Office of the City Manager 2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7000 ● TDD: (510) 981-6903 ● Fax: (510) 981-7099 E-mail: [email protected]Website: http://www.CityofBerkeley.info/Manager CONSENT CALENDAR December 15, 2015 To: Honorable Mayor and Members of the City Council From: Dee Williams-Ridley, Interim City Manager Submitted by: Phillip Harrington, Acting Director, Public Works Subject: Shattuck Reconfiguration and Pedestrian Safety Project Update RECOMMENDATION Accept the progress report for the 35% design concept for the Shattuck Reconfiguration and Pedestrian Safety Project. SUMMARY This report provides an update on the design of the Shattuck Reconfiguration and Pedestrian Safety Project (“Shattuck Reconfiguration”). This federally funded project is intended to improve pedestrian and bicycle safety, reduce unnecessary delays for northbound traffic (including transit vehicles) and enhance the quality of public spaces in the Downtown core. The 2012 Downtown Area Plan (DAP) included conceptual drawings for the project, 1 and the Downtown Streets and Open Space Improvement Plan (SOSIP), which Council unanimously adopted on January 29, 2013 (Resolution 66,000-N.S.), lists the project as a Tier I priority. 2 The project’s construction funds are programmed for fiscal year 2016-17, which means design work and environmental clearance, including Caltrans studies and reviews, must be completed by September 2016. Construction is anticipated to begin in spring 2017 and conclude by December 2017. Detailed design and engineering work on the project began March 2015 and has progressed to the 35% level (see Figure 1 and Attachments 1 and 2). Key elements of the current design are as follows (see Background section for further discussion): Convert the west (southbound) leg of Shattuck Avenue (“Shattuck West”) between University Avenue and Center Street into a two-way, four-lane street. 1 See DAP, Policy AC-1.1(e), p. AC-9 (available online at: http://www.ci.berkeley.ca.us/uploadedFiles/Planning_and_Development/Level_3_-_DAP/FINAL_x- DAP%20document_120329.pdf) 2 See SOSIP, pp. 18, 27-31, and 35 (provided in Attachment 5, or available online at: http://www.cityofberkeley.info/uploadedFiles/Planning_and_Development/Level_3_- _DAP/2013%20SOSIP.pdf).
To: Honorable Mayor and Members of the City Council
From: Dee Williams-Ridley, Interim City Manager
Submitted by: Phillip Harrington, Acting Director, Public Works
Subject: Shattuck Reconfiguration and Pedestrian Safety Project Update
RECOMMENDATION Accept the progress report for the 35% design concept for the Shattuck Reconfiguration and Pedestrian Safety Project.
SUMMARY This report provides an update on the design of the Shattuck Reconfiguration and Pedestrian Safety Project (“Shattuck Reconfiguration”). This federally funded project is intended to improve pedestrian and bicycle safety, reduce unnecessary delays for northbound traffic (including transit vehicles) and enhance the quality of public spaces in the Downtown core. The 2012 Downtown Area Plan (DAP) included conceptual drawings for the project,1 and the Downtown Streets and Open Space Improvement Plan (SOSIP), which Council unanimously adopted on January 29, 2013 (Resolution 66,000-N.S.), lists the project as a Tier I priority.2
The project’s construction funds are programmed for fiscal year 2016-17, which means design work and environmental clearance, including Caltrans studies and reviews, must be completed by September 2016. Construction is anticipated to begin in spring 2017 and conclude by December 2017. Detailed design and engineering work on the project began March 2015 and has progressed to the 35% level (see Figure 1 and Attachments 1 and 2).
Key elements of the current design are as follows (see Background section for further discussion):
Convert the west (southbound) leg of Shattuck Avenue (“Shattuck West”) between University Avenue and Center Street into a two-way, four-lane street.
1 See DAP, Policy AC-1.1(e), p. AC-9 (available online at: http://www.ci.berkeley.ca.us/uploadedFiles/Planning_and_Development/Level_3_-_DAP/FINAL_x-DAP%20document_120329.pdf) 2 See SOSIP, pp. 18, 27-31, and 35 (provided in Attachment 5, or available online at: http://www.cityofberkeley.info/uploadedFiles/Planning_and_Development/Level_3_-_DAP/2013%20SOSIP.pdf).
Shattuck Reconfiguration and Pedestrian Safety Project Update CONSENT CALENDAR December 15, 2015
Reconfigure the Shattuck West/University intersection to reduce volume of westbound right turns onto Shattuck which conflict with pedestrian movement. By relocating traffic movement to a northbound through movement, this will reduce conflict with pedestrians.
Maintain the east (northbound) leg of Shattuck (“Shattuck East”) as a one-way street, but narrow to two lanes with bulb-outs for enhanced pedestrian crossings.
Provide angle parking on Shattuck East to maintain as much on-street parking in the project area as possible. The current design results in a net loss of five on-street parking spaces.
Route vehicles turning (left or right) onto University to Shattuck East, to maintain adequate sidewalk width and parking on Shattuck West between Addison Street and University.
Prohibit left turns in both directions from Shattuck West at Addison and Center; prohibit northbound left turns from Shattuck West at University, because there is insufficient space for a left turn lane.
Widen sidewalk and create a “transit plaza” on the east side of Shattuck between Center and Allston, with design treatments similar to the BART Plaza; relocate AC Transit stop from in front of Bank of America, to the south end of this block in front of Target. This will provide access to Shattuck West for northbound buses and facilitate pedestrian transfers between BART and bus lines.
Construct a raised intersection at Shattuck East and Center to improve pedestrian access between UC Berkeley and the BART Plaza, and calm northbound traffic entering Shattuck East.
Public engagement has been a high priority throughout the design process. An open house held June 9th to present initial plans and obtain public input was attended by approximately 50 people. Beginning in early October, staff has conducted an online survey which has at this writing received over 1,200 responses. These survey results demonstrate strong support for the main elements of the project and are summarized in Attachment 3. A complete list of project public meetings and media coverage is provided in Attachment 4.
On October 15, 2015, the Transportation Commission received public testimony on the project and voted 6-0-2-13 to recommend Council support the current 35% design plan with the following changes:
Seek to provide three parallel parking spaces on the east side of Shattuck West between Center and Addison Streets.
Use raised planters rather than in-ground planters for landscaping.
Seek functional art or café seating to activate sidewalk area on east side of Shattuck West between Center and Addison Streets.
Consider renaming the Center Street Garage to reflect access from Addison Street (e.g. “Addison-Center Garage”)
Configure traffic signal at Shattuck East and University Avenue to enhance pedestrian travel along University
Prohibit right turns from westbound University to northbound Shattuck.
Implement the left turn prohibitions in the current design, but evaluate after project completion.
As noted earlier, conceptual drawings for the project are included in the adopted DAP and SOSIP. CEQA clearance for the project occurred as part of the DAP EIR. Because staff has now developed more detailed, engineering-level plans which include minor changes from the earlier conceptual drawings, staff is preparing an addendum to the DAP EIR to document the current plans’ consistency with the certified EIR. In addition, federal law requires Section 106 cultural resource analysis for the project (due to use of federal funding). This report is intended to obtain Council direction regarding the preferred project design for the purpose of conducting CEQA and Section 106 review. Council review at this stage is also prudent to ensure the final plans reflect Council’s wishes and to avoid changes later in the design process.
FISCAL IMPACTS OF RECOMMENDATION The project is funded by federal grants with local matching funds, as detailed in the following chart and the grant funding agreement approved by the Council on June 25, 2013.4 It should be noted that the final project cost cannot be determined until construction bids are received; this is anticipated to occur in March 2017.
Fund Name Fund Code Amount Measure B Local Streets & Roads ................................... 391 ........................... $116,389 Measure B Bike and Pedestrian ....................................... 392 ............................. $22,510 Measure F County Vehicle Reg. Fees.............................. 397 ........................... $418,566 Measure BB Local Streets & Roads ................................. 406 ........................... $230,000 UC LRDP Settlement ....................................................... 489 ........................... $320,000 MTC OBAG Grant 614 $2,777,000 Total $4,113,265
4 Council report available online at: http://www.cityofberkeley.info/Clerk/City_Council/2013/06Jun/Documents/2013-06-25_Item_30_Grant_Funding_Agreement_for_MTC.aspx
Shattuck Reconfiguration and Pedestrian Safety Project Update CONSENT CALENDAR December 15, 2015
Figure 1. Proposed Plan (see Attachment 1 for striping plan)
Shattuck Reconfiguration and Pedestrian Safety Project Update CONSENT CALENDAR December 15, 2015
CURRENT SITUATION AND ITS EFFECTS DAP and SOSIP recommend the reconfiguration of Shattuck Avenue between Center Street and University Avenue. Based on the concept-level plans in SOSIP (see Attachment 5), in 2013 the City applied for and received a $2.8 million project grant from the Alameda County Transportation Commission (through the One Bay Area Grant program).
The current configuration of this two-block portion of Shattuck is a “couplet,” where the street divides into two one-way segments, with northbound traffic on the east segment and southbound traffic on the west segment. Because the east segment ends at University, northbound traffic must turn left (westbound) onto University for ½-block, and then turn right (northbound) back onto Shattuck to proceed north of University. This configuration, combined with the high volume of traffic and pedestrians, contributes to high auto/pedestrian conflict and high collision rates at the University/Shattuck intersection. For this reason, the City’s Pedestrian Master Plan identifies the Shattuck/University intersection as High Priority Pedestrian Project #2 (see Attachment 6).
DAP and SOSIP recommend the existing Shattuck couplet be redesigned so as a result: the west side will operate as a two-way street; the east side will have angle parking, lower traffic volumes in the near term and pedestrian-oriented enhancements (e.g. a “plaza or slow street”) in the long term. Current plans (see Figure 1 and Attachments 1 and 2) implement the basic near-term concept described in DAP and SOSIP, but with some of the long-term pedestrian enhancements.
BACKGROUND The following discussion covers several key issues encountered during the design and outreach process.
Left Turns onto University One of the most significant design issues for the project has been how to efficiently handle northbound left turns on University Avenue without sacrificing pedestrian comfort and good urban design. The SOSIP includes two alternatives for handling these turns in the near-term scenario (see Attachment 5, Figure d.19): (1) allow left turns onto University from both sides of the couplet, with a dedicated turn lane on the west side; and (2) allow left turns onto University only from the east side, with signage between Center and Allston indicating the route for vehicles turning onto University. While the SOSIP subcommittee preferred the first option, SOSIP Policy 1.7 acknowledges the need for further evaluation, and that there are several key tradeoffs between the two options.5 As detailed design work on the project began, the design
5 SOSIP Policy 1.7: “A left turn lane from the west side of Shattuck Square to University Avenue is preferred because it is easy to understand -- but a left-turn lane in this location would result in narrow lane
Shattuck Reconfiguration and Pedestrian Safety Project Update CONSENT CALENDAR December 15, 2015
team investigated both options closely. After laying out the geometry of the first option (see Figure 2), it became clear this option includes several major drawbacks:
Sidewalks at the southwest and southeast corners of Shattuck West and University would be reduced to about 10 feet with no bulb-outs.6 This width would be far less than the 20 to 25 feet provided at the south end of this block (at Addison), and generally not adequate for pedestrian comfort at a busy Downtown intersection. Furthermore, existing sidewalk on both sides of the street would be reduced for most of the block, whereas the other option requires only the removal of the bulb-outs on the east side of the block at University and Addison.
Parking would be removed from both sides of Shattuck West, while the second option requires parking to be removed only from the east side of Shattuck West.
Figure 2. Issues with Left Turns from Shattuck West to University
widths, reduced crosswalk curb extensions, and elimination of parking spaces on west Shattuck Square. If lane widths are found to be insufficient, consider routing westbound traffic along the east side of Shattuck Square. To do this, northbound motorists who want to travel west on University would have to be guided by signs before they reach Shattuck Square.” 6 Figure 2 shows sidewalk widths of 11 feet, but these would have to be reduced in order to provide 11-foot traffic lanes rather than the 10-foot lanes shown in the figure. 10-foot lanes are not advisable given the large volumes of trucks and buses on this roadway.
Shattuck Reconfiguration and Pedestrian Safety Project Update CONSENT CALENDAR December 15, 2015
The pedestrian crossing distance across Shattuck West at University would be 55 feet (five lanes) with no median or bulb-outs, effectively one of the widest crossings in the City. In the second option, this distance would be 44 feet with a bulb-out on the southwest corner.
The second option, while less direct for drivers turning left onto University, would generally be more consistent with the SOSIP’s overall direction to enhance the pedestrian realm, and would be more responsive to stakeholder concerns regarding loss of on-street parking. Furthermore, staff believes the inconvenience to drivers turning left onto University would be minimal given the widespread use of GPS navigation devices and apps, as well as the wayfinding signage that would be placed near Shattuck and Allston. Based on these considerations, staff recommends the second option. Left Turn Prohibitions at Center and Addison As noted earlier, the project would prohibit left turns in both directions from Shattuck West to Addison and Center. Left turns would also be prohibited from Shattuck East to Center. These prohibitions are necessary to prevent left-turning vehicles from blocking through traffic due to lack of space for left turn lanes, and from conflicting with pedestrians in the crosswalk as turning drivers focus instead on finding gaps in oncoming traffic. Additionally, at Center Street there are sight distance issues because of the curve on Shattuck and the lack of queueing space between the east and west legs of Shattuck. Attachment 7 provides further details on these issues and discusses how access will be maintained to destinations on Addison and Center Streets. On-Street Parking Supply As mentioned earlier, the current design results in a net loss of five on-street parking spaces within the project area. Figure 3 shows the number of parking spaces being added or removed on each block. In order to accommodate four traffic lanes on Shattuck West, it is necessary to remove the 15 parking spaces along the east side of Shattuck West. The loss of these spaces would be largely offset by angle parking on Shattuck East. The design team investigated several options to maintain the parking spaces on Shattuck West, including having only one northbound lane, and having parking spaces recessed into the existing sidewalk between street trees. However, these options had significant problems: the single northbound lane would cause excessive congestion at Shattuck and University (see Attachment 8, p. 14, Alternative 4), and the recessed parking option would substantially increase the project cost and narrow the sidewalks on both sides of Shattuck West between Addison and University, without increasing the total parking on that block (see Attachment 9).
