves
forward or a connection to Larkspur Landing is sought.
Sub- Option 2C – Redwood Highway/ Off- ramp/ No SFDB Crossing
• This is essentially the same option as 2A and 2B except that rather than a new bridge
over ESFD, users are simply directed along the south side of ESFD to the existing
signals and crosswalks at Larkspur Landing Circle.
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Existing Conditions:
Figure 6 - Redwood at Wornum Drive Cross Sections
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Existing Conditions:
Figure 7 - Redwood at Trailer Park Cross Sections
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Existing Conditions:
Figure 8 - Redwood at Shopping Center Cross Sections
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Existing Conditions:
Figure 9 - Redwood at Rich Street Cross Sections
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EVALUATION OF ALTERNATIVE ALIGNMENTS
This section presents an evaluation of each of the six alternatives according to the evaluation
criteria previously described. Specific design and cost factors are also included for each
alternative. At the conclusion of this section, a table showing how each alternative scored
according to the evaluation criteria is presented.
ALTERNATIVE 1
All Alternative 1 sub- options utilize the NWP right- of- way ( to some extent) on which the
abandoned tracks, drawbridge, and trestle still exist. The City of Larkspur has removed a 100-
foot span of the trestle immediately over ESFD. It is possible that it would be replaced by a new
long span or clear span structure in the future. The new crossing must be constructed higher
than the current trestle to meet Caltrans’ requirement of 18’ 4” minimum clearance between the
road surface and bottom of the structure. The existing tracks and cross ties would be removed
and a new 10- foot wide Class I paved bike path would be constructed. All sub- options include a
ramp leading to the south side of ESFD with a maximum 8.3% slope
ALTERNATIVE 1A – NWP/ Drawbridge
Ease of Implementation
Several essential issues influence the ability to implement this alignment. Blymyer Engineers
conducted a visual inspection of the drawbridge on March 25, 2003, to determine the structural
integrity of the bridge. Blymyer concluded that the drawbridge is not operable, is unsafe for
public use, and that it would probably be more cost effective to demolish the existing bridge and
install a new, prefabricated bridge. In addition, obtaining permits and approvals would likely
make implementation difficult. Lastly, no agencies have expressed any interest in taking on the
drawbridge construction, operations, and maintenance responsibilities.
Vehicle Conflicts and User Safety
Users would be completely separated from vehicles. There would be no road crossings due to
the elevated nature of the path above ESFD.
Functionality / Access
The multi- use path would be continuous from end to end without any transitions from one
facility type to another, except where crossing the drawbridge. It would be a direct route
between Wornum Drive and the Ferry Terminal. The path would be predominantly level with a
ramp of five ( 5) percent maximum leading down to ESFD.
Usage
The path’s complete separation from motor vehicle traffic and aesthetic location near wetlands
and away from the highway would attract the widest range of users.
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Cost
$ 8.6 to $ 10.5 million
Compatibility with Future Transportation Plans
Alternative 4 identified in the Interim Planning Report prepared for the Marin CMA shows
Wornum Drive being extended eastward from Redwood Highway to “ provide shopping center
access.” It appears that a new access road could coincide with a pathway on this stretch of
corridor, and it is assumed that the pathway would be designed to accommodate this future
roadway. ( see Figure 10)
Potential Implementation Problems
The feasibility of using a drawbridge and finding a willing agency to construct, operate, and
maintain the drawbridge are critical implementation issues. Research into these items continues,
however these items may represent fatal flaws to this option.
Public Support
The public expressed support for this and any option located on the NWP right- of- way at the
public workshop and in surveys.
Privacy and Security
Residences at the south end near Wornum Drive would have the path immediately adjacent to
their properties. The elevated section of path at the Greenbrae Boardwalk community would be
immediately above residences there. New fencing and possibly landscaping could be used to
screen these residences.
Integration into North- South Bikeway
The NWP right- of- way has been a key element of the County’s proposed North- South Bikeway
concept since the early 1970’ s, and is a direct connection to the proposed Cal Park Tunnel
rehabilitation project. This alignment follows the exact route proposed for the North- South
Bikeway.
Right- of- Way
The NWP right- of- way is anticipated to be transferred to the SMART District sometime in 2004.
