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DRAFT August 2015 City of El Cerrito Active Transportation Plan ---PAGE BREAK--- Acknowledgements Acknowledgements Acknowledgements Acknowledgements 1 This plan has been prepared by the City of El Cerrito with funds from the Metropolitan Transportation Commission (MTC) Transportation Development Act funds (MTC-TDA Article The City would like to thank the residents of El Cerrito, local agency and non-profit stakeholders, and all who participated in development and review of the Plan. Prepared by: City of El Cerrito Public Works and Community Development Departments Fehr & Peers Matthew Ridgway, AICP, Principal-in-Charge Carrie Nielson, Project Manager ---PAGE BREAK--- Table of Contents Table of Contents Table of Contents Table of Contents 2 ACTIVE TRANSPORTATION PLAN GLOSSARY 10 1. 14 Plan Development and Public Participation 15 2. GOALS, POLICIES, AND PROGRAMS 18 Goals and Policies 19 Support Programs 23 Programs, Policies, & Practices Assessment 29 3. EXISTING CONDITIONS 38 El Cerrito Today 39 Existing Walking Network 42 Existing Bicycling Network 44 Existing Walking and Biking Trips 50 Collision Analysis 50 4. PROPOSED NETWORKS 56 Proposed Sidewalk and Pathway Network 57 Bicycle Network 63 5. PRIORITY PROJECTS 72 Focus Area Projects 73 Medium and Low Priority Projects 100 ---PAGE BREAK--- Table of Contents Table of Contents Table of Contents Table of Contents 3 6. PERFORMANCE MEASURES 106 Performance Goals 107 7. FUNDING AND IMPLEMENTATION 110 Funding 111 Implementation 112 APPENDIX A: CROSSWALK POLICY 115 Introduction 115 Crosswalk Fundamentals 116 Uncontrolled Crossing Enhancement Toolbox 121 Treatment Selection 124 Controlled Crosswalk Treatment Toolbox 135 APPENDIX B: RELATIONSHIP TO OTHER PLANS 151 Relationships to Other Plans 151 APPENDIX C: CONFORMANCE WITH ATP GUIDELINES 157 Conformance with ATP Guidelines 157 APPENDIX D: ACTIVE TRANSPORTATION & TRANSIT 160 Pedestrian Facilities at Transit Nodes 160 APPENDIX E: GRANT FUNDING SOURCES 167 Federal Programs 167 ---PAGE BREAK--- Table of Contents Table of Contents Table of Contents Table of Contents 4 State Programs 168 APPENDIX F: ADDITIONAL FACT SHEET 172 APPENDIX G: COMMENTS RECEIVED AT PUBLIC WORKSHOPS 174 ---PAGE BREAK--- 5 LIST OF FIGURES Figure 3-1. Existing Land Use 40 Figure 3-2. Key Destinations 41 Figure 3-3. Existing Pedestrian Network 43 Figure 3-4. Existing Bikeway Classificiations 45 Figure 3-5. Existing Bicycle Network 46 Figure 3-6 Existing Bicycle Parking 49 Figure 3-7. Pedestrian-Auto Collisions, 2007-12 53 Figure 3-8. Bicycle-Auto Collisions, 2007-12 55 Figure 4-1. ATP Sidewalk and Pathways Network 62 Figure 4-2A. Bikeway Classifications 66 Figure 4-2B. Bikeway Classifications 67 Figure 4-3. ATP Bicycle Network 70 Figure 4-4. Proposed Bicycle Parking 71 Figure 5-.1a BART to Bay Trail Access Improvements Fact Sheet 73 Figure 5-1b BART to Bay Trail Access Improvements Fact Sheet 75 Table of Contents Table of Contents Table of Contents Table of Contents ---PAGE BREAK--- 6 Figure 5-1cBART to Bay Trail Access Improvements Fact Sheet 76 Figure 5-1d BART to Bay Trail Access Improvements Fact Sheet 77 Figure 5-2a Ohlone Greenway Crossing Improvements Fact Sheet 78 Figure 5-2b Ohlone Greenway Crossing Improvements Concept Plan 79 Figure 5-3a Citywide Wayfinding Fact Sheet 84 Figure 5-3b Citywide Wayfinding Design Details 85 Figure 5-3c Citywide Wayfinding Fact Sheet 86 Figure 5-3d Citywide Wayfinding Design Details 87 Figure 5-4a Arlington Boulevard Pedestrian Improvements Fact Sheet 88 Figure 5-4b Arlington Boulevard Pedestrian Improvements Concept Plan 89 Figure 5-5a East Side Bicycle Boulevard Fact Sheet 90 Figure 5-5b East Side Bicycle Boulevard Concept Plan 91 Figure 5-6a East Side Bicycle Boulevard Wayfinding Fact Sheet 92 Figure 5-6b East Side Bicycle Boulevard Wayfinding Concept Plan 93 Figure 5-7a Key Boulevard Improvements Fact Sheet 94 Table of Contents Table of Contents Table of Contents Table of Contents ---PAGE BREAK--- 7 Figure 5-7b Key Boulevard Improvements Concept Plan 95 Figure 5-8a Fairmount Avenue Improvements Fact Sheet 96 Figure 5-8b Fairmount Avenue Improvements Concept Plan 97 Figure 5-9a Potrero Avenue Improvements Fact Sheet 98 Figure A-1: Marked Crosswalk Placement Flowchart 118 Figure A-2: Feasibility Analysis for Treatments at Uncontrolled Locations 119 Figure D-1A. Pedestrian Facilities at El Cerrito Del Norte BART 162 Figure D-1B. Pedestrian Facilities at El Cerrito Plaza BART 163 Figure D-2 Connections to Transit via Bicycle Facilities 165 Figure F-1 Kearney Street Bicycle Boulevard Fact Sheet 172 Table of Contents Table of Contents Table of Contents Table of Contents ---PAGE BREAK--- 8 LIST OF TABLES Table 2-1 Programs, Policies, and Practices Benchmarking Analysis 30 Table 3-1: Existing Bicycle Facilities 44 Table 3-2 Existing Bicycle Parking Locations 48 Table 3-3: Projected Increase in Walking and Biking 50 Table 3-4: El Cerrito Collision Rankings among Similar Cities 51 Table 3-5: Intersections with Two or More Pedestrian-Involved Collisions – 2007 to 2012 52 Table 3-6: Intersections with Two or More Bicycle-Involved Collisions – 2007 to 2012 54 Table 4-1: Pedestrian Improvement Projects 58 Table 4-2 Proposed Bicycle Improvements 68 Table 4-3: Proposed Length of Bicycling Network 69 Table 5-1 Existing, Planned, and Proposed Ohlone Greenway Crossing Improvements by Cross-Street 80 Table 5-1 Existing, Planned, and Proposed Ohlone Greenway Crossing Improvements by Cross-Street 81 Table 5-1 Existing, Planned, and Proposed Ohlone Greenway Crossing Improvements by Cross-Street 82 Table 5-2 Medium- and Low-Priority Projects 101 Table of Contents Table of Contents Table of Contents Table of Contents ---PAGE BREAK--- 9 Table 6-1 Performance Goals 107 Table 7-1: Regional Funding Source Applicability Matrix 111 Table 7-2 Generalized Unit Costs for Improvements 112 Table 7-3: Active Transportation Plan Cost Estimate Summary 113 Table A-1: Application of Enhanced Treatments for Uncontrolled Locations 124 Table A-2: Uncontrolled Crossings: Geometric Treatments 125 Table A-3: Uncontrolled Crossings: Striping and Signage 129 Table A-4: Uncontrolled Crossings: Beacon, Lighting, and Signal Treatments 130 Table A-5: Controlled Intersections: Geometric Treatments 136 Table A-6: Controlled Intersections: Striping and Signage 141 Table A-7: Controlled Intersections: Signal Hardware and Operational Measures 143 Table C-1 2014 Active Transportation Plan Guidelines Addressed in this Plan 156 Table of Contents Table of Contents Table of Contents Table of Contents ---PAGE BREAK--- Glossary Glossary Glossary Glossary 10 The following are some of the terms and acronyms used in the City of El Cerrito Active Transportation Plan to describe existing and proposed biking and walking facilities and programs: “3 E” Strategies – Education, Encouragement, and Enforcement or “3 E” Strategies are support programs to teach, promote, and regulate bicycle and pedestrian activity. These are critical supplements to what is referred to as the “4th which is engineering and infrastructural improvements such as bicycle lanes or sidewalks. “8 to 80” – Another way of saying “all ages and abilities”, used to denote that a bicycle and pedestrian network should be easy to use for the young (8 year olds) and the old (80 year olds). AASHTO – American Association of State Highway Transportation Officials, which publishes multiple transportation guidelines including A Policy of Geometric Design of Highways and Streets, 6th Edition and the Guide for the Development of Bicycle Facilities, 4th Edition. AC Transit – AC Transit is the primary bus operator for portions of Contra Costa County and Alameda County. Active Transportation – any form of human-powered transportation, such as walking, bicycling, using a wheelchair, inline skating or skateboarding. Active Transportation Program – Caltrans created its Active Transportation Program in 2013 to replace the Bicycle Transportation Account. This statewide program sets requirements for issues to be addressed in active transportation plans and also is a funding source for safe routes to school, trails, and other bicycle and pedestrian improvements. Actuated Signals – Traffic signals that detect the presence of automobiles, bicyclists, and/or pedestrians and then give them a green light or walk symbol. Advanced Yield Markings – “Sharks teeth” or triangular markings the location where vehicles should yield to pedestrians in a crosswalk. ADA – American with Disabilities Act, typically used to refer to accessible pedestrian facilities, such as curb ramps and pedestrian push buttons at signalized intersections. ADT – Average Daily Traffic, which is the average total number of vehicles that use a roadway throughout the day. Arterial Roadways – Roadways that typically serve a high volume of traffic, may be higher speed, and provide citywide and possibly regional access. Arterials are fed by local streets, including collectors and sometimes residential streets. Bicycle Corrals – A group of bicycle racks that provide typically provide 8 or more bicycle parking spaces. Corrals typically are located in the street, replacing one parking space. Bike East Bay – A local bicycle advocacy group in Alameda and Contra Cost County. Bike Escape Ramp – As part of roundabout design, a ramp is provided for less confident cyclists to exit the street and ride on the sidewalk for a short distance to avoid crossing in the roundabout right-of-way. Breadcrumb – A striping treatment typically at an intersection, such as directional arrows – “chevrons” – or sharrows, used to indicate a ---PAGE BREAK--- Glossary Glossary Glossary Glossary 11 path of travel for bicyclists. It signals to drivers to expect bicyclists in that space and also tells bicyclists where to turn to stay on a route. Buffer – Striped area between a travel lane and a bicycle lane and/or a bicycle lane and on-street parking. It typically has arrows or “chevrons” or diagonal hatching to denote the buffer. It is used to provide separation and additional comfort between bicyclists and/or moving vehicles or parked cars. Bulb-Outs – Extensions of the sidewalk environment at intersections, typically shadowing parking. They improve driver- pedestrian visibility at crossings and shorten crossing distances. Caltrans – The California state department of transportation. Chicanes – Large curb extensions located mid-block that require cars to move slow their speed to move around them. They are used as a traffic calming treatment. Clearance Intervals – The amount of time required for an automobile, bicycle, or pedestrian to safely move through or “clear” an intersection. Conflict Zone – Portions of bicycle lanes where drivers frequently merge across, such as the portion of a bicycle lane that right-turning automobiles merge into before the intersection. Count Monitoring Program – A method of evaluating the percentage of trips made by walking and biking. For example, counting the number of bicyclists and pedestrians at specific locations to look at trends over time. Cut-Throughs –Typically bicycle and pedestrian connections that may not be otherwise connected by the roadway network. For example, two cul-de-sacs that do not connect but are directly adjacent to each other could be connected with a bicycle and pedestrian path as a “cut-through”. Cycletrack – An exclusive bike facility that is located within or next to the roadway, but is made distinct from both the sidewalk and the general purpose roadway by markings, barriers or elevation differences. Geocode – Spatially mapping data by assigning real-world coordinates to data in mapping software, such as GIS (Geographic Information System). In-Roadway Lighting – Pedestrian-activated flashing lights located in the ground at crosswalks that are not otherwise controlled by a traffic signal, stops signs, or other flashing beacons. Lane Configuration – The roadway cross-section or “geometry”, including the type of lanes (e.g. left-turn pocket, through lane, bicycle lane) and the number of lanes (e.g. two left-turn pockets). Last Mile – Multimodal accessibility improvements in proximity or in the “last mile” before a key destination, usually a transit station, school, or other important area. Median Refuge – a protected area denoted by raised curb, landscaping, and/or other materials where pedestrians can safely stop before completing their crossing of a roadway, typically located in the middle of the street. Mews – Mid-block pedestrian connections, typically between buildings. These are often called “paseos.” Mixed Uses – Buildings or developments that contain multiple land uses. For example, a mixed-use building might have commercial ground floor space with residential units above. ---PAGE BREAK--- Glossary Glossary Glossary Glossary 12 Mode Shift – Changing the mode split over time, often in reference to increasing the percentage of trips made by walking, biking, and/or transit. Mode Split – The percentage of travelers using a particular type of transportation, typically the percentage of trips made by bicycle, pedestrian, transit, and autos, respectively. Multimodal – The consideration of all modes of transportation in the planning, design, and use of a roadway or transportation facility. Multimodal typically refers to four primary modes of travel: bicycles, pedestrians, transit, and autos. MUTCD – Manual on Uniform Traffic Control Devices. California has its own MUTCD which governs how traffic control devices, specifically signing, striping, and signals are implemented and operated. NACTO – National Association of City Transportation Officials, which publishes two best practice resources guides: the Urban Bikeway Design Guide and the Urban Streets Design Guide. Nexus Study – A study required to justify the connection between development or transportation impact fees and corresponding improvements, typically located in the public right of way. OBAG – One Bay Area Grant program, a Metropolitan Transportation Commission grant program intended to better integrate the Bay Area’s federal transportation program with California’s climate law and the regional Sustainable Communities Strategy, Plan Bay Area. Path Spur – A short path segment that provides a secondary point of access to a trail or path. Peak Hour – The busiest hour(s) of the day for all modes, but typically used to refer to autos. Pedestrian Hybrid Beacons (PHBs) – A pedestrian-activated warning device typically on mast arms over mid-block pedestrian crossings. The beacon head has two red balls on top and a single yellow ball below and require traffic to come to a complete stop when pedestrians have a walk sign, and allow for traffic to proceed once the pedestrian has cleared the travel lane. • Protected Walkway - A protected walkway is a designated area of the roadway that is protected by an asphalt curb and/or railing. Public Right-Of-Way – Areas controlled by the City, such as roadways inclusive of sidewalks. Rectangular Rapid Flashing Beacons – A pedestrian- activated flashing beacon installed at crosswalks not otherwise controlled by a traffic signal or stop signs. Safety studies have shown they increase the number of drivers yielding to pedestrians where installed. Safe Routes to School Program – A range of infrastructural and non-infrastructural improvements and activities targeting schools, typically with an emphasis on elementary schools. Non- infrastructural programs refer to activities including walking schools buses, walk and roll to school day events, and assemblies to encourage and educate students on walking and rolling safely. Shared-Use Path – A path that allows use by bicyclists and pedestrians. Sharrows – “Shared Lane Markings” are stencils on the pavement showing a bicycle symbol and two directional arrows or “chevrons”. They denote bicycle routes where bicyclists and autos share the travel lane. They also demonstrate where bicyclists should ride in the ---PAGE BREAK--- Glossary Glossary Glossary Glossary 13 travel lane, which is typically in the middle of travel lane so that they “take the lane.” Signalized Intersections – Where two roadways meet at a traffic signal. Slip Lane – A right-turn lane at an intersection that allows drivers to make a turn without actually entering the intersection and that is often not controlled by a traffic signal. Typically separated by a triangular “pork chop” island. Transit-Oriented Development – Dense, walkable, often mixed- use development located in close proximity to major bus routes or BART Stations. Trap Lane – A typical travel lane that then becomes a turn-only lane or freeway-only lane near an intersection. Triple-Four Trail Crossings – Similar to a ladder crosswalk with the middle of the crosswalk removed to make space for bicycle symbols with directional arrows. The intent is to highlight trail crossings and to indicate that bicyclists and pedestrians use the crossing. Vibrotactile – Vibration that can be perceived through touch. Often refers to making signalized intersection accessible with push buttons that vibrate when the WALK sign is received. Warrants (Stop Warrants or Signal Warrants) – Based on standards set in the MUTCD, some traffic control devices, such as traffic signals, stop signs, and pedestrian hybrid beacons, require certain thresholds or “warrants” that must be met to justify the installation of the device. For example, one warrant for a pedestrian signal requires meeting a threshold for the number of pedestrians passing through an intersection in the peak hour. Wayfinding –Guidance either on signs or striped on the ground