Shattuck Reconfiguration and Pedestrian Safety Project Update CONSENT CALENDAR December 15, 2015
Given that 270 public parking spaces are being added in the immediate vicinity at the Center Street Garage, and because the goBerkeley program has been demonstrated to effectively manage on-street parking supply in the Downtown, staff believes the loss of five on-street parking spaces is acceptable and consistent with SOSIP Policy 1.18 (regarding no net loss of parking until implementation of goBerkeley).7 Figure 3. Parking Supply in Project Area
7 SOSIP Policy 1.18 (Net Zero Parking Strategy): “On-street parking that is lost because of street and
open space improvements should be replaced by an equal number of new nearby on-street parking spaces. There should be no net loss of parking until parking & transportation demand management programs [i.e., goBerkeley] are implemented [italics added for emphasis] and attain a target of one vacant on-street parking space per block face (about one vacant space for every ten spaces) during peak demand under typical conditions.”
Shattuck Reconfiguration and Pedestrian Safety Project Update CONSENT CALENDAR December 15, 2015
Back-in Angle Parking Another significant component of the proposed on-street parking is the use of “back-in” angle parking spaces, where (similar to parallel parking) drivers pass the open space, then put the vehicle in reverse and back into the space. These spaces have been implemented successfully in a number of cities including Sacramento, Chico, Portland, Seattle, Philadelphia, and Washington, D.C. The main advantage of this design is provision of better visibility of oncoming traffic (particularly bicycles) as the driver enters the traffic lane (see Figure 4).8 With traditional “head-in” angle parking, drivers must generally back into the traffic lane without being able to see oncoming traffic, due to the presence of adjacent parked vehicles. In addition, back-in angle parking allows goods to be loaded into a vehicle’s trunk from the sidewalk. Figure 4. Back-in Angle Parking Diagram
For the reasons described above, back-in angle parking has strong support from Berkeley’s cycling community. However, some stakeholders have expressed concern that drivers will not be familiar with the back-in spaces and will not know how to properly use them. Staff’s position is that installation of the back-in spaces carries little risk, because such spaces can be restriped to the traditional head-in design with minimal expense if they are found to be undesirable. In addition, the City could restripe some of its existing angle parking spaces as a back-in space pilot program before implementing it in this project. For further information, see Attachment 10 and the video in Footnote 8.
8 A video explaining the benefits of back-in angled parking is available at: https://www.youtube.com/watch?v=HddkCbsWHlk&feature=youtu.be
Shattuck Reconfiguration and Pedestrian Safety Project Update CONSENT CALENDAR December 15, 2015
Pedestrian “Buffer” along East Side of Shattuck West Removal of the parking spaces along the east side of Shattuck West presents a design challenge. Typically, parking spaces provide a visual and psychological buffer between the sidewalk and moving traffic which increases pedestrian comfort. However, the project team has investigated several options for introducing landscaping elements along the edge of this sidewalk to maintain an adequate buffer, including new street trees, light poles, various types of planters, benches, and bicycle racks. One of the issues still under discussion is whether fixed seating is appropriate given the potential for loitering, panhandling, and other problematic behaviors. Water usage is also being considered. The design team will continue working with adjacent stakeholders and the Downtown Berkeley Association to refine the design of this buffer. Commercial Loading Loading zones in the project area are shown in Attachment 11. The project would remove three existing loading zones, but replace these with other loading zones in the immediate vicinity. Merchants in the project area have expressed concerns that: (1) removal of traffic lanes will cause double-parked delivery vehicles to have a greater impact on congestion; and (2) removal of specific loading zones will adversely impact businesses currently relying on those zones. In response to merchants’ concerns, staff is also investigating additional loading zones to better serve the businesses at the north end of the Shattuck Square block between Shattuck West and Shattuck East, at University. The main options being considered are:
(1) “Bulb-in” loading zone on Shattuck West mid-way between Addison and University. This option would require removal of one street-tree and would reduce the sidewalk width.
(2) Convert a bus stop on University between Shattuck West and Shattuck East to a loading zone. This option would require moving the bus stop east of Shattuck East, or lengthening the stop west of Shattuck West, which would, in either case potentially require removal of several on-street parking spaces.
Transit By removing the need to turn onto University, the project reduces delays for northbound traffic from Allston to University by about 20 percent (25 seconds). This will help improve on-time performance for AC Transit buses passing through the corridor. In addition, as noted earlier, a key element of the project is the creation of a “transit plaza” on the east side of Shattuck between Center and Allston, across from and with design treatments similar to, the BART Plaza. This feature has several important benefits:
Shattuck Reconfiguration and Pedestrian Safety Project Update CONSENT CALENDAR December 15, 2015
Reinforce (visually and functionally) this block of the Downtown as the City’s major transit center.
Allow easier transfers between bus and BART by moving the stop for several AC Transit lines one block closer to the BART entrances, with one less street to cross (Center).
Allow easier transfers between buses by consolidating all north- and westbound buses on the same block.
Enhance the appearance and “sense of place” of the Downtown core by complementing the design features of the BART Plaza (especially trees, lighting, paving, and high-quality bus shelters).9
The design team has coordinated closely with AC Transit, including traffic modeling to maximize on time performance and reliability of buses. As design work proceeds, the team will be investigating the use of queue jump lanes and transit signal priority to further enhance bus operations. ENVIRONMENTAL SUSTAINABILITY This project is intended to make Shattuck Avenue in Downtown Berkeley more accessible for walking, bicycling, and riding transit. The project is thereby expected to support ongoing reduction in the share of Downtown trips made via single occupancy vehicles, thereby reducing vehicle emissions including carbon dioxide and other greenhouse gases. The project is also expected to reduce collisions between motor vehicles and pedestrians and bicyclists.
RATIONALE FOR RECOMMENDATION Staff is requesting Council’s input at this stage of design in order to ensure that the final design reflects Council’s goals and priorities.
ALTERNATIVE ACTIONS CONSIDERED None.
CONTACT PERSON Farid Javandel, Manager, Transportation, Public Works, 981-7061 Aaron Sage, Principal Planner, Transportation, Public Works, 981-6399
9 Some of these enhancements are subject to the City securing required funding. The City has requested funding from the Alameda County Transportation Commission for Downtown transit center improvements as part of the Countywide Transportation Plan.
Shattuck Reconfiguration and Pedestrian Safety Project Update CONSENT CALENDAR December 15, 2015
Attachments: 1. 35% Design Plan (Signage/Striping) 2. 35% Design Plan (Landscaping) 3. Survey Results 4. List of Stakeholder Meetings 5. SOSIP Excerpts 6. Pedestrian Master Plan Excerpts 7. Information on Left Turn Prohibitions 8. Traffic Study 9. “Bulb-In” Parking Option (Shattuck West between Addison and University) 10. Back-in Angle Parking Study 11. Commercial Loading Zones
Shattuck Reconfiguration and Pedestrian Safety Project Survey Dates: October 8, 2015 – November 1, 2015
Distributed via:
� Berkeley Climate Action Coalition � City of Berkeley Employees � City of Berkeley Website � City staff via intercept surveys on BART Plaza (week of October 19, 2015) � Downtown Berkeley Association � East Bay Bike Coalition � Livable Berkeley � Mailer (to residents/owners within project vicinity) � Press Release/News Articles � Transform � University of California
Total Number of Respondents: 1,245
23%
4%
18%14%
36%
5%
In Downtown, which of these issues is most important to you?
Bicycle Safety
Bus Rider Comfort/Convenience
Confusing Traffic Pattern
Parking Availability
Pedestrian Safety/Comfort
Sidewalk Amenities
Attachment 3
Current Conditions
5%
29%
10%
45%
11%
0
5
10
15
20
25
30
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Is Downtown attractive for pedestrians?
1%
12% 9%
50%
29%
0
50
100
150
200
250
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Is parking convenient Downtown?
3%
51%
6%
36%
5%
0
50
100
150
200
250
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Do you feel safe as a pedestrian?
38%35%
10%15%
4%
020406080
100120140160
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Is the traffic pattern for northbound traffic on Shattuck confusing?
2%
30%
9%
48%
11%
0
5
10
15
20
25
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Is transit comfortable and reliable?
2%
26%
4%
55%
13%
020406080
100120140160180
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Do you feel safe as a bicyclist?
Shattuck and Center Intersection Improvements
Transit Plaza
22%
48%
14% 14%
2%0
50
100
150
200
250
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Will the proposed design improve pedestrian safety?
26%
45%
6%
15%8%
0
5
10
15
20
25
30
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Will the proposed design improve the pedestrian experience?
18%
27%
32%
20%
2%
0
2
4
6
8
10
12
14
16
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Will the transit plazaimprove transit riders' experiences?
East Shattuck Avenue Improvements
30%
45%
13% 10%2%
0
50
100
150
200
250
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Will the proposed design improve pedestrian safety?
22%
40%
15%18%
6%
020406080
100120140
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Will the proposed design improve bike safety?
34%
47%
6% 6% 6%
0
5
10
15
20
25
30
35
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Will the proposed design improve the pedestrian experience?
Shattuck and University Intersection Improvements
Landscaping and Sidewalk Amenities
40%
49%
8%2% 1%
0
50
100
150
200
250
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Will the proposed design improve pedestrian safety?
32%
52%
8% 5% 2%0
50
100
150
200
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Will the proposed design improve bike safety?
32%
53%
5% 5% 5%
0
5
10
15
20
25
30
35
40
Strongly Agree
Agree No opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Will the proposed design improve the pedestrian experience?
Parking
One Way to Two Way Conversion of Shattuck
11%
38%
21% 23%
8%
020406080
100120140160
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Does the project, along with expansion of the Center St. Garage, provide adequate parking?
32%
41%
11%16%
0
5
10
15
20
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Will the proposed design improve bus routing?
32%
44%
7%11%
6%
020406080
100120140160180200
Strongly Agree
Agree No Opinion Disagree Strongly Disagree
num
ber o
f res
pons
es
Will the proposed design improve traffic flow?
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g:
ove
rall
pu
rpo
se
of
pro
ject,
le
ve
l o
f o
utr
ea
ch
co
ndu
cte
d,
imp
acts
to
lo
ad
ing a
ctivitie
s,
rem
ova
l of
pa
rkin
g a
nd
bu
lbou
ts
4/2
7/1
5
Ste
ph
en N
ew
ho
use
, A
C T
ran
sit
AC
Tra
nsit c
ircu
lation
issu
es
an
d s
top lo
ca
tion
s
4/3
0/1
5
Po
lly A
rmstr
on
g,
Be
rkele
y C
ha
mb
er
of
Com
me
rce
S
hifra
de
Be
ned
ictis-K
essn
er,
Dow
nto
wn
Be
rke
ley A
sso
cia
tion
A
uste
ne
Ha
ll, P
iQ C
afé
, 91
Sha
ttu
ck S
q.
Tod
d H
en
ry,
UC
Be
rkele
y
Dia
na
Hsu
, T
err
an
om
ics
Bo
b L
yce
tte
, 2
151
Sh
att
uck (
pro
pe
rty o
wn
er)
K
irste
n M
acD
on
ald
, B
erk
ele
y C
ha
mb
er
of
Com
me
rce
Walk
ing t
ou
r of
pro
ject a
rea
w
ith
ke
y D
ow
nto
wn
sta
ke
ho
lde
rs to
dis
cu
ss
exis
ting c
on
ditio
ns a
nd p
roje
ct
go
als
.
Date
Pe
rso
ns A
tte
nd
ing
P
urp
ose
of
Me
eti
ng
/ T
op
ics
Dis
cu
sse
d
Mik
a M
iya
sa
to,
AC
Tra
nsit
Ito
Rip
ste
en,
13
3-1
39
Be
rkele
y S
q.
(pro
pe
rty o
wn
er)
T
on
y R
ossm
an
, R
ossm
an &
Moo
re (
atto
rne
ys),
20
14
Sh
attu
ck
Se
an S
late
r, E
LS
Arc
hite
ctu
re, 2
04
0 A
dd
iso
n
Ma
tt T
ae
cke
r, T
ae
cke
r P
lan
nin
g &
De
sig
n,
214
0 S
ha
ttu
ck
5/4
/15
Au
ste
ne
Ha
ll, P
iQ C
afé
, 91
Sha
ttu
ck S
q.
Jo
hn
Ca
ne
r, D
ow
nto
wn B
erk
ele
y A
sso
cia
tion
T
od
d H
en
ry,
UC
Be
rkele
y
Tom
Hun
t, P
iQ C
afé
, 91
Sha
ttu
ck S
q.