While SMART does not have any current plans to study any rail option south of Corte Madera
Creek, they are reviewing an option leading into the Larkspur Ferry Terminal. Any multi- use path
construction on the right- of- way will require SMART’s acquiescence. However, the entire right-of-
way is in public ownership and no new property needs to be acquired for the project.
Environmental Impacts/ Cultural Resources
The construction of the multi- use path on the existing trestle structure is an unknown impact at
this time. Demolishing the existing drawbridge could also present some environmental
consequences.
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Figure 10 – Locations of the CMFC with U. S. 101 Interchange
Alternative # 4
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Aesthetics/ Noise/ Health
This option offers good aesthetics for users since it is away from motor vehicles and borders on
scenic wetland resources. Impacts of noise and air quality on users would be minimal. There
would be minimal visual impact since this alignment would be on an existing structure.
ALTERNATIVE 1B – NWP/ Ramped Bridge
Ease of Implementation
Complete removal of the existing trestle and drawbridge would be required. The construction of
the new structure could be relatively straight- forward. While the construction itself would not be
a constraint, the project would need to have an overall positive environmental impact to
overcome permitting problems.
Vehicle Conflicts and User Safety
Users would be completely separated from vehicles and user safety would be very good.
Functionality / Access
The multi- use path would be continuous from south to north ends without any transitions from
one facility type to another. It would be a direct route between Wornum Drive and the Ferry
Terminal. While much of the pathway would be level, the new fixed bridge would require a
vertical rise of about 15 feet at both ends. The rise could be constructed with a slope that meets
ADA requirements of a maximum five ( 5) percent grade. A ramp would be required at ESFD to
provide access to the Ferry Terminal.
Usage
The path’s complete separation from motor vehicle traffic and aesthetic location near wetlands
and away from the highway would attract the widest range of users.
Cost
$ 7.9 to $ 9.6 million
Compatibility with Future Transportation Plans
Alternative 4 identified in the Interim Planning Report prepared for the Marin CMA shows
Wornum Drive being extended eastward from Redwood Highway to “ provide shopping center
access.” It appears that a new access road could coincide with a pathway on this stretch of
corridor, and it is assumed that the pathway would be designed to accommodate this future
roadway. ( see Figure 10 on page 38)
Potential Implementation Problems
This option has several major unknowns that may impact its overall feasibility, including
environmental permitting, neighbor objections, and visual impacts. The most critical issue is that
no public agency has been willing to build, maintain, or operate a new bridge. The City of
Larkspur has said that they are not capable of taking on this responsibility.
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Easements are required for Phase 1 within the SMART right- of- way and along the northern
border of the Marin RV Park. The owners of the RV park have expressed an interest in
negotiating an easement purchase with the City, but there is no guarantee that these negotiations
will be successful.
Public Support
The public expressed support for this and any option located on the NWP right- of- way at the
public workshop and in surveys.
Privacy and Security
Residences at the south end near Wornum Drive would have the path immediately adjacent to
their properties. The elevated section of path at the Greenbrae Boardwalk community would be
immediately above residences there. New fencing and possibly landscaping could be used to
screen these residences.
Integration into North- South Bikeway
This alignment follows the exact route proposed for the North- South Bikeway.
Right- of- Way
The NWP right- of- way is anticipated to be transferred to the SMART District sometime in 2004.
While SMART does not have any current plans to construct any rail option south of Corte
Madera Creek, they are reviewing an option leading into the Larkspur Ferry Terminal. Any multi-use
path construction on the right- of- way will require SMART’s approval. The entire right- of-way
is in public ownership and no new property needs to be acquired for the project. However,
an easement will be needed from SMART and existing tenant leases on the right- of- way adjusted.
Environmental Impacts/ Cultural Resources
The major concern impacting this alignment’s implementation is likely objections from BCDC
and ABAG that a new elevated bridge could become a potentially large environmental impact on
the creek and wetlands. This option would require removal of the existing drawbridge and trestle
which could have environmental impacts during construction, although removal of the old trestle
and drawbridge may lessen coverage of wetland by structure and remove the creosote- soaked
piles, as well.
Aesthetics/ Noise/ Health
This option would offer excellent aesthetic attractions to users, being located away from traffic,
close to scenic bay lands, and new vistas of Corte Madera Creek. A visual impact analysis should
be done to better understand the presence this structure would have on the area. Impacts of
noise and air quality on users would be minimal.
