Milvia Bikeway Proje ject Eric Anderson, Senior Planner City of - - PowerPoint PPT Presentation

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Milvia Bikeway Proje ject Eric Anderson, Senior Planner City of - - PowerPoint PPT Presentation

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Milvia Bikeway Proje ject Eric Anderson, Senior Planner City of Berkeley Transportation Commission September 19 th , 2019 Presentation Outline Project Timeline Context and Goals Alternatives Considered Alternatives Analysis

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Milvia Bikeway Proje ject

Eric Anderson, Senior Planner City of Berkeley Transportation Commission September 19th, 2019

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Presentation Outline

  • Project Timeline
  • Context and Goals
  • Alternatives Considered
  • Alternatives Analysis
  • Preferred Alternative
  • Detailed Design Options
  • Next Steps
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Project Timeline

  • Conceptual Design, Public Outreach, and Environmental Review:

June 2018 to December 2019

  • Detailed Engineering Design:

January 2020 to October 2020

  • Construction:

May 2021 to January 2022

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Project Context

  • 0.7 miles – Hearst Ave to Blake St
  • #1 priority project from 2017 Bike Plan
  • Highest bicycle volumes of any Berkeley

bikeway (~500+ people on bikes per hour)

  • Highest total bicycle collisions of any

Berkeley bikeway

  • Low-Stress Network Gap: North-South

connector

  • Access to businesses, schools, healthcare,

City government

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Project Goals

  • SAFETY: Improve safety for everyone,

especially people biking and walking

  • CONNECTIVITY AND ACCESSIBILITY:

Preserve and where possible improve ADA accessibility, including parking access

  • COMFORT: A more comfortable walking and

biking experience

  • ECONOMIC VITALITY: Maintain and improve

access to businesses. Where possible, preserve parking, especially loading zones and green zones used by businesses

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Three Alternatives Considered

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Study A: Near Term Option

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Study B: Long-term Option 1A (SB)

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Study B: Long-term Option 1B (NB)

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Study C: Long-term Option 2

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Detailed Analysis of Alt lternatives

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Key Advantage or Positive Attribute Neutral, Unchanged from Existing Conditions, or Unscored Disadvantage, Negative Attribute, or Issue to be Addressed (Potentially Mitigatable) Potential Fatal Flaw

Category Subcategory Long-Term Option 1A: One-Way Cycle Tracks with One-Way Southbound Vehicle Travel Between University and Center Long-Term Option 1B: One-Way Cycle Tracks with One-Way Northbound Vehicle Travel Between University and Center Long-Term Option 2: Two-Way Cycle Track Two-Way Vehicle Traffic

Safety, Comfort, and "All-ages and Abilities" Design (1 of 2)

Pedestrian Exposure One vehicle lane to cross One vehicle lane to cross Two vehicle lanes to cross Number of Intersections the Bikeway Passes Through 19 (11 northbound, 8 southbound) 19 (11 northbound, 8 southbound) 22 (11 northbound, 11 southbound) Vehicle Turns Across the Bikeway (general) Drivers look for bikes traveling in one direction Drivers look for bikes traveling in one direction Drivers look for bikes traveling in both directions Vehicle Turns Across the Bikeway At Uncontrolled Intersections When making a left-turn from Milvia Street to Bancroft Way, Durant Avenue, or Berkeley Way, drivers look forward for bicycle traffic When making a left-turn from Milvia Street to Bancroft Way, Durant Avenue, or Berkeley Way, drivers look forward for bicycle traffic When making a left-turn from Milvia Street to Bancroft Way, Durant Avenue, or Berkeley Way, drivers must look both directions and yield before proceeding across the bikeway. Pedestrian/Bicycle Interaction Pedestrians cross one direction of bicycle travel at a time Pedestrians cross one direction of bicycle travel at a time Two directions of bicycle travel to cross Pedestrians must look in contraflow direction Berkeley High School Access Parents drop-off students onto a dedicated passenger boarding island. Direct southbound bicycle access to Berkeley High School campus. Parents drop-off students onto a dedicated passenger boarding island. Direct southbound bicycle access to Berkeley High School campus. Parents drop-off students against the curb