to indicate locations and/or directions to destinations. ---PAGE BREAK--- 1. Introduction 1. Introduction 1. Introduction 1. Introduction 14 1. Introduction 1. Introduction 1. Introduction 1. Introduction ---PAGE BREAK--- 1. Introduction 1. Introduction 1. Introduction 1. Introduction 15 Plan Development and Public Participation The El Cerrito Active Transportation Plan is a combined Bikeways Master Plan and Pedestrian Master Plan. This Plan updates the Circulation Plan for Bicyclists and Pedestrians (2007), which established bicycle and pedestrian networks and project lists throughout the City. This Plan is intended to: Continue to improve safety for bicyclists and pedestrians Update and enhance bicycle and pedestrian networks to encourage more bicycling and walking Build off the ADA Transition Plan and Climate Action Plan Focus on 2007 routes that required additional evaluation Recommend bicycle and pedestrian projects based on recent best practice documents, such as the NACTO Urban Bikeway Guide and the updated AASHTO Guide for the Design of Bicycle Facilities Provide grant-ready projects for which the City can pursue competitive grant funding Establish a citywide crosswalk policy to install, enhance, and remove crosswalks throughout the City Coordinate directly and provide consistency with the San Pablo Avenue Specific Plan and Complete Streets Plan (2014), City of El Cerrito Urban Greening Plan (in development), City of Richmond Bicycle Master Plan (2011) and City of Albany Active Transportation Plan (2014) Public Participation The City hosted two public workshops, a bicycle audit, and a walking audit over the course of the Plan process. Both of the public workshops were coordinated with the San Pablo Avenue Specific Plan and Complete Streets Plan and City of El Cerrito Urban Greening Plan. Public Workshops The City hosted three public workshops to solicit input and feedback from the community. July 2013 Workshop - The first workshop focused on existing conditions and potential improvements for walking and biking. The workshop consisted of a presentation of existing and proposed conditions, a summary of proposed priority projects, a survey of goals and policies, and a discussion about key destinations that are important to the community. Workshop attendees identified the following areas as top priorities for walking: Plaza BART—Provide direct access to Plaza Shopping Center and improve safety along BART path San Pablo Avenue—Slow traffic down at key points, improve shade with trees, and widen sidewalk Ohlone Greenway—Provide public restrooms, improve safety between modes, and enhance pedestrian connections between the Greenway and adjacent private properties The majority of workshop participants who chose to participate in a voluntary survey identified themselves as Enthused and Confident cyclists. Many others identified as Interested but Concerned. ---PAGE BREAK--- 1. Introduction 1. Introduction 1. Introduction 1. Introduction 16 Roger Geller, Bicycle Coordinator for the Portland Office of Transportation, developed the “Four Types of Cyclists” (2009) descriptions to help understand existing and potential bicyclists. Creating comfortable bicycle facilities that people of all ages and abilities feel comfortable using can help to increase bicycle mode share, particularly form the segment of the population that identifies as “interested but concerned.” The major needs identified for bicycling were: Connections to the Bay Trail Bike facilities to allow safe and easy travel on one-way and two-way streets Enhanced connections to El Cerrito Plaza and Del Norte BART Stop signs for cars at Ohlone Greenway crossings Enhanced connections/facilities on Potrero Avenue, Central Avenue, Ohlone Greenway, and Key Boulevard Workshop participants were asked to vote on the priority projects that were most important to them. The top three priority projects were: Ohlone Greenway/Plaza BART Connection to Bay Trail Ohlone Greenway Path Crossings Lincoln and Blake-Everett-Norvell-Albemarle-Behrens Bicycle Boulevards Participants were also asked to vote on their top goals and priorities related to bicycle and pedestrian improvements. The top three were: Promote bicycling and walking as modes of transportation through design, designation, programs, policies, and education Provide safe and accessible routes to school, transit stops and stations, and city facilities Accommodate bicycle and pedestrian access in the design and development of new buildings and facilities October 2013 Workshop - At the second workshop, conceptual designs were presented and discussed for each of the following focus area projects: BART to Bay (Ohlone Greenway/Plaza BART Connection to Bay Trail) Ohlone Greenway Path Crossings East Side Bicycle Boulevard (Blake-Everett-Norvell-Albemarle-Behrens Bicycle Boulevard) Kearney Street between Moeser Lane and Fairmount Avenue Potrero Avenue between I-80 and the Ohlone Greenway Key Boulevard between Humboldt Street and Elm Street Bicycle and Pedestrian Network Maps ---PAGE BREAK--- 1. Introduction 1. Introduction 1. Introduction 1. Introduction 17 Participants had the opportunity to comment directly on the proposed concepts for each priority project. The final projects and networks included in this Plan reflect the feedback received from the public at the three workshops. July 2015 Workshop – The third workshop focused on evaluating the conceptual designs of the Focus Study Area project and finalizing the pedestrian and bicycle networks. Participants had the opportunity to comment directly on the proposed concepts for each priority project. Comments confirmed direction and reflected a desire for increased infrastructure and safety measures for bicyclists and pedestrians along highly traveled corridors. Participants vocalized support for proposed cycle track on San Pablo Avenue, and also expressed a desire to provide dedicated bicycle facilities wherever possible. Ongoing study of traffic control on the Ohlone Greenway and the interaction between trail users and autos at intersections was a key topic of discussion. Bike Audit In addition to the workshops, a bike audit was conducted in August 2013. Approximately 15 participants attended the audit. The group rode many of the proposed bicycle facilities and discussed key issue and opportunities. These ideas were incorporated in the concept development for the focus area projects identified in this Plan. Walking Audit – Fourteen community members attended a walking audit on August 25th, 2013. The tour followed a series of trails, sidewalk connectors, public paths and stairs, the Ohlone Greenway and San Pablo Avenue throughout a northern section of town identified for its limited pedestrian connectivity. The tour identified problem areas and encouraged participants to consider design solutions to be considered during the design phase of the focus area projects. . At the public workshops, participants had the opportunity to provide direct feedback on the bicycle network, pedestrian network, and focus area project concepts ---PAGE BREAK--- 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 18 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs ---PAGE BREAK--- 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 19 This chapter establishes the goals, policies, and programs that will guide the City of El Cerrito in implementing the Active Transportation Plan. It also includes an assessment of the existing programs, policies, and practices pertaining to bicycling and walking in the City, noting successful examples and making recommendations for improvements, as appropriate. Goals and Policies The following goals and policies support the overall vision for the Plan: Goal 1: Support bicycling and walking as being practical, healthy, and convenient in El Cerrito Policy 1-1: Integrate the bicycle and pedestrian improvements project list (Tables 4-1 and 4-2 in Chapter 4) contained in this Plan as part of the larger 10-year Capital Improvement Program (CIP) update that the City is compiling. Policy 1-2: When updating the City’s General Plan, ADA Transition Plan, and Climate Action Plan, reflect the goals, policies, and existing and proposed networks in this Plan. Policy 1-3: Update the Plan every five years to reflect best practices in bicycle and pedestrian policy and design, changing community interests and needs, and remain eligible for Active Transportation Program (ATP) funding. Policy 1-4: Identify current regional, state, and federal funding programs along with specific funding requirements and deadlines, and apply for competitive grant funding for the priority projects identified in this Plan Policy 1-5: To enhance access through and across key barriers, such as freeway interchanges and to achieve goals such as improved Bay Trail acccess, pursue multi-jurisdictional funding applications with neighboring cities and other potential partners, including BART, East Bay Regional Park District, City of Richmond, City of Albany, Costa County, AC Transit, and Caltrans. Policy 1-6: Continue to engage and update the community on bicycle issues in El Cerrito through annual public workshops. Integrate updates on pedestrian issues into these updates and consider coordination with local advocacy groups, such as Bike East Bay. Policy 1-7: Routinely monitor the performance of the Plan to achieve the performance measures and data collection goals detailed in Chapter 7 Performance Measures of this Plan. Goal 2: Implement a well-connected active transportation system to attract users of all ages and abilities Policy 2-1: Accommodate the needs and access of bicyclists and pedestrians and coordinate with transit operations at key destinations, such as El Cerrito Plaza, transit stations, and schools. Policy 2-2: Expand the existing bicycle network on the basis of safety improvements, bicyclist comfort, and access to key destinations to provide a richly connected network of low-stress, bicycle facilities Policy 2-3: Require short-term and long-term bicycle parking consistent with the Association of Bicycle and Pedestrian Professionals (APBP) Bicycle Parking Guidelines. For projects in the San Pablo Avenue Specific Plan and Complete Streets Plan area, refer to the bicycle parking guidelines included in that Plan; ---PAGE BREAK--- 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 20 the Public Works Director or Community Development Director will make a determination where discrepancies exist. Policy 2-4: Reduce corner radii at intersections to slow turning vehicular traffic, provide protected signal phasing for left-turns, and mark crosswalks at approaches of signalized intersections. Policy 2-5: Plan and implement a citywide wayfinding program for bicyclists and pedestrians to provide route guidance and travel time estimates to key destinations, consistent with the WCCTAC Transit Wayfinding Program and Priority Project #3 Citywide Wayfinding, located in Chapter 6. Policy 2-6: Consult the citywide Crosswalk Policy (Appendix A) when examining the potential installation, enhancement, or removal of crosswalks. Goal 3: Incorporate the needs and concerns of bicyclists and pedestrians in all transportation and development projects Policy 3-1: As a condition of project approval, consider requiring development projects to construct adjacent bicycle facilities included in the proposed bicycle system as well as bicycle parking and amenities. Consider requiring large development projects to provide accessible mid-block cut throughs (or “mews”) identified in this and other adopted plans. Policy 3-2: Consult the recommended bicycle and pedestrian network maps and project lists (Figures 4-1 and 4-3, Tables 4-1 and 4-2) prior to implementation of traffic signals, signal upgrades, and resurfacing/restriping projects. Policy 3-3: Install pedestrian countdown signals; modify pedestrian clearance intervals to assume reduced walk speed of 3.5 feet/second consistent with the MUTCD Guidelines; extend minimum walk times near destinations frequented by seniors and children, to be determined on a project-by-project basis; and install, replace, and upgrade bicycle signal detectors, as necessary, per the California Manual Uniform of Traffic Control Devices (CA MUTCD) with new signal installation, signal modifications, and street maintenance projects. Policy 3-4: Provide appropriately-signed detours for bicyclists and pedestrians during construction projects. When temporarily closing sidewalks, provide immediately-adjacent, protected, temporary paths to accommodate existing pedestrian traffic. Policy 3-5: Review the transportation network, block size, and development patterns of all proposed projects for consistency with this Plan and the San Pablo Specific Plan and Complete Streets Plan. Policy 3-6: Coordinate with Caltrans and the City of Richmond to provide best practices design guidelines for the accommodation of bicyclists and pedestrians at highway interchanges, particularly as highway improvements are planned and designed on I-80. Policy 3-7: Maintain city bicycle and pedestrian facilities as part of the City’s regular maintenance operations. Policy 3-8: Coordinate planned roadway improvements projects, such as repaving and overlays, with design and development of bicycle and pedestrian improvement projects, so that bicycle and pedestrian improvements plans are ready for construction when routine roadway upgrades are implemented. Policy 3-9: Implement the design guidelines contained in the San Pablo Avenue Specific Plan and Complete Streets Plan on all City capital and land development projects in the Specific Plan area and consider their ---PAGE BREAK--- 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 21 appropriateness for other projects throughout the city. Allow the update of the design guidelines to incorporate the latest MUTCD and best practice standards. Goal 4: Support infrastructure investments with targeted bicycle and pedestrian education, encouragement, enforcement, and evaluation programs Policy 4-1: Coordinate with the El Cerrito Police Department, Bike East Bay, and Contra Costa Health Services Safe Routes to School Program to provide funding and support for the expansion of education, encouragement, enforcement, and evaluation programs recommended in this Plan. Policy 4-2: Identify funding gaps, volunteer support needs, and community champions within bicycle and pedestrian outreach programs. Policy 4-3: Conduct bicycle and pedestrian counts and surveys whenever vehicle counts are conducted to gauge the effectiveness of various improvements and programs and to develop a monitoring program. Store the count data in City-maintained databases. Goal 5: Maximize multi-modal connections in the transportation network Policy 5-1: Ensure that the bicycle system serves transit stops and stations; ensure that pedestrian crossing desire lines are met at transit stops; and ensure that continuous, accessible pedestrian routes are provided. Policy 5-2: Work with local and regional transit agencies to evaluate long- and short-term bicycle parking needs and to implement needed bicycle parking at BART stations and bus stops. Policy 5-3: Integrate design for bus stops, such as bus platforms and bulb- outs, bus shelters, and secure bicycle parking when roadways with existing or proposed transit routes are improved. Work with AC Transit on development of Class III Bicycle Routes on arterial roadways with public transportation services. Goal 6: Improve citywide bicycle and pedestrian safety Policy 6-1: Work to reduce the rate of bicycle and pedestrian crashes through the implementation of educational support programs and safety improvement projects outlined in this Plan, injuries and fatalities on all roadways, with priority to crash locations in vicinity of El Cerrito Plaza, BART stations, bus stops, and schools. Policy 6-2: Where bicycle-auto and pedestrian-auto collisions have occurred, prioritize the needs of cyclists and pedestrians in roadway operations and design. Policy 6-3: Monitor bicycle- and pedestrian-related collisions annually. Policy 6-4: Work with the Contra Costa Health Services Safe Routes to School Program and local schools to identify and pursue funding for “Safe Routes to Schools” infrastructure improvements for cyclists and pedestrians. Policy 6-5: Work with El Cerrito Police in identifying funding to increase enforcement of vehicle and bicycle laws. Policy 6-6: Work with local advocacy groups and the El Cerrito Police to create an education campaign centered on reducing red light and stop sign running by all roadway users. ---PAGE BREAK--- 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 22 Policy 6-7: Consult and implement the Crosswalk Policy contained in Appendix A when considering crosswalk enhancement, installation, and removal ---PAGE BREAK--- 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 23 Support Programs Effective policies and comfortable, safe bicycle and pedestrian designs are the foundation of bicycle and pedestrian networks. However, policies and design are enhanced by accompanying programs that inform and educate users, enforce policies, and maintain infrastructure. Below are program recommendations for the City of El Cerrito to initiate, enhance, or continue through direct sponsorship or indirect support. Many programs are comprehensive and incorporate elements of policy, design, enforcement, education, and infrastructure maintenance. Implementation of these programs depends on funding, availability of City staff, and coordination with other groups and organizations. A benchmarking assessment of the City’s programs is