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CITY OF OAKLAND 27th Street Bikeway Feasibility and Design – Final Report (v3)

March 23, 2007 PREPARED BY: Kimley-Horn and Associates, Inc.

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Table of Contents

1. Introduction 3 2. 27th Street/Bay Place Corridor Description and Existing Conditions 4 3. Analysis Methodology 7 4. Data Collection and Analysis 8 5. Proposed Cross Sections 9 6. Results of Analysis 12 7. Mitigation Measures 13 8. Recommendations and Summary 16

Tables

Table 1: Average Daily Traffic Counts Table 2: Collision Summary from 7/1/01 – 6/30/06 Table 3: Bike/Ped Counts (EB/WB per hour) Table 4: Intersection Level of Service (LOS) Definitions Table 5: Existing Intersection LOS Table 6: Future-Year Intersection LOS Table 7: Future-Year LOS with Geometric and Signal Mitigations

Figures

Figure 1: Project Study Area Figure 2: Project Area Photos Figure 3: Whole Foods Area Geometrics Figure 4: Existing and Proposed Cross Sections Figure 5: Plan View of 27th Street and Telegraph Avenue

Appendices

APPENDIX A: ADTs, Synchro, TMCs (Stored electronically: \\Pwafile1\pwa\Divisions_and_Teams\Transportation\Bike-Ped_Program\27th_Street\Study_AppendixA) APPENDIX B: Parking Removal Analysis (analysis by City staff after completion of consultant report)

City of Oakland 2 27th Street/Bay Place Bikeway Feasibility Study

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27th Street Bikeway Feasibility and Design – Final Report 1. Introduction This report documents Kimley-Horn’s feasibility analysis and recommendations for a continuous bikeway on 27th Street/Bay Place between San Pablo Avenue and Grand Avenue. This bikeway will serve as a critical link in the bicycle network in the City of Oakland, providing bicyclists connections to major bikeways near Lake Merritt, Broadway, and Market Street (scheduled for construction in the summer of 2007). Figure 1 illustrates the project study area.

Design Alternatives Several alternatives were discussed with City staff, and the following two were selected for study:

Alternative 1 – No change to lane configurations: This alternative would include installing shared roadway bicycle markings (“sharrows”) and signage to increase awareness of the potential presence of bicyclists. Alternative 2 – Reduce lane configuration to accommodate a continuous bikeway: This alternative would remove one of three lanes in each direction between San Pablo Avenue and


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Harrison Street and sign and stripe Class II bike lanes. Along the entire corridor, two through lanes will be maintained, therefore no lane reduction is proposed or studied at San Pablo Avenue, Telegraph Avenue, Broadway (westbound only), Harrison Street, Vernon Street and Bay Place.

2. 27th Street/Bay Place Corridor Description and Existing Conditions The 27th Street/Bay Place corridor consists of three (3) lanes in each direction on 27th Street between San Pablo Street and Harrison Street, and two (2) lanes in each direction on Bay Place between Harrison Street and Grand Avenue. Approaching Northgate in either direction, the road widens to accommodate I-980 / SR 24 freeway ramps. There is on-street parking in both directions and a raised median along the entire corridor. The speed limit varies between 25 mph and 35 mph.

Figure 2: Project area (clockwise from top left: View towards Telegraph along 27th; view toward Grand along Bay Place; View towards Broadway along 27th)


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Whole Foods Development For the purposes of this study, geometric and signal changes approved as part of a new Whole Foods Development to be located at the intersection of Harrison Street and 27th Street/Bay Place were assumed to be existing conditions and incorporated into all analysis scenarios. These conditions include:

• A new signal and lane configurations at the Bay Place/Vernon Street intersection.

• Upgraded traffic signal, new signal timing, and new lane configurations at the intersection of Bay Place/Harrison Street

Figure 3. Whole Foods Area Geometrics

AC Transit Bus Service There are currently no AC Transit routes that run along 27th Street or Bay Place; however, several routes use streets that intersect this corridor at San Pablo Avenue, Martin Luther King, Jr. Way, Telegraph Avenue, Broadway, Harrison Street, and Grand Avenue.