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Key Advantage or Positive Attribute Neutral, Unchanged from Existing Conditions, or Unscored Disadvantage, Negative Attribute, or Issue to be Addressed (Potentially Mitigatable) Potential Fatal Flaw Safety, Comfort, and "All-ages and Abilities" Design (2 of 2)

Oncoming Traffic in the Bikeway Bicyclists will not encounter oncoming bicycle traffic in the bikeway Bicyclists will not encounter oncoming bicycle traffic in the bikeway Bicyclists must use caution to avoid

  • ncoming bicycle traffic in the bikeway

Intuitive Design Drivers know where to look for bikes, regardless of their familiarity with the facility Drivers know where to look for bikes, regardless of their familiarity with the facility Drivers unfamiliar with the facility may not look for bicyclists traveling in the contraflow direction Bikeway Width Bikeways can be 8' wide with a 3' buffer at University Bikeways can be 7' wide with a 3' buffer at University, if left-turn lane is used Two-way bikeway can be just 8' wide with a 2' buffer at University, if Left-turn lane is used as shown in concept. Parking Lane Width Parking Lane can be 8' wide from University to Addison Parking Lane can be 8' wide from University to Addison Parking Lane 7' wide from University to Addison. Changes in Bicycle Travel Time Along Milvia Street Corridor Decrease in bicycle travel time Decrease in bicycle travel time Increase in bicycle travel time due to increase in delay at signalized intersections as a result of implementing bicycle only phases.

Category Subcategory Long-Term Option 1A: One-Way Cycle Tracks with One-Way Southbound Vehicle Travel Between University and Center Long-Term Option 1B: One-Way Cycle Tracks with One-Way Northbound Vehicle Travel Between University and Center Long-Term Option 2: Two-Way Cycle Track Two-Way Vehicle Traffic

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Key Advantage or Positive Attribute Neutral, Unchanged from Existing Conditions, or Unscored Disadvantage, Negative Attribute, or Issue to be Addressed (Potentially Mitigatable) Potential Fatal Flaw

Category Subcategory Long-Term Option 1A: One-Way Cycle Tracks with One- Way Southbound Vehicle Travel Between University and Center Long-Term Option 1B: One-Way Cycle Tracks with One- Way Northbound Vehicle Travel Between University and Center Long-Term Option 2: Two-Way Cycle Track Two-Way Vehicle Traffic

Remaining Parking Spaces (estimate)

Total (currently 135 spaces)

84-86 80-82 56

Hearst to University

14 14 7

University to Addison

8 4

(if left-turn lane is used)

4

(if left-turn lane is used) Addison to Channing

43 43 26

Channing to Blake (Residential)

19-21 19-21 19

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Hearst Avenue Berkeley Way University Avenue Addison Street Center Street Allston Way Bonita

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Kittredge Street Bancroft Way Durant Avenue Channing Way Haste Street Dwight Way Blake Street Milvia Street

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Street Extents Priced Average Occupancy (Percent) Average Occupancy 7am to 10am Average Occupancy 11am to 3pm Average Occupancy 4pm to 7pm Average Duration Spaces Total Average Occupancy (Number) Avg. Spaces Avail.

Hearst Shattuck to Milvia TL/RPP 3.2 25 23 2 Hearst Milvia to MLK TL/RPP 2.9 19 17 2 Berkeley Shattuck to Milvia Premium & TL/RPP 2.6 33 26 7 Berkeley Milvia to MLK TL/RPP 3.5 42 35 7 University Shattuck to Milvia Premium 1.8 29 21 8 University Milvia to MLK Premium 2.0 31 24 7 Addison Shattuck to Milvia Premium 2.4 28 24 4 Addison Milvia to MLK Premium 2.0 34 24 10 Center Shattuck to Milvia Premium 2.4 18 12 6 Center Milvia to MLK Premium 2.1 73 51 22 Allston Shattuck to Milvia Premium 1.5 35 27 8 Allston Milvia to MLK Premium 1.7 34 23 11 Kittredge Shattuck to Milvia Premium 1.7 41 28 13 Bancroft Shattuck to Milvia Premium 1.8 38 25 13 Durant Shattuck to Milvia Value 1.9 38 23 15 Channing Shattuck to Milvia Value & TL/RPP 3.0 22 18 4 Channing Milvia to MLK TL/RPP 5.6 26 19 7