Tiffa
ny P
oo
raia
h,
Rossm
an &
Moo
re (
atto
rne
ys),
20
14
Sh
attu
ck
Ton
y R
ossm
an,
Rossm
an &
Moo
re (
atto
rne
ys),
20
14
Sh
attu
ck
Ma
tt T
ae
cke
r, T
ae
cke
r P
lan
nin
g &
De
sig
n,
214
0 S
ha
ttu
ck
(re
pre
se
ntin
g p
rop
osed
hote
l at
21
29
Sha
ttuck)
Me
etin
g w
ith
ke
y D
ow
nto
wn
sta
ke
ho
lde
rs to
dis
cu
ss p
roje
ct
go
als
, p
resen
t in
itia
l d
raw
ings
an
d o
bta
in inp
ut.
5/2
9/1
5
Tia
n F
en
g,
BA
RT
S
teph
en N
ew
ho
use
, A
C T
ran
sit
Sco
tt S
mith
, B
AR
T
Coo
rdin
atio
n w
ith
BA
RT
Pla
za
d
esig
n;
AC
Tra
nsit c
ircu
lation
an
d s
top d
esig
n.
6/9
/15
Se
e a
tta
ch
ed
lis
t.
Com
mu
nity o
pe
n h
ou
se
to
p
rese
nt in
itia
l d
raw
ings,
dis
cuss p
roje
ct
go
als
, a
nd
o
bta
in in
pu
t.
6/2
3/1
5
Tim
Ha
nse
n,
PiQ
Café
, 9
1 S
hatt
uck S
q.
Au
ste
ne
Ha
ll, P
iQ C
afé
, 91
Sha
ttu
ck S
q.
Se
e p
revio
us m
ee
tin
g w
ith
PiQ
o
n 4
/21.
6/2
5/1
5
Dow
nto
wn
Be
rkele
y A
sso
cia
tion B
oa
rd m
em
be
rs
Jo
hn
Go
rdon
, D
ow
nto
wn
pro
pe
rty o
wn
er
an
d c
om
me
rcia
l re
al
esta
te b
roke
r
Dis
cu
ssio
n o
f Jo
hn
Gord
on
’s
co
nce
rns r
ega
rdin
g th
e p
roje
ct
(e.g
., r
em
ova
l of
pa
rkin
g a
nd
b
ulb
ou
ts,
righ
t tu
rns o
nto
A
dd
ison
, o
ve
rall
pu
rpose
of
pro
ject)
6/2
9/1
5
Sh
ifra
de
Be
ned
ictis-K
essn
er,
Dow
nto
wn
Be
rke
ley A
sso
cia
tio
n
O
nlin
e s
urv
ey f
orm
at
Date
Pe
rso
ns A
tte
nd
ing
P
urp
ose
of
Me
eti
ng
/ T
op
ics
Dis
cu
sse
d
7/2
1/1
5
Tom
Ho
lste
in,
Ca
ltra
ns
Nam
Ngu
ye
n,
Caltra
ns
Fie
ld r
evie
w m
ee
tin
g w
ith
C
altra
ns s
taff
to
dis
cuss
requ
ire
d e
nviro
nm
en
tal
stu
die
s.
7/2
3/1
5
Je
nn
ife
r L
ovvo
rn,
Civ
ic A
rts C
om
mis
sio
n m
em
be
r Ju
lia R
ob
ert
so
n, C
ivic
Art
s C
om
mis
sio
n m
em
be
r Jo
hn
To
ki, a
rtis
t
Relo
ca
tio
n o
f scu
lptu
re a
t so
uth
ea
st co
rne
r of
Sha
ttu
ck
West a
nd
Add
ison
.
8/7
/15
Jo
hn
Ca
ne
r, D
ow
nto
wn B
erk
ele
y A
sso
cia
tion
S
ea
tin
g/lan
dscap
ing o
ptio
ns
for
Sha
ttu
ck W
est.
8/2
7/1
5
Dow
nto
wn
Be
rkele
y A
sso
cia
tion B
oa
rd m
em
be
rs
Pre
se
nta
tio
n o
f cu
rre
nt d
esig
n,
dis
cussio
n o
f le
ft t
urn
p
roh
ibitio
ns,
ga
rage
/the
ate
r a
cce
ss,
se
atin
g,
an
d o
the
r is
sue
s.
9/1
0/1
5
Jo
hn
Ca
ne
r, D
ow
nto
wn B
erk
ele
y A
sso
cia
tion
D
aw
n F
eh
r, 2
151
Sh
attu
ck (
pro
pe
rty o
wn
er)
M
ia G
ittlen
, 2
13
2-6
8 C
en
ter
(pro
pe
rty o
wn
er)
B
ob
Lyce
tte
, 2
151
Sh
att
uck (
pro
pe
rty o
wn
er)
R
ep
rese
nta
tive
s o
f B
erk
ele
y C
en
tra
l b
uild
ing (
20
55
Ce
nte
r)
Pre
se
nta
tio
n o
f cu
rre
nt d
esig
n,
dis
cussio
n o
f le
ft t
urn
p
roh
ibitio
ns,
acce
ss to
20
00
b
lock o
f C
en
ter,
an
d o
the
r is
sue
s.
9/2
1/1
5
Mia
Gittlen
, 2
13
2-6
8 C
en
ter
(pro
pe
rty o
wn
er)
T
od
d H
en
ry,
UC
Be
rkele
y
Em
ily M
art
hin
se
n,
UC
Be
rkele
y
La
wre
nce
Rin
de
r, B
erk
ele
y A
rt M
use
um
M
att
Ta
ecke
r, T
ae
cke
r P
lan
nin
g &
De
sig
n,
214
0 S
ha
ttu
ck
(re
pre
se
ntin
g p
rop
osed
hote
l at
21
29
Sha
ttuck)
Pre
se
nta
tio
n o
f cu
rre
nt d
esig
n,
dis
cu
ssio
n o
f le
ft t
urn
p
roh
ibitio
ns,
acce
ss to
21
00
b
lock o
f C
en
ter,
an
d o
the
r is
sue
s.
9/2
1/1
5
Wil
Bu
ller,
AC
Tra
nsit
Ste
ph
en N
ew
ho
use
, A
C T
ran
sit
Pre
se
nta
tio
n o
f tr
aff
ic
sim
ula
tion
an
d d
iscussio
n o
f p
ote
ntia
l im
pa
cts
to b
us
pe
rfo
rma
nce
fro
m o
ther
traff
ic.
9/2
9/1
5
Jo
hn
Ca
ne
r, D
ow
nto
wn B
erk
ele
y A
sso
cia
tion
D
BA
re
qu
ests
fo
r p
roje
ct.
Date
Pe
rso
ns A
tte
nd
ing
P
urp
ose
of
Me
eti
ng
/ T
op
ics
Dis
cu
sse
d
10
/7/1
5
Mia
Gittlen
, 2
13
2-6
8 C
en
ter
(pro
pe
rty o
wn
er)
S
oh
eyl M
od
are
ssi, 2
132
-68
Cen
ter
(pro
pe
rty o
wn
er)
A
cce
ss t
o 2
10
0 b
lock o
f C
en
ter.
10
/9/1
5
Chu
ck S
iege
l, B
erk
ele
y C
lima
te A
ctio
n C
oa
litio
n
Coo
rdin
atio
n w
ith
Un
ivers
ity
Ave
. im
pro
ve
men
ts f
rom
S
OS
IP.
10
/15
/15
Jo
hn
Ca
ne
r, D
ow
nto
wn B
erk
ele
y A
sso
cia
tion
T
im H
an
se
n, P
iQ C
afé
, 9
1 S
hatt
uck S
q.
Tom
Hun
t, P
iQ C
afé
, 91
Sha
ttu
ck S
q.
Mic
ha
el M
aff
ia, 4
8 S
hatt
uck S
q.
(pro
pe
rty o
wne
r)
Tod
d O
live
r, 4
8 S
ha
ttuck S
q.
(pro
pe
rty o
wn
er)
Lo
ad
ing z
on
es,
left
tu
rn
pro
hib
itio
ns,
lan
dscap
ing,
se
atin
g,
bik
e r
acks.
10
/20
/15
Sa
rah
Be
rnha
rd,
JR
DV
Arc
hite
cts
, O
akla
nd
M
att
Ta
ecke
r, T
ae
cke
r P
lan
nin
g &
De
sig
n,
214
0 S
ha
ttu
ck
(bo
th r
ep
resen
tin
g p
rop
osed
hote
l at
21
29 S
ha
ttu
ck)
Coo
rdin
atio
n w
ith
pro
po
se
d
ho
tel a
t 2
129
Sh
attu
ck.
11
/10
/15
Jo
hn
Ca
ne
r, D
ow
nto
wn B
erk
ele
y A
sso
cia
tion
A
uste
ne
Ha
ll, P
iQ C
afé
, 91
Sha
ttu
ck S
q.
Mic
ha
el M
aff
ia, 4
8 S
hatt
uck S
q.
(pro
pe
rty o
wne
r)
Tod
d O
live
r, 4
8 S
ha
ttuck S
q.
(pro
pe
rty o
wn
er)
D
avid
Sh
am
sza
d, 6
4 S
ha
ttu
ck S
q.
(pro
pe
rty o
wn
er)
Lo
ad
ing z
on
es
Maj
or P
roje
cts
18
f.Lo
cate
impr
ovem
ents
adj
acen
t to
deve
lop-
men
t pro
ject
s to
hel
p fu
nd th
ese
impr
ove-
men
ts,
and
take
adv
anta
ge o
f sy
nerg
ies
betw
een
deve
lopm
ent a
nd p
ublic
impr
ove-
men
ts.
g.In
the
near
term
, rep
lace
on-
stre
et p
ark-
ing
that
wou
ld b
e lo
st w
ith p
ublic
impr
ove-
men
ts w
ith a
dditi
onal
nea
rby
on-s
tree
tpa
rkin
g.
h.Fu
nd m
ultip
le p
roje
cts.
Avo
id u
sing
lim
ited
fund
s on
a s
ingl
e pr
ojec
t.
Usi
ng t
hese
crit
eria
, th
e fo
llow
ing
proj
ects
ha
ve b
een
iden
tifi e
d as
fund
ing
prio
ritie
s. N
ote
how
ever
that
thes
e pr
iorit
ies
do n
ot p
recl
ude
the
City
from
mov
ing
forw
ard
on o
ther
SO
SIP
pr
ojec
ts if
opp
ortu
nitie
s fo
r gra
nts
or d
evel
oper
co
ntrib
utio
ns e
mer
ge.
Hig
hest
Prio
ritie
s (T
ier I
)
a.C
ente
r S
tree
t P
laza
Pha
se 1
. C
ente
rSt
reet
offe
rs a
uni
que
oppo
rtuni
ty to
cre
ate
a pu
blic
gat
herin
g sp
ace
activ
ated
by
high
pede
stria
n vo
lum
es, e
xist
ing
com
mer
cial
uses
, and
the
futu
re B
erke
ley
Art
Mus
e-um
/ Pa
cifi c
Film
Arc
hive
. P
hase
1 w
ill b
eco
nstru
cted
on
the
east
end
of t
he b
lock
,ab
ove
whe
re a
cces
s to
the
Ban
k of
Am
er-
ica
park
ing
lot
need
s to
be
mai
ntai
ned.
Gre
en in
frast
ruct
ure
feat
ures
, suc
h as
per
-m
eabl
e pa
ving
and
rai
n ga
rden
s (b
io-r
e-te
ntio
n ba
sins
), co
uld
be in
corp
orat
ed in
toP
hase
1 to
dem
onst
rate
gre
en in
frast
ruc-
ture
and
mak
e a
uniq
ue d
estin
atio
n. W
hile
a w
ater
feat
ure
that
ref
ers
to S
traw
berr
yC
reek
app
ears
to b
e te
chni
cally
infe
asib
lein
Pha
se 1
, pip
ing
mig
ht b
e pu
t in
plac
ebe
low
Pha
se 1
impr
ovem
ents
to a
void
ex-
cava
tion
and
addi
tiona
l cos
ts la
ter.
b.S
hattu
ck S
quar
e an
d U
nive
rsity
Ave
nue
Gat
eway
. R
econ
fi gur
e S
hattu
ck to
mak
etra
ffi c
oper
ate
two-
way
on
the
wes
t sid
e of
Shat
tuck
Squ
are
and
prov
ide
addi
tiona
l on-
stre
et p
arki
ng o
n th
e ea
ster
n le
g of
Sha
t-tu
ck.
This
impr
ovem
ent w
ill he
lp im
plem
ent
the
Pla
n’s
zero
-net
par
king
stra
tegy
and
shou
ld b
e pr
eced
e ot
her
impr
ovem
ents
ifpo
ssib
le.
Esta
blis
h a
trans
it ce
nter
on
the
east
sid
e of
Sha
ttuck
Squ
are
if it
is d
eter
-m
ined
tha
t th
is is
the
pre
ferr
ed lo
catio
nD
ownt
own.
On
Uni
vers
ity A
venu
e be
twee
nS
hattu
ck a
nd O
xfor
d, tr
avel
lane
s ca
n be
elim
inat
ed to
allo
w w
ider
sid
ewal
ks a
nd a
d-di
tiona
l lan
dsca
ping
and
oth
er a
men
ities
.O
ne a
ltern
ativ
e w
ould
als
o in
crea
se o
n-st
reet
par
king
.
c.S
treet
Tre
es.