further discussed in Table 2-1. Four types of programs are addressed in the following section: Education, Enforcement, and Encouragement Safe Routes to School Safety Maintenance and Spot Improvements Education, Enforcement and Encouragement Promote Walking Although improvements to pedestrian routes will promote walking, it is also important to inform residents of the improvements and the benefits of walking. Specifically, walking and jogging have many health benefits, including weight loss and reducing the risk of chronic diseases including cancer, diabetes, and heart disease. For the 20.1% of Contra Costa County adults who are obese, walking and other forms of physical activity are essential to a healthier lifestyle. Education recommendations include: Education Recommendations • Partner with the El Cerrito Trail Trekkers to publicize and distribute a map of trails, hillside paths, and walking routes. Post and make hard copies available at entrances to parks, and civic buildings, and post an electronic version on the City’s website. Coordinate with the El Cerrito Historical Society on interpretive guides they plan to produce. Include information about the health and fitness benefits of walking and jogging in relevant outreach materials. • Implement projects to highlight pedestrian routes and guide pedestrians to key destinations. Continue to work with Trail Trekkers on installation of wayfinding signs that promote use of trails, hillside paths and walking routes. • Encourage and support the use of walking routes for charity walks, school events, or races. Promote Safe Bicycle Riding With new bicycle facilities, it is important to encourage safe riding practices while promoting biking as an alternative mode of transportation. In the past, the City of El Cerrito has participated in the regional Bike to Work Day by hosting an “energizer station.” The El Cerrito Police Department provides a variety of educational services, including hosting bicycle rodeos, providing bicycle safety education materials at El Cerrito events, and training Richmond bicycle officers and BART police. They also set up DUI checkpoints in coordination with the City of Richmond and Contra Costa County. ---PAGE BREAK--- 24 Education Recommendations Publish maps that highlight the bicycle network, end trip facilities, and connections to other bicycle routes. Post the map at end trip facilities (such as the BART bicycle parking areas), make hard copies available at civic buildings and bicycle shops, and post an electronic version on the City’s website. Include bicycle safety tips and the benefits of bicycle riding on the maps. Use existing available maps, such as the Berkeley Biking and Walking Guide, and work to create one focused on El Cerrito. Post signs to highlight bikeways and guide bicyclists to key destinations. Continue the “Bike to Work Day” program by promoting the event, including among City employees. Coordinate with the regional Bike to Work Day program to publicize and promote the event in El Cerrito. Coordinate with Bike East Bay and other organizations to sponsor bicycle street safety education classes for both school-aged and adult riders and a recreational ride to showcase new bicycle facilities or improvements. Classes may focus on topics such as bicycling skills, theft prevention, bicycle mechanics, learn-to-ride for youth or adults, and more. Consider coordinating with Bike East Bay and other organizations on a “bike traffic school” diversion program, as allowed under law, enabling ticketed bicyclists to attend a free class and have their fine reduced. Enforcement Recommendations Encourage the El Cerrito Police Department to officially promote and use the free Bike Index registry system, which allows individuals to register bicycle identification info online. This index enables users to make a complete police report in the case of a theft, and increases the chance of a recovered bicycle being returned to the owner. Safe Routes to School School zones are particularly hazardous areas for pedestrians and bicyclists with many parents dropping off or picking up students. However, there are many benefits of having children walk or bike to school, including improving physical health and reducing traffic congestion. This program can bring together Contra Costa Health Services (CCHS), who operate a Safe Routes to School Program in West County, West Contra Costa County Unified School District (WCCUSD) and private school administrators and staff, parents, students, and City staff and officials. The El Cerrito Police Department provides targeted pedestrian enforcement near schools. Design Recommendations Analyze the transportation and safety issues in each school area by coordinating a walk around the school site and along regularly traveled school routes with City and school staff, parents, and students. Also, identify areas for safe and secure long term bicycle parking. Determine solutions for existing problems and potential funding sources for implementing improvements. 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs ---PAGE BREAK--- 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 25 Education Recommendations Coordinate with individual schools and CCHS to distribute information to teachers, parents, and students about the following issues: • Recommended routes to walk or bike to school • Benefits of walking or biking to school for parents and students • Location and prescribed traffic patterns for pick up and drop off areas • Potential fines for not obeying traffic laws in the school zone and pick up and drop off areas • Alternative locations for “park and walk” or “walking school bus” • Promote and aid in organizing “Walk to School Day” Enforcement Recommendations The El Cerrito Police Department should continue to be a visible presence during school pick up and drop off periods, ticketing violators of traffic regulations in school zones, including speeding, illegal parking, not stopping for pedestrians in the cross walk, and U-turns. Safety Discourage Unsafe Driving Behaviors Speeding, not stopping for pedestrians in the crosswalk, and illegal parking are all vehicular issues that impact the safety of bicyclists and pedestrians. Speeding is particularly a problem on streets with large volumes of through traffic. Not stopping for pedestrians in the crosswalk is especially a danger in commercial districts, school zones, park entrances, and near transit stops or stations. The City currently has a Neighborhood Traffic Management Program that includes policies and procedures for requesting, evaluating, and installing a toolkit of traffic calming measures. Design Recommendations Work with developers to consider traffic calming improvements as part of their development project. Traffic calming measures were identified in the San Pablo Avenue Complete Streets Plan; projects within the Specific Plan area should incorporate these measures as feasible. Work with residents to use appropriate traffic calming techniques on residential streets per the Neighborhood Traffic Management Program. Enforcement Recommendations The El Cerrito Police Department should continue to regularly monitor and penalize motorists that do not obey traffic rules and regulations, especially those that impact the safety of bicyclists and pedestrians. Education Recommendations Partner with Bike East Bay and other organizations to implement a driver- focused bicycle and pedestrian safety education program, targeted toward teen learners, professional drivers, or others apprehended during enforcement activities. Increase Personal Safety on Ohlone Greenway The Ohlone Greenway currently has both real and perceived issues regarding security for users. The isolation of mid-block areas, lack of visibility from the street, and proximity of the existing trails to the elevated BART railway support columns make the site difficult for police to patrol and monitor. In recent years, El Cerrito Police have increased patrol of the Ohlone Greenway and the City and BART partnered on the 2013-2014 Seismic Improvement ---PAGE BREAK--- 26 Project, which improved sight distances by reducing vegetation. The project improved trail alignment and pavement conditions to increase safety for all users. Other recent projects have installed lighting and a security camera system. Design Recommendations Refer to the Ohlone Greenway Master Plan (2009) Design Guidelines to improve security, safety and support the continued improvement of the Greenway. For private projects adjacent to the Greenway, refer to the San Pablo Avenue Specific Plan Form-Based Code Ohlone Greenway Street Type regulations in order to encourage activities and activated land uses along the length of the trail. Enforcement Recommendations Continue vehicular and bicycle patrols to deter criminals and provide users with a sense of safety. Maintenance and Spot Improvements Intersection and Bikeway Spot Improvement Program The City should ensure that a mechanism exists to evaluate the bicycle network, to alleviate potential hazards and to improve conditions for non- motorized users at specific intersections and locations. Training should be provided if necessary to ensure that the Public Works crew recognizes bicycle hazards, such as improperly designed or placed drainage grates, overhanging tree limbs, signal timing problems (e.g. green phase too short), etc. Bicycle routes continue to be included in the Capital Improvements Program for repaving and other maintenance. Policy Recommendations: • Periodically Analyze Pedestrian and Bicycle Accident Data: The City should evaluate pedestrian and bicycle accident data on a regular basis to determine if any specific intersection locations appear to have higher accident rates that could be due to design problems. Repair of Sidewalks, Crosswalk, and Curb Ramps Tree roots, regular use, seismic activity, and weather contribute to the deterioration of public infrastructure. Uneven sidewalks, broken asphalt in crosswalks, and lack of curb ramps are hazardous and limit pedestrian mobility. Maintenance Recommendations • The Public Works Department should continue to institute a program to regularly improve and repair uneven sidewalks, broken asphalt in crosswalks, and install new curb ramps. This should include consideration and implementation of the ADA Transition Plan. • Evaluate and implement website or mobile app to enable residents and visitors to more easily report and track hazards in the public right-of-way. Eliminating Sidewalk Hazards The San Pablo Avenue Specific Plan and Complete Streets Plan and the City of El Cerrito Urban Greening Plan identify sidewalks, particularly within commercial districts and long walkable corridors, as important community amenities. Sidewalks may be used by adjacent businesses as additional retail 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs ---PAGE BREAK--- 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 27 space, outdoor seating or community gathering spaces. New policy direction encourages the activation of sidewalks to create more vibrant, pedestrian- oriented environment. New uses of the sidewalk right-of-way, however, must maintain a safe and clear path of travel and must comply with additional City regulations. Education Recommendations • Provide business owners with information about sidewalk regulations, encouraging sidewalk activation and the provision of community amenities, without obstructing a safe path of travel. • Provide information about bicycle regulations on the City’s website and through other outreach mechanisms. Enforcement Recommendations • The Building Code officer should work with retailers and eliminate the merchandise displays or signs in the pedestrian path of travel. • El Cerrito Municipal Code Section 11.40.030 prohibits vehicle parking on the curb or sidewalk. The Police Department should continue to ticket vehicles parked on the sidewalk. Overgrown Vegetation on Sidewalks and Planting Strips The San Pablo Avenue Specific Plan and the City of El Cerrito Urban Greening Plan both identified the importance of landscaping along sidewalks and streets to creating a pleasant pedestrian environment. Trees provide shade, help improve air quality and provide a buffer between sidewalks and busy streets. Plants and green infrastructure projects along the right-of-way help filter and capture stormwater, provide visual interest and a sense of place. Overgrown or poorly maintained vegetation, however, may limit or block the path of travel for pedestrians on the sidewalk or bicyclists traveling in the curb lane. Design Recommendations Landscaping should be limited to the Sidewalk Amenity Zone within the San Pablo Avenue Specific Plan area within existing landscaping strips throughout the rest of the City. Where a landscaping strip doesn’t exist, a 6’ clear path of travel will be maintained on commercial streets and a 5’ clear path of travel on residential streets. Education Recommendations Inform residents about the impact of overgrown shrubbery on pedestrians and bicyclists. Ask residents to trim any vegetation that infringes on a clear travel path. Maintenance Recommendations • Ensure that landscapes at maturity do not interfere with safe sight distances for bicycle, pedestrian, or vehicular traffic; do not conflict with overhead lights, traffic controls, traffic signage, utility lines or poles, or walkway lights; do not block bicycle or pedestrian ways; and, decrease crime using environmental design principles. • Require adjacent property owners: to maintain landscaped areas with live and healthy plant materials, replacing plant materials when necessary to maintain full function and aesthetics; to water, weed, prune, fertilize and keep sidewalks and planting strips litter free. ---PAGE BREAK--- 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 28 Enhance the Walking and Biking Environment Trees, sidewalk landscaping, street furniture, pedestrian-scale lighting and public art can help promote walking and biking by creating a more pleasant and safe sidewalk environment. Design Recommendations When improving bikeways and pedestrian routes, include street trees, planting strips, lighting and appropriate street furniture, while maintaining a clear path of travel. For projects within the San Pablo Avenue Specific Plan area, reference the sidewalk width and landscaping requirements outlined in the Plan. ---PAGE BREAK--- 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 2. Goals, Policies, & Programs 29 Programs, Policies, & Practices Assessment The City of El Cerrito has made significant investments and policy updates since the 2007 Circulation Plan for Bicyclists and Pedestrians. The City’s existing approaches to facilitating and enhancing bicycling and walking were reviewed with a benchmarking matrix that compares the City’s programs, policies, and practices with national best practices. This assessment helped guide the Plan’s Goals and Policies outlined in the previous section. The benchmarking analysis categorizes the City’s programs, policies, and practices into three areas as follows: Key – areas where the City of El Cerrito is exceeding national best practices Enhancements—areas where the City is meeting best practices Opportunities—areas where the City appears not to meet best practices The benchmarking analysis, with associated recommendations, is presented in Table 2-1. ---PAGE BREAK--- 2. 2. 2. 