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Average Daily Traffic Counts (ADTs) ADT counts were obtained on Monday 8/7/06 and Tuesday 8/8/06 to validate the TMCs taken at the 11 study intersections. This information is presented in Table 1.

Table 1. 27th Street Average Daily Traffic Counts

Segment Eastbound Westbound Total

Broadway – Harrison 7,837 8,311 16,148

Telegraph – Broadway 6,779 8,330 15,109

West – MLK Jr. Way 5,238 7,035 12,272

Collision Analysis Collision data were reviewed for a period of time between 7/1/2001 and 6/30/2006. This information is presented in Table 2.

Table 2. Collision Summary from 7/1/01 – 6/30/06

Segment Number of Collisions

Collisions Resulting in Injury

Collisions Involving Bikes or Pedestrians

San Pablo to Northgate 116 41 4

Northgate to Broadway 71 18 13

Broadway to Harrison 32 6 3

Bike/Ped Counts

Although 27th Street/Bay Place is not currently designated as a bicycle route, there is a fair amount of bicycle traffic that utilizes the study area corridor as a route between Lake Merritt and San Pablo Avenue. Bicycle and pedestrian counts were included in the vehicular turning movement counts in August 2006. The results are shown in Table 3.


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Table 3: Bike/Ped Counts (EB/WB per hour)

AM PM Intersection

Bikes Pedestrians Bikes Pedestrians

San Pablo/27th 20/6 20/12 11/18 36/9

Telegraph/27th 2/12 4/16 6/2 32/32 Bay Place/Grand -

Southbound* 7 78 4 40

AM counts were taken from 7:00am to 9:00am. PM counts were taken from 4:00pm to 6:00pm.

* Note: The intersection of Bay Place/Grand Avenue only has one crosswalk so only one value is shown in the table.

Existing Signal Actuation In the project area, the following four (4) signalized intersections are semi-actuated with vehicle detection on 27th Street: San Pablo Avenue, Telegraph Avenue, Broadway, and Vernon Street. With detection, the traffic signals will be able to operate under actuated conditions. This means that major street traffic flow will only be interrupted when a vehicle is present on the minor street. This will reduce overall delay at the intersection.

3. Analysis Methodology Operation of the study intersections was evaluated using standardized Level of Service (LOS) calculations for current- and future-year (2025) conditions. LOS is a qualitative description of the performance of an intersection based on the average delay per vehicle. Intersection LOS ranges from LOS A, which indicates free flow or excellent conditions with short delays, to LOS F, which indicates congested or overloaded conditions with extremely long delays. In the City of Oakland, LOS A through D are considered satisfactory except in the downtown area where LOS E is also acceptable. Intersection LOS was determined based upon the Highway Capacity Manual (HCM) 2000 guidelines. The HCM 2000 guidelines use control delay value (in seconds) to calculate intersection LOS. Table 4 presents the intersection LOS grades based on average delay per vehicle.

Future-year conditions were forecast using growth rates from the Alameda County Congestion Management Agency’s travel demand model, modified to reflect the City of Oakland’s land use forecasts. Projected net growth between existing and 2025 model data was added to existing turning movement counts to derive the future values.


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Table 4: Intersection Level of Service (LOS) Definitions

Control Delay Per Vehicle (seconds) LOS

0 to 10 seconds A 11 to 20 seconds B 21 to 35 seconds C 36 to 55 seconds D 56 to 80 seconds E

80+ seconds F Source: Highway Capacity Manual 2000.