The
City
sho
uld
mak
e th
epl
antin
g of
stre
et tr
ees
a ne
ar-te
rm p
riorit
y,w
ith a
goa
l of p
lant
ing
500
new
tree
s w
ithin
ten
year
s in
loca
tions
whe
re “
maj
or p
roj-
ects
” are
not
ant
icip
ated
. (Se
e Po
licy
5.1)
Hig
h Pr
iorit
ies
(Tie
r II)
a.A
llsto
n-K
ittre
dge
Park
Blo
ck a
nd e
ast e
ndof
Uni
vers
ity A
venu
e. T
hese
pro
ject
s w
illsu
ppor
t co
mm
erci
al r
evita
lizat
ion
alon
gD
ownt
own’
s pr
inci
pal
com
mer
cial
cor
ri-do
rs b
y ad
ding
act
ivity
and
new
syn
ergi
esw
ith e
xist
ing
uses
(e.g
. cin
emas
) an
d fu
-tu
re u
ses.
a.H
ears
t Ave
nue
/ Ohl
one
Gre
enw
ay P
hase
1.G
reen
way
impr
ovem
ents
will
pro
vide
cont
inuo
us b
icyc
le la
nes
from
MLK
to th
eU
C c
ampu
s.
To a
void
con
stru
ctio
n co
n-fli
cts
whe
n U
C d
evel
ops
belo
w W
alnu
t,im
prov
emen
ts s
houl
d fi r
st b
e m
ade
to th
eW
alnu
t int
erse
ctio
n an
d ab
ove.
Dia
gona
lpa
rkin
g m
ight
be
prov
ided
on
Hea
rst i
n th
ene
ar-te
rm n
ear S
hattu
ck.
Atta
chm
ent 5
Maj
or P
roje
cts
27Figu
re d
.16.
Wes
t si
de o
f S
hatt
uck
Squa
re.
Six
traf
fi c la
nes
have
pas
sed
alon
g S
hattu
ck S
quar
e, w
ith th
ree
lane
s ru
nnin
g al
ong
the
wes
t sid
e of
the
Squ
are
(fi rs
t sec
tion
abov
e). A
naly
sis
indi
cate
s th
at fo
ur la
nes
are
suffi
cien
t. B
y m
ovin
g al
l fou
r lan
es to
the
wes
t sid
e of
Sha
ttuck
S
quar
e (s
econ
d se
ctio
n be
low
), th
e ea
st
side
of S
hattu
ck S
quar
e w
ill b
e av
aila
ble
for
mor
e pa
rkin
g (in
the
near
term
) an
d m
ore
pede
stria
n am
eniti
es (
in th
e lo
ng
term
). R
econ
fi gur
ing
traffi
c sh
ould
als
o in
crea
se s
afet
y an
d re
duce
con
gest
ion
at th
e U
nive
rsity
-Sha
ttuck
inte
rsec
tion.
N
arro
w T
raffi
c La
nes
Del
iver
ies/
Acc
ess
Lane P
oten
tial
Hot
el
Plaz
a or
Sl
ow S
tree
t
Plaz
a +
Pot
entia
l Tra
nsit
Cen
ter
(Lon
g te
rm)
SHAT
TUC
K A
V. (
East
Sid
e)
UNIVERSITY AVENUE
SHAT
TUC
K A
V.
(Wes
t Si
de)
SHAT
TUC
K A
VEN
UE
BA
RT
SHA
TTU
CK
SQ
UA
RE
BER
KEL
EY S
QU
AR
E
b.
Est
ablis
h a
gree
n vi
sual
con
nect
ion
be-
twee
n C
ivic
Cen
ter P
ark
and
Cen
ter S
treet
Pl
aza
(and
the
UC
Cam
pus
and
Stra
wbe
rry
Cre
ek b
eyon
d), w
hile
sim
ulta
neou
sly
mai
n-ta
inin
g sa
fety
for b
icyc
lists
and
enh
anci
ng
safe
ty fo
r pe
dest
rians
. Ev
alua
te a
ltern
a-tiv
es fo
r acc
ompl
ishi
ng th
ese
prin
cipa
l ob-
ject
ives
. Sp
ecifi
cally
, con
side
r the
rela
tive
safe
ty a
nd p
erfo
rman
ce o
f:
• ke
epin
g C
ente
r as
pre
sent
ly c
onfig
ured
w
ith b
icyc
le la
nes
and
park
ing
on b
oth
sides
;
• cr
eatin
g a
land
scap
ed g
reen
way
by
elim
-in
atin
g pa
rkin
g on
the
nort
h si
de o
f the
st
reet
(but
kee
ping
bic
ycle
lane
s); o
r
• cr
eatin
g a
land
scap
ed g
reen
way
and
“s
hare
d st
reet
” whe
re m
otor
ists
, bic
yclis
ts
and
pede
stria
ns c
an m
ix w
hile
mai
ntai
n-in
g or
impr
ovin
g sa
fety
– e
ven
with
the
rem
oval
of b
icyc
le la
nes.
c.
Use
lan
dsca
ping
and
ped
estri
an-s
cale
d lig
htin
g to
est
ablis
h th
e G
reen
way
. P
lant
m
ore
stre
et tr
ees,
and
con
side
r cre
atin
g a
land
scap
ed “
bio-
swal
e” to
cap
ture
run
-off
from
Cen
ter
Stre
et, t
he S
hattu
ck S
quar
e ar
ea, a
nd p
oten
tially
incl
udin
g ru
noff
from
ab
uttin
g bu
ildin
gs.
Con
side
r the
pot
entia
l sw
ale
in th
e co
ntex
t of o
ther
nee
ds, i
nclu
d-in
g bi
cycl
e sa
fety
and
par
king
. Rem
oval
of
bicy
cle
lane
s on
Cen
ter S
treet
sho
uld
only
be
pur
sued
if it
will
not d
ecre
ase
safe
ty fo
r bi
cycl
ists
and
ped
estri
ans.
d.
If a
swal
e ca
n be
acc
omm
odat
ed, p
lace
it
alon
g th
e no
rth s
ide
of C
ente
r to
take
max
i-m
um a
dvan
tage
of
suns
hine
and
avo
id
Figu
re d
.17.
Shat
tuck
Squ
are
- Lon
g Te
rm.
Ove
r the
long
term
, the
eas
t sid
e of
Sha
ttuck
an
d B
erke
ley
squa
res
can
be p
edes
trian
ized
. Tra
nsit
oper
atio
ns a
nd im
prov
emen
ts c
ould
be
inco
rpor
ated
.
����
���
���
Maj
or P
roje
cts
28
confl
icts
with
pas
seng
ers
bein
g dr
oppe
d of
f at B
CC
, Con
side
r wid
enin
g th
e si
dew
alk
on th
e so
uth
side
of t
he s
treet
bec
ause
of
heav
y pe
dest
rian
activ
ity, a
nd u
se th
is w
id-
enin
g as
an
oppo
rtuni
ty to
pla
nt a
dditi
onal
st
reet
tree
s.
e.
Use
che
ck d
ams
with
sw
ales
to s
low
wat
er
whe
n th
e sw
ale
fi lls
and
to c
reat
e ca
scad
-in
g po
ols
durin
g he
avy
rain
s. C
onsi
der h
ow
to in
clud
e ac
cess
ible
edu
catio
nal a
nd re
c-re
atio
nal o
ppor
tuni
ties.
f. C
onsi
der c
urb
exte
nsio
ns in
fron
t of t
he e
n-tra
nce
to B
erke
ley
City
Col
lege
and
whe
re
the
mid
bloc
k pa
ssag
e to
Add
ison
mee
ts
Cen
ter S
treet
.
g.
Mai
ntai
n fe
atur
es th
at a
re c
onsi
sten
t with
th
e de
sign
of t
he C
ente
r Stre
et P
laza
(be-
twee
n O
xfor
d an
d Sh
attu
ck).
h.
Pro
vide
for
taxi
sta
nd n
ear
BA
RT
as p
art
of th
e C
ente
r Stre
et G
reen
way
des
ign
pro-
cess
Cen
ter S
tree
t Gre
enw
ay (C
ivic
Cen
ter P
ark)
.C
ivic
Cen
ter P
ark
gets
con
side
rabl
e us
e, s
uch
as d
urin
g S
atur
day
Farm
ers
Mar
kets
, bu
t its
pr
oxim
ity to
Dow
ntow
n’s
hear
t is
diffi
cult
to p
er-
ceiv
e. T
he P
ark
also
offe
rs a
uni
que
oppo
rtu-
nity
to d
aylig
ht S
traw
berr
y C
reek
, as
the
Cre
ek
runs
bel
ow th
e Pa
rk.
In a
dditi
on, g
over
nmen
t se
rvic
es, t
he Y
MC
A’s
Teen
Cen
ter,
and
the
Vet-
eran
s M
useu
m m
ight
be
supp
orte
d by
pub
lic
impr
ovem
ents
.
a.
Use
tree
s, la
ndsc
apin
g an
d ot
her f
eatu
res
to m
aint
ain
desi
gn c
onsi
sten
cy w
ith C
ente
r S
treet
Pla
za a
nd th
e po
rtion
of G
reen
way
ab
ove
Milv
ia, w
hile
als
o co
mpl
emen
ting
the
char
acte
r of t
he C
ivic
Cen
ter H
isto
ric D
is-
trict
.
b.
Con
side
r the
feas
ibilit
y of
day
light
ing
Stra
w-
berr
y C
reek
as
an u
rban
am
enity
and
for
ecol
ogic
al b
enefi
ts.
c.
Con
tinue
to
seek
fun
ding
to
rest
ore
the
foun
tain
in C
ivic
Cen
ter P
ark,
and
pro
vide
fo
r its
on-
goin
g m
aint
enan
ce.
d.
Con
side
r w
ays
to s
uppo
rt a
butti
ng u
ses
and
the
Sat
urda
y Fa
rmer
s M
arke
t thr
ough
pu
blic
impr
ovem
ents
.
e.
Con
side
r cis
tern
s to
sto
re a
nd re
use
rain
-w
ater
.
Polic
y 1.
7, S
hatt
uck
Squa
re &
Uni
vers
ity
Aven
ue (F
igur
es d
.14-
d.19
). P
rese
ntly
traf
fi c
alon
g S
hattu
ck S
quar
e ru
ns n
orth
on
its e
ast
side
and
sou
th o
n its
wes
t sid
e.3
This
con
fi gur
a-tio
n m
akes
nor
thbo
und
traffi
c fo
llow
an
S-c
urve
at
it m
oves
from
Sha
ttuck
Squ
are’
s ea
st s
ide
to S
hattu
ck A
venu
e no
rth o
f Uni
vers
ity. T
raffi
c vo
lum
es a
nd s
peed
s al
ong
this
S-c
urve
mov
e-m
ent h
ave
cont
ribut
ed to
hig
h pe
dest
rian
colli
-si
on ra
tes
at th
e U
nive
rsity
-Sha
ttuck
inte
rsec
-tio
n. T
wo-
way
traf
fi c is
pro
pose
d on
the
wes
t si
de to
add
ress
this
issu
e, a
nd to
incr
ease
traf
fi c
capa
city
at t
he U
nive
rsity
-Sha
ttuck
inte
rsec
tion.
Two-
way
traf
fi c o
n th
e w
est s
ide
also
mak
es
the
east
sid
e av
aila
ble
for m
ore
park
ing
in th
e ne
ar t
erm
and
mor
e pe
dest
rian
amen
ities
in
the
long
term
. In
addi
tion,
AC
Tra
nsit
cons
ider
s th
e ea
st s
ide
of B
erke
ley
Squ
are
as a
pot
entia
l ne
ar te
rm lo
catio
n fo
r a n
ew “t
rans
it ce
nter
.”
Figu
re d
.18.
Eas
t si
de o
f S
hatt
uck
Squa
re.
By
rout
ing
thro
ugh
traffi
c on
th
e w
est
side
of
Sha
ttuck
Squ
are,
52
feet
of
asph
alt
devo
ted
to t
he a
utom
o-bi
le (p
hoto
& 1
st s
ectio
n ab
ove)
cou
ld b
e tra
nsfo
rmed
into
a p
laza
or “
slow
stre
et,”
whi
ch m
ight
als
o be
the
loca
tion
for a
new
D
ownt
own
Tran
sit C
ente
r (2n
d se
ctio
n).
3W
hile
the
“w
ests
ide
of S
hattu
ck S
quar
e” is
act
ually
nam
ed
“Ber
kele
y S
quar
e,” m
ost r
eade
rs w
ill fi
nd th
e ea
stsi
de/ w
ests
ide
nom
encl
atur
e ea
sier
to u
nder
stan
d.
����
���
���
12’14.5’
WB
WB
WB
WB
BA
RT
ALT
ERN
ATIV
E R
OU
TEFO
R W
ESTB
OU
ND
WES
TBO
UN
DTU
RN
NET
GA
IN: +
19 S
PAC
ES
NET
GA
IN: +
28 S
PAC
ES
BA
RT
PAR
KIN
G S
TREE
T
Curb
Exte
nsio
n
PREF
ERRE
D LO
CATI
ON
FOR
WES
T BO
UND
TURN
TO
UNI
VERS
ITY
New
Cur
bN
ew P
edes
trian
Ref
uge
PAR
KIN
G IM
PAC
TS
PAR
KIN
G +
TR
AN
SIT
(FU
TUR
E PL
AZA
)C
UR
B E
XTEN
SIO
N
WES
TBO
UN
DSI
GN
UNIVERSITY AVE
Bus
Sto
p
Bus
Sto
p
Bus
Sto
p
CENTER ST
University Ave
Shat
tuck
Ave
Addison St
Center St
Allston St
New
Bum
p-O
ut(O
ptio
nal)
Alte
rnat
ive
with
Lef
t Tur
n at
Sha
ttuck
& U
nive
rsity
--Pr
efer
red
by s
ubco
mm
ittee
.