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ALTERNATIVE 1C – NWP/ Off- ramp
Ease of Implementation
The removal of a creek crossing on the trestle eliminates both the visual impact and
environmental concerns of alignments 1A and 1B. However, the purchase of an easement
through private property required for the implementation of this alignment would be necessary.
Vehicle Conflicts and User Safety
Users would be mostly separated from vehicles. There would be a road crossing of Redwood
Highway frontage road where the path crosses to connect between the NWP right- of- way and
the bent cap multi- use path.
Functionality / Access
The multi- use path would have surface and direction transitions since it traverses the NWP right-of-
way and the bent caps multi- use path. An east- west easement corridor connection located at-grade
would require ADA ramps at a maximum 8.3% slope from the elevated right- of- way path
on the levee to a path at- grade, as well as from the bent caps path to the at- grade path. This
would be a less direct route between Wornum Drive and the ferry terminal than alignments 1A
and 1B.
Usage
As a mostly separated facility, this option would be expected to attract a diversity of users
although some users may be turned off by the need to cross a roadway, the somewhat circuitous
routing, and the proximity to highway traffic and noise.
Cost
$ 7.2 to $ 8.7 million
Compatibility with Future Transportation Plans
Alternative 4 identified in the Interim Planning Report prepared for the Marin CMA shows
Wornum Drive being extended eastward from Redwood Highway to “ provide shopping center
access.” It appears that a new access road could coincide with a pathway on this stretch of
corridor, and it is assumed that the pathway would be designed to accommodate this future
roadway.
Alternative 4 also shows the Sir Francis Drake Boulevard eastbound off- ramp leading to ESFD
as being widened to two lanes. Currently that ramp has two lanes and the left lane flares to two
lanes as it approaches ESFD. It is possible that widening this ramp to two vehicle lanes may
impact the feasibility of placing a pathway bridge on the bent caps. Detailed drawings were not
made available from Caltrans to make this determination, and the feasibility of this alternative is
based on measurements taken from aerial photos and field observations. While it appears that it
would be feasible to construct a Class I path on the bent caps while allowing for future
improvement to the ESFD off- ramp, the analysis of Caltrans drawings is necessary to determine
of the overall feasibility and cost for this option. The geometry for a two- lane off- ramp should
be evaluated during the next phase of work.
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Potential Implementation Problems
The unknown impact of the proposed Greenbrae Interchange improvements presents a potential
fatal flaw to this option and all others using the freeway bents to cross Corte Madera Creek. The
mobile home park owners have expressed an interest in negotiating an easement purchase with
the City, but there is no guarantee that these negotiations will be successful.
Public Support
The public expressed support for this and any option located on the NWP right- of- way at the
public workshop and in surveys.
Privacy and Security
Residences at the south end near Wornum Drive would have the path immediately adjacent to
their properties. New fencing and possibly landscaping could be used to screen these residences.
Integration into North- South Bikeway
The south portion of this alignment on the NWP right- of- way follows the exact route proposed
for the North- South Bikeway. The ESFD over crossing would bring the path back to the
proposed North- South Bikeway route on the north side of ESFD.
Right- of- Way
The NWP right- of- way is anticipated to be transferred to the SMART District sometime in 2004.
While SMART does not have any current plans to study any rail option south of Corte Madera
Creek, they are reviewing an option leading into the Larkspur Ferry Terminal. Any multi- use path
construction on the right- of- way will require SMART’s approval. However, the entire right- of-way
is in public ownership and no new property needs to be acquired for the project.
Environmental Impacts/ Cultural Resources
Environmental impacts with this alignment would be limited to the impacts of the new Class I
bike path along the wetlands ( if any), and the new structure located on the bent- caps of the U. S.
101 structure and across ESFD. The trestle and drawbridge would be left intact under this
option.
Aesthetics/ Health/ Noise
The alignment will have similar positive aesthetics to Options 1A and 1B, although it will place
users directly adjacent to U. S. 101 traffic for at least half of its distance. The narrow easement
through the RV park would also be considered an aesthetic negative. Impacts of noise and air
quality on users would be moderate to severe depending on the type of screening that could be
provided along the U. S. 101 off- ramp.