Occupancy below 60% (potentially underutilized) Occupancy between 60 and 85% Occupancy between 85 and 90% Occupancy above 90% (includes double-parking for passenger and commercial loading)

Milvia Street Bikeway Study, Parking Occupancy, Availability, Pricing, and Duration by Block (1 of 2)

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Occupancy below 60% (potentially underutilized) Occupancy between 60 and 85% Occupancy between 85 and 90% Occupancy above 90% (includes double-parking for passenger and commercial loading)

Milvia Street Bikeway Study, Parking Occupancy, Availability, Pricing, and Duration by Block (2 of 2)

Street Extents Priced Average Occupancy (Percent) Average Occupancy 7am to 10am Average Occupancy 11am to 3pm Average Occupancy 4pm to 7pm Average Duration Spaces Total Average Occupancy (Number) Avg. Spaces Avail.

Haste Shattuck to Milvia Value 4.1 34 26 8 Haste Milvia to MLK TL/RPP 4.9 40 29 11 Dwight Shattuck to Milvia Value 5.1 36 27 9 Dwight Milvia to MLK TL/RPP 5.6 39 29 10 Blake Shattuck to Milvia TL/RPP 5.6 47 34 13 Blake Milvia to MLK TL/RPP 5.8 63 36 27 Milvia Hearst to Berkeley TL/RPP 3.0 7 6 1 Milvia Berkeley to University Premium 1.5 7 4 3 Milvia University to Addison Premium 2.0 11 8 3 Milvia Addison to Center Premium 1.9 13 11 2 Milvia Center to Allston Premium 1.9 17 14 3 Milvia Allston to Kittredge Premium 1.9 6 6 Milvia Kittredge to Bancroft Premium 2.5 9 7 2 Milvia Bancroft to Durant Unrestricted 5.5 12 11 1 Milvia Durant to Channing TL/RPP 3.1 4 4 Milvia Channing to Haste TL/RPP 1.0 18 4 14 Milvia Haste to Dwight TL/RPP 2.4 16 9 7 Milvia Dwight to Blake TL/RPP 3.1 15 11 4 Henry Hearst to Berkeley TL/RPP 2.9 17 15 2 Harold Allston to Kittredge Premium 1.6 22 17 5 Bonita Hearst to Berkeley TL/RPP 1.0 15 3 12 Bonita Berkeley to University TL/RPP 1.0 10 3 7

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Key Advantage or Positive Attribute Neutral, Unchanged from Existing Conditions, or Unscored Disadvantage, Negative Attribute, or Issue to be Addressed (Potentially Mitigatable) Potential Fatal Flaw

Category Subcategory Long-Term Option 1A: One-Way Cycle Tracks with One- Way Southbound Vehicle Travel Between University and Center Long-Term Option 1B: One-Way Cycle Tracks with One- Way Northbound Vehicle Travel Between University and Center Long-Term Option 2: Two-Way Cycle Track Two-Way Vehicle Traffic

Traffic Operations

Vehicle Volume Changes along Milvia Street

Volume expected to decrease due to conversion of select Milvia Street segments from two-way to one-way Volume expected to decrease due to conversion of select Milvia Street segments from two-way to one-way Volume expected to decrease due to conversion of select Milvia Street segments from two-way to one-way

Vehicle Volume Changes along Shattuck Avenue

Volume expected to increase due to volume diversion from Milvia Street Volume expected to increase due to volume diversion from Milvia Street Volume expected to increase due to volume diversion from Milvia Street

Vehicle Volume Changes along Martin Luther King Jr. Way

Volume expected to increase due to volume diversion from Milvia Street Volume expected to increase due to volume diversion from Milvia Street Volume expected to increase due to volume diversion from Milvia Street

Intersection LOS Changes along Milvia Street

Average delay, queuing, and LOS expected to improve due to volume diversion from Milvia Street. Average delay, queuing, and LOS expected to improve for Milvia Street, except at the University Avenue/Milvia Street intersection where delay, queuing and LOS is expected to worsen (however, intersection expected to

  • perate acceptably).