Alte
rnat
ive
with
Wes
tbou
nd T
urns
from
Eas
t Sha
ttuck
Squ
are
Maj
or P
roje
cts
29
Figu
re d
.19.
Shat
tuck
Squ
are
- Nea
r-Ter
m.
Mak
ing
traffi
c tw
o-w
ay
on th
e w
est s
ide
of S
hattu
ck S
quar
e w
ill c
reat
e op
port
uniti
es o
n th
e ea
st s
ide
to b
oost
par
king
in th
e ne
ar te
rm –
and
cre
ate
a pl
aza
or s
low
st
reet
in th
e lo
ng te
rm (s
ee F
igur
ed.
17).
����
���
���
Maj
or P
roje
cts
30
Des
ign
obje
ctiv
es fo
r Sha
ttuck
Squ
are
incl
ude
the
follo
win
g, s
ubje
ct t
o en
viro
nmen
tal a
nd
traffi
c an
alys
is:
a.
Rec
onfi g
ure
auto
mob
ile tr
affi c
on
Shat
tuck
S
quar
e, s
o th
at th
e w
est s
ide
of S
hattu
ck
Squ
are
acco
mm
odat
es t
wo-
way
thro
ugh
traf
fic,
and
the
east
sid
e of
Sha
ttuck
S
quar
e ca
n be
com
e a
slow
stre
et fo
r loc
al
traffi
c, a
slo
w s
treet
whe
re o
nly
buse
s ar
e al
low
ed, o
r a p
laza
with
out t
raffi
c.
b.
Eval
uate
the
best
con
fi gur
atio
n fo
r rou
ting
traffi
c th
at is
goi
ng n
orth
on
Sha
ttuck
and
th
en w
est o
n U
nive
rsity
. A
left
turn
lane
fro
m th
e w
est s
ide
of S
hattu
ck S
quar
e to
U
nive
rsity
Ave
nue
is p
refe
rred
bec
ause
it
is e
asy
to u
nder
stan
d --
but
a le
ft-tu
rn la
ne
in th
is lo
catio
n w
ould
resu
lt in
nar
row
lane
w
idth
s, re
duce
d cr
ossw
alk
curb
ext
ensi
ons,
an
d el
imin
atio
n of
par
king
spa
ces
on w
est
Shat
tuck
Squ
are.
If
lane
wid
ths
are
foun
d to
be
insu
ffi ci
ent,
cons
ider
rou
ting
wes
t-bo
und
traffi
c al
ong
the
east
sid
e of
Sha
t-tu
ck S
quar
e. T
o do
this
, nor
thbo
und
mot
or-
ists
who
wan
t to
trave
l wes
t on
Uni
vers
ity
wou
ld h
ave
to b
e gu
ided
by
sign
s be
fore
th
ey re
ach
Shat
tuck
Squ
are.
c.
If th
e ea
st s
ide
of S
hattu
ck S
quar
e is
not
ne
eded
for r
egul
ar tr
affi c
, con
side
r est
ab-
lishi
ng a
“tra
nsit
plaz
a” li
mite
d to
ped
es-
trian
s, b
icyc
lists
, and
bus
es.
The
trans
it pl
aza
– in
com
bina
tion
with
oth
er b
us
faci
litie
s al
ong
Sha
ttuck
bet
wee
n A
ddi-
son
& A
llsto
n –
coul
d es
tabl
ish
a m
ore
func
tiona
l “tra
nsit
cent
er”
with
in D
own-
tow
n. W
hile
Sha
ttuck
and
the
east
sid
e of
Sha
ttuck
Squ
are
may
be
wel
l sui
ted
to s
erve
mul
tiple
bus
line
s, b
us la
yove
rs
shou
ld b
e av
oide
d.
The
City
sho
uld
wor
k w
ith A
C T
rans
it to
iden
tify
suita
ble
layo
ver
loca
tions
in o
r ne
ar D
ownt
own.
Th
is a
rea
shou
ld b
e de
sign
ed a
s an
invi
t-in
g, p
edes
trian
-frie
ndly
pla
ce w
ith n
ega-
tive
impa
cts
from
bus
es m
itiga
ted
to th
e ex
tent
pos
sibl
e.
d.
In t
he n
ear-
term
, us
e th
e ea
st s
ide
of
Sha
ttuck
Ave
nue
for
addi
tiona
l par
king
to
hel
p of
fset
on-
stre
et p
arki
ng th
at m
ay
be lo
st b
ecau
se o
f nea
r-ter
m S
OS
IP im
-pr
ovem
ents
. N
ear-
term
impr
ovem
ents
sh
ould
als
o co
nsid
er c
urb
exte
nsio
ns
on th
e so
uthe
ast c
orne
r of t
he S
hattu
ck-
Cen
ter
inte
rsec
tion
and
the
nort
heas
t co
rner
of t
he S
hattu
ck-U
nive
rsity
inte
r-se
ctio
n.
e.
Con
side
r cr
eatin
g a
new
ent
ranc
e to
BA
RT
on th
e ea
st s
ide
of S
hattu
ck to
pro
-vi
de im
med
iate
and
uni
nter
rupt
ed p
edes
-tri
an a
cces
s to
the
Cen
ter
Stre
et P
laza
an
d th
e ea
st s
ide
of S
hattu
ck S
quar
e.
����
���
���
BA
RTBB
ALLSTON WAY
CEN
TER
STR
EET
PLA
ZA
SHA
TTU
CK
SQ
.
BA
RT
PLA
ZA
CENTER ST
ADDISON ST
UNIVERSITY AVE.
BERKELEY WAY
HEARST AVE.
SHAT
TUC
K SQ
. (W
est
Sid
e)
SHAT
TUC
K SQ
. (E
ast
Sid
e)
ASH
ATTU
CK S
QU
ARE
IM
PRO
VEM
ENTS
Maj
or P
roje
cts
31Figu
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real
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f bus
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rans
it an
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ut-
tle b
us o
pera
tors
sho
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s de
sign
de
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t co
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s to
det
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how
co
nven
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, rel
iabl
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shou
ld b
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aine
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venu
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he e
ast e
nd o
f Uni
vers
ity
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as th
e po
tent
ial t
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com
e a
reco
g-ni
zabl
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atew
ay” a
ccen
tuat
ing
one’
s ar
rival
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n an
d U
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rsity
. S
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ts a
re p
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rom
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Squ
are
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w tr
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es s
o tw
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pro
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are
a is
als
o no
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tha
t it
is
lined
by
maj
or d
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portu
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from
an
d ad
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dest
rian
activ
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etsc
ape
en-
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re d
.26.
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ttuc
k A
venu
e. B
ike
lane
s ar
e pr
opos
ed o
n S
hattu
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phot
o &
1st
sec
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. W
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ould
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clud
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a.
Wid
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idew
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reas
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es a
nd la
nd-
scap
ing,
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add
gre
en in
frast
ruct
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(like
bi
o-re
tent
ion
“rain
gar
dens
”) by
elim
inat
ing
unne
cess
ary
traffi
c la
nes.
b.
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side
r us
ing
diag
onal
par
king
to
in-
crea
se th
e su
pply
of o
n-st
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.
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-feet
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ar fo
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d.
Con
side
r th
e cr
eatio
n of
out
door
din
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re
tail
and
info
rmat
ion
kios
ks.
Figu
re d
.27.
Cro
ss S
ectio
n O
f Pot
entia
l Gra
de-S
epar
ated
. Bi
ke L
ane
On
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6. Recommended Pedestrian Projects
6-18 Final Draft Berkeley Pedestrian Master PlanJanuary 2010
INTERSECTION IMPROVEMENT PROJECT: 2. UNIVERSITY AVENUE AND SHATTUCK AVENUE
Study Area Description The signalized intersection where northbound Shattuck splits from southbound Shattuck at University Avenue lies at the north end of the downtown district of Berkeley. University Avenue is the major east/west street and Shattuck Avenue is the major north/south street in Berkeley and their intersection is very complex, a result of the historic layout of the city as developed around the earlier streetcar system. Shattuck Avenue is split into a north/south couplet that is three lanes in either direction for several blocks between University Avenue and Center Street to the south. This intersection lies at the north end of the couplet, where it is resolved by the northbound Shattuck alignment being incorporated into University Avenue for a short block westward until it turns northward and reunites with southbound Shattuck to become bi-directional. This short block of University Avenue is three lanes wide with the far right lane being a right turn only lane, the middle lane allowing right turns and through movement, and the left lane allowing left turns and through movement. Shattuck Avenue southbound is three lanes in width. Eastbound University Avenue has two lanes for through movement, and both left and right hand pocket lanes, while southbound Shattuck, north of University Avenue, has two through lanes and a right-hand pocket lane. Issues � The Shattuck and University corridors are two of the most heavily congested corridors in Berkeley. � This intersection is the site of the most auto/pedestrian collisions during a recent eight-year period. � There are two right turn lanes proceeding northward from westbound University onto northbound Shattuck. � Left turns are allowed from University onto Shattuck, although there is no dedicated lane from westbound
University onto southbound University.
����������Attachment 6
6. Recommended Pedestrian Projects
Final Draft Berkeley Pedestrian Master Plan 6-19 January 2010
Proposed Improvements
� If sufficient right-of-way exists, install perpendicular curb ramps with truncated domes at all corners so that ramps face directly into crosswalk. $20,000
� Install advance stop bars on University to discourage encroachment of stopped vehicles into crosswalk and in right-turn-on-red situations. $1,800
� Consider utilization of a “leading pedestrian signal phase” to give pedestrians a “head start” to cross the street before motor vehicles start. (No capital cost)
� Repaint crosswalk striping at each crossing. $2,000 � Consider restricting right turn on red from westbound University traffic to northbound Shattuck in conjunction
with improving intersection operations through signal timing modifications and/or signage. $200 � Install “No U-Turn” sign on west leg of intersection. $200 Cost � $24,200 ($21,000 is accounted for in Citywide projects)
����������
ATTACHMENT 7 Supplemental Information on Proposed Left Turn Prohibitions
Shattuck Reconfiguration and Pedestrian Safety Project As noted in the staff report, the project would prohibit left turns in both directions from Shattuck West to Addison and Center. Left turns would also be prohibited from Shattuck East to Center. These prohibitions are necessary for the following reasons:
Because of the high pedestrian volumes along Shattuck, right-turning vehicles have less opportunity to turn and frequently block the right lane, temporarily leaving only one lane available in a given direction. Allowing left turns would increase the chances of both lanes being blocked simultaneously, as left-turning vehicles also wait for an opportunity to turn.
Increased congestion as described above would be particularly problematic on northbound Shattuck between Center and Allston, because of the need to provide a clear path for buses pulling out of the stops on that block.
Given the high pedestrian volumes along Shattuck, allowing permitted left turns (where the turning vehicle must yield to oncoming traffic) is not advisable because the driver’s attention is focused primarily on the oncoming traffic, and not on pedestrians who may be crossing to the left. In this situation, drivers frequently make the left turn and then deal with pedestrian cross-traffic, creating safety risks to the pedestrians and blocking oncoming traffic if the vehicle must wait for pedestrians to clear.
At Shattuck West and Center, the curved roadway would make it more difficult for left-turning drivers to see both lanes of oncoming traffic, particularly if another driver is turning left in the opposite direction.
Southbound left turns at Shattuck West and Center, and northbound left turns at Shattuck East and Center, would function poorly because of the limited space for cars to wait between Shattuck West and East. Only one or possibly two cars would be able to turn on each green light, potentially creating a long back-up in the left lane. On Shattuck East the resulting congestion could be particularly severe, as only one through lane is provided. (It should be noted that this problem already occurs at this intersection, with left-turning vehicles stacking up in the left lane.)
Attachment 7
While the potential impacts of allowing left turns are fairly significant, the inconvenience to drivers in the Downtown is expected to be fairly minor. The following table explains how access to key destinations on Center and Addison Streets would be affected by the proposed turn prohibitions. Table 1. Impact of Turn Restrictions on Addison and Center Destinations Destination Location Current
Access Route Affected by Project
Impact of Turn Restriction
Center Street Garage
Entrances on Addison and Center between Shattuck and Milvia
Northbound Shattuck East, left on Center or Addison
(See Figure 1 below.) Access to the Addison St. entrance would be unchanged from the current condition, since northbound left turns would still be allowed from Shattuck East to Addison. Northbound vehicles on Shattuck could access the Center St. entrance by (1) turning left on Addison, then left on Shattuck West and right on Center, or (2) turning left on Allston, then right on Milvia and right on Center.
Addison Street Arts District
Addison between Shattuck and Milvia.
Northbound Shattuck East, left on Addison
Access to destinations in the Arts District (e.g. Berkeley Repertory Theatre, Freight & Salvage) would be unchanged from the current condition, since northbound left turns would still be allowed from Shattuck East to Addison.
Allston Way Garage
Entrances on Allston and Center between Shattuck and Milvia
Northbound Shattuck East, left on Allston or Center
Access to the Allston Way entrance would be unchanged from the current condition. Inbound vehicles that would otherwise use the Center St. entrance would likely shift to the Allston entrance. However, as noted earlier the northbound left turn from Shattuck to Center does not currently function well, so this shift would have other benefits.