The following eleven (11) intersections were analyzed for Level of Service under current- and future-year conditions as well as mitigated and optimized scenarios for both Alternative 1 and 2:

1. 27th Street/San Pablo Avenue 2. 27th Street/West Street 3. 27th Street/Martin Luther King Way 4. 27th Street/Northgate West 5. 27th Street/Northgate East 6. 27th Street/Telegraph Avenue 7. 27th Street/Broadway 8. 27th Street/Valdez Street 9. Bay Place/Harrison Street 10. Bay Place/Vernon Street (planned signal) 11. Bay Place/Grand Avenue

As previously noted, at the intersections of San Pablo Avenue, Telegraph Avenue, Broadway (westbound only), Harrison Street, Vernon Street, and Grand Avenue, the lane configuration did not change between Alternative 1 and 2. Therefore, the LOS of service and delay did not change and are not presented. 4. Data Collection and Analysis Signal timing sheets for the study intersections were provided by the City for input into the Synchro traffic models. Collision data were provided by the City for analysis. Turning movement counts (TMCs), pedestrian, and bicycle counts were collected on Tuesday, Wednesday, and Thursday during the second week of August 2006 for a two-hour time period, at 15-minute intervals, during the following times:


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o AM peak period: 7:00 AM to 9:00 AM o PM peak period: 4:00 PM to 6:00 PM

ADT counts obtained on Monday 8/7/06 and Tuesday 8/8/06 were used to validate the TMCs taken at the 11 study intersections. The traffic predicted to be generated by the planned Whole Foods Development was added to the study intersections’ AM and PM turning movement counts for the current-year conditions. For future-year conditions, no traffic was added because the Whole Foods is already part of the City model.

The signal timing information and the TMCs for each of the study intersections were input into the Synchro traffic model. The TMCs and ADTs are provided in Appendix A. Parking occupancy information was collected by the City in March 2007. This information will be used to assess the impacts of potential parking removal along the corridor to accommodate the addition of the bike lane. (See the discussion of Parking Removal in the Recommendations section.) The intersection Level of Service (LOS) and other Measures of Effectiveness (MOE) such as volume to capacity ratio, approach delay, effective green, etc. were reported for each study intersection along 27th Street and Bay Place corridors during both peak hours. 5. Proposed Cross Sections The traffic analysis was based on the Alternative 2 configuration (travel lane removal plus bike lanes) with the following exceptions:

(1) At intersections where exclusive turn lanes are existing or part of required mitigation;

(2) Where there are currently only two through lanes (San Pablo Avenue, Telegraph Avenue, Broadway (westbound only), Harrison Street, Vernon Street, and Grand Avenue) no additional lane reduction is proposed;

(3) At Telegraph Avenue, the available roadway width at all but the westbound approach is sufficient to maintain the current travel lanes and add bike lanes; and

(4) At Harrison Street, the intersection geometry is based on the Whole Foods plans.

Sharrows To improve the connection to adjacent bike lanes on Grand Avenue (existing) and Market Street (scheduled for construction this summer), the study also considered installing shared


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use lane markings (“sharrows”) on Bay Place from Harrison Street to Grand Avenue and on San Pablo Ave from 27th St to Market St. Sharrows are installed in the outer travel lane next to parallel parking stalls. Sharrows serve two purposes:

1. To encourage cyclists to ride outside of the “door zone”—the area where a suddenly opened car door can cause a bicyclist collision; and

2. To alert motorists to expect bicyclists in the travel lane.

On busy streets, sharrows are proposed only where bike lanes are not feasible due to limited right-of-way. While less beneficial than bike lanes, sharrows are a good way to close bikeway network gaps. Note that installing sharrows on these streets requires no modification to the lane configuration, so no LOS analysis is required. Typical existing and proposed typical cross sections are shown in Figures 4a and 4b. Note that the lane widths shown are “typical” but vary slightly throughout the corridor.


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Figure 4a: Existing and Proposed Cross Sections, 27th Street


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Figure 4b: Existing and Proposed Cross Sections, Bay Place


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6. Results of Analysis Current-Year Conditions Table 5 presents the AM and PM peak hour LOS for each study intersection along 27th Street and Bay Place with a comparison between the two alternatives. Under both alternatives, all study intersections with the exception of Harrison Street intersection (PM peak) operate at LOS D or better during both peak hours. Synchro worksheets indicating detailed results of the analysis are provided in the Appendix.