Average delay, queuing, and LOS expected to worsen due to provision of bicycle only phases at signalized intersections.

Intersection LOS Changes along Shattuck Avenue

Intersection delay, queuing, and LOS expected to worsen at select intersections but intersections are expected to continue to operate at LOS D or better conditions. Intersection delay, queuing, and LOS expected to worsen at select intersections but intersections are expected to continue to operate at LOS D or better conditions. Intersection delay, queuing, and LOS expected to worsen at select intersections but intersections are expected to continue to operate at LOS D or better conditions.

Intersection LOS Changes along Martin Luther King Jr. Way

University Avenue/Martin Luther King Jr. Way intersection LOS expected to remain LOS D during the PM peak hour (with additional mitigation). University Avenue/Martin Luther King Jr. Way intersection LOS expected to remain LOS D during the AM peak and worsen to LOS E during the PM peak. Intersection delay, queuing, and LOS expected to be similar to Existing Conditions.

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Key Advantage or Positive Attribute Neutral, Unchanged from Existing Conditions, or Unscored Disadvantage, Negative Attribute, or Issue to be Addressed (Potentially Mitigatable) Potential Fatal Flaw

Category Subcategory Long-Term Option 1A: One-Way Cycle Tracks with One- Way Southbound Vehicle Travel Between University and Center Long-Term Option 1B: One-Way Cycle Tracks with One- Way Northbound Vehicle Travel Between University and Center Long-Term Option 2: Two-Way Cycle Track Two-Way Vehicle Traffic

Cost and Deliverability

Capital Cost and Quick- buildability

Can be accomplished with paint, bollards, signage, and signal changes Can be accomplished with paint, bollards, signage, and signal changes Requires extensive signal modifications, additional signage and striping to make two-way bikeway operation and transition to one-way travel unambiguous

Maintenance Costs

Higher maintenance cost for upkeep of additional bicycle signals, signage, and striping

Design Flexibility

May be easier to modify design if needed May be easier to modify design if needed May be more difficult to modify once constructed

Results of Public Comment at Open House #1

…

Most popular option One-way vehicle travel was the most popular option at Open House #1, however this option was technically not presented to the public. Least popular option

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Traffic Analysis

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Summary of Traffic Analysis Results

  • Three Study Options:
  • Two-way cycle tracks:
  • Vehicle delay worsens on and off Milvia
  • Bicycle delay worsens along Milvia, especially

University/Milvia

  • One-way cycle tracks:
  • 1B: Northbound one-way Center to University:
  • Bicycle, pedestrian, and vehicle delay at Milvia/University
  • Vehicle delay in AM peak at MLK/Allston
  • 1A: Southbound one-way University to Center:
  • Vehicle delay in PM peak at MLK/University
  • Vehicle delay in PM peak at Center/Shattuck
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Summary of Traffic Analysis Results

  • Three Study Options:
  • Two-way cycle tracks:
  • Vehicle delay worsens on and off Milvia
  • Bicycle delay worsens along Milvia, especially

University/Milvia

  • One-way cycle tracks:
  • 1B: Northbound one-way Center to University:
  • Bicycle, pedestrian, and vehicle delay at Milvia/University
  • Vehicle delay in AM peak at MLK/Allston
  • 1A: Southbound one-way University to Center:
  • Vehicle delay in PM peak at MLK/University
  • Vehicle delay in PM peak at Center/Shattuck
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Summary of Traffic Analysis Results

  • Three Study Options:
  • Two-way cycle tracks:
  • Vehicle delay worsens on and off Milvia
  • Bicycle delay worsens along Milvia, especially