ALTERNATIVE 2
All Alternative 2 sub- options utilize a Class I multi- use path on the west side of Redwood
Highway from Wornum Drive north to a multi- use path leading to the U. S. 101 off- ramp
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structure. The current road configuration would remain as is, and the Class I Path would be
installed along available public right- of- way. All sub- options include at their north end a ramp of
maximum 8.3% slope from the elevated multi- use path to the existing ESFD sidewalk.
ALTERNATIVE 2A – Redwood Highway/ Off- ramp
Ease of Implementation
Moderate complications exist for the construction of this alignment, including re- construction of
portions of the Redwood Highway frontage road. This option does lack the permitting,
environmental, and other problems associated with other options however.
Vehicle Conflicts and User Safety
Users would be bicycling and walking on a separated Class I multi- use path parallel and adjacent
to Redwood Highway for the majority of the alignment. There would be three road crossings -
Wornum Drive and the Highway 101 off- and on- ramps at Industrial Way. Wornum Drive and
the on- ramp are both signalized, but the Highway 101 off- ramp is stop sign controlled and could
present a conflict between pathway users and vehicles. Users would be completely separated
from vehicles on the bent caps multi- use path and ESFD crossing.
Functionality / Access
This option would provide a direct and relatively level connection in this corridor. It would
provide good access to and from nearby land uses, the Larkspur Ferry Terminal, and the U. S.
101 pedestrian over crossing.
Usage
As a direct and separated route, this option could be expected to draw a significant number of
users. However, the close proximity of the route to Redwood Highway and U. S. 101 will not be
as appealing to users as a path that is completely removed from traffic.
Cost
$ 6.9 to $ 8.4 million
Compatibility with Future Transportation Plans
Alternative 4 identified in the Interim Planning Report shows a new interchange being constructed
at Wornum Drive. This would involve the re- construction of the Redwood Highway frontage
road and other major modifications. It is likely that a new Class I pathway could be provided or
re- located between the future northbound on- ramp and the re- located Redwood Highway,
therefore not impacting this part of Option 2A.
Alternative 4 also shows the Sir Francis Drake Boulevard off- ramp leading to ESFD as being
widened to two lanes. Currently that ramp has one lane that flares to two lanes as it reaches
ESFD. It is possible that widening this ramp to two vehicle lanes may impact the feasibility of
placing a pathway bridge on the bent caps, impacting the overall feasibility and cost of this
option. No detailed drawings are available at this time to make that determination. ( see Figure
10 on page 38)
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Potential Implementation Problems
The major potential implementation unknowns of this and other options located on Redwood
Highway are the unknown impacts of the proposed U. S. 101 Interchange improvements,
especially as they might impact a Class I bike path along Redwood Highway and on the Corte
Madera Creek bridge.
Public Support
While most members of the public expressed support for options located on the NWP right- of-way
at the public workshop and in surveys, some people did support any option that could be
implemented as quickly and efficiently as possible.
Privacy and Security
There are no private property impacts with this alignment.
Integration into North- South Bikeway
This alignment is parallel to the North- South Bikeway proposal that utilizes the NWP right- of-way.
The ESFD overcrossing would connect the path to the proposed North- South Bikeway
route on the north side of ESFD.
Right- of- Way
There are no right- of- way constraints with this alignment, although permits will be required from
Caltrans.
Environmental Impacts/ Cultural Resources
There are no significant environmental impacts with this alignment. The trestle and drawbridge
would be left intact.
Aesthetics/ Health/ Noise
The aesthetics for users on this option would be relatively poor, since users would be riding or
walking directly between a highway and a frontage road. Health and noise impacts would likely
be moderate to severe as well, depending on the type and effectiveness of screening.
ALTERNATIVE 2B – Redwood Highway/ Off- ramp/ Trestle
Impacts of this option would be almost exactly the same as for Option 1A. Minor variations are
related to the type and location of a new bridge over ESFD. While Alternative 2A has a more
direct but longer structure, Alternative 2B connects from U. S. 101 over to the existing trestle and
from there over ESFD. This new trestle will have higher environmental impacts than 2a ( since it
is located in a wetlands, but over the existing boardwalk), but lower visual impacts since it is a
shorter and more compatible- looking wood structure.
Cost
$ 6.7 to $ 8.2 million
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ALTERNATIVE 2C – Redwood Highway/ Off- ramp/ No SFDB Crossing
Only criteria that differ from Alternatives 2A and 2B are discussed below.