Table 5: Existing Intersection LOS

27th Street AM Peak Hour PM Peak Hour Alternative 1 Alternative 2 Alternative 1 Alternative 2

Cross Street Control Delay LOS

Control Delay LOS

Control Delay LOS

Control Delay LOS

1 San Pablo Ave* 26.5 C 40.5 D 2 West St 13.6 B 12 B 13.9 B 16.9 B

3 Martin Luther King, Jr. Way 10.3 B 16.1 B 13.5 B 17 B

4 Northgate Ave (West) 13 B 13.5 B 14.1 B 14.9 B 5 Northgate Ave (East) 13.4 B 13.9 B 14.5 B 14.5 B 6 Telegraph Ave* 23.1 C 26.6 C 7 Broadway 13.4 B 14.5 B 22 C 51 D 8 Valdez St 10.8 B 11.6 B 10.8 B 11.4 B 9 Harrison St* 24.9 C 65.2 E 10 Vernon St (/Bay Place)* 8.3 A 11 B 11 Grand Ave (/Bay Place)* 20.1 C 26 C ∗ No lane reduction was proposed or analyzed for these intersections. Source: Kimley-Horn and Associates, Inc. March 2007

Future-Year Conditions and Forecast Methodology The future peak hour TMCs were forecast by adding growth volumes from the model to current counts plus traffic volumes projected from the Whole Foods development. Table 6 presents the future-year AM and PM peak hour LOS for each study area intersection under both project alternatives.

Synchro worksheets indicating detailed results of the analysis are provided in Appendix A.


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Table 6: Future-Year Intersection LOS

27th Street AM Peak Hour PM Peak Hour Alternative 1 Alternative 2 Alternative 1 Alternative 2

Cross Street Control Delay LOS

Control Delay LOS

Control Delay LOS

Control Delay LOS

1 San Pablo Ave * 21.4 C 61.7 E 2 West St 14.7 B 16.3 B 18.7 B 19.4 B

3 Martin Luther King, Jr. Way 14.8 B 57.5 E 45.7 D 171.4 F

4 Northgate Ave (West) 15.8 B 19.7 B 38.4 D 207.3 F 5 Northgate Ave (East) 11.7 B 12.4 B 34.4 C 48 D 6 Telegraph Ave* 23.4 C 54 D 7 Broadway 15.5 B 16.6 B 67.6 E 167.7 F 8 Valdez St 13.9 B 14.9 B 43.8 D 55.0 D 9 Harrison St* 76 E 104.9 F

10 Vernon St (/Bay Place)* 12.3 B 9.1 A 11 Grand Ave (/Bay Place)* 14.7 B 12.1 B ∗ No lane reduction was proposed or analyzed for these intersections.

Source: Kimley-Horn and Associates, Inc. March 2007

The above results indicate that, under Alternative 2, three analyzed intersections are expected to operate at worse than LOS D during the PM peak period – Martin Luther King, Jr. Way, Northgate West, and Broadway. Mitigation was evaluated for these three intersections and is presented in the next section. 7. Mitigation Measures

To improve the future-year LOS at Martin Luther King, Jr. Way (AM and PM), Northgate (West) (PM), and Broadway (PM), the following geometric and signal optimization mitigation measures were analyzed:

1. Convert the inside through/left lane into an exclusive left-turn lane for the eastbound

movement at 27th Street/Broadway intersection. 2. Convert the inside through/left lanes into exclusive left-turn lanes for the eastbound and

westbound movements at 27th Street/Martin Luther King, Jr. Way intersection, and, maintain the existing two through lanes in the westbound direction.

3. Optimize the signal timing at Martin Luther King, Jr. Way and Northgate (West) to provide more green time on 27th St while maintaining the current signal cycle length.