2. Goals, Policies & Programs Goals, Policies & Programs Goals, Policies & Programs Goals, Policies & Programs 30 TABLE 2-1 PROGRAMS, POLICIES, AND PRACTICES BENCHMARKING ANALYSIS Plans, Policies, & Programs Benchmark El Cerrito Plans, Policies, & Programs Recommendations for Further Enhancement Bicycle Parking Ordinance Safe and convenient bicycle parking is essential for encouraging bicycle travel and increasing bicycle access to key destinations. Key Strength Per Section 19.24.090 of the City’s Municipal Code, different kinds of development require short- and long-term bicycle parking. The Code also identifies siting requirements for bicycle parking. Bicycle parking facilities are located at all parks and schools in the City in addition to each bus stop on San Pablo Avenue. The San Pablo Avenue Specific Plan requires short- and long-term bicycle parking for all projects within the Specific Plan area. The Plan includes design guidelines and siting requirements to maximize access and ease of use. The City has installed bike parking at each bus stop on San Pablo Avenue. The City strives to provide bicycle parking facilities at all parks and public facilities by including additional bike parking in parks and facilities projects. The City has encouraged the school district to provide on-site bike parking which is more secure than current facilities. • Update the bicycle parking requirements of the City’s Municipal Code to reflect national best practice in the form of the Association of Bicycle and Pedestrian Professional’s (APBP’s) Bicycle Parking Guidelines, 2nd Edition. • Outreach to and coordination with businesses, business districts, and residents to create an on-street bicycle corral program. • Place bicycle parking in bulbouts or bus bulbs. ---PAGE BREAK--- 2. Goals, Policies & Programs 2. Goals, Policies & Programs 2. Goals, Policies & Programs 2. Goals, Policies & Programs 31 TABLE 2-1 PROGRAMS, POLICIES, AND PRACTICES BENCHMARKING ANALYSIS Plans, Policies, & Programs Benchmark El Cerrito Plans, Policies, & Programs Recommendations for Further Enhancement Provision for Density and Mixed-Use Development in General Plan Planning principles contained in a city’s General Plan can provide an important policy context for developing bikeable and walkable areas. Transit-oriented development (TOD), higher densities, and mixed uses are important planning tools for walking- and bicycling-oriented areas. The Circulation Element of the General Plan typically assigns roadway typologies, which can include a layered network approach with prioritized corridors for transit, pedestrian, bicycle, and auto travel. Key Strength Higher density is allowed and encouraged at the City’s three focal points centered on San Pablo Avenue: Del Norte BART, Midtown, and El Cerrito Plaza BART. San Pablo Avenue is designated as a mixed-use corridor in the City’s General Plan and San Pablo Avenue Specific Plan and Complete Streets Plan. • With the next General Plan update, ensure the Circulation Element is consistent with this Plan. • Extend transit orientated and mixed use zoning beyond the areas already identified. • Consider maximum (rather than minimum) parking ratios in TOD districts. • Implement the San Pablo Avenue Specific and Complete Streets Plan. Adoption of Open Space Requirements Requiring open spaces throughout a City and strategically located along transit corridors promotes and improves walkability by providing pedestrian amenities, places of interest and community gathering spaces. Key Strength The City’s Urban Greening Plan (draft, 2015) plans for parks and open space connections throughout the City. The Plan aims to identify needs, opportunities, and strategies for creating a greener more environmentally sustainable City by increasing connectivity, improving existing green spaces and creating new ones. • Complete a nexus study to consider a funding mechanism, such as impact fees, to pay for acquisition and maintenance of open space. • Create privately-owned public and private open space requirements for new developments. Develop an in-lieu program to assess fees on new projects that cannot meet these requirements, to pay for acquisition elsewhere Street Tree Requirements Street trees enhance the pedestrian environment by providing shade and buffer from vehicles. There are social, environmental, and economic benefits to maintaining an urban forest. Key Strength The El Cerrito Urban Forest Management Plan (2007) created a tree inventory throughout the City and required that new development projects plant street trees. The City Tree Committee recommends programs, policies and ordinances to implement and promote the City’s Master Street Tree Plan and Urban Forest Management Plan and coordinates with Public Works Department staff regarding management and maintenance efforts. • Coordinate with the standing Tree Committee on urban forestry issues throughout the City. • Implement recommendations contained in the Urban Greening Plan and streetscape design guidelines contained in the San Pablo Avenue Specific Plan and Complete Streets Plan as they relate to street tree requirements. ---PAGE BREAK--- 2. 2. 2. 2. Goals, Policies & Programs Goals, Policies & Programs Goals, Policies & Programs Goals, Policies & Programs 32 TABLE 2-1 PROGRAMS, POLICIES, AND PRACTICES BENCHMARKING ANALYSIS Plans, Policies, & Programs Benchmark El Cerrito Plans, Policies, & Programs Recommendations for Further Enhancement Law Enforcement Enforcement of the rules of the road is a key part of bicyclist and pedestrian support programs. Key Strength • The City has two traffic safety officer positions who devote half their time to pedestrian safety training and enforcement. The officers participate in school outreach where they discuss pedestrian and bicycle safety with students. • The Neighborhood Pace Car Pledge Program encourages self- enforcement by allowing El Cerrito resident s to pledge to drive slower and safer. • Implement the adopted Neighborhood Traffic Management Program to address neighborhood traffic concerns. •Establish pedestrian and bicycle-specific education programs. •Proactively work with BART to address safety concerns near BART stations and the Ohlone Greenway. •Collaborate with other cities, such as Richmond, to share law enforcement resources. Crosswalk Installation, Removal, and Enhancement Policy Establishing a clear protocol for when and how to stripe crosswalks and whether to include crossing enhancements creating a consistent application of treatments citywide. Key Strength This Plan includes a citywide Crosswalk Policy that addresses crosswalk installation, removal, and enhancements. • Consult and implement the Crosswalk Policy contained in this Plan (Appendix A Appendix A Appendix A Appendix Updated ADA Transition Plan for Streets and Sidewalks Key Strength The City adopted the ADA Transition Plan in 2009. It addresses the primary pedestrian routes and public facilities in El Cerrito, determines if any modifications are necessary to improve accessibility, and presents a timeline for completing improvements. • Create a tracking system for ADA requests and improvements, with potential for web-based tracking. • Continue to retrofit pedestrian signals with audible features, and add vibrotactile features. • Install two curb ramps per corner when retrofitting intersections. Inventory of Sidewalks, Informal Pathways, and Key Pedestrian Opportunity Areas Conducting an inventory of pedestrian and bicycle facilities in the community is a critical first step to addressing deficiencies in the network and prioritizing future projects. Key Strength Many of the City’s informal pathways have been identified through the Trail Trekker’s map and are reflected in the Plan’s Pedestrian Network. • Create and periodically update a GIS-based inventory of sidewalks and pathways. ---PAGE BREAK--- 2. Goals, Policies & Programs 2. Goals, Policies & Programs 2. Goals, Policies & Programs 2. Goals, Policies & Programs 33 TABLE 2-1 PROGRAMS, POLICIES, AND PRACTICES BENCHMARKING ANALYSIS Plans, Policies, & Programs Benchmark El Cerrito Plans, Policies, & Programs Recommendations for Further Enhancement General Plan Designation of Pedestrian Nodes Key Strength The El Cerrito Del Norte and El Cerrito Plaza BART Stations in addition to the Midtown area are the three designated pedestrian nodes within the City. The San Pablo Avenue Specific Plan and Complete Streets Plan designate San Pablo Avenue as priority street for pedestrians and transit. Schools and parks are also considered pedestrian nodes. • Reduce block on San Pablo Avenue, through midblock connections as identified in the Specific Plan • Identify and create more subarea plans within El Cerrito that are well-suited for pedestrian nodes. Safe Routes to School Program and Grant Funding Safe Routes to School programs encourage and educate students and parents on how to safely walk and bicycle to school. Enhancement Through Contra Costa Health Services (CCHS), two elementary schools currently have Safe Routes programs: Fairmont Elementary School and Harding Elementary School. • Work with Contra Costa Health Services to build on safe routes to school programs in El Cerrito schools and apply for additional safe routes to school funding. • Establish both infrastructure and non-infrastructure programs that encourage students, parents and teachers to walk or bike to school. Adoption of a Transit First Policy Transit First policies designate areas where transit mobility is prioritized over vehicle mobility. Enhancement El Cerrito’s General Plan incorporates a Transit First Policy, which is applied primarily to San Pablo Avenue, a major corridor for transit vehicles operating in a congested environment. The San Pablo Avenue Specific Plan and Complete Streets Plan adopted a multimodal level of service for projects within the Plan area that prioritized pedestrian and transit modes of travel. • Strengthen the City’s existing Transit First policy to incorporate all active modes and serve as a Complete Streets Policy for the City. • Include a Safe Routes to Transit policy that maintains enhanced bicycle parking and other bicycle infrastructure at transit stations, pedestrian amenities and commuter benefits. Collision History and Collision Reporting Practices Collision information helps prioritize bicycle and pedestrian projects. Enhancement The City currently relies on the Statewide Integrated Traffic Records System (SWITRS) database for collision analysis, but has received a grant to purchase analysis software called Intersection Magic, which has not yet been obtained. • Obtain Intersection Magic software. • Develop program to collect and analyze pedestrian and bicycle collision data. • Develop a mechanism for tracking collisions on the Ohlone Greenway. ---PAGE BREAK--- 2. 2. 2. 2. Goals, Policies & Programs Goals, Policies & Programs Goals, Policies & Programs Goals, Policies & Programs 34 TABLE 2-1 PROGRAMS, POLICIES, AND PRACTICES BENCHMARKING ANALYSIS Plans, Policies, & Programs Benchmark El Cerrito Plans, Policies, & Programs Recommendations for Further Enhancement Use of Leading Pedestrian Intervals (LPIs) and Pedestrian Scrambles LPIs provide pedestrians with “head start” signal timing before vehicles on the parallel street are allowed to proceed through the intersection. Pedestrian scrambles create an exclusive pedestrian signal phase. Enhancement The City has installed an LPI at the Fairmount/Ashbury intersection. • Consider additional locations for LPI placement where pedestrian volumes are high. • Consider installing an exclusive pedestrian phase, such as a pedestrian scramble at key pedestrian demand areas, such as near retail areas and schools. Proper Use of Pedestrian and Bicycle Traffic Control Devices and Detection (Signs, Markings, and Signals) Enhancement The City monitors its signals on a basis to check for needed repairs. The City has upgraded many of its pedestrian signals to include pedestrian countdown signals. Nearly 100% of all signal s in the City have LED signal heads. • Opportunistically adjust the timing clearance intervals at signalized intersections to account for the time needed for a bicyclist to clear the intersection and for 3.5 foot/second clearance interval for pedestrians • Opportunistically provide bicycle detection at all signalized intersections, with priority given to designated bicycle routes. • Opportunistically install pedestrian countdown signals at signalized intersections. Pedestrian-Oriented Traffic Signal and Stop Sign Warrants All-way stop controlled intersections improves pedestrian safety by reducing conflicts and improving visibility. Enhancement El Cerrito currently uses MUTCD warrants for traffic signal and stop sign placement. • Consider relaxed all-way stop control warrants that allow more flexibility for accommodating pedestrians at intersections. Albany and Contra Costa County both use warrants that could serve as models. Pedestrian-Oriented Speeds Limits and Speed Survey Practices Pedestrian fatality rates increase exponentially with vehicle speed. Reducing vehicle speeds in pedestrian zones is one of the most important strategies for enhancing pedestrian safety. Enhancement The City has created a 15MPH speed limit zone on Lincoln Avenue near El Cerrito High School. • Proactively set speed limits and consider pedestrian volumes as a criterion in setting speed limits. ---PAGE BREAK--- 2. Goals, Policies & Programs 2. Goals, Policies & Programs 2. Goals, Policies & Programs 2. Goals, Policies & Programs 35 TABLE 2-1 PROGRAMS, POLICIES, AND PRACTICES BENCHMARKING ANALYSIS Plans, Policies, & Programs Benchmark El Cerrito Plans, Policies, & Programs Recommendations for Further Enhancement Adoption of Newspaper Rack Ordinance News rack ordinances improve the pedestrian realm by reducing clutter and organizing sidewalk zones by regulating the type and location of newspaper racks. Enhancement The City’s adopted ordinance (2011) applies to San Pablo Avenue and provides guidance on siting racks to not impede sidewalk mobility. The ordinance prohibits privately-owned newspaper racks, providing city-owned racks to private organizations for a fee. • Ensure consistency between the ordinance and San Pablo Avenue Specific Plan and Complete Streets Plan design guidelines. Public Involvement and Feedback Process Responding to public concerns through advisory groups and public feedback mechanisms represents a more proactive and inclusive approach to pedestrian and bicycle safety. Enhancement El Cerrito has several mechanisms for receiving public comment on pedestrian and bicycle issues and needs: personal visits to City Hall, emails and phone calls to the Public Works Department, and submissions via the City’s website. The City tracks requests in a database and provides status updates. The City has an ADA Working Group that provides guidance on implementation of the ADA Transition Plan and requests from the public. • Create a robust web-based tracking system for complaints, allowing complainants to track the progress and status of their complaints. ---PAGE BREAK--- 2. 2. 2. 2. Goals, Policies & Programs Goals, Policies & Programs Goals, Policies & Programs Goals, Policies & Programs 36 TABLE 2-1 PROGRAMS, POLICIES, AND PRACTICES BENCHMARKING ANALYSIS Plans, Policies, & Programs Benchmark El Cerrito Plans, Policies, & Programs Recommendations for Further Enhancement Transportation Demand Management Transportation Demand Management (TDM) programs encourage multi-modal travel by incentivizing non-drive- alone options. As new development occurs, TDM programs can be expanded, formalized, and strengthened. Enhancement The City has a TDM Program for employees that subsidizes commuter vouchers. The City’s Employee Commuter Benefits Program is in compliance with the Bay Area Commuter Benefits Program adopted by the Bay Area Air Quality Management District (BAAQMD) and the Metropolitan Transportation Commission under Senate Bill 1339. The San Pablo Avenue Specific Plan requires basic TDM for all new developments. Projects proposing 0-0.5 auto spaces/residential unit or 0-0.5 auto spaces/1,000 sf commercial (TOHIMU) and 0-1 auto spaces/residential unit or 0-0.5 auto spaces/500 sf commercial (TOMIMU) may be required to perform a parking study and/or provide additional TDM measures. There are electronic bike lockers at City Hall,. 511.org, operated by the West Contra Costa County Transportation Authority, provides local TDM resources. • Establish Citywide TDM policies as conditions of approval for development citywide. • Establish a Transportation Management Association (TMA) for the three core areas (El Cerrito Plaza, Del Norte, and Midtown) to coordinate parking, transit, and other TDM strategies and policies. •The Bay Area Commuter Benefits Program requires employers with 50 or more employees to provide them with commuter benefits. Public Art Public art encourages walking by improving the pedestrian realm and walking experience. Enhancement El Cerrito has an Art In Public Places ordinance whereby new development projects must include 1% of their overall budget for public art or donate the same amount to the City art fund. • Create walking tours and promotional materials highlighting public art. Attention to Crossing Barriers Crossing barriers, such as, freeways and major arterials, may discourage, or even prohibit, pedestrian access. Identifying and removing barriers and preventing new barriers is essential for improving walkability and pedestrian safety. Enhancement El Cerrito currently addresses issues on a case-by-case basis. Examples of barriers in El Cerrito include I-80 and San Pablo Avenue. • Establish a policy for pedestrian crossings at barrier locations, such as safe crossing every ¼ or ½ mile • Implement the San Pablo Avenue Specific Plan to addresses San Pablo Avenue as a barrier • Collaborate with the City of Richmond and Caltrans to address I-80 barriers ---PAGE BREAK--- 2. Goals, Policies & Programs 2. Goals, Policies & Programs 2. Goals, Policies & Programs 2. Goals, Policies & Programs 37 TABLE 2-1 PROGRAMS, POLICIES, AND PRACTICES BENCHMARKING ANALYSIS Plans, Policies, & Programs Benchmark El Cerrito Plans, Policies, & Programs Recommendations for Further Enhancement Bicycling and Walking Counts Routinely and systematically counting the number of people who walk and bicycle in El Cerrito is important for monitoring the effectiveness of infrastructure investments and documenting the need for continued investments in those facilities. Enhancement Pedestrian and bicycle counts are routinely collected as part of all traffic studies. • Keep records of locations where counts are available, and supplement them annually with counts in additional locations • Geocode counts to develop a GIS database • Add sensors to flashing beacons to perform automated bicycle and pedestrian counts • Work with Bike East Bay to complete annual bicycle and pedestrian counts at key intersections Health Agencies and Non Traditional Partners Involving non-traditional partners such as emergency services, such as the Fire Department, in the planning or design of pedestrian facilities may create opportunities to be more pro-active with pedestrian safety. Enhancement Contra Costa Health Services is a regular participant in many City planning processes, including the San Pablo Avenue Specific Plan. • Continue to involve Contra Costa Health Services and Fire Department in the planning or design of bicycle and pedestrian facilities • Engage Contra Costa Health Services in implementing Safe Routes to School programs in El Cerrito Education and Encouragement Programs Education and encouragement programs also include special events that promote active transportation, such as Bicycle to Work Day or bicycling skills courses. Opportunity