Chapter 5: Implementation Strategy The infrastructure recommendations of this Plan will be implemented over time by the various jurisdictions within Napa County. Many on-street projects will be implemented as part of other resurfacing or construction projects. Generally, shared-use paths will be stand-alone projects, sometimes completed in coordination with new development in an area, and sometimes completed over a long period of time in segments as funding is available for these higher-cost facilities. Physical and environmental constraints can also impact the choice of implementation method and influence project phasing.
IMPLEMENTATION METHODS The means by which bicycle infrastructure is implemented vary depending on the facility type. This section discusses typical methods by which individual Napa County jurisdictions will grow their bicycle networks. The network recommendations of this plan are suited to the streets where they are located, but specific recommendations as to how each facility should be implemented will be determined by implementing agencies. Jurisdiction staff can consult this overview and the Facility Toolkit in Appendix A for further guidance.
Resurfacing and Restriping One of the best opportunities Napa County jurisdictions have for implementing on-street bike facilities is the Measure T resurfacing and rehabilitation program. Resurfacing and rehabilitation entails paving some or all of an existing street section. In these cases, the addition of bike facilities may be accomplished simply through striping. Restriping also works within the existing street section width, but projects of this type can involve removing and replacing existing roadway striping to reconfigure the street for a bike facility. Both methods allow for the reconfiguration of existing roadway space, which can take the form of narrowing travel lanes, or reallocating travel lanes or parking lanes to accommodate bike lanes or Class IV separated bike lane facilities. Each individual street will need to be studied at the time of implementation, and a community discussion about reallocation of space may be needed. Class III bicycle boulevard markings, shared lane markings, vertical traffic calming, and bikeable shoulders can also be implemented in conjunction with resurfacing and restriping.
Reconstruction Street reconstruction projects also provide an opportunity to implement bike facilities. Reconstruction projects address a greater depth of the roadway, often fixing more significant maintenance and quality issues than what can be addressed through resurfacing. For bike facility implementation, the key difference is that some reconstruction projects can involve moving curbs to accommodate bike facilities or to implement traffic calming measures such as chicanes, curb extensions, or tighter curb radii. Reallocation of roadway space, as addressed above, and construction of vertical traffic calming elements is also possible with reconstruction projects. Most on-street recommendations in this plan can be implemented without acquisition of additional right-of-way, but where that is required, a project will require reconstruction rather than resurfacing.
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