In the first two cases, the conversion to exclusive left turn lanes would require that the two through lanes remain, as described for the Alternative 2 scenario. However, the available


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roadway width is insufficient to allow for the installation of bike lanes. To create a continuous bikeway while maintaining adequate LOS in future year conditions, sharrows could be installed, or, if feasible, parking could be removed to make space for bike lanes. See the discussion of Parking Removal in the Recommendations section. The first mitigation measure improved the LOS at Broadway to D. The second mitigation measure did not improve the LOS F at Martin Luther King, Jr. Way, although it did reduce the total intersection delay by 50%. Therefore, minor signal re-timing changes were also evaluated at Martin Luther King, Jr. Way and Northgate (West). These changes maintain the 80 second cycle length for the intersection, but give a larger number of seconds to the green time for 27th Street. By itself, the signal re-timing (without the exclusive left-turn lanes) did not provide an adequate mitigation. Although signal optimization is not a typical mitigation solution, a combination of exclusive left-turn lanes, maintaining two through lanes in the westbound direction, and signal re-timing improved the LOS at the Martin Luther King, Jr. Way intersection to B. Since Martin Luther King, Jr. Way is less than 200 feet from Northgate West, the same minor signal re-timing changes were made at Northgate West. This improved the LOS at Northgate (West) from F to C. The proposed signal optimization would not require the purchase of new controllers or other equipment. Table 7 presents the results of the mitigated future-year conditions. For the mitigation options, the results reflect the geometric mitigation first, then geometric plus operations mitigation second. The only other intersections that are expected to operate below LOS D are San Pablo Avenue and Harrison Street. However, the delay and LOS are the same as the future-year Alternative 1 condition so mitigation is not proposed.


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Table 7: Future-Year LOS with Geometric and Signal Mitigations

27th Street AM Peak Hour PM Peak Hour

Mitigated (Geometric)

Mitigated (Operational)

Mitigated (Geometric)

Mitigated (Operational)

Alternative 1 Alternative 2 Exclusive Left

Turn Lane

Left Turn Lane + Signal Optimization

Alternative 1 Alternative 2 Exclusive Left

Turn Lane

Left Turn Lane + Signal Optimization

Cross Street Control Delay LOS Control

Delay LOS Control Delay LOS Control



Delay LOS

San Pablo Ave* 21.4 C 61.7 E

West St 14.7 B 16.3 B 18.7 B 19.4 B

MLK Jr. Way 14.8 B 57.5 E 19.1 B 10.3 B 45.7 D 171.4 F 82.6 F 14.7 B

Northgate (W) 15.8 B 19.7 B 19.7 B 17 B 38.4 D 207.3 F 98.4 F 15.3 B

Northgate (E) 11.7 B 12.4 B 34.4 C 48 D

Telegraph Ave* 23.4 C 54 D

Broadway 15.5 B 16.6 B 15.6 B 67.6 E 167.7 F 54.4 D

Valdez St 13.9 B 14.9 B 43.8 D 55.0 D

Harrison St* 76 E 104.9 F

Vernon St* 12.3 B 9.1 A

Grand Ave* 14.7 B 12.1 B

∗ No lane reduction was proposed or analyzed for these intersections. March 2007 Source: Kimley-Horn and Associates, Inc.


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8. Recommendations and Summary It is recommended that the City remove one through lane and add Class II bike lanes in each direction along 27th Street as described for Alternative 2. To improve connectivity to the bike lanes on Grand Avenue and Market Street, the City should install sharrows along Bay Place and San Pablo Avenue to encourage bicyclists to ride clear of the door zone. Further, the City should consider the proposed lane configuration mitigation and minor traffic signal timing modifications at the three impacted intersections described in Section 7 to improve the LOS in future-year conditions. Current-Year Conditions In comparing the current-year analysis results for Alternatives 1 and 2, the following summarizes the impacts: • During the AM peak period, there is very minimal increase in delay at a few study

intersections between Alternatives 1 and 2. All intersections remain at LOS B. • During the PM peak period, the delay increases at the intersection of 27th

Street/Broadway (from LOS C to LOS D). The change comes from eastbound left turn volumes waiting to clear the intersection which increases the delay to eastbound through traffic. All other intersections with proposed changes remain at LOS B.