El Cerrito participates in the Streetwise program through Contra Costa Health Services, which emphasizes pedestrian safety education and activity promotion. El Cerrito has participates in Bike to Work Day. The City occasionally partners with Bike East Bay to provide family bicycling workshops. The Police Department also offers a variety of educational programs, as described in Chapter 6 Support Programs. • Establish a pedestrian safety campaign. • Develop a bicycle and pedestrian safety curriculum for schools and community centers. Continue to provide • Consider developing bicycling and pedestrian safety and informational brochures specific to El Cerrito. Traffic Management Procedures Traffic Management Procedures guide the City towards a consensus threshold on neighborhood traffic calming requests and approvals, as well as standard treatments and criteria. Enhancement In 2010, the City adopted a Neighborhood Traffic Management Plan. • Ensure funding for traffic calming projects through inclusion in the CIP. Source: Fehr & Peers, 2015. ---PAGE BREAK--- 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 38 3. . . . Existing Conditions Existing Conditions Existing Conditions Existing Conditions ---PAGE BREAK--- 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 39 El Cerrito Today Land Use The City of El Cerrito is a safe, connected, and environmentally-focused Bay Area destination with vibrant neighborhoods, businesses and public places, and diverse cultural, educational and recreational opportunities for people of all ages. Centrally located along the I-80 and San Pablo Avenue corridors in the East Bay region, El Cerrito is a predominantly residential community with access to major public transportation and regional economic centers. El Cerrito is the southernmost jurisdiction in Contra Costa County. The City of Richmond is north and west and the City of Albany shares the southern border. Wildcat Canyon Regional Park and unincorporated Kensington and Richmond Heights are east and north of the City respectively. El Cerrito is a predominantly residential community. The lower elevations have a grid pattern of development, provision of sidewalks, and on-street parking. In higher elevations, the development pattern follows the natural contours of the land and is characterized by steep slopes, circuitous streets, and sporadic provision of sidewalks. Since El Cerrito is a predominantly residential community, the major economic generators in the City are commercial and retail stores to serve the residents. There are over 8,000 jobs in El Cerrito with the main areas of employment being retail (34%) and services San Pablo Avenue, historically a transit and automobile thoroughfare, is both the City’s primary commercial corridor and a major arterial connector. It lies between BART, the regional commuter rail system, and Interstate 80 (I-80), which provides direct connections to the Bay Bridge and San Francisco. The Ohlone Greenway, a regional multiuse trail, runs beneath the BART tracks and parallel to San Pablo Avenue, connecting the City’s two BART stations to other regional pedestrian and bicycle facilities. Given the close proximity to both I- 80 and I-580, regional traffic congestion has a spillover effect on San Pablo Avenue, which serves as California State Route 123 from the southern city boundary to Cutting Boulevard. Several recent public and private investments have enhanced the Avenue, including Ohlone Greenway improvements, San Pablo Avenue streetscape improvements, bicycle and pedestrian infrastructure projects, and private development to help alleviate traffic problems and to encourage walking and biking in El Cerrito. In addition to San Pablo Avenue, there is commercial development along Fairmount Avenue and Stockton Avenue. Figure 3-1 and 3-2 displays the major land uses and key destinations in El Cerrito, such as commercial centers, schools, parks and transit stations. ---PAGE BREAK--- n n n n n n n n n n n n n n n n b b San Pablo Av Potrero Av Arlington Blvd Moeser Ln Central Av Barrett Av Fairmount Av Colusa Av Ashbury Av Arlington Av Richmond St Key Blvd Elm St Balra Dr Everett St Norvell St Terrace Dr Navellier St Schmidt Ln King Dr Colusa Av Blake St Manila Av Portola Dr Lincoln Av Donal Av Gladys Av Seaview Dr Waldo Av Carquinez Av Pomona Av Albemarle St Scott St Carmel Av Jordan Av Clayton Av Contra Costa Dr Tamalpais Av Cutting Blvd Hill St Ramona Av Hagen Blvd Rifle Range Rd Mira Vista Dr Knott Av Bonnie Dr Lawrence St Rosalind Av Vis Heights Rd San Carlos Av Avis Dr Lynn Av Galvin Dr Shevlin Dr Alva Av Brewster Dr Betty Ln Ganges St Gatto Av Vista Rd Yosemite Av El Dorado St Tassajara Av Yuba Av Macdonald Av Club View Dr Harper St Ward Av Stockton Av Avila St Village Dr Conlon Av Wildcat Dr Belmont Av Bates Av Buckingham Dr View Dr Havens Pl Snowdon Av Glen Mawr Av Liberty St Pinehurst Ct Eureka Av Santa Clara Av Walnut St Devonshire Dr Wesley Av Julian Dr Wildwood Pl Rivera St Kenilworth Av Regency Ct Humboldt Av Plank Av Seaview Pl Eastshore Blvd Arbor Dr Kensington Rd Kent Dr Roger Ct Lexington Av Wilson Wy Rockway Av Craft Av Ln Leviston Av Santa Fe Av Madera Dr Villa Nueva Dr Waldo Ln Fairview Av Mound Av James Pl Park Vista Clark Pl Contra Costa Rd Elm St Liberty St Errol Dr Lexington Av Lexington Av Pomona Av Liberty St Everett St Norvell St Seaview Dr Stockton Av Eureka Av Kearney St Eureka Av Kearney St Liberty St Sierra School Madera School Harding School Cameron School Tehiyah School Prospect-Sierra Elementary School Fairmount School St John's School St. Jerome's School El Cerrito High School Future Portola Middle School Korematsu Middle School Albany Middle School Montessori Family School Stege Elementary School Summit School Mira Vista Golf & Country Club Castro Park Hillside Natural Area Canyon Trail Park Cerrito Vista Park Huber Park Arlington Park Tassajara Park Mira Vista Park Central Park Poinsett Park Baxter Gateway Park Fairmount Park Harding Park Creekside Park El Cerrito Plaza Station El Cerrito del Norte Station Existing Land Uses Land Use High Density Medium Density Low Density Very Low Density Commercial/Mixed Use Institutional & Utility Parks & Open Space Figure 3-1 Ohlone Greenway U n i o n P a c i f i c R a i l r o a d 80 580 Bay Trail City of El Cerrito ---PAGE BREAK--- n n n n n n n n n n n n n n n n b b J J5 Jm JI A J J ® J W Jç PE J5 J JI J JI Jd JI JI San Pablo Av Potrero Av Arlington Blvd Moeser Ln Central Av Barrett Av Fairmount Av Colusa Av Ashbury Av Arlington Av Richmond St Key Blvd Elm St Balra Dr Everett St Norvell St Terrace Dr Navellier St Schmidt Ln King Dr Colusa Av Blake St Manila Av Portola Dr Lincoln Av Donal Av Gladys Av Seaview Dr Waldo Av Carquinez Av Pomona Av Albemarle St Scott St Carmel Av Jordan Av Clayton Av Contra Costa Dr Tamalpais Av Cutting Blvd Hill St Ramona Av Hagen Blvd Rifle Range Rd Mira Vista Dr Knott Av Bonnie Dr Lawrence St Rosalind Av Vis Heights Rd San Carlos Av Avis Dr Lynn Av Galvin Dr Shevlin Dr Alva Av Brewster Dr Betty Ln Ganges St Gatto Av Vista Rd Yosemite Av El Dorado St Tassajara Av Yuba Av Macdonald Av Club View Dr Harper St Ward Av Stockton Av Avila St Village Dr Conlon Av Wildcat Dr Belmont Av Bates Av Buckingham Dr View Dr Havens Pl Snowdon Av Glen Mawr Av Liberty St Pinehurst Ct Eureka Av Santa Clara Av Walnut St Devonshire Dr Wesley Av Julian Dr Wildwood Pl Rivera St Kenilworth Av Regency Ct Humboldt Av Plank Av Seaview Pl Eastshore Blvd Arbor Dr Kensington Rd Kent Dr Roger Ct Lexington Av Wilson Wy Rockway Av Craft Av Ln Leviston Av Santa Fe Av Madera Dr Villa Nueva Dr Waldo Ln Fairview Av Mound Av James Pl Park Vista Clark Pl Contra Costa Rd Elm St Liberty St Errol Dr Lexington Av Lexington Av Pomona Av Liberty St Everett St Norvell St Seaview Dr Stockton Av Eureka Av Kearney St Eureka Av Kearney St Liberty St Sierra School Madera School Harding School Cameron School Tehiyah School Prospect-Sierra Elementary School Fairmount School St John's School St. Jerome's School El Cerrito High School Future Portola Middle School Korematsu Middle School Albany Middle School Montessori Family School Stege Elementary School Summit School Mira Vista Golf & Country Club Castro Park Hillside Natural Area Canyon Trail Park Cerrito Vista Park Huber Park Arlington Park Tassajara Park Mira Vista Park Central Park Poinsett Park Baxter Gateway Park Fairmount Park Harding Park Creekside Park El Cerrito Plaza Station El Cerrito del Norte Station Key Destinations n School Park Jd Department of Motor Vehicles J W City Hall J ® El Cerrito Community Center J Library J5 Grocery Store J Post Office J Recycling Center Jç PE Pacific East Mall Jm Cerrito Theater JI A Pastime Ace Hardware JI Shopping District Figure 3-2 City of El Cerrito Ohlone Greenway U n i o n P a c i f i c R a i l r o a d 80 580 Bay Trail J< El Cerrito Plaza Upper Fairmount Shopping District Upper Stockton Shopping District Moeser Shopping District J< El Cerrito Plaza Del Norte Shopping District El Cerrito Community Center ---PAGE BREAK--- 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 42 Existing Walking Network Walking Network El Cerrito seeks to provide a safe, convenient, continuous and interconnected pedestrian circulation system throughout the city. As described above, the flat portions of the City have a grid network while the streets in the hills follow a more curvilinear route. Typical local streets are about 30 to 40 feet wide and allow for on-street parking on both sides. Sidewalks are provided along a majority of the streets in the grid network. Some locations have planting strips that provide a buffer between the street and the sidewalk. San Pablo Avenue is the major commercial arterial through the City and serves as a connection to major destinations, as well as serving as a major destination itself. Sidewalks and crosswalks are provided along the full length of the corridor, with periodic landscape buffering between the street and sidewalk. Near schools, transit stations, trails and other popular pedestrian destinations, sidewalks, crosswalks and additional pedestrian markings are provided. There are several mixed use paths that help connect El Cerrito with neighboring cities. The Ohlone Greenway is a major bicycle and pedestrian facility that is used for both recreational and utilitarian trips. The Baxter Creek Greenway Restoration (2005) is an extension of the Ohlone Greenway north to San Pablo Avenue. The City of Richmond has a related project that will connect the Ohlone Greenway to the Richmond Greenway. The Cerrito Creek Greenway, located at the City’s southern border, provides pedestrian access on a pathway and sidewalks along Cerrito Creek from the Ohlone Greenway to Creekside Park. Other pedestrian paths and fire trails are located in the Hillside Natural Areas, Canyon Trail Park, and Huber Park. In addition to those, the Trail Trekkers, with the assistance of the National Park Service, has mapped a variety of other informal pathways and trails that are often used or in need of development. Figure 3-3 provides a detailed map of the existing pedestrian network. Appendix D presents a detailed discussed of pedestrian facilities around the City’s major transit hubs. ---PAGE BREAK--- n n n n n n n n n n n n n n n n n b b èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí èéëìí ▌ + +89:m èéëìí èéëìí èéëìí èéëìí ▌ + +89:m ▌ + + ▌ + +89:m ▌ + +89:m ▌ + +89:m ▌ + +89:m San Pablo Av Potrero Av Arlington Blvd Moeser Ln Central Av Barrett Av Fairmount Av Colusa Av Ashbury Av Arlington Av Richmond St Key Blvd Elm St Balra Dr Everett St Norvell St Terrace Dr Navellier St Schmidt Ln King Dr Colusa Av Blake St Manila Av Portola Dr Lincoln Av Donal Av Gladys Av Seaview Dr Waldo Av Carquinez Av Pomona Av Albemarle St Scott St Carmel Av Jordan Av Clayton Av Contra Costa Dr Tamalpais Av Cutting Blvd Hill St Ramona Av Hagen Blvd Rifle Range Rd Mira Vista Dr Knott Av Bonnie Dr Lawrence St Rosalind Av Vis Heights Rd San Carlos Av Avis Dr Lynn Av Galvin Dr Shevlin Dr Alva Av Brewster Dr Betty Ln Ganges St Gatto Av Vista Rd Yosemite Av El Dorado St Tassajara Av Yuba Av Macdonald Av Club View Dr Harper St Ward Av Stockton Av Avila St Village Dr Conlon Av Wildcat Dr Belmont Av Bates Av Buckingham Dr View Dr Havens Pl Snowdon Av Glen Mawr Av Liberty St Pinehurst Ct Eureka Av Santa Clara Av Walnut St Devonshire Dr Wesley Av Julian Dr Wildwood Pl Rivera St Kenilworth Av Regency Ct Humboldt Av Plank Av Seaview Pl Eastshore Blvd Arbor Dr Kensington Rd Kent Dr Roger Ct Lexington Av Wilson Wy Rockway Av Craft Av Ln Leviston Av Santa Fe Av Madera Dr Villa Nueva Dr Waldo Ln Fairview Av Mound Av James Pl Park Vista Clark Pl Contra Costa Rd Elm St Liberty St Errol Dr Lexington Av Lexington Av Pomona Av Liberty St Everett St Norvell St Seaview Dr Stockton Av Eureka Av Kearney St Eureka Av Kearney St Liberty St Madera Elementary School Harding Elementary School Cameron School Tehiyah School Prospect-Sierra Elementary School Fairmount Elementary School St John's School St. Jerome's School El Cerrito High School Fred T. Korematsu Middle School Albany Middle School Montessori Family School Stege Elementary School Summit Charter School Former Portola Middle School Prospect-Sierra Middle School Mira Vista Golf & Country Club Castro Park Hillside Natural Area Canyon Trail Park Cerrito Vista Park Huber Park Arlington Park Tassajara Park Mira Vista Park Central Park Poinsett Park Baxter Gateway Park Fairmount Park Harding Park Creekside Park El Cerrito del Norte Station \\fpse03\fpse2\Data2\2012Projects\WC_Projects\WC12-2889.03\Graphics\GIS\MXD\figure3_3_PedNetwork.mxd Existing Pedestrian Network for the El Cerrito ATP Existing Public Trail/Path City Sidewalk Trail Link Impassible Public Trail Impassible Private Trail èéëìí Traffic Signal ▌ + +89:m Flashing Crosswalk Figure 3-3 City of El Cerrito Ohlone Greenway U n i o n P a c i f i c R a i l r o a d 80 580 Bay Trail J< El Cerrito Plaza Existing Pedestrian Network Facilities + + 89:m 89: ▌ + +m ▌ + +89:m ---PAGE BREAK--- 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 44 Existing Bicycling Network Bicycle Network Based on the range of needs of cyclists, physical constraints, and financial limitations, it is necessary to design different types of bikeways to provide connections to other bike facilities and key destinations. El Cerrito Bikeways are classified into three major classes as shown in Figure 3-4. These definitions correspond to the definitions given in the Caltrans Highway Design Manual. Class I Bikeways are bike paths on a separated right of way for exclusive use for bicyclists and, typically, also for pedestrians, with vehicle cross-flow minimized. The Ohlone Greenway is an example of a Class I Bikeway. Class II Bikeways, also known as bike lanes, are a restricted right‐ of way and are designated for the use of bicycles with a striped lane on a ‐ street or highway. Bicycle lanes are generally five feet wide and vehicle/pedestrian cross-flow are permitted. Finally, Class III Bikeways are bicycle routes designated with signage and/or striping that provide shared use of existing travel lanes with motorists. As described in Table 3-1, there is currently one major Class I facility in El Cerrito, the Ohlone Greenway, a heavily traveled mixed-use path that runs north-south through the City. Various other bicycle facilities are located close to the BART stations and near the San Pablo Avenue corridor. Figure 3-5 depicts the existing bicycle facilities. TABLE 3-1: EXISTING BICYCLE FACILITIES Path From To Length (miles) Class I Shared-Use Paths Ohlone Greenway San Pablo Avenue Southern City Limit 2.60 Class II Bicycle Lanes Carlson Boulevard Northern City Limit San Pablo Avenue 0.40 Eastshore Boulevard San Pablo Avenue Potrero Avenue 0.19 Moeser Lane San Pablo Avenue Pomona Avenue 0.37 Ashbury Avenue Fairmount Avenue Albany City Limit 0.35 Class III Bicycle Routes Ashbury Avenue Moeser Lane Fairmount Avenue 0.90 Belmont Avenue Lassen Street Cerrito Creek Connection 0.04 Central Avenue San Pablo Avenue Ohlone Greenway 0.21 Cutting Boulevard Ohlone Greenway Elm Street 0.25 El Cerrito Plaza Kains Avenue Evelyn Street 0.19 Elm Street Hill Street Blake Street 0.18 Hill Street Ohlone Greenway Elm Street 0.15 Kains Avenue San Pablo Avenue Southern City Limit 0.05 Key Boulevard Northern City Limit Hill Street 0.57 Lassen Street Carlson Boulevard Belmont Avenue 0.13 Potrero Avenue Western City Limit Ohlone Greenway 0.39 Richmond Street Blake Street Moeser Lane 0.82 Stockton Avenue San Pablo Avenue Ohlone Greenway 0.15 ---PAGE BREAK--- CLASS I BIKEWAY (Bike Path) Provides a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flow minimized. AASHTO recommended minimum width is 10’ 2’ graded shoulders recommended PARKING 5’ BIKE LANE 5’-6’ BIKE LANE 4’-6’ BIKE LANE TRAVEL LANE TRAVEL LANE TRAVEL LANE TRAVEL LANE CLASS II BIKEWAY (Bike Lane) Provides a striped lane for one-way bike travel on a street or highway. 