Berkeley Art Museum
Center/Oxford (north side of Center)
Southbound Shattuck, left on Center
(See Figure 2 below.) Southbound vehicles on Shattuck cannot turn onto Center. However, because the museum’s drop-off zones will be located on the west side of Oxford and the north side of Center, this will not be the primary access route to the museum, and it will be more convenient for southbound vehicles to turn left at
Attachment 7
Destination Location Current Access Route Affected by Project
Impact of Turn Restriction
University and right at Oxford. Vehicles turning from Shattuck onto Center would have to do a U-turn to access the drop-off zones.
Proposed hotel at 2129 Shattuck
Center/Shattuck (north side of Center)
Southbound Shattuck, left on Center
(See Figure 2 below.) Southbound vehicles on Shattuck cannot turn onto Center. However, because the hotel’s drop-off zone is proposed for the north side of Center, this will not be the primary access route to the hotel, and it will be more convenient for southbound vehicles to turn left at University and right at Oxford. Vehicles turning from Shattuck onto Center would have to do a U-turn to access the drop-off zones.
Center St. restaurants and proposed hotel
2100 block of Center St., south side
Southbound Shattuck, left on Center
(See Figure 3 below.) Southbound vehicles on Shattuck cannot turn onto Center. Alternate routes include (1) making a U-turn at Allston, then turning right on Center; (2) for vehicles using University, turning right on MLK or Milvia, then left on Center; (3) for vehicles using Oxford, proceeding on Oxford to Allston, turning right and then right on Shattuck and right on Center.
Attachment 7
Figure 1. Access to Center St. Garage
Attachment 7
Figure 2. Access to Art Museum and Proposed Hotel (2129 Shattuck)
Attachment 7
Figure 3. Access to 2100 Block of Center, South Side
To Aaron Sage, City of Berkeley DateDecember 1, 2015
Copies Reference number 242577/MVI
From Mike Iswalt File reference 4-05
Subject Shattuck Reconfiguration - Traffic Analysis with Sensitivity Tests
Arup has completed a detailed traffic analysis for the proposed reconfiguration of Shattuck Avenue between University Avenue and Allston Way. The reconfiguration will convert Shattuck to two-way operations between Allston and University. Figure 1 presents the extents of the study area.
How will various configurations for the two-way segment perform? Are the number of travel lanes and the signal timing/phasing adequate? We have tested four alternatives in this report, including the Downtown Area Plan (DAP) Concept.
How will the Shattuck / University intersection operate given the redistribution of traffic from Shattuck East to the new two-way Shattuck West segment?
How will north and southbound left-turns at Addison Street and Center Street work with the reconfiguration?
Evaluate a series of sensitivity tests to understand how different intersection configurations and signal timing/phasing plans could impact traffic operations and pedestrian access.
Compare the results of the preferred Reconfigure option to previous results from Berkeley Downtown Area Plan (DAP) Program Environmental Impact Report (EIR) Traffic Impact Analysis (IBI Group, January 2009).
The traffic analysis utilizes a Synchro/SimTraffic traffic operations model provided by the City of Berkeley. The model provides information regarding existing peak hour traffic volumes, pedestrian counts, signal timings, etc. Arup has modified the Synchro model and utilized its microscopic simulation “microsimulation” tool SimTraffic to analyze traffic flow, queuing, and delay along the corridor. SimTraffic models individual drivers and how they react to the various elements of the transportation network (roadway geometrics and lane configurations, signal timing/phasing and coordination, other drivers, heavy vehicles such as trucks and buses, etc.). Issues related to transit routing and operations are currently being coordinated with City and AC Transit staff.
1 Background Traffic and Transit Conditions
The DAP EIR provides intersection traffic level-of-service (LOS) for several of the key intersections. Table 1 summarizes the EIR results. Table 1: DAP EIR Intersection LOS Results
AM Peak Hour PM Peak Hour
Intersection Existing 2030 Baseline2030 With
DAP Existing 2030 Baseline 2030 With
DAP1. Shattuck / University B / 14.2 B / 14.8 C / 24.7 B / 15.0 F / 113.2 E / 60.7
2. Shattuck / Center B / 11.2 A / 9.8 B / 18.4 B / 10.1 E / 66.7 F / 106.1
3. Shattuck / Allston B / 10.8 B / 10.2 C / 27.0 B / 13.0 D / 38.0 F / 122.8
Source: Berkeley Downtown Area Plan (DAP) Program EIR (IBI Group, January 2009) The EIR indicates that the intersections function acceptably under existing conditions. However, future PM conditions have several locations that would operate at LOS F.
Figure 2 presents the existing transit routes within the study area.
Currently, 14 AC Transit lines, 3 UC Shuttle lines and 2 Lawrence Berkeley Lab Shuttle lines stop at the bus stop located on Addison Street and Shattuck Ave.
Approximately 62 buses per hour pass through the study area.
About 24 northbound Shattuck buses/shuttles per hour currently make a left turn onto University from Shattuck. Of the 24 buses per hour, 13 make a right turn onto northbound Shattuck, while 11 continue westbound on University.
Approximately 22 buses per hour make a right onto eastbound University from northbound Shattuck.
Table 2 presents a summary of the existing headways for transit service in the study area. Figure 3 shows the existing roadway configuration and the location of the transit stops with the number of buses per hour. Table 2: Scheduled Transit Service
2 Traffic Analysis of Reconfiguration Alternatives
Arup has completed an initial assessment of traffic and transit operations for existing conditions and four reconfiguration alternatives. All of the alternatives have the same lane configurations and signal assumptions at Addison, Center, and Allston. The alternatives are summarized below. Figures 4 through 8 present the Synchro inputs for each alternative.
Existing Conditions: The existing conditions analysis includes traffic volumes from 2011 and 2012. The analysis utilizes the City’s Synchro traffic models developed for the Program for Arterial System Synchronization (PASS), which include lane configurations, signal timings, and traffic and pedestrian volumes.
Alternative 1 – DAP Concept (northbound left-turn at Shattuck West): This is the configuration defined in the original Concept Plan. Provide a dedicated left-turn lane from northbound Shattuck West to westbound University with a protected signal phase. Figure 4 shows the lane configurations. Shattuck West has a five-lane cross-section south of University (two northbound travel lanes, two southbound travel lanes, one northbound left-turn lane). The reassignment of traffic away from Shattuck East and University indicates that the dedicated westbound right-turn lane on University approaching Shattuck can be removed, which would narrow westbound University to two lanes (a shared left/through and a shared through/right). The analysis tests this configuration, which would be safer for pedestrians crossing the north leg of the Shattuck / University intersection.
Alternative 2 – Revised Concept with Barrier (northbound left-turn from Shattuck East): Locate the northbound left-turn lane on Shattuck East instead of from Shattuck West, with a barrier on University to channel the left turning traffic to westbound University. Figure 5 shows the lane configurations. This allows the narrowing of Shattuck West south of University from five to four lanes (two travel lanes in each direction). The channelization would prevent vehicles traveling westbound on University to make a left-turn to southbound Shattuck West. This configuration requires that three westbound lanes on University at Shattuck remain (one channelized through lane, one through lane, and one right-turn lane) instead of the two westbound lanes tested in Alternative 1. Two westbound lanes on University at Shattuck West were evaluated (one channelized through, one shared through/right). However, this configuration did not work operationally.
Alternative 3 – Revised Concept-Optimized (Proposed Configuration): Remove the channelization on University to allow for two westbound travel lanes (one shared through/left and one shared through/right). Removing the channel allows for a more efficient use of lane capacity on westbound University at Shattuck West. The westbound right-turn volume from University to Shattuck is low enough to make this configuration work. We also assumed a shared left/through lane on southbound Shattuck at University, which would allow a shorter north crosswalk. Using Shattuck West to travel northbound between would remain a much faster travel option than using Shattuck East and University.
Alternative 4 – Remove One NB Travel Lane on Shattuck West: Remove one northbound travel lane on Shattuck West south of University. This would also allow for a four-lane cross-section on Shattuck West (one northbound travel lane, one northbound left-turn lane, two southbound travel lanes). The remainder of the Alternative 3 assumptions are included in this scenario.
Figure 7: Alternative 3 – Revised Concept (Optimized)
Two WB lanes work if there is no channelization because the intersection operates more efficiently. The WB right-turn volume is relatively low. This also allows for WB left-turns from University.
Opportunity to have one receiving lane that opens up to a NB left-turn pocket at University and Addison.
The traffic analysis for each alternative utilized the existing PM peak hour Synchro traffic operations models provided by the City and followed these steps:
1. The lane configuration changes for each alternative were coded into Synchro.
2. Left-turns on Shattuck West and East were addressed in the following way:
We have assumed that all left-turns would be prohibited from the proposed two-way Shattuck West at Addison and Center.
For northbound Shattuck, left-turns would be permitted from Shattuck East to Addison (as occurs today). Northbound left-turns would still occur from the dedicated lanes at Allston and University.
For southbound Shattuck, we have assumed that left-turns would occur at the existing pockets at University and Allston.
3. The existing PM peak hour traffic volumes were redistributed in Synchro from the existing one-way circulation pattern to the new two-way pattern, taking into account the reassignment of left-turn volumes described above.
4. Initial signal timing/phasing plans were developed in Synchro at University, Addison, Center, and Allston and assume a cluster phasing.
5. The proposed changes were analyzed with Synchro’s traffic simulation tool, SimTraffic, to measure delay, LOS, and queuing. All results represent the average of five simulation runs.
Note: additional analysis will be required to evaluate a future design year.
The following traffic performance measures were used to evaluate the alternatives:
Intersection PM peak hour LOS and delay. The delay was calculated using SimTraffic, with LOS determined using criteria from the Highway Capacity Manual (HCM, Transportation Research Board, 2010). LOS and delay is only measured for an individual intersection, and does not fully account for the effects of queuing at upstream and downstream locations. Table 3 shows the intersection LOS criteria for signalized intersections.
Table 3: Intersection LOS Criteria
LOS Signalized Intersections
A Delay of 0 to 10 seconds. Most vehicles arrive during the green phase and do not stop at all.
B Delay of 10 to 20 seconds. More vehicles stop than with LOS A, but many drivers still do not have to stop.
C Delay of 20 to 35 seconds. The number of vehicles stopping is significant, although many still pass through without stopping.
D Delay of 35 to 55 seconds. The influence of congestion is noticeable, and most vehicles have to stop.
E Delay of 55 to 80 seconds. Most, if not all, vehicles must stop and drivers consider the delay excessive.
F Delay of more than 80 seconds. Vehicles may wait through more than one cycle to clear the intersection.
“Percent vehicles served” at each intersection. The “percent vehicles served” indicates how much of
the forecasted traffic volume can be served at the intersection during the peak hour. A percent served value higher than 95% is typical. A lower percent served indicates that traffic is delayed at the location, or it is stuck in queue somewhere else in the system.
Travel time and speed on Shattuck West and Shattuck East between Allston and University. The
north and southbound travel time and speed was estimated using SimTraffic and measured from a point north of University (near Delaware) and a point south of Allston (near Durant). For Shattuck East, the path of travel includes the northbound left-turn from Shattuck West to University and the westbound right-turn from University to Shattuck northbound.
Table 4 summarizes the performance measures for each alternative:
Alternates 1, 2, and 3 all operate acceptably from a traffic perspective. Two-way operations on Shattuck
West provide a slightly faster and more direct northbound travel path, which is reflected in the travel time results.
Alternative 3, with one receiving lane on northbound Shattuck East at Center and Addison, as well as the shared left/through configuration at the southbound approach at the University/Shattuck intersection, performs almost as well as Alternative 2. LOS and travel speeds for Alternative 3 are slightly worse than Alternative 2, but the difference is negligible. Alternative 3 is the current preferred option analyzed throughout the remainder of the traffic study.
Alternative 4 performs worse than the other alternatives, as the lane reduction would result in significant queuing on northbound Shattuck West and University between Shattuck East and West. This queuing affects the operations at both Shattuck intersections on University, as the two signals are clustered. The travel times on both Shattuck West and East are significantly slower than Alternatives 1, 2, and 3.
The results indicate that the proposed lane configurations and circulation changes along Shattuck Avenue can be implemented without any adverse impacts on traffic flow.
A series of additional concepts and sensitivity tests were evaluated to better understand the impact of higher pedestrian volumes, alternative lane configurations, various signal phasing options, and alternative left-turn treatments. Alternative 3 is used as the basis for all of the sensitivity testing.
ALTERNATIVE CONFIGURATIONS AT ALLSTON AND UNIVERSITY THAT WERE EXPLORED BUT REJECTED
Remove the southbound dedicated left-turn lane from Shattuck to Allston and allow southbound left-turns from a shared left/through lane with permitted left-turns: This would result in one southbound shared left/through lane with permitted left turns and one shared right/through lane at Shattuck/Allston. The analysis indicates that this intersection would operate at LOS F conditions with queues extending along southbound Shattuck back to Center and Addison.
Provide one eastbound through lane at Shattuck West/University: This would result in one eastbound travel lane on University between Shattuck West and Shattuck East, as well as one eastbound left and one eastbound right-turn lane. The analysis indicates that one eastbound through lane on University would result in LOS F conditions with significant queuing.