This means that under existing conditions, motor vehicle LOS will stay within the City’s accepted thresholds if a travel lane is removed and bike lanes are added. In the short term, removing one lane in each direction will not significantly impact motor vehicle delay at any intersections. Future-Year Conditions In comparing the future-year analysis results for Alternatives 1 and 2, the following summarizes the impacts: • During the AM peak period at 27th Street/ Martin Luther King, Jr. Way, the LOS

decreases from B to E. All other intersections with proposed modifications remain at LOS B.

• During the PM peak period, the LOS decreases at the following intersections: • 27th Street/Martin Luther King, Jr. Way: from LOS D to F • 27th Street/Northgate (West): from LOS D to F • 27th Street/Broadway: from LOS E to F

Mitigation measures were analyzed in Synchro for the future-year (2025) Alternative 2 in the AM and PM peak periods. Analysis indicates that converting existing through/left lanes to exclusive left-turn lanes and/or minor signal timing changes would mitigate impacts to traffic


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flow along the 27th Street/Bay Place corridor. These mitigation measures are summarized below: • Exclusive left-turn lanes for the eastbound and westbound movements at 27th

Street/Martin Luther King, Jr. Way, • Minor signal timing changes (while keeping the same cycle length of 80 seconds) at 27th

Street/Martin Luther King, Jr. Way, • Minor signal timing changes (while keeping the same cycle length of 80 seconds) at 27th

Street/Northgate Ave (West) (consistent with the timing proposed for Martin Luther King, Jr. Way), and

• Exclusive left-turn lane for the eastbound movement at 27th Street/Broadway intersection. At these intersections, the proposed mitigations would reduce the overall signal delay and improve the LOS to future-year Alternative 1 conditions or better. All intersections would operate within the City’s accepted thresholds. Bike Lane Gaps and Parking Removal As described in Alternative 2, the recommended project would include two travel lanes throughout the project area. Exclusive left-turn lanes that are part of the existing conditions would remain. Additionally, the above mitigations include new exclusive left-turn lanes at specific intersections. In the following locations, the existing curb-to-curb right-of-way width does not allow for two travel lanes, an exclusive left-turn, a bike lane, and on-street parallel parking: 1. Martin Luther King, Jr. Way, westbound, near-side 2. Martin Luther King, Jr. Way, eastbound, near-side 3. Telegraph Avenue, westbound, near-side 4. Broadway, eastbound, near-side At these locations, the City may consider the limited removal of on-street parking in order to provide continuous bike lanes. Such a recommendation would be based on a parking occupancy study for each location to determine the effects of parking removal. If parking removal is not feasible, it is recommended that sharrows be included at these locations to connect the gaps in the bike lanes. For a summary of the City’s parking occupancy study, please see Appendix B.

Other Issues At the westbound approach to Broadway, an existing hardscape median prevents the installation of continuous bike lanes. The City should consider shaving this median by 2-3 feet and installing a 4’ curbside bike lane to maximize facility continuity, pending investigation of utility issues.


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APPENDIX A: ADTs, Synchro, TMCs (Stored electronically: \\Pwafile1\pwa\Divisions_and_Teams\Transportation\Bike-Ped_Program\27th_Street\Study_AppendixA)


27th Street Bikeway Feasibility Study Appendix B Parking Removal, 27th Street, San Pablo Avenue to Harrison Street According to the results of the 27th Street Bikeway Feasibility Study conducted by Kimley-Horn and Assoc., striping continuous bike lanes on 27th Street from San Pablo Avenue to Harrison Street would require parking removal at certain intersections. At these locations, left turn pockets would be added to maintain adequate intersection level of service in the future year scenario. At these intersections, the curb-to-curb right-of-way is insufficient to accommodate the left turn pocket, two travel lanes, the bicycle lane, and curbside parallel parking. Parking removal would allow for continuous bike lanes at the following locations on 27th Street: Location # spaces/type #1. Eastbound, approaching Martin Luther King Jr. Way 14 / un-metered