6” Solid White Stripe CLASS III BIKEWAY (Signed Bike Route) With Optional Sharrow Pavement Marking Provides for shared use with motor vehicle traffic. Bike Route Sign (WITH CURB & GUTTER) (NO CURB & GUTTER) Center of optional sharrow pavement marking should be 4’ minimum from curb where no parking is present Center of optional sharrow pavement marking should be 11’ minimum from curb where parallel parking is present; center of travel lane is preferred 8’-10‘’ TYPICAL TOTAL WIDTH Bike Lane Sign optional Figure 3-4 Existing Bikeway Classifications F ---PAGE BREAK--- n n n n n n n n n n n n n n n n n b b San Pablo Av Potrero Av Arlington Blvd Moeser Ln Central Av Barrett Av Fairmount Av Colusa Av Ashbury Av Arlington Av Richmond St Key Blvd Elm St Balra Dr Everett St Norvell St Terrace Dr Navellier St Schmidt Ln King Dr Colusa Av Blake St Manila Av Portola Dr Lincoln Av Donal Av Gladys Av Seaview Dr Waldo Av Carquinez Av Pomona Av Albemarle St Scott St Carmel Av Jordan Av Clayton Av Contra Costa Dr Tamalpais Av Cutting Blvd Hill St Ramona Av Hagen Blvd Rifle Range Rd Mira Vista Dr Knott Av Bonnie Dr Lawrence St Rosalind Av Vis Heights Rd San Carlos Av Avis Dr Lynn Av Galvin Dr Shevlin Dr Alva Av Brewster Dr Betty Ln Ganges St Gatto Av Vista Rd Yosemite Av El Dorado St Tassajara Av Yuba Av Macdonald Av Club View Dr Harper St Ward Av Stockton Av Avila St Village Dr Conlon Av Wildcat Dr Belmont Av Bates Av Buckingham Dr View Dr Havens Pl Snowdon Av Glen Mawr Av Liberty St Pinehurst Ct Eureka Av Santa Clara Av Walnut St Devonshire Dr Wesley Av Julian Dr Wildwood Pl Rivera St Kenilworth Av Regency Ct Humboldt Av Plank Av Seaview Pl Eastshore Blvd Arbor Dr Kensington Rd Kent Dr Roger Ct Lexington Av Wilson Wy Rockway Av Craft Av Ln Leviston Av Santa Fe Av Madera Dr Villa Nueva Dr Waldo Ln Fairview Av Mound Av James Pl Park Vista Clark Pl Contra Costa Rd Elm St Liberty St Errol Dr Lexington Av Lexington Av Pomona Av Liberty St Everett St Norvell St Seaview Dr Stockton Av Eureka Av Kearney St Eureka Av Kearney St Liberty St Madera Elementary School Harding Elementary School Cameron School Tehiyah School Prospect-Sierra Elementary School Fairmount Elementary School St John's School St. Jerome's School El Cerrito High School Fred T. Korematsu Middle School Albany Middle School Montessori Family School Stege Elementary School Summit Charter School Former Portola Middle School Prospect-Sierra Middle School Mira Vista Golf & Country Club Castro Park Hillside Natural Area Canyon Trail Park Cerrito Vista Park Huber Park Arlington Park Tassajara Park Mira Vista Park Central Park Poinsett Park Baxter Gateway Park Fairmount Park Harding Park Creekside Park El Cerrito del Norte Station \\fpse03\fpse2\Data2\2012Projects\WC_Projects\WC12-2889.03\Graphics\GIS\MXD\figure3_5_BikeNetwork2.mxd Existing Bicycle Network Class I Shared-Use Path Class II Bicycle Lane Class III with Sharrows Figure 3-5 C i t y of El C er r i t o Ohlone Greenway U n i o n P a c i f i c R a i l r o a d 80 580 Bay Trail J< El Cerrito Plaza Existing Bicycle Network Facilities ---PAGE BREAK--- 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 47 Bicycle Parking Bicycle parking and support facilities are needed at civic, residential, commercial, and office spaces to accommodate both short term and long term parking. Parking is a low cost ‐ effective way to encourage cycling and improve the functionality of a bikeway network; it reduces the threat of theft, makes bicyclists feel welcome and increases the visibility of bicycling. Table 3-2 lists known locations where bicycle parking – racks and/or lockers – can be found. Bicycle parking facilities may be classified either as long term (also known as ‐ Class I) or short term ‐ (Class II). Class I parking is meant to be used for more than two hours and is typically used by employees at work, students at school, commuters at transit stations and residents at home. Class I facilities are secure and weather protected; examples inclu ‐ de bike lockers and “bicycle corrals” (fenced in areas usually secured by lock and opened by keys ‐ provided to users). Class II, or short term parking, is meant for visitors, customers at stores and ‐ other users who normally park for less than two hours. The most common example of Class II parking is bicycle racks. Racks should be installed according to manufacturers’ guidelines; be located in secure, well li ‐ t and highly visible areas; be located as close as possible to the main entrance and no farther from the entrance than the nearest non handicapped car parking ‐ space; be anchored to the ground; and, allow for the locking of both the frame and wheels of a bicycle. Bicycle Parking Policies The El Cerrito Municipal Code sets forth guidelines for required bicycle parking in Section 19.24.090 and in the San Pablo Avenue Specific Plan. The number of required spaces varies based on building type: residential buildings have required spaces per unit, school requirements are based on number of classrooms, parking facilities requirements are based on number of auto spaces, and commercial and public building requirements are based on square footage. The detailed list of required bicycle parking spaces is shown on Table 19.24-D of the Municipal Code and FBC Table 29 of the San Pablo Avenue Specific Plan. Municipal Code 19.24.100 describes short-term and long-term bicycle parking standards for the City. This includes detailed standards for the parking location relative to the buildings it serves, as well as standards for bike lockers, bike racks, and the security and visibility of each. End of Trip Facilities El Cerrito has numerous existing bicycle parking facilities at major destinations throughout the City. In conjunction with a recent streetscape project on San Pablo Avenue, bicycle racks are now provided at every bus stop along the corridor. Bike parking is also provided at all schools and parks, both BART stations, City Hall, and the Community Center. Known existing bicycle parking locations are presented in Table 3-2. ---PAGE BREAK--- 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 48 TABLE 3-2 EXISTING BICYCLE PARKING LOCATIONS Location Short-Term Spaces1 Lockers2 Plaza BART Station 94 96 del Norte BART Station 126 44 City Hall 5 2 Community Center 14 4 Recycling Center 4 1 Library 3 0 Senior Center 1 0 Corporation Yard 0 1 Public Safety Building 2 2 DMV 2 2 Well Grounded 1 0 Ifshin Violins 1 0 San Pablo Ave City Limits to Potrero 12 0 Potrero to Moeser 16 0 Moeser to City Limits 40 0 Parks Tassajara Park 2 0 Canyon Trail Park 10 0 Hillside Natural Area unknown Castro Park 2 0 Cerrito Vista Park 8 0 Fairmount Park 0 0 Central Park 0 Creekside Park 0 Arlington Park 2 0 Poinsett Park 0 0 Huber Park 0 0 Harding Park 2 0 Schools Number of Spaces/Number of Students3 Cameron School 0/unknown Tehiya Day School 0/290 Prospect Sierra (two campuses) 2/245 St. John's School 2/278 Madera Elementary School 0/350 Fred T. Korematsu Middle School under construction Fairmount Elementary School 10/300 El Cerrito High School 28/1230 Harding Elementary School 0/320 St. Jerome's School 0/224 Summitt Charter School 2/250 1. Short-term bicycle parking spaces typically consist of racks, such as inverted U- racks or staple racks, where bicyclists can secure their bikes while making short trips. 2. Each locker typically provides two secured bicycle parking spaces. 3. School population estimates based on 2007 estimates. Bike parking information is based on a walking assessment and may not capture all facilities provided by the school. Source: City of El Cerrito, 2015. ---PAGE BREAK--- n n n n n n n n n n n n n n n n b b ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l San Pablo Av Potrero Av Arlington Blvd Moeser Ln Central Av Barrett Av Fairmount Av Colusa Av Ashbury Av Arlington Av Richmond St Key Blvd Elm St Balra Dr Everett St Norvell St Terrace Dr Navellier St Schmidt Ln King Dr Colusa Av Blake St Manila Av Portola Dr Lincoln Av Donal Av Gladys Av Seaview Dr Waldo Av Carquinez Av Pomona Av Albemarle St Scott St Carmel Av Jordan Av Clayton Av Contra Costa Dr Tamalpais Av Cutting Blvd Hill St Ramona Av Hagen Blvd Rifle Range Rd Mira Vista Dr Knott Av Bonnie Dr Lawrence St Rosalind Av Vis Heights Rd San Carlos Av Avis Dr Lynn Av Galvin Dr Shevlin Dr Alva Av Brewster Dr Betty Ln Ganges St Gatto Av Vista Rd Yosemite Av El Dorado St Tassajara Av Yuba Av Macdonald Av Club View Dr Harper St Ward Av Stockton Av Avila St Village Dr Conlon Av Wildcat Dr Belmont Av Bates Av Buckingham Dr View Dr Havens Pl Snowdon Av Glen Mawr Av Liberty St Pinehurst Ct Eureka Av Santa Clara Av Walnut St Devonshire Dr Wesley Av Julian Dr Wildwood Pl Rivera St Kenilworth Av Regency Ct Humboldt Av Plank Av Seaview Pl Eastshore Blvd Arbor Dr Kensington Rd Kent Dr Roger Ct Lexington Av Wilson Wy Rockway Av Craft Av Ln Leviston Av Santa Fe Av Madera Dr Villa Nueva Dr Waldo Ln Fairview Av Mound Av James Pl Park Vista Clark Pl Contra Costa Rd Elm St Liberty St Errol Dr Lexington Av Lexington Av Pomona Av Liberty St Everett St Norvell St Seaview Dr Stockton Av Eureka Av Kearney St Eureka Av Kearney St Liberty St Sierra School Madera School Harding School Cameron School Tehiyah School Prospect-Sierra Elementary School Fairmount School St John's School St. Jerome's School El Cerrito High School Future Portola Middle School Korematsu Middle School Albany Middle School Montessori Family School Stege Elementary School Summit School Mira Vista Golf & Country Club Castro Park Hillside Natural Area Canyon Trail Park Cerrito Vista Park Huber Park Arlington Park Tassajara Park Mira Vista Park Central Park Poinsett Park Baxter Gateway Park Fairmount Park Harding Park Creekside Park El Cerrito Plaza Station El Cerrito del Norte Station N:\Jobs\Active\WC Jobs\WC12-2889.03\For Jacqui\GIS\MXD\figure3_6_BikeParking.mxd Existing Bicycle Parking ¾l Existing Bicycle Parking Facility Figure 3-6 Ohlone Greenway U n i o n P a c i f i c R a i l r o a d 80 580 Bay Trail J< El Cerrito Plaza City of El Cerrito ---PAGE BREAK--- 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 50 Existing Walking and Biking Trips A common term used in describing demand for bicycle and pedestrian facilities is “mode split.” Mode split refers to the form of transportation a person chooses to take, such as walking, bicycling, public transit, or driving. Table 3-3 presents the Bay Area Travel Survey (BATS, 2000) data on the number of trips and percentage mode split. Though the data is older, it provides the only currently available baseline for measuring mode shift for all trips in El Cerrito. Based on the vehicles miles traveled (VMT) reduction goals in the City’s Climate Action Plan, this Plan and the San Pablo Avenue Specific Plan propose comfortable, accessible walking and biking facilities that will have the greatest ability to attract new walking and biking trips, in addition to travel demand management and parking management strategies. In order to achieve these goals, there must be a seven percent shift from autos to active modes and transit by 2040. The bicycle mode share is expected to double during that time with the build out of this Active Transportation Plan. The mode shift assumed with the build out of both plans is presented in Table 3-3. TABLE 3-3: PROJECTED INCREASE IN WALKING AND BIKING Mode Baseline Mode Split (2000)1 Mode Split with ATP and SPASP Build Out2 (2040) Auto 136,175 (79.8%) 72% Transit 16,236 (10%) 13% Bicycle 1,162 2% Pedestrian 17,033 13% 1. Number of trips and percent mode share from the Bay Area Travel Survey (2000), which is the only currently available data source for walking and biking trips of all trip types. 2. ATP=El Cerrito Active Transportation Plan, SPASP=San Pablo Avenue Specific Plan and Complete Streets Plan Source: El Cerrito Climate Action Plan, San Pablo Avenue Specific Plan, Fehr & Peers, 2014. Collision Analysis Collision analysis is an important initial step in the citywide bicycle and pedestrian planning effort, as it can help to identify patterns in locations and collision factors that can be addressed in the Active Transportation Plan. Identifying these patterns in the context of existing pedestrian activity and safety issues can help staff and decision-makers to develop safety-related policies, priority areas for improvement, and related education and enforcement programs. While traffic collisions can affect anyone, they have a disproportionate impact on pedestrians and bicyclists, the most vulnerable users on the road. ---PAGE BREAK--- Collision data from 2007 to 2012 was acquired from the Statewide Integrated Traffic Records Systems (SWITRS), a database created by the California Highway Patrol (CHP). Collisions in Context Understanding how the number of pedestrian-involved collisions in El Cerrito compares to cities of comparable size can be a useful planning tool. Caltrans’ Office of Traffic Safety maintains a database of collision injuries and fatalities across the state for each year. Cities are grouped by size according to total population and similar daily vehicle miles traveled (VMT). City of El Cerrito rankings for 2011, the most recent year available for Caltrans rankings, are summarized in Table 3-4 below. This data represents collisions from 2011 only. In the data summarized in Table 3-4, a high ranking indicates a higher incidence of fatality and injury records than other similar cities (based on either vehicle miles traveled or average population). Therefore, a higher ranking (with 1 as the highest possible ranking) is undesirable, and a lower ranking (with 108 as the lowest possible ranking) is most desirable. As shown in the above table, nearly 20% of all collisions in 2011 were pedestrian-related collisions; just fewer than 10% of the collisions were bicycle-related. Pedestrian injuries and fatalities rank higher than total traffic injuries and fatalities for ranking grouped by daily VMT and average population. This indicates that when compared to cities with similar daily VMT or population, El Cerrito pedestrians are disproportionately impacted by traffic collisions compared to total traffic injuries and fatalities. In general, El Cerrito runs in the high range for all traffic injuries and fatalities, ranking higher among cities with similar daily VMT and lower among cities with similar population. As with all general pedestrian collision data, this could be an indication of poor pedestrian conditions, higher pedestrian volumes, or both. When looking at these statewide rankings, several factors should be considered to contextualize the high number of pedestrian collisions. For example, the frequency of collisions can be indicators of high pedestrian volumes and/or poor pedestrian safety conditions. As described in the previous section, El Cerrito has a high percentage of walking mode share compared to cities of similar size, which may contribute to its high pedestrian collision ranking. TABLE 3-4: EL CERRITO COLLISION RANKINGS AMONG SIMILAR CITIES1 Type of Collision Victims killed and injured Ranking, by Daily Vehicle Miles Traveled Ranking, by Average Population2 Total fatal and injury 72 27/108 35/108 Pedestrians 10 12/108 23/108 Pedestrians < 15 2 23/108 21/108 Pedestrians 65+ 1 28/108 33/108 Bicyclists 6 35/108 41/108 Bicyclists < 15 0 86/108 104/108 Notes: 1. The California Office of Traffic Safety releases annual rankings. 2011 rankings were available at the time of writing of this Plan. 2. 108 is the total number of cities with populations 25,000 and under for which OTS reports collision rankings. The lower the number, the higher frequency of collisions a City has compared to other California sizes with similar average population sizes. Rankings are prepared by both average population and by average vehicle miles traveled (VMT). Source: California Office of Traffic Safety (OTS) 2011Rankings 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 51 ---PAGE BREAK--- 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 52 Walking Intersection Trends Approximately 68 percent (41) of all pedestrian-related collisions between 2007 and 2012 occurred at intersections. The remaining 32 percent (19) occurred at mid-block locations. Table 3-5 presents the 5 intersections with two or more reported pedestrian collisions between 2007 and 2012. TABLE 3-5: INTERSECTIONS WITH TWO OR MORE PEDESTRIAN-INVOLVED COLLISIONS – 2007 TO 2012 Intersection Collisions Reported San Pablo Avenue & Lincoln Avenue 3 San Pablo Avenue & Wall Avenue 2 Carlson Boulevard & Central Avenue 2 Carlson Boulevard & San Diego Street 2 Potrero Avenue & Eastshore 2 Source: SWITRS 2007-2012 These five intersections account for approximately 27 percent (11) of all pedestrian-involved collisions reported from 2007 to 2012. Of the collisions that occurred at intersections, 83 percent (34) had a primary collision factor indicating that vehicle violated the pedestrian right of way. During this same time period, the City has implemented safety improvements at many of these high-frequency collision locations, most notably the following two: San Pablo Avenue/Lincoln Avenue (2011): installed flashing crosswalk Potrero Avenue/Eastshore Boulevard (2012): installed protected left-turn, removed free right turn, and added marked crosswalk Corridor Trends Often times collision patterns are found along a corridor, where the conditions and volumes are consistent along its length. The greatest number of mid- block pedestrian collisions occurred on San Pablo Avenue. Additionally, Fairmount Avenue near Richmond Street had three collisions during this time period, a block with high pedestrian traffic due to the adjacent El Cerrito Plaza BART station. The specific collision locations are mapped on Figure 3-7. ---PAGE BREAK--- n n n n n n n n n n n n n n n n n b b San Pablo Av Potrero Av Arlington Blvd Moeser Ln Central Av Barrett Av Fairmount Av Colusa Av Ashbury Av Arlington Av Richmond St Key Blvd Elm St Balra Dr Everett St Norvell St Terrace Dr Navellier St Schmidt Ln King Dr Colusa Av Blake St Manila Av Portola Dr Lincoln Av Donal Av Gladys Av Seaview Dr Waldo Av Carquinez Av Pomona Av Albemarle St Scott St Carmel Av Jordan Av Clayton Av Contra Costa Dr Tamalpais Av Cutting Blvd Hill St Ramona Av Hagen Blvd Rifle Range Rd Mira Vista Dr Knott Av Bonnie Dr Lawrence St Rosalind Av Vis Heights Rd San