TEST OF HIGHER PEDESTRIAN VOLUMES
Traffic and pedestrian counts were recently collected by AC Transit at Shattuck West / Addison, Shattuck East / Addison and Shattuck / Center for the Line 51 Service and Reliability Study. Arup has reviewed the counts and identified the following:
The PM peak hour vehicle counts from the Line 51 study are consistent with the volumes used in this Shattuck Reconfiguration traffic analysis. The southbound volumes are higher in the Reconfiguration analysis, but are slightly lower than the Line 51 study in the northbound direction. Overall, the difference is minimal.
The pedestrian volumes at the west leg of both Shattuck West / Addison and Shattuck / Center are much higher in the Line 51 study. The Line 51 counts at the west leg for both intersections are in the 1,100 to 1,200 pedestrians per hour range. The volumes in the Synchro model are in the 300 to 400 pedestrians per hour range. Field observations by City staff support using the higher volume.
The pedestrian volumes at Shattuck East / Addison are approximately the same between the two studies.
To evaluate the potential impact of higher pedestrian volumes on traffic operations, we conducted a sensitivity test using the Alternative 3 Synchro/SimTraffic model described above with the higher pedestrian volumes at Shattuck West / Addison and Shattuck West / Center. We also optimized the cycle lengths and signal timings to improve north and southbound traffic flow on Shattuck. Table 5 presents the results.
Table 5: Alternative 3 Higher Pedestrian Volume Test
Intersection Alt 3 Revised Concept –
Optimized
Alt 3 Higher Pedestrian
Volumes
Intersection LOS and Percent Served
Shattuck West / University (Percent Served)
B / 19 100%
B / 20 100%
Shattuck East / University (Percent Served)
C / 25 99%
B / 19 99%
Shattuck West / Addison (Percent Served)
B / 17 100%
C / 21 100%
Shattuck East / Addison (Percent Served)
C / 24 98%
C / 21 97%
Shattuck West / Center (Percent Served)
A / 7 100%
B / 16 100%
Shattuck East / Center (Percent Served)
B / 16 99%
B / 19 99%
Shattuck / Allston (Percent Served)
B / 19 99%
C / 24 98%
Travel Time and Speed: University to Allston
Shattuck West Travel Time (min:ss) and Speed (mph)
NB SB
01:45 (13 mph) 01:47 (13 mph)
2:00 (11 mph) 2:23 (10 mph)
Shattuck East Travel Time (min:ss) and Speed (mph)
NB 02:12 (7 mph)
02:49 (6 mph)
Source: Arup, 2015
The higher pedestrian volumes along Shattuck West at Addison and Center result in slightly higher delays and travel times, when compared to the previous analysis results. The average queue measured for the southbound shared through/right-turn lane is 162 feet with a 95th percentile queue of 254 feet. The block length is 280 feet, which should provide sufficient queue storage without spilling back to University.
The reason the higher pedestrian volumes do not have a greater impact is that the southbound right-turn volume (which conflicts with pedestrians crossing at the west leg of these intersections) is very low, in the 50-70 vehicles per hour range. Assuming a 60 second cycle (60 cycles per hour), approximately one to two vehicles would typically be waiting to make a right-turn at the crosswalk each cycle. These vehicles would conflict with approximately 20 pedestrians each cycle. The one to two vehicles making the southbound right-turn will be delayed at the beginning of the signal phase to allow the pedestrians to cross. This will also block southbound traffic and result in the queue reported above. However, towards the end of the phase, as pedestrians have cleared from the crosswalk, there should be enough time to clear the waiting vehicles.
SPLIT PHASE AT UNIVERSITY / SHATTUCK WEST
Arup investigated the possibility of operating a split phase at Shattuck West / University. This would allow northbound left-turns to shift back to Shattuck West from Shattuck East. In a split phasing configuration, northbound Shattuck and southbound Shattuck movements would operate as separate phases. This would allow left turning traffic to operate with no conflicting traffic traveling through the intersection from the opposing approach. West and eastbound University would still operate concurrently as they do today. Split phases
typically work well in situations where opposing approaches at an intersection have substantially different volumes that require different green time splits.
We tested the intersection in Synchro and generated a HCM LOS result and queues. The LOS indicates that a split phase would operate at LOS F conditions with 86.9 seconds of delay. Table 6 summarizes the 50th and 95th percentile queues for each approach.
Table 6: Shattuck West / University Split Phase Test Queueing
Approach 50th Percentile 95th Percentile Exceeds Available Storage
Northbound 245 ft 467 ft Yes
Southbound 210 ft 282 ft No
Eastbound 106 ft 164 ft No
Westbound 360 ft 467 ft Yes Source: Arup, 2015
The results indicate that the northbound and westbound queues could spill back through adjacent intersections, which could result in negative traffic impacts at these other locations.
PEDESTRIAN SCRAMBLE PHASE AT SHATTUCK WEST / UNIVERSITY
We also tested the feasibility of a pedestrian scramble phase at the Shattuck West / University intersection. A scramble is a pedestrian crossing system that stops all vehicular traffic and allows pedestrians to cross an intersection in every direction, including diagonally, at the same time. No vehicles would be able to make a right-turn on red while pedestrians are crossing during the scramble phase. Pedestrians would still be able to cross with their typical phases. Scrambles provide an enhanced crossing environment for pedestrians by improving safety and providing more opportunities and less delay for crossing.
Pedestrian scrambles add an additional phase to the overall traffic signal cycle. The length of the phase is determined by the time required to cross diagonally through the intersection (the longest crossing distance). This crossing time would establish the Flash Don’t Walk (FLDW) time. A shorter initial Walk time is also required.
For this exercise, we measured the distance diagonally across the intersection (100 ft) and determined a time of 29 seconds for the diagonal crossing (includes yellow and red time) assuming a crossing speed of 3.5 feet per second. The diagonal crossing distance is approximately the same between the existing condition and the concept plan.
We evaluated the pedestrian scramble option under existing and Alternative 3 using HCM LOS. The results are summarized below:
Existing PM Peak Hour Conditions: LOS E (70.2 seconds)
Alternative 3 PM Peak Hour Conditions with Scramble: LOS F (108.1 seconds)
Adding the pedestrian scramble phase increases the overall cycle length, which degrades LOS to LOS E/F conditions. The scramble phase makes the signal less efficient and reduces the share of green time allocated to the traffic phases. Given the high traffic volumes, the less efficient signal timing would lead to the degradation in LOS.
DEDICATED WESTBOUND LEFT-TURN POCKET AT SHATTUCK WEST / UNIVERSITY TEST
We evaluated the Shattuck West / University intersection with a dedicated left-turn pocket serving westbound left turns. A westbound left-turn pocket adds additional queue storage and capacity at the intersection and allows for concurrent protected left turn phasing on University with the eastbound left-turns on the opposite side of the intersection. We tested this configuration (left-turn pockets with protected left turn phasing at both University Avenue approaches) with the Alternative 3 traffic model and the results indicate that the intersection would operate at LOS B with 17 seconds of delay, a slight improvement over the baseline Alternative 3 configuration.
REASSIGNING SOUTHBOUND LEFT-TURNS FROM ALLSTON TO KITTREDGE TEST
As part of evaluating a potential bus boarding island on northbound Shattuck at Allston, Arup evaluated the feasibility of removing southbound left-turns (and the left-turn pocket) at Allston and reassigning the left-turns to Kittredge. The southbound left-turn pocket at Kittredge is only 60 ft, enough room for approximately two vehicles. The PM peak hour traffic counts indicate that the reassignment is relatively small. There are only 24 southbound left-turns at Kittredge and 76 left-turns at Allston.
Similar to the other tests, we used Synchro to calculate the HCM LOS and southbound left-turn (SBL) queues at Kittredge before and after the reassignment of the left-turn traffic from Allston. The results are presented below:
Existing PM Peak Hour Conditions: LOS B (16.5 seconds)
o SBL 50th percentile queue of 7 ft
o SBL 95th percentile queue of 23 ft
Alternative 3 PM Peak Hour Conditions with Reassignment: LOS C (24.9 seconds)
o SBL 50th percentile queue of 60 ft
o SBL 95th percentile queue of 118 ft
The results indicate that reassigning the left-turns to Kittredge will cause LOS and delay to degrade slightly. However, the queuing information indicates that a few vehicles will routinely spill out of the short turn pocket at Kittredge and block through traffic on Shattuck.
To increase our level of confidence in the results, we also tested the network using SimTraffic to verify that the operations would work and that the queuing at the southbound left-turn would not exceed the available capacity of the turn pocket. The SimTraffic test is consistent with the HCM findings, as it indicates LOS C with 32 seconds of delay and a 98 ft average queue and a 138 ft average queue.
The issue of queues blocking through traffic on southbound Shattuck does not appear to be an issue for overall traffic intersection and corridor operations, but it could result in unsafe driving behavior as vehicles change lanes to avoid the queue. Protected / permitted phasing would likely not provide much help because the short length of the turn pocket would only allow a few cars to utilize the protected left-turn phase. Protected/permitted phasing can result in the “yellow trap” issue where vehicles making a permitted left-turn, seeing that their light is turning yellow, believe that oncoming traffic also has a yellow and turn in front of oncoming vehicles. There are also potential pedestrian safety issues, where pedestrians trying to cross the street are unaccustomed to left turning vehicles.
PROVIDING GAPS FOR BUSES EXITING BART TO NORTHBOUND SHATTUCK
There is a concern that buses stopping at the BART station on northbound Shattuck between Allston and Center will have a difficult time exiting the bus stop and pulling back out into traffic. Safely merging back into traffic requires the following:
1. The curbside lane needs to be clear of vehicle queues from a downstream red signal at Center.
2. There must be adequate gaps in the traffic stream along Shattuck for buses to pull out into moving traffic.
The SimTraffic analysis indicates that the 95th percentile queues caused by the red signals at Center are less than 100 feet with the maximum observed queue as 169 feet. The length of the block is 270 feet, with the bus stop for northbound buses on the southern half of the block.
A series of changes to the traffic signal timings, coordination offsets, and pedestrian crossing times could all help to generate artificial gaps in traffic. Adding leading pedestrian intervals (LPI) of three to five seconds for the Shattuck crosswalks would also provide additional gaps for buses trying to exit the bus stop, as well as provide an additional measure of safety.
EXPANDED NETWORK
Arup expanded the network to address concerns regarding how the Shattuck Reconfiguration (Alternative 3) and the left-turn prohibitions on Shattuck would reassign traffic to the east-west cross-streets. The reassignment of traffic has the potential to impact Milvia and Oxford. We used our Synchro/SimTraffic models of the study area and added in the intersections on Milvia and Oxford using the City’s existing PM peak hour Synchro network. Figure 9 presents the expanded study area network.
Figure 9: Expanded Study Area Network (Alternative 3 with Milvia and Oxford Streets added)
For the reconfiguration scenario, we reassigned the traffic volumes using the same methodology described above and balanced the traffic volumes between adjacent intersections. We accounted for the Center Street garage in the balancing and assumed a small increase in the number of trips associated with the future expansion of the garage. Data provided by the City indicates that the existing garage typically generates the following entering and exiting volumes for a midweek day (Tuesday-Thursday) from 5-6 PM (the peak hour for the traffic analysis):
Enter = 76 vehicles per hour (5-6 PM) Exit = 114 vehicle per hour (5-6 PM)
The 5-6 and 6-7 PM hours have approximately the same entering and exit volumes and represent the peak hours of the day. The Center Street garage replacement will increase the parking supply from 420 to 710 spaces, a 69 percent increase. The increase in the number of trips associated with the expansion of the garage is still relatively minor
(130 total entering/existing) when compared to the overall traffic volumes on the adjacent streets. Applying the growth rate to the entering and exit volumes yields the following garage volumes:
Entering (projected) = 128 vehicles per hour (5-6 PM) (+52 vehicles over existing) Exiting (projected) = 192 vehicles per hour (6-6 PM) (+78 vehicles over existing)
These volumes were added to the background traffic and used to estimate the LOS. Table 7 provides the results of the HCM LOS analysis. We did not use SimTraffic to simulate the larger network. (Note: the City’s original Synchro model and the DAP did not include three unsignalized intersections. These were added in to the analysis). We obtained the existing conditions LOS from the DAP (for the available intersections) and tested the Shattuck Reconfiguration using the Alternative 3 Synchro model. We used 2009 volumes from the DAP and the assumptions described above to test the impacts of the reconfiguration. LOS for unsignalized intersections is reported for the stop controlled approach. For the Oxford / Allston intersection, this is the eastbound approach on Allston. Table 7: Expanded Network Intersection LOS
Intersection Existing PM Existing with Reconfiguration (Alternative 3)
Milvia / University B / 12 B / 16
Milvia / Addison (all-way stop) n/a C / 16
Milvia / Center B / 12 B / 16
Milvia / Allston C / 21 C / 21
Oxford / University C / 21 C / 28
Oxford / Addison (side-street stop) Not analyzed in the DAP EIR B / 11 (EB approach)
Oxford / Center B / 11 B / 11
Oxford / Allston (side-street stop) F / 120 (EB Approach) F / > 180 (EB Approach)
F / > 113 with additional EB turn lane – this mitigates the impact
Notes: For unsignalized (side-street stop controlled) intersections, the LOS and delay is reported for the stop controlled movement (the EB approach from Addison and Allston). The overall intersection LOS is also reported. Source: Arup, 2015
The DAP EIR identified that Oxford / Allston currently operates at LOS F (120 seconds of delay to the eastbound Allston approach) under Existing PM peak hour conditions. The analysis presented in Table 7 indicates that the redistribution of traffic associated with the reconfiguration and the left-turn prohibitions on Shattuck would reassign trips to Allston and exacerbate the LOS F conditions at the intersection (180 seconds of delay to the eastbound Allston approach). This degradation in LOS would be considered a traffic impact using the City’s impact analysis guidelines. The Allston approach at Oxford consists of a single travel lane, which does not provide enough capacity. To mitigate this traffic impact, the delay at the Allston approach under the Reconfiguration scenario (180 seconds of delay) would need to be reduced to a level equal or better to the Existing PM peak hour result (120 seconds of delay).