#2. Eastbound, approaching Broadway 11 / 9 metered, 2 handicap #3. Westbound, approaching Telegraph 6 / 5 metered; 1 un-metered #4. Westbound, approaching Martin Luther King Jr. Way 3 / un-metered

In total, the four locations include 34 parallel parking stalls (14 metered and 20 un-metered including two handicap stalls). These spaces constitute 12% of the 281 available parking spaces along the 27th Street/Bay Place corridor. To determine the feasibility of removing these stalls, staff performed occupancy surveys from February 26-April 1, 2007 during key observation times:

• Weekday, mid-morning or mid-day • Weekday, 6-9pm • Sunday, 10am-noon

Results of these surveys are in Table 1. With the exception of Location #1, at least three observations were completed for each time period at each location (at least nine per location for a total of 51 observations.) Additional surveys were conducted during other time periods and of adjacent segments. These locations are referenced in the following discussion and summarized in a Table 2. 1

STAFF RECOMMENDATION Based on the survey results, staff recommends pursuing removal of a total of 20 parking stalls at Locations 2-4. Staff does not recommend parking removal at Location 1. A total of 14 metered and six un-metered spaces would be removed, pending input from adjacent property owners. These spaces include two handicap spaces (un-metered) that may be appropriate to relocate. The 1 Staff conducted twenty-eight (28) observations outside of key times at Locations #2-4. The results of these observations are shown in Table 2 but not reflected in the overall analysis. Staff found fewer vehicles parked during off-peak times at Locations #2-4, ranging from 12% to 23% less occupied than during key times.

twenty spaces recommended for removal constitute 7% of the 281 available parking spaces along the 27th Street/Bay Place corridor. DISCUSSION Location #1. Eastbound, approaching Martin Luther King Jr. Way

• Spaces proposed for removal: 14 stalls, un-metered • Number of Observations: 5 • Average Occupancy: 8.6 / 61.4% • Land use: Residential

Discussion: Staff surveyed this location five times before concluding that parking removal is not feasible due to the dense residential adjacent land use. At this location, staff recommends that sharrows be installed to create a continuous bikeway. Location #2. Eastbound, approaching Broadway

• Spaces proposed for removal: 11 stalls, 9 metered and 2 un-metered-handicap • Number of Observations: 17 • Average Occupancy: 3.53 / 32% • Land use: First Presbyterian Church / related outbuildings (2619 Broadway, long

frontage on 27th Street); further west, State DGS Garage (401 27th Street) Discussion: On Sundays, 10am-noon, during church services, occupancy was very high (84% of 11 spaces occupied). The average occupancy during other times was 16%. Next steps: Identify options for relocating or removing the handicap stalls. Contact property management at church to get input on proposal. If proposal is opposed, consider a parking prohibition for all times but Sundays between 9am and noon. Location #3. Westbound, approaching Telegraph Avenue

• Spaces proposed for removal: 6 stalls, 5 metered, 1 un-metered • Number of Observations: 14 • Average Occupancy: 2.21 / 37% • Land use: medical office buildings

Discussion: At this location, occupancy is moderate. The adjacent medical office buildings have off-street parking lots. Staff documented available, nearby spaces during the key weekday times in the following locations:

• Eastbound 27th Street, past Telegraph Avenue (directly across 27th Street): 33% of 4 un-metered spaces were occupied (6 observations).

• Eastbound, 27th Street, approaching Telegraph Avenue (diagonally across 27th Street, adjacent to the Sears Lofts): 5% of 8 metered spaces were occupied (5 observations).

Metered parking is also available on Telegraph Avenue although counts were not taken in this location.