University/Milvia

  • One-way cycle tracks:
  • 1B: Northbound one-way Center to University:
  • Bicycle, pedestrian, and vehicle delay at Milvia/University
  • Vehicle delay in AM peak at MLK/Allston
  • 1A: Southbound one-way University to Center:
  • Vehicle delay in PM peak at MLK/University
  • Vehicle delay in PM peak at Center/Shattuck
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Context

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Traffic Analysis: Option 1A (SB)

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Study B: Long-term Option 1A (SB)

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Existing Conditions PM Peak Hour University Ave and MLK Jr. Blvd NB: 440/600 SB: 280/400 WB: 400/620 EB: 180/280

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Study B – Option 1A (SB) PM Peak Hour Unmitigated University Ave and MLK Jr. Blvd NB: 540/620 SB: 520/700 WB: 200/300 EB: 200/300

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NB: 440/600 SB: 460/620 WB: 200/280 EB: 200/300 Study B – Option 1A (SB) PM Peak Hour Partially Mitigated University Ave and MLK Jr. Blvd

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NB: 200/320 SB: 340/520 WB: 180/260 EB: 220/360 Study B – Option 1A (SB) PM Peak Hour Fully Mitigated University Ave and MLK Jr. Blvd

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NB: 80/140 SB: 140/200 WB: 40/60 EB: 180/320 Existing Conditions PM Peak Hour Center St and Shattuck Ave

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NB: 80/140 SB: 120/200 WB: 40/60 EB: 520/660 Study B – Option 1A (SB) PM Peak Hour Unmitigated Center St and Shattuck Ave

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NB: 100/160 SB: 80/140 WB: 40/60 EB: 400/500 Study B – Option 1A (SB) PM Peak Hour Fully Mitigated Center St and Shattuck Ave

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CEQA Approach - Traffic Mitigations

  • Categorical Exemption: Section 21080.20.5 of the

Public Resources Code

  • Recommended traffic mitigation: Extend MLK

northbound left turn lane at University to Addison; remove southbound left turn lane at Addison

  • Potential future traffic mitigation (post-project

monitoring):

  • Time-limit pm peak parking on east side of MLK just

north of University

  • Retime signal at Center/Shattuck to add green time to

Center

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Preferred Alternative

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Preferred Alternative:

  • One-way protected bikeways
  • One-way Northbound travel

between Hearst Ave and University Ave

  • One-way Southbound travel

between University Ave and Center Street

  • One-way Southbound travel

between Channing Ave and Blake Street

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Hearst Avenue to University Avenue

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University Avenue to Addison Street

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Allston Way to Kittredge Street

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Bancroft Way to Durant Avenue

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Channing Way to Haste Street

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Dwight Way to Blake Street

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Bikeway Buffer and Parking Options

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San Francisco Street Level – Separated by Planted Median

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Chicago, IL Street Level – Separated by Median

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Seattle, WA Raised – Sidewalk Level

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Cambridge, MA Raised – Sidewalk Level

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New York, NY Street Level – Mixed Methods

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Toronto, ON Street Level – Separated by Planter Boxes

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Portland, OR Street Level – Separated by Planter Boxes

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Next Steps

  • September 19: Transportation Commission presentation and discussion
  • September/October: Targeted outreach meetings with DBA, BUSD, Residents
  • October 1: Open House #2 (Berkeley downtown library community room, 5

pm to 7 pm)

  • October 2: Disability Commission presentation and discussion
  • October 17: Transportation Commission discussion and action to approve

concept design and CEQA document

  • December 3: Berkeley City Council meeting to approve concept design and

CEQA document

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Project Timeline

  • Conceptual Design, Public Outreach, and Environmental Review:

June 2018 to December 2019

  • Detailed Engineering Design:

January 2020 to October 2020

  • Construction:

May 2021 to January 2022

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Thank you!

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Farid Javandel, Transportation Division Manager Beth Thomas, Principal Planner, bathomas@cityofberkeley.info Eric Anderson, Senior Planner, eanderson@cityofberkeley.info