The DAP EIR identifies a future “cumulative” traffic impact at Oxford / Allston and recommends a mitigation measure that incorporates restriping eastbound Allston with one left and one right-turn lane as well as including a traffic signal. The restriping can be accommodated by removing one or two on-street parking spaces on Allston and is sufficient to mitigate the traffic impact. With the additional lane, the delay at the Allston approach improves to 113 seconds of delay, which is an improvement over the 120 seconds of delay under Existing conditions. This improvement would successfully mitigate the impact. The traffic signal is not required at this time as the restriping is sufficient.
4 Impact Analysis
We have compared the intersection LOS for the Shattuck Reconfiguration (Alternative 3) scenario to the traffic impact analysis results presented in the DAP EIR under Existing and 2030 Conditions. The Shattuck West / Addison intersection is not included because it was not included in the DAP EIR. This analysis utilizes HCM LOS and the same EIR volumes for both scenarios (applying similar redistribution assumptions) to allow for a direct comparison between the scenarios. The only significant changes between the current Reconfiguration design (Alternative 3) and what was analyzed in the DAP EIR are:
The northbound left-turn at Shattuck West / University has been relocated to Shattuck East / University o The northbound left-turn traffic using Shattuck East is now reassigned to the westbound through
movement at Shattuck West
The number of lanes and the lane configurations at Shattuck West / University have changed o The northbound approach has one through lane and one shared through/right-turn lane o The removal of the dedicated westbound right-turn lane o A shared southbound left/through lane
No left-turns from Shattuck West to Center
Table 8 presents the Existing Conditions comparison and Table 9 presents the 2030 Conditions comparison. Table 8: Existing with Reconfiguration HCM LOS Comparison
AM Peak Hour PM Peak Hour
Intersection Existing
Existing With Reconfiguration (Alternative 3) Existing
Existing With Reconfiguration (Alternative 3)
1. Shattuck / University B / 14.2 B / 18.8 B / 15.0 B / 18.9
2. Shattuck / Center B / 11.2 A / 9.8 B / 10.1 A / 8.4
3. Shattuck / Allston B / 10.8 B / 13.9 B / 13.0 B / 16.3
Source: Berkeley Downtown Area Plan (DAP) Program EIR (IBI Group, January 2009); Arup 2015
The Existing with Reconfiguration HCM results indicate that the conversion of Shattuck to two-way operations would not result in any significant change to traffic LOS when compared to the DAP EIR. The results indicate that the minor changes associated with the lane configurations and traffic assignments would not have a significant impact to traffic under the Existing With Reconfiguration scenario.
Table 9: 2030 with Reconfiguration HCM LOS Comparison
AM Peak Hour PM Peak Hour
Intersection 2030
Baseline 2030 With
DAP
2030 With Reconfiguration
(Alt 3) 2030
Baseline 2030 With
DAP
2030 With Reconfiguration
(Alt 3)
1. Shattuck / University
B / 14.8 C / 24.7 C / 28.3 F / 113.2 E / 60.7 E / 66.0
2. Shattuck / Center A / 9.8 B / 18.4 B / 15.2 E / 66.7 F / 106.1 F / 105.1
3. Shattuck / Allston B / 10.2 C / 27.0 C / 29.4 D / 38.0 F / 122.8 E / 71.7
Source: Berkeley Downtown Area Plan (DAP) Program EIR (IBI Group, January 2009); Arup 2015
The 2030 with Reconfiguration HCM results indicate a slight increase in delay but no change in LOS compared to the 2030 results from the DAP EIR. The results indicate that the minor changes associated with the lane configurations and traffic assignments would not have cause a significant impact to traffic under the 2030 With Reconfiguration scenario.
References........................................................................................................................8 Appendix A Nawn, J.A. (2003) Central Business District Back In Angle Parking. PE
Reporter, November/December Issue, P. 11-13.
Appendix B City Of Pottstown (2001) Proposed High-Street Traffic Calming Plan.
Appendix C City Of Vancouver (2004) Angle Back In Parking Striping.
Appendix D City Of Seattle (2005) Angle Back In Parking Dimensions.
Table of Figures PAGE
Figure 1 Back-in/Head-out parking in Tucson, AZ........................................................2 Figure 2 With back-in angle parking you can load your car on the curb, rather than in
the street (Vancouver, WA). ...........................................................................2 Figure 3 An ‘eye-to-eye’ line of sight between parker and approaching road-user
(Vancouver, WA). ..........................................................................................3 Figure 4 The parker’s view of the on-coming traffic (Vancouver, WA). ........................3 Figure 5 A traffic sign showing the three steps of back-in angle parking, in Kelowna,
BC, Canada. ..................................................................................................4 Figure 6 A disabled parking stall located right next to the pedestrian crossing and the
curb ramp......................................................................................................5 Figure 7 Cities using back-in/head-out angle parking. ..................................................6 Figure 8 Cross-section of a roadway accommodating both bike lanes and back-in/head-
out angle parking...........................................................................................7
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Introduction In recent years the use of back-in/head-out angle parking has increased steadily in cities across North America. There are several reasons for this development. Kulash and Lockwood (2003) state that:
“Back-in/head-out diagonal parking is superior to conventional head-in/back-out diagonal parking. Both types of diagonal parking have common dimensions, but the back-in/head-out is superior for safety reasons due to better visibility when leaving. This is particularly important on busy streets or where drivers find their views blocked by large vehicles, tinted windows, etc., in adjacent vehicles in the case of head-in/back-out angled parking. In other words, drivers do not back blindly into an active traffic lane. The back-in maneuver is simpler than a parallel parking maneuver. Furthermore, with back-in/head-out parking, the open doors of the vehicle block pedestrian access to the travel lane and guide pedestrians to the sidewalk, which is a safety benefit, particularly for children. Further, back-in/head-out parking puts most cargo loading (into trunks, tailgates) on the curb, rather than in the street.”
The growing presence on American streets of sport utility vehicles (SUVs), with their bulky rear ends and (frequently) tinted windows may have spurred the trend toward back-in/head-out angle parking: when using conventional angle parking, drivers increasingly find themselves beside an SUV, with more difficult sightlines.
This report briefly discusses the design and benefits of back-in/head-out angle parking and shows where the design has already been implemented.
Some examples In Tucson, AZ, two blocks of reverse diagonal parking have been installed along the University Boulevard Bikeway (see Figure 1), which leads into the west entrance of the University of Arizona (~36,000 students). In the two years of reverse diagonal parking, there have been no accidents along the segment, despite the large number of cyclists using the bikeway.
Figures 2-4 illustrate some of the benefits of back-in/head-out angle parking. In Figure 2 the driver is able access her trunk from the curb rather than from the street. Figures 3 and 4 show that the driver can have eye contact with oncoming traffic, in this case a bicyclist.
Figure 5 shows typical signage used to introduce drivers to back-in/head-out angle parking. For more examples on back-in/head-out angle parking, see Appendices A and B.
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Figure 1 Back-in/Head-out parking in Tucson, AZ.
Source: T. Boulanger, Transportation Services, City of Vancouver, WA.
Figure 2 With back-in angle parking you can load your car on the curb, rather than in the street (Vancouver, WA).
Source: T. Boulanger, Transportation Services, City of Vancouver, WA.
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Figure 3 An ‘eye-to-eye’ line of sight between parker and approaching road-user (Vancouver, WA).
Source: T. Boulanger, Transportation Services, City of Vancouver, WA.
Figure 4 The parker’s view of the on-coming traffic (Vancouver, WA).
Source: T. Boulanger, Transportation Services, City of Vancouver, WA.
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Figure 5 A traffic sign showing the three steps of back-in angle parking, in Kelowna, BC, Canada.
Source: City of Kelowna, British Columbia, Canada.
Advantages Back-in/head-out angle parking is similar to both parallel and standard angle parking. As with parallel parking, the driver enters the stall by stopping and backing, but need not maneuver the front of the vehicle against the curb. When leaving the stall, the driver can simply pull out of the stall, and has a better view of the oncoming traffic.
Bicyclists This type of parking provides a safer environment for bicyclists using the roadways. The driver is able to see the cyclist easily when exiting the stall. Several cities where back-in angle parking has been implemented have seen a reduction in number of accidents compared to the number of accidents at regular parallel parking schemes. Matt Zoll at
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Tucson-Pima County Bicycle Advisory Committee says that after implementing the back-in/head-out angle parking scheme in Tucson they “went from an average of 3-4 bike/car accidents per month to no reported accidents for 4 years following implementation.”
Visibility In contrast to standard angle parking the visibility while exiting a back-in/head-out angle parking into traffic is much improved. When the driver is backing up (into the stall), the driver is in control of his lane: traffic behind either waits, or changes lanes.
Steep terrain Back-in angle parking can also be useful on steep terrain: if used on the correct side of the street, it causes drivers to automatically curb their wheels, which in turn prevents runaway autos. Used on the wrong side of a steep street, however, it is likely to cause more runaways.
Disabled parking In Pottstown, PE, a 13-foot wide handicap accessible stall has been incorporated into the angle parking as the last space, intersection nearside, of each block. This places each disabled parking stall close to the existing curb ramps, and allows the wheelchair-using drivers to unload out of the way of traffic (see Figure 6). By contrast, the street’s previous parallel parking arrangement could not be safely used for disabled parking, and conventional angle parking raised safety concerns for the street’s proposed bicycle lanes.
Figure 6 A disabled parking stall located right next to the pedestrian crossing and the curb ramp.
Back-in angle parking stalls
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Safety As SLCTrans (2004) states, “one of the most common causes of accidents is people backing out of standard angled parking without being able to see on-coming traffic. Reverse angled parking removes this difficulty.” It also improves safety for cyclists, and for loading/and unloading the trunk of the car. Similarly, the Urban Transportation Monitor’s recent article on back-in angle parking reported reduced accidents and benefits for bicyclists in several communities. In all, back-in/head-out angle parking is a good choice when compared to conventional head-in angle/back-out parking and parallel parking.
Cities using back-in/head-out angle parking The list of cities in North America that use back-in/head-out angle parking is growing. Figure 7 lists some of these communities.
Figure 7 Cities using back-in/head-out angle parking.
City Source Arlington, VI Dan Burden Walkable Communities, Inc. Birmingham, AL Russ Soyring City of Traverse City, MI Burnaby, Canada Dan Burden Walkable Communities, Inc. Charlotte, NC Dan Burden Walkable Communities, Inc. Chico, CA Patrick Siegman Nelson\Nygaard Everett, WA Michael M. Moule Livable Streets, Inc Honolulu, HI Dan Burden Walkable Communities, Inc. Indianapolis, IN Michael M. Moule Livable Streets, Inc Knoxville, TN Michael M. Moule Livable Streets, Inc Marquette, MI Russ Soyring City of Traverse City, MI Montreal, Canada Michael M. Moule Livable Streets, Inc New York, NY Dan Burden Walkable Communities, Inc. Olympia, WA Dan Burden Walkable Communities, Inc. Plattsburgh, NY Dan Burden Walkable Communities, Inc. Portland, OR Michael M. Moule Livable Streets, Inc Pottstown, PA Michael M. Moule Livable Streets, Inc Salem, OR Todd Boulanger City of Vancouver, WA Salt Lake City, UT Dan Burden Walkable Communities, Inc. San Francisco, CA Michael M. Moule Livable Streets, Inc Seattle, WA Dan Burden Walkable Communities, Inc. Tacoma, WA Dan Burden Walkable Communities, Inc. Tucson, AZ Michael M. Moule Livable Streets, Inc Vancouver, WA Todd Boulanger City of Vancouver, WA Ventura, CA Todd Boulanger City of Vancouver, WA Washington, DC Dan Burden Walkable Communities, Inc. Wilmington, DE Michael M. Moule Livable Streets, Inc
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Typical dimensions Particularly when accommodating bike lanes within the roadway, back-in/head-out angle parking is useful. Figure 8 shows the cross-section of such a roadway in Pottstown, PA. Appendix C and D shows Vancouver’s, WA, and Seattle’s, WA, choices of dimensions for this type of parking.
Figure 8 Cross-section of a roadway accommodating both bike lanes and back-in/head-out angle parking.
Source: City of Pottstown (2001) Proposed High Street Traffic Calming Plan.
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References City of Pottstown (2001) Proposed High Street Traffic Calming Plan.
City of Pottstown (2004) Back In Angle as a Way to Improve Pedestrian Circulation in the Central Business District High Street, Pottstown Borough, Montgomery County, Pennsylvania, USA.
City of Vancouver, WA (2004) Angle Back In Parking Striping. Standard Plan Number T29-62.
Kulash, W. M. and Lockwood, I.M. (2003) Time-saver Standards for Urban Design, 7.2—5, McGraw-Hill Professional, New York, New York.
Nawn, J. (2003) Central Business District Back In Angle Parking. November/December PE Reporter, pages 11-13.
SLCTrans, Salt Lake City, UT (2004) Back-in or Reverse Angle Parking - FAQ. http://www.slcgov.com/transportation/Aboutus/FAQ.htm.