PWA-TSD, 27th Street Bikeway, Parking Occupancy Study Results and Recommendations April 2007

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Next steps: Contact property management at two medical buildings to get input on proposal. Location #4. Westbound, approaching Martin Luther King Jr. Way

• Spaces proposed for removal: 3 stalls, un-metered • Number of Observations: 15 • Average Occupancy: 2 / 67% • Land use: freeway frontage

Discussion: Staff observed trailers illegally parked at this location, as well as cars being towed. Removal of parking here could help address neighborhood blight issues. The three spaces proposed for removal are adjacent to underutilized, un-metered parking under the freeway.

PWA-TSD, 27th Street Bikeway, Parking Occupancy Study Results and Recommendations April 2007

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TABLE 1: 27th Street Parking Occupancy, Key Observation Times (51 total observations)

Location 1. EB approaching MLK Jr. Way

2. EB approaching Broadway

3. WB approaching Telegraph

4. WB approaching MLK

# of spaces 14 11 6 3

Observer Date/Time 310 ft; unmetered 350 ft; un/metered (two handicap stalls) 200 ft; un/metered 100 ft; unmetered

Sunday, 10 to noonPatton Sunday, 3/11/07, 11:30am 6 2Stanley Sunday, 3/18/07, 11:00am 10 2 2Patton Sunday, 3/25/07, 10:00am 11 1 1Patton Sunday, 4/1/07, 10:00am 10 2 3

WEEKDAYS Mid-morning or mid-day (9am-4pm)Stanley Tuesday, 3/13/07, 1:45pm 0 2 3Stanley Weds, 3/14/07, 2pm 0 6 2

Lorne Leon Weds, 3/7/07, 2pm 8 1Stanley Weds, 3/14/07, 11am 1 2 1Stanley Mon, 2/26/07, 9:15 am 5 0 4 2Stanley Thurs, 3/1/07, 9:15 am 7 0 1 2

Lorne Leon Weds, 3/7/07, 10am 3 1Stanley Tues, 3/20/07, 9am 2

Weekday, Evening (6-9pm)Stanley Thurs, 3/1/07, 7:30 pm 5 1 2 3Stanley Thurs, 3/15/07, 9:45pm 0 1 3Stanley Tues, 3/13/07, 7:20p 1 2 2Stanley Weds, 2/28/07; 6:15-30pm 13 1 3 2Stanley Weds, 3/14/07, 7pm 3Stanley Thurs, 3/22/07, 6:30pm 13 5 1

Average # Vehicles 8.6 3.53 2.21 2.00Percent Occupied 61% 32% 37% 67%

TABLE 2: 27th Street Parking Occupancy, Other Observation Times (28 total observations)

Location 1. EB approaching MLK Jr. Way

2. EB approaching Broadway

4. WB approaching Telegraph

5. WB approaching MLK

# of spaces 14 11 6 3

Observer Date/Time 310 ft; unmetered 350 ft; un/metered (two handicap stalls) 200 ft; un/metered 100 ft; unmetered

Saturday afternoon/eveningPatton Sat. 3/10/07, 5:30pm 0 2Patton Sat., 3/3/07, 4:30pm 0 1

Saturday morningPatton Sat. 3/10/07, 9:30am 0 2Patton Sat., 3/3/07, 10:30am 2 1

Sunday morningPatton Sun., 3/4/07, 9:30am 9 2

Sunday afternoon/eveningPatton Sun, 3/4/07, 4:00pm 6 2Patton Sunday, 3/18/07, 1:30pm 4 1Patton Sunday, 3/25/07, 5:30pm 2 1 0

Weekday morningStanley Fri, 3/16/06, 8:45am 1 0 2Stanley Thurs, 3/15/07, 8:45am 0 1 1Stanley Weds, 3/14/07, 8:45am 0 2 1Stanley Mon, 3/19/07, 8:45am 0Stanley Weds, 3/20/07, 8:45am 1

Average # Vehicles 2.18 0.83 1.36Percent Occupied 20% 14% 45%

PWA-TSD, 27th Street Bikeway, Parking Occupancy Study Results and RecommendationsApril 2007

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