Ease of Implementation
Similar to Options 2A and 2B, except that the elimination of an ESFD crossing would simplify
this option even further.
Vehicle Conflicts and User Safety
Similar to Options 2A and 2B, except that any user desiring to go to Larkspur Landing or, in the
future, connect to Cal Park Tunnel would need to cross busy ESFD at the Ferry Terminal
entrance. In Larkspur Landing, bicyclists and pedestrians would need to navigate through
parking lots before reaching Larkspur Landing Circle for an on- street portion of the route.
Functionality / Access
This option offers the same functionality as Options 2A and 2B, except for users headed for
Larkspur Landing or the future Cal Park Tunnel, in which case they would need to follow a
circuitous route. Access to the Larkspur Ferry Terminal would be good.
Usage
This option would have a similar usage level as Options 2A and 2B except for users who might
be headed for Larkspur Landing or the future Cal Park Tunnel.
Cost
$ 4.3 to $ 5.3 million
Integration into North- South Bikeway
This option would offer poor integration into a future North- South Bikeway since it does not
offer a direct connection to the Cal Park Tunnel and a grade- separated crossing is located away
from the path of travel near the Ferry Terminal entrance.
ALTERNATIVES ANALYSIS
Each alignment was numerically ranked according to the criteria described previously, as shown
in the following table. At this preliminary level of analysis, the table is kept relatively simple to
clarify the strengths and liabilities of each alternative.
Alternative 1B scored the highest due to the complete separation from motor vehicle traffic,
functionality, directness, maximum usage potential, aesthetics, and public support. Alternative
1A also scored well because of the same characteristics as 1B, but implementation complications
prevented it from outscoring 1B. Alternatives 2A, 2B, and 2C scored lowest due to the
combination of a less- than- desirable environment to walk or bicycle ( due to the proximity to
U. S. 101), and/ or the cost.
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Table 4
Alignment Evaluations
1A 1B 1C 2A 2B 2C
Most Important Criteria ( 0- 10)
Vehicle Conflicts / User Safety 10 10 8 3 3 3
Functionality / Access 10 10 7 9 9 7
Usage 10 10 7 3 3 2
Cost 2 3 3 4 5 10
Compatibility with Plans 10 10 10 5 6 5
Potential Implementation Problems 0 4 8 8 7 10
Important Criteria ( 0- 5)
Ease of Implementation 0 3 4 4 4 4
Public Support 5 5 3 2 2 1
Privacy / Security 1 1 1 5 5 5
North- South Bikeway 5 5 3 3 3 0
Right- of- Way 1 1 1 5 3 5
Environmental / Wetland Impacts 4 3 5 5 4 5
Cultural Resources 5 1 5 5 5 5
Noise / Health 5 5 3 0 0 0
Aesthetics / Visual Impacts 5 2 3 0 2 2
TOTALS 73 74 71 61 61 64
Numeric Rankings
Most Important Criteria 0 Strong Negative Impact / Low Benefit / High Cost
5 Neutral Impact / Benefit / Average Cost
10 Low Negative Impact / High Benefit / Low Cost
Important Criteria 0 Strong Negative Impact / Low Benefit / High Cost
3 Neutral Impact / Benefit / Average Cost
5 Low Negative Impact / High Benefit / Low Cost
PREFERRED ALIGNMENTS
The Technical Advisory Committee reviewed and discussed the results of this screening process
with the result that three preferred alignments ( 1A, 1B, and 1C) were identified for more in-depth
analysis. Alternative 1A was determined to have several significant problems. This
includes inherent problems with operating a drawbridge and the condition of the drawbridge
itself. Due to these and other problems, Alternative 1A was dropped from consideration.
ALTERNATIVE 1B: NWP/ Ramped Bridge
This option has been identified as a preferred option by members of the public and the advisory
committee for several reasons, including: ( 1) it is direct, ( 2) it is removed from traffic and noise,
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and ( 3) it is close to the Bay and wetlands. This section describes how Alternative 1B could be
developed and the potential types of solutions to address these concerns.