Carlos Av Avis Dr Lynn Av Galvin Dr Shevlin Dr Alva Av Brewster Dr Betty Ln Ganges St Gatto Av Vista Rd Yosemite Av El Dorado St Tassajara Av Yuba Av Macdonald Av Club View Dr Harper St Ward Av Stockton Av Avila St Village Dr Conlon Av Wildcat Dr Belmont Av Bates Av Buckingham Dr View Dr Havens Pl Snowdon Av Glen Mawr Av Liberty St Pinehurst Ct Eureka Av Santa Clara Av Walnut St Devonshire Dr Wesley Av Julian Dr Wildwood Pl Rivera St Kenilworth Av Regency Ct Humboldt Av Plank Av Seaview Pl Eastshore Blvd Arbor Dr Kensington Rd Kent Dr Roger Ct Lexington Av Wilson Wy Rockway Av Craft Av Ln Leviston Av Santa Fe Av Madera Dr Villa Nueva Dr Waldo Ln Fairview Av Mound Av James Pl Park Vista Clark Pl Contra Costa Rd Elm St Liberty St Errol Dr Lexington Av Lexington Av Pomona Av Liberty St Everett St Norvell St Seaview Dr Stockton Av Eureka Av Kearney St Eureka Av Kearney St Liberty St Madera Elementary School Harding Elementary School Cameron School Tehiyah School Prospect-Sierra Elementary School Fairmount Elementary School St John's School St. Jerome's School El Cerrito High School Fred T. Korematsu Middle School Albany Middle School Montessori Family School Stege Elementary School Summit Charter School Former Portola Middle School Prospect-Sierra Middle School Mira Vista Golf & Country Club Castro Park Hillside Natural Area Canyon Trail Park Cerrito Vista Park Huber Park Arlington Park Tassajara Park Mira Vista Park Central Park Poinsett Park Baxter Gateway Park Fairmount Park Harding Park Creekside Park El Cerrito del Norte Station Pedestrian-Auto Collisions, 2007-2012 Figure 3-7 C i t y of El C er r i t o Ohlone Greenway U n i o n P a c i f i c R a i l r o a d 80 580 Bay Trail J< El Cerrito Plaza \\fpse03\fpse2\Data2\2012Projects\WC_Projects\WC12-2889.03\Graphics\GIS\MXD\figure3_7_PedCollisions.mxd Number of Collisions 1 2 3 Existing Pedestrian Network Facilities Existing Public Trail/Path City Sidewalk Trail Link Impassible Public Trail Impassible Private Trail ---PAGE BREAK--- 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 3. Existing Conditions 54 Because these are the areas with the highest concentration of pedestrian and vehicular traffic volumes, a higher number of collisions are not unexpected. Many of these roadways are multi-lane arterials, and some are two-lane roadways. Therefore, pedestrian collision risk is not limited to the widest, most difficult to cross corridors and solutions should be developed with a variety of roadway characteristics in mind. Biking Approximately 48 percent (28) of all bicycle-related collisions between 2007 and 2012 occurred at intersections. The remaining 52 percent (30) occurred at mid-block locations. Of the intersection collisions reported during this period, 50 percent occurred along San Pablo Avenue (8 collisions) and at Ohlone Greenway crossings (6 collisions). Table 3-6 presents intersections with the highest number of bicycle-auto collisions. TABLE 3-6: INTERSECTIONS WITH TWO OR MORE BICYCLE-INVOLVED COLLISIONS – 2007 TO 2012 Intersection Collisions Reported Cutting Boulevard & Ohlone Greenway (El Cerrito Del Norte BART Station) 2 Fairmount Avenue & Ohlone Greenway (El Cerrito Plaza BART Station) 2 San Pablo Avenue & Carlson Boulevard 2 Source: SWITRS 2007-2012 The greatest number of mid-block collisions occurred on San Pablo Avenue and Central Avenue These two corridors account for 47% of the reported mid-block collisions from 2007-2012. All of the bicycle collisions on Central Avenue occur near the Plaza BART station, likely due to the higher bicycle traffic associated with the station. The specific collision locations are mapped on Figure 3-8. As with the pedestrian collisions, a higher number of bicycle collisions are not unexpected on San Pablo Avenue, Ohlone Greenway, and Central Avenue due to the high volume of traffic for all modes. During the same time period as the collision counts, the City has implemented safety improvements at many of the high-frequency collision locations, including: Cutting Boulevard/Ohlone Greenway: Greenway path improvements (2013) and flashing crosswalk installed (2014) Fairmount Avenue/Ohlone Greenway (2013): Greenway path improvements and One Bay Area Grant (OBAG) – funded improvements to be installed San Pablo Avenue/Carlson Boulevard (2013): Class II bicycle lanes striped and installed protected left-turn signal ---PAGE BREAK--- n n n n n n n n n n n n n n n n n b b San Pablo Av Potrero Av Arlington Blvd Moeser Ln Central Av Barrett Av Fairmount Av Colusa Av Ashbury Av Arlington Av Richmond St Key Blvd Elm St Balra Dr Everett St Norvell St Terrace Dr Navellier St Schmidt Ln King Dr Colusa Av Blake St Manila Av Portola Dr Lincoln Av Donal Av Gladys Av Seaview Dr Waldo Av Carquinez Av Pomona Av Albemarle St Scott St Carmel Av Jordan Av Clayton Av Contra Costa Dr Tamalpais Av Cutting Blvd Hill St Ramona Av Hagen Blvd Rifle Range Rd Mira Vista Dr Knott Av Bonnie Dr Lawrence St Rosalind Av Vis Heights Rd San Carlos Av Avis Dr Lynn Av Galvin Dr Shevlin Dr Alva Av Brewster Dr Betty Ln Ganges St Gatto Av Vista Rd Yosemite Av El Dorado St Tassajara Av Yuba Av Macdonald Av Club View Dr Harper St Ward Av Stockton Av Avila St Village Dr Conlon Av Wildcat Dr Belmont Av Bates Av Buckingham Dr View Dr Havens Pl Snowdon Av Glen Mawr Av Liberty St Pinehurst Ct Eureka Av Santa Clara Av Walnut St Devonshire Dr Wesley Av Julian Dr Wildwood Pl Rivera St Kenilworth Av Regency Ct Humboldt Av Plank Av Seaview Pl Eastshore Blvd Arbor Dr Kensington Rd Kent Dr Roger Ct Lexington Av Wilson Wy Rockway Av Craft Av Ln Leviston Av Santa Fe Av Madera Dr Villa Nueva Dr Waldo Ln Fairview Av Mound Av James Pl Park Vista Clark Pl Contra Costa Rd Elm St Liberty St Errol Dr Lexington Av Lexington Av Pomona Av Liberty St Everett St Norvell St Seaview Dr Stockton Av Eureka Av Kearney St Eureka Av Kearney St Liberty St Madera Elementary School Harding Elementary School Cameron School Tehiyah School Prospect-Sierra Elementary School Fairmount Elementary School St John's School St. Jerome's School El Cerrito High School Fred T. Korematsu Middle School Albany Middle School Montessori Family School Stege Elementary School Summit Charter School Former Portola Middle School Prospect-Sierra Middle School Mira Vista Golf & Country Club Castro Park Hillside Natural Area Canyon Trail Park Cerrito Vista Park Huber Park Arlington Park Tassajara Park Mira Vista Park Central Park Poinsett Park Baxter Gateway Park Fairmount Park Harding Park Creekside Park El Cerrito del Norte Station \\fpse03\fpse2\Data2\2012Projects\WC_Projects\WC12-2889.03\Graphics\GIS\MXD\figure3_8_BikeCollisions.mxd Bicycle-Auto Collisions, 2007-2012 Figure 3-8 C i t y of El C er r i t o Ohlone Greenway U n i o n P a c i f i c R a i l r o a d 80 580 Bay Trail J< El Cerrito Plaza Number of Collisions 1 2 4 5 Class I Shared-Use Path Class II Bicycle Lane Class III with Sharrows Existing Bicycle Network Facilities ---PAGE BREAK--- 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 56 4. 4. 4. 4. Proposed Networks Proposed Networks Proposed Networks Proposed Networks ---PAGE BREAK--- 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 57 This section presents the proposed pedestrian and bicycle networks, including specific proposed improvements. The information contained in this chapter uses the networks from the 2007 Circulation Plan for Bicyclists and Pedestrians as a base and provides updates based on circulation patterns and best practices in bicycle and pedestrian planning and design. The focus of the updates was on the creation of comfortable, accessible, safe, and connected walking and biking networks. Fieldwork was conducted to provide preliminary feasibility assessments for projects. Input from the City and the community alongside engineering judgment was used to determine proposed projects. Additional community outreach will be conducted during the final design of all projects. Proposed Sidewalk and Pathway Network As a result of the changes in topography and character of El Cerrito neighborhoods, the pedestrian network consists of roadways with sidewalks, shared-use pathways, stairs and trails through the hills, and shoulders and roadways where sidewalks may not be feasible or desired. The original 2007 Pedestrian Routes were developed to provide accessible and direct routes between key destinations such as schools, shopping areas, public services, recreational opportunities and transit. This Plan defines primary pedestrian routes through the City as a framework for understanding which routes have been be prioritized for improvements, particularly ADA accessibility improvements. On these routes, paths of travel that have a safe, accessible, and comfortable walking environment are highest priority. In some areas, safety and accessibility improvements are needed, including the installation of new sidewalks, striped crosswalks, and curb ramps. At other locations, streetscape improvements are needed to slow traffic, provide shade or vegetation, and increase lighting at night. The primary pedestrian network is shown on Figure 4-1. Additionally, intersections pose particular safety concerns for pedestrians. At these nodes, pedestrians must transition between the sidewalk and the street level while being cognizant of vehicular traffic movements. Typical hazards include high traffic volumes and speeds, wide streets with long crossing distances, complex signal timing or no traffic control, poor sight lines, lack of accessible ramps, and uneven or broken pavement in the crosswalk. Depending on the specific location, there are various improvements that will create a safer pedestrian environment at these areas of conflict. These improvements may consist of geometric improvements, such as reconfiguring intersections or reducing crossing distances with curb extensions, as well as striping, signing, lighting, and traffic control improvements. A comprehensive citywide crosswalk policy to guide the enhancement, installation, and removal of crosswalks is located in Appendix A. A list of proposed pedestrian improvements are presented in Table 4-1. Selection of Pedestrian Routes Several factors were taken into account in the designation and development of pedestrian routes within the City of El Cerrito. The selection criteria and priorities included: Connections to local destinations, such as shopping centers, schools, civic buildings, and parks and recreational facilities Connections to regional destinations, such as bus lines, transit stations and parks Existing roadway conditions including traffic volumes, road width, lane configurations, ---PAGE BREAK--- Parking, topography, roadway pavement, and intersection control Existing sidewalk conditions including volume of pedestrians, sidewalk width, sidewalk pavement, curb ramps at intersections, street furniture, street trees and shading, adjacent vegetation, and lighting Accommodating both recreational and utilitarian walking trips Accommodating the needs of a diverse population The primary pedestrian network shown on Figure 4-1 includes four minor updates to the 2007 network: the extension of the Navelleir Street route to the hillside paths at Blake Street, revision of the Canyon Trail Park-Fairview connection to a connection from Canyon Trial Park to Wilson Way and Ganges Avenue, addition of a pedestrian route through El Cerrito Plaza connecting to the Ohlone Greenway, and addition of a pedestrian route on Central Avenue between the Bay Trail and Plaza BART Station (though this area is in Richmond and outside of the El Cerrito border). It also includes updates to the path and trails network, based on the mapping of the El Cerrito Trail Trekkers. TABLE 4-1: PEDESTRIAN IMPROVEMENT PROJECTS Pedestrian Route Proposed Improvements1 Length (miles) Arlington Boulevard Provide accessible path of travel for pedestrians through sidewalk installation, reconstruction, and repair between Potrero Avenue and Moeser Lane and connecting to Arlington Park, Madera School, and Mira Vista Country Club 1.3 Work with AC Transit to improve accessibility of bus stops Reduce crossing distances, narrow roadway to prevent autos passing each other at intersections, and improve sight distance at intersections with curb extensions/corner radii tightening at: Potrero Avenue, Brewster Drive (east side), Buckingham Drive (all corners), Thors Bay Road, Villa Nueva Drive, Don Carol Drive, and Moeser Lane (NW and NE corners) Work with property owners to maintain hedges and other vegetation that obscures visibility to/from side streets Conduct Stop-warrant analysis at multiple locations on Arlington and consider installing all- way stop control to control traffic along corridor and improve pedestrian safety at crosswalks Install Yield Here to Pedestrian signs and advanced yield markings on all uncontrolled crosswalks Evaluate driver-yielding compliance at all existing uncontrolled crosswalks to determine if additional enhancements, such as and/or traffic calming devices should be considered Navellier Street Provide an accessible path of travel for pedestrians through sidewalk installation, reconstruction, and repair 0.75 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 58 ---PAGE BREAK--- 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 59 TABLE 4-1: PEDESTRIAN IMPROVEMENT PROJECTS Pedestrian Route Proposed Improvements1 Length (miles) Ashbury Avenue Provide accessible path of travel for pedestrians through sidewalk reconstruction and repair. 1.2 Richmond Street Provide an accessible path of travel for pedestrians through sidewalk installation, reconstruction, and repair 1.8 Improve crosswalk striping at Richmond and Eureka Ohlone Greenway Improve crossings per Ohlone Greenway Master Plan Design Guidelines 2.6 Improve connections between Ohlone Greenway and El Cerrito Plaza Implement crossing improvements and path improvements at Del Norte and Plaza BART Stations as part of OBAG-funded project Remove STOP control on Greenway and replace with YIELD control for path at: Knott Avenue, Blake Street, Manila Avenue, Schmidt Lane, Portola Avenue, Waldo Avenue, and Lincoln Avenue Complete connection to Richmond Greenway per the joint Richmond/Ohlone Greenway Gap Closure Project, which includes a signalized crossing of San Pablo Ave (funded). Key Boulevard Intersection improvements at Conlon Avenue and Elm Street - San Pablo Avenue Implement the San Pablo Avenue Specific Plan and Complete Streets Plan 2.5 Improve crosswalk frequency and reduce crossing distances TABLE 4-1: PEDESTRIAN IMPROVEMENT PROJECTS Pedestrian Route Proposed Improvements1 Length (miles) Cerrito Creek Trail/ BART to Bay Bicycle and Pedestrian Route Work with the City of Richmond to extend the trail to Pierce Street, install a Class I Path underneath the I-80, and improve Bay Trail crossings and access at Central Avenue/ Rydin Road by installing a traffic light 0.6 Work with El Cerrito Plaza developers to create a clear bicycle and pedestrian route through the Plaza, connecting with Carlson Boulevard Look for opportunities to widen the existing path between Santa Clara Avenue and Adams Street Improve crosswalk frequency with high-visibility crosswalk enhanced with or pedestrian hybrid beacons (PHBs) at San Diego Street, Fairmount Avenue, and Adams Street/Cerrito Creek (phased with City of Albany proposed Cerrito Creek Path/Adams Street bridge improvements) Reduce crossing distances at existing high- visibility crosswalks on Lassen Street with curb extensions Enhance trailhead at Adams Street and coordinate with the City of Albany to connect with the proposed Adams Street Bridge over Cerrito Creek Fairmount Avenue and Colusa Avenue Provide an accessible path and improve the streetscape between the Ohlone Greenway and the eastern City Boundary 0.8 Install raised crosswalks between Richmond Street and Ashbury Street ---PAGE BREAK--- 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 60 TABLE 4-1: PEDESTRIAN IMPROVEMENT PROJECTS Pedestrian Route Proposed Improvements1 Length (miles) Corridor Install mark high-visibility crosswalk, and install median refuges and curb extensions at Fairmount Avenue/Carlson Boulevard Implement the planned pedestrian intersection improvement projects on Fairmount near Plaza BART through the OBAG-funded grant project Central Avenue Provide an accessible path of travel for pedestrians through sidewalk reconstruction and repair and improve the streetscape between the Ohlone Greenway and Ashbury Avenue 0.8 Implement planned improvements to the Ohlone Greenway crossing at Plaza BART Station through the OBAG-funded grant improvement Stockton Avenue Provide an accessible path of travel for pedestrians through sidewalk reconstruction and repair and improve the streetscape between San Pablo Avenue and Ashbury Avenue 0.4 Schmidt Lane Provide an accessible path of travel for pedestrians through sidewalk reconstruction and repair and improve the streetscape between the Ohlone Greenway and the Recycling Center 0.6 Potrero Avenue Provide an accessible path of travel for pedestrians through sidewalk reconstruction and repair and improve the streetscape between the western City boundary and Richmond Street 0.5 TABLE 4-1: PEDESTRIAN IMPROVEMENT PROJECTS Pedestrian Route Proposed Improvements1 Length (miles) Barrett Avenue Provide an accessible path of travel for pedestrians through sidewalk reconstruction and repair and improve the streetscape between the western City boundary and Arlington Boulevard 0.8 Cutting Boulevard Provide an accessible path of travel for pedestrians through sidewalk reconstruction, repair, and installation 0.12 Implement planned pedestrian improvements