Consultant recommends single‑lane roundabout and 'Alternative 3' for Hardin Parkway Safe Routes to School project

The Salinas commission received a detailed update on the Hardin Parkway Path and Safe Routes to School Project (ID 25511) from consultant Molly Tremblay of Kimley Horn. Tremblay said the city secured just over $8,000,000 in Active Transportation Program funds for design and construction and that the project is still in preliminary design, environmental clearance and public engagement phases.

Tremblay summarized an intersection control evaluation (ICE) for the Hardin & McKinnon intersection that compared stop control, signal and a single‑lane roundabout using monetized measures for delay, safety and capital/maintenance costs. "Regardless of which way we look at it, the roundabout comes out preferred," Tremblay said, explaining that the analysis factored both current and future traffic and that the roundabout showed lower delay and fewer conflict points.

Consultant findings from drone footage and simulation were a focal point: videos captured long delay times at the existing stop control (one left‑turn movement observed at just over 40 seconds), and the analysis showed roundabout geometry reduces vehicle‑pedestrian conflict by shortening crossings (example: existing crossing ~87 feet vs staged crossings of about one lane at a time). Tremblay noted the roundabout model reduced conflict points (roundabout ~8 conflict points vs 32–59 for signal/stop) and that average entry speeds at a properly designed single‑lane roundabout are typically in the 15–23 mph range, lowering collision severity.

The presentation included three cross‑section alternatives for Hardin Parkway. Alternative 3 — which retains one travel lane on each side of the median, places a separated multi‑use path in or adjacent to the median, and includes stormwater treatment areas and shoulders for emergency access — scored highest in the project matrix because it met grant requirements (stormwater treatment and multi‑use path), preserved median trees where possible and addressed fire access needs.

Commissioners and members of the public raised operational concerns: a resident and several commissioners said roundabouts adjacent to schools could create congestion at student drop‑off and pickup times and asked whether large trucks and semi rigs could navigate the proposed geometry; Tremblay said the team has run turning templates for trucks and buses and will continue to iterate designs, noting some smaller 'mini' roundabouts are problematic while larger single‑lane roundabouts can be designed to accommodate oversize vehicles. The consultant also noted coordination with non‑infrastructure education programs led by the regional agency (referred to in the presentation as TAMSI/TAMSE) to teach drivers and students how to use roundabouts.

On schedule, Tremblay said the team plans additional public outreach (another workshop expected in spring), final design work beginning early–mid next year, and continued stakeholder coordination with MST, fire and city staff. She did not confirm whether City Council approval is required for the final design; staff and the consultant indicated that follow‑up on approval steps is pending.

No formal action was taken at the meeting; the presentation was accepted for information and staff noted a written comment on the item would be placed on the dais and included in the record.