Alternative 1B would begin on the NWP right- of- way at the intersection of Redwood Highway
and Wornum Drive. It would require construction of a 10- foot wide Class I asphalt multi- use
path on the centerline of the right- of- way, or, if a new roadway is developed connecting to Marin
Central Plaza as part of the Wornum Drive interchange project, the pathway would be located
next to this access road ( see Figure 10). The path would follow the right- of- way on property
owned by the Town of Corte Madera and SMART to the existing railroad trestle. Solid privacy
fencing would be required at the Marin RV Park east property line.
Existing Tenants
SMART/ GGBHTD currently lease much of the Northwestern Pacific Railroad right- of- way at
the end of Industrial Way. Existing tenants include Rich Readimix Concrete, Marin Park Inc.,
and Pierre Josephs & Associates. While there is public access to the Ecological Reserve in this
area via Industrial Way, some of the existing users are not compatible with a public amenity. As
part of this project, some existing leases may need to be modified and possibly terminated to
allow for the pathway. Given that the path will greatly enhance public access to this area, it may
be desirable to improve conditions including landscaping and removal of equipment storage
facilities.
Demolish Trestle and Drawbridge
In order for Option 1B to be implemented, the trestles leading up to the drawbridge and the
drawbridge itself would need to be demolished. The trestles were constructed by the
Northwestern Pacific Railroad in 1923. Structural engineers have determined that, while the
existing piers could be rehabilitated, they could not be used to support a new high- level bridge.
Removing the drawbridge and trestles and replacing them with a new structure is recommended
to construct a high- quality bridge that meets the approval of neighbors, accommodates the
anticipated demand for this pathway, and is soundly designed. In the long run, demolishing the
corroding drawbridge and deteriorating trestle would be a positive environmental action.
Bridge Design
A new high- level bridge would be constructed parallel to the existing trestle footprint to allow
for a future SMART rail line. A low- maintenance concrete pier structure would be the most cost-effective
type of bridge that would also impose relatively low environmental impacts. ( see Figure
11)
East Sir Francis Drake Boulevard Crossing
Alternative 1B could be developed in three phases, with Phase I located within the NWP right-of-
way beginning at Wornum Drive and continuing through an easement in the Marin RV Park
( for short- term access across Corte Madera Creek until a new bridge is built), Phase II
terminating at ESFD, and Phase III spanning ESFD and connecting to Larkspur Landing and
Cal Park Tunnel. In either case, a new ADA- accessible ramp will need to be constructed from
the bridge to the south side of ESFD ( see Figure 12). In Phase III, a new 170- foot long ESFD
crossing would be of either steel or concrete, and be constructed with approximate 85- foot spans
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with a center pier, or a 170- foot span without a center pier. The pathway would need to ramp up
slightly here to allow for greater vertical clearance under the bridge. At the northern terminus of
the ESFD crossing, an asphalt multi- use path would extend 1,100 feet along the NWP right- of-way
to the Larkspur Landing Theaters parking lot.
Figure 11 – New Bridge Across Corte Madera Creek
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Figure 12 - Ramps on Alignment 1B
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Figure 13 – Multi- Use Path on Trestle Sketch
ALTERNATIVE 1C: NWP Right- of- Way and Bent Caps Creek Crossing
This option has been identified as the preferred option if option 1B is determined to be not
feasible in the future. The positive qualities of this option include: ( 1) it is relatively level, ( 2), it
can be constructed with limited environmental impact, ( 3), it would impose minimal visual
obstruction to the Bay and wetlands, ( 4) it is partially removed from traffic and noise, and ( 5) it is
close to the Bay and wetlands along part of its route. This section describes how Option 1C
could be developed and potential solutions to address its easement requirement.
NWP Right- of- Way
This alternative would be the same as Alternative 1A, beginning on the NWP right- of- way at the
intersection of Redwood Highway and Wornum Drive. The path would follow the right- of- way
to approximately the north end of the Marin RV Park community property. Solid privacy fencing
would be required at the Marin RV Park east property line. It would also require relocating or
removing the current tenant( s) on the NWP right- of- way.
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Easement
An east- west connection between the NWP right- of- way segment and the U. S. 101 Corte
Madera Creek crossing segment could occur through the Marin RV Park property within a 15-
foot wide minimum easement. The easement would accommodate a 10- foot wide Class 1
asphalt multi- use path, two- foot shoulders, and perimeter fencing. As the right- of- way is higher
than the Marin RV Park property, a ramped path of maximum 8.3% slope would be required to
transition the path to grade level within the easement. The easement path would te