to the Ohlone Greenway crossing and Greenway alignment near del Norte BART and through OBAG-funded grant project Improve intersection at San Pablo Avenue and stripe all crossings per the San Pablo Avenue Specific Plan and Complete Streets Plan Hill Street Provide an accessible path of travel for pedestrian through sidewalk installation and repair 0.23 Improve intersection at Key Boulevard/Hill Street/Elm Street Improve intersection at San Pablo Avenue/Hill Street/Eastshore Boulevard and stripe all crosswalks per the San Pablo Avenue Specific Plan and Complete Streets Plan Implement planned pedestrian improvements to the Ohlone Greenway and Safeway Driveway crossings near Del Norte BART as part of the OBAG-funded project Park Trail Corridors Consider purchasing undeveloped properties bordering park areas to enhance trail connections 5.8 ---PAGE BREAK--- 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 61 TABLE 4-1: PEDESTRIAN IMPROVEMENT PROJECTS Pedestrian Route Proposed Improvements1 Length (miles) Improve and maintain sidewalks, hillside paths/stairs, and fire trails Provide signage, including mileage, along trail corridors Hillside Pathways and Stairs Improve and maintain paths/stairs, including the provision of handrails and posting signs - Complete steps at the bottom of the Hill Trail Maintain GIS map of all paths and stairs within the public right-of-way Impassable Trails Improve all impassable trails within the City of El Cerrito right-of-way to provide accessible trails 1.2 All Intersections Install pedestrian countdown heads and update signal timings to 3.5 feet/second or current MUTCD standards at signalized intersections and update curb ramps to current ADA standards at all intersections - 1. Chapter 5 Focus Area Projects includes additional details and concepts for the Arlington Boulevard, Carlson Boulevard, Cerrito Creek Trail/ BART to Bay Bicycle and Pedestrian Route, and Fairmount Avenue projects. ---PAGE BREAK--- n n n n n n n n n n n n n n n n n b b èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí ▌ + +89:m èé ëìí èé ëìí èé ëìí èé ëìí èé ëìí ▌ + +89:m ▌ + +89:m ▌ + +89:m ▌ + +89:m ▌ + +89:m ▌ + +89:m ▌ + +89:m ▌ ▌ + +89:m ▌ + +89:m ▌ + +89:m èé ëìí San Pablo Av Potrero Av Arlington Blvd Moeser Ln Central Av Barrett Av Fairmount Av Colusa Av Ashbury Av Arlington Av Richmond St Key Blvd Elm St Balra Dr Everett St Norvell St Terrace Dr Navellier St Schmidt Ln King Dr Colusa Av Blake St Manila Av Portola Dr Lincoln Av Donal Av Gladys Av Seaview Dr Waldo Av Carquinez Av Pomona Av Albemarle St Scott St Carmel Av Jordan Av Clayton Av Contra Costa Dr Tamalpais Av Cutting Blvd Hill St Ramona Av Hagen Blvd Rifle Range Rd Mira Vista Dr Knott Av Bonnie Dr Lawrence St Rosalind Av Vis Heights Rd San Carlos Av Avis Dr Lynn Av Galvin Dr Shevlin Dr Alva Av Brewster Dr Betty Ln Ganges St Gatto Av Vista Rd Yosemite Av El Dorado St Tassajara Av Yuba Av Macdonald Av Club View Dr Harper St Ward Av Stockton Av Avila St Village Dr Conlon Av Wildcat Dr Belmont Av Bates Av Buckingham Dr View Dr Havens Pl Snowdon Av Glen Mawr Av Liberty St Pinehurst Ct Eureka Av Santa Clara Av Walnut St Devonshire Dr Wesley Av Julian Dr Wildwood Pl Rivera St Kenilworth Av Regency Ct Humboldt Av Plank Av Seaview Pl Eastshore Blvd Arbor Dr Kensington Rd Kent Dr Roger Ct Lexington Av Wilson Wy Rockway Av Craft Av Ln Leviston Av Santa Fe Av Madera Dr Villa Nueva Dr Waldo Ln Fairview Av Mound Av James Pl Park Vista Clark Pl Contra Costa Rd Elm St Liberty St Errol Dr Lexington Av Lexington Av Pomona Av Liberty St Everett St Norvell St Seaview Dr Stockton Av Eureka Av Kearney St Eureka Av Kearney St Liberty St Madera Elementary School Harding Elementary School Cameron School Tehiyah School Prospect-Sierra Elementary School Fairmount Elementary School St John's School St. Jerome's School El Cerrito High School Fred T. Korematsu Middle School Albany Middle School Montessori Family School Stege Elementary School Summit Charter School Former Portola Middle School Prospect-Sierra Middle School Mira Vista Golf & Country Club Castro Park Hillside Natural Area Canyon Trail Park Cerrito Vista Park Huber Park Arlington Park Tassajara Park Mira Vista Park Central Park Poinsett Park Baxter Gateway Park Fairmount Park Harding Park Creekside Park El Cerrito del Norte Station \\fpse03\fpse2\Data2\2012Projects\WC_Projects\WC12-2889.03\Graphics\GIS\MXD\figure4_1_FUT_PedNetwork.mxd ATP Sidewalk and Pathways Network Proposed Pedestrian Route Proposed Park Trail Connector Proposed Pedestrian Route and Park Trail Connector Proposed Trail Connection Existing Public Trail/Path City Sidewalk Trail Link Proposed Public Trail èé ëìí Existing Traffic Signal èé ëìí Future Traffic Signal ▌ + +89:m Flashing Crosswalk ▌ + +89:m Future Flashing Crosswalk Figure 4-1 Ohlone Greenway U n i o n P a c i f i c R a i l r o a d 80 580 Bay Trail J< El Cerrito Plaza City of El Cerrito Proposed Pedestrian Network Facilities Existing Pedestrian Network Facilities Richmond Greenway + +89:m ▌ + +89:m 89: ▌ + +m ---PAGE BREAK--- Bicycle Network Users of bicycle facilities have varying skill and comfort levels depending upon age, experience, and abilities. As a result, some bicyclists are willing to ride on streets and maneuver around traffic while others avoid streets and only use facilities dedicated for bicyclists and pedestrians. Additionally, there is a large segment of the population that may be interested but concerned about bicycling, especially in high traffic-stress environments. As a result, the proposed network allows for the needs of diverse cyclists through the creation of bicycle facilities on traffic-calmed roadways while also accommodating bicyclists who may prefer a more direct route on a higher volume roadway. The bicycle network is designed to provide access to transit, schools, parks, key shopping destinations and regional trails, including the Ohlone Greenway and the Bay Trail, for bicyclists of all skill levels. Bikeway Classifications Based on the various needs of cyclists, physical constraints, and financial limitations, it is necessary to designate and design different types of bikeways that provide connections to other bikeways and key destinations. El Cerrito Bikeways are classified into six major classes. Several of these definitions correspond to the definitions given in the Caltrans’ Highway Design Manual (HDM), and the remainder of the definitions correspond to best practices as established by the National Association of City Transportation Officials (NACTO): Shared-Use Path (HDM Class I Bikeway) Cycle Tracks (One-Way or Two-Way) Buffered Bicycle Lanes Bicycle Lanes (HDM Class II Bike Lane) Bicycle Boulevard Bicycle Routes with Sharrows The proposed bikeway classifications are defined in Figures 4-2A and 4-2B. Bicycle Network Figure 4-3 presents the proposed bicycle network for the City of El Cerrito. The network will improve connections to key routes and destinations in the City, such as San Pablo Avenue, the BART stations, the Ohlone Greenway, and Bay Trail. One of the major route improvements includes the City’s first bike boulevards along Lincoln Avenue, Ablemarle Street, as well as many others, along with a previously adopted cycle-track along San Pablo Avenue. The network is developed through multiple rounds of discussion with community stakeholders, an understanding of City and communities priorities, and through careful selection of bikeway types based on the context of each street in El Cerrito. The insets on the following two pages describe some of the ways in which the City considers the selection of bicycle classifications – whether shared lanes or dedicated bicycle lanes – as well as the differences between bicycle boulevards and bicycle routes with sharrows, which both asks bicyclist and autos to share the street but have different designs and purposes. As the Plan evolves in future updates and as community priorities shift naturally overtime, there may be opportunities to revisit some roadways that currently have sharrows and/or are proposed to have sharrows. These potentially include Central Avenue and Fairmount Avenue. 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 63 ---PAGE BREAK--- 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 64 is is ---PAGE BREAK--- 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 65 ---PAGE BREAK--- Sidewalk Sidewalk Not to scale SHARED-USE PATH (CLASS I PATH) Provides a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flow minimized. 8’-12’ Typical Total Width AASHTO recommended minimum width is 10’ with 2’ graded shoulders recommended Not to scale BICYCLE LANES Provides a striped lane for one-way bike travel on a street or highway. Parking 5’-6’ Bike Lane Bike Lane Sign Optional 4’-6’ Bike Lane Travel Lane Travel Lane Sidewalk Sidewalk Not to scale Modified Note: Chevrons should be used instead of diagonal hatching where striped buffers are over 3 feet in width. Buffers can either be located on either both sides of the bicycle lane or only one side. CYCLETRACK Provides a physically separated bicycle lane for increased comfort and protection of bicyclists. Can be physically separated by a barrier, such as planters or on-street parking, or grade-separation from the roadway. Parking Parking Lane and 3’ Buffer Travel Lane Travel Lane 5’-6’ Bike Lane and 3’ Buffer 5’-6’ Bike Note: Additional traffic devices such as speed tables, chicanes, medians, wayfinding signs, and pavement markings are also included. Proposed Bikeway Classifications 6 Figure 4-2A ---PAGE BREAK--- Travel Lane Sidewalk Travel Lane BICYCLE ROUTE WITH SHARROWS Provides for shared use with motor vehicle traffic. Center of optional sharrow pavement marking should be 11’ minimum from curb where parallel parking is present; center of travel lane is preferred Center of optional sharrow pavement marking should be 4’ minimum from curb where no parking is present Bike Route Sign Sidewalk Not to scale Note: Additional traffic devices such as speed tables, chicanes, medians, wayfinding signs, and pavement markings are also included. Proposed Bikeway Classifications 6 Figure 4-2B Shared on-street facility with improvements to manage vehicle speed and volume and prioritize bicycle traffic. Sidewalk Sidewalk Not to scale Parking Parking Travel Travel Bicycle Boulevard Signs Note: Additional traffic devices such as speed tables, chicanes, medians, wayfinding signs, and pavement markings are also included. Sidewalk Sidewalk Not to scale BUFFERED BICYCLE LANE Modified on-street bike lane with vehicle and/or parking-side buffer for addional comfort and safety on higher speed or volume roadways Note: Chevrons should be used instead of diagonal hatching where striped buffers are over 3 feet in width. Buffers can either be located on either both sides of the bicycle lane or only one side. Parking 1.5’-2 Striped Buffer 1’-2’ Striped Buffer 1.5-4’ Striped Buffer Travel Lane Travel Lane 4’-6’ Bike Lane Bike Lane 4’-6’ BICYCLE BOULEVARD ---PAGE BREAK--- 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 68 A list of proposed bicycle improvements is presented in Table 4-2. A summary of the proposed facility types and network mileage is presented in Table 4-3. TABLE 4-2 PROPOSED BICYCLE IMPROVEMENTS Segment Description Miles Shared-Use Paths Richmond Greenway- Ohlone Greenway Gap Closure Gap closure and trail crossing 0.13 Cerrito Creek Trail Widen trail 0.40 Hill Street Between San Pablo Avenue and the Ohlone Greenway Cycle Tracks San Pablo Avenue One-way parking-separated cycle tracks between Potrero Avenue and Lincoln Avenue 2.54 Carlson Boulevard Complete a bikeway feasibility study looking at a cycle track on Carlson Boulevard between the Richmond border and San Pablo Avenue - Buffered Bicycle Lanes Eastshore Boulevard Between Hill Street and Potrero Avenue 0.18 Bicycle Lanes Central Avenue Between Carlson Boulevard and San Pablo Avenue 0.05 Cutting Boulevard Between Ohlone Greenway and San Pablo Avenue 0.06 Hill Street Between Ohlone Greenway and Elm Street 0.14 Potrero Avenue Between western city limit and Ohlone Greenway 0.56 San Pablo Avenue Between Wall Avenue and Potrero Avenue 0.52 Bicycle Routes with Sharrows Arlington Boulevard Between northern and southern city limits 2.43 Avis Drive Between Moeser Lane and Stockton Avenue 0.22 Barrett Avenue Between western city limit and Arlington Boulevard 0.79 Bates Avenue Between Terrace Drive and Roberta Drive 0.16 Blake Street Between Norvell Street and Navellier Street 0.17 Carmel Avenue Between southern city limit and Fairmount Avenue 0.10 Colusa Avenue Between Terrace Avenue and southern city limit. Consider an all-way stop and other traffic control devices at the intersection of Colusa Avenue/Terrace Avenue to facilitate bicycle travel on and to/from Colusa. 1.02 Elm Street Between Hill Street and Cutting Boulevard 0.13 Fairmount Avenue Green-backed sharrows between Carlson Boulevard and Colusa Avenue 0.72 Ganges Avenue Between Fairview Drive and Wilson Way 0.28 Hagen Boulevard Between Cutting Boulevard and Mira Vista Drive 0.06 Key Boulevard Between Knott Avenue and Elm Street increase frequency of sharrow markings and signage. 0.32 Knott Avenue Between San Pablo Avenue and Ohlone Greenway 0.06 Manila Avenue Between Ohlone Greenway and San Pablo Avenue 0.09 Mira Vista Drive Between Hagen Boulevard and Barrett Avenue 0.51 Navellier Drive Between Blake Street and Moeser Lane 0.85 Portola Drive Between Ohlone Greenway and San Pablo Avenue 0.11 Potrero Avenue Between San Pablo Avenue and Navellier Street 0.51 Rifle Range Drive Between northern city limit and Arlington Boulevard 0.48 Roberta Drive Between Bates Avenue and Arlington Boulevard 0.08 San Pablo Avenue Green-backed sharrows between Lincoln Avenue and southern city limit 0.42 Green-backed sharrows between Wall Avenue and northern city limit 0.18 Schmidt Lane Between San Pablo Avenue and Navellier Street 0.62 Stockton Avenue Between Ohlone Greenway and Terrace Avenue 0.28 ---PAGE BREAK--- 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 4. Proposed Networks 69 Terrace Drive Between Stockton Avenue and Bates Avenue 1.12 Waldo Avenue Between San Pablo Avenue and Ohlone Greenway 0.13 Wilson Way Between Ganges Avenue and Cutting Boulevard 0.14 Bicycle Boulevards Blake Street Between Ohlone Greenway and San Pablo Avenue 0.30 Everett Street Between Blake Street and Schmidt Lane 0.60 Schmidt Lane Between Everett Street and Richmond Street 0.05 Richmond Street Between Schmidt Lane and Portola Drive 0.11 Portola Drive Between Richmond Street and Everett Street 0.07 Everett Street Between Portola Drive and Waldo Avenue 0.12 Waldo Avenue Between Everett Street and Norvell Street 0.05 Norvell Street Between Waldo Avenue and Eureka Avenue 0.32 Eureka Avenue Between Norvell Street and Albemarle Street 0.05 Albemarle Street Between Eureka Avenue and Fairmount Avenue 0.40 Fairmount Avenue Between Albemarle Street and Behrens Street 0.02 Behrens Street Between Fairmount Avenue and City Limit 0.30 Kearney Street Between Moeser Lane and Fairmount Avenue 0.82 Lincoln Avenue Between San Pablo Avenue and Ashbury Avenue. Install additional bicycle-friendly speed humps and consider stop-sign flipping to reduce speeds and give priority to the bicycle boulevard 0.53 Other Bicycle Projects Bicycle Detection Citywide, including Moeser/Navallier, Colusa/Fairmount, and Fairmount/Ashbury. - Source: Fehr & Peers, 2015. Bicycle Parking Bicycle parking is proposed at key locations, as shown on Figure 4-4. Additional bicycle parking is required as part of future new developments and will likely increase the number of bicycle parking spaces along commercial corridors and in higher-density neighborhoods. TABLE 4-3: PROPOSED LENGTH OF BICYCLING NETWORK Bikeway Classification Proposed (mi) Shared-Use Path 0.53 Cycletracks 2.54 Buffered Bicycle Lanes 0.18 Bicycle Lanes 1.33 Bicycling Route with Sharrows 11.98 Bicycle Boulevard 3.74 TOTAL 19.97 Source: Fehr & Peers, 2015. ---PAGE BREAK--- n n n n n n n n n n n n n n n n n b b San Pablo Av Potrero Av Arlington Blvd Moeser Ln Central Av Barrett Av Fairmount Av Colusa Av Ashbury Av Arlington Av Richmond St Key Blvd Elm St Balra Dr Everett St Norvell St Terrace Dr Navellier St Schmidt Ln King Dr Colusa Av Blake St Manila Av Portola Dr Lincoln Av Donal Av Gladys Av Seaview Dr Waldo Av Carquinez Av Pomona Av Albemarle St Scott St Carmel Av Jordan Av Clayton Av Contra Costa Dr Tamalpais Av Cutting Blvd Hill St Ramona Av Hagen Blvd Rifle Range Rd Mira Vista Dr Knott Av Bonnie Dr Lawrence St Rosalind Av Vis Heights Rd San Carlos Av Avis Dr Lynn Av Galvin Dr Shevlin Dr Alva Av Brewster Dr Betty Ln Ganges St Gatto Av Vista Rd Yosemite Av El Dorado St Tassajara Av Yuba Av Macdonald Av Club View Dr Harper St Ward Av Stockton Av Avila St Village Dr Conlon Av Wildcat Dr Belmont Av Bates Av Buckingham Dr View Dr Havens Pl Snowdon Av Glen Mawr Av Liberty St Pinehurst Ct Eureka Av Santa Clara Av Walnut St Devonshire Dr Wesley Av Julian Dr Wildwood Pl Rivera St Kenilworth Av Regency Ct Humboldt Av Plank Av Seaview Pl Eastshore Blvd Arbor Dr Kensington Rd Kent Dr Roger Ct Lexington Av Wilson Wy Rockway Av Craft Av Ln Leviston Av Santa Fe Av Madera Dr Villa Nueva Dr Waldo Ln Fairview Av Mound Av James Pl Park Vista Clark Pl Contra Costa Rd Elm St Liberty St Errol Dr Lexington Av Lexington Av Pomona Av Liberty St Everett St Norvell St Seaview Dr Stockton Av Eureka Av Kearney St Eureka Av Kearney St Liberty St Madera Elementary School Harding Elementary School Cameron School Tehiyah School Prospect-Sierra Elementary School Fairmount Elementary School St John's School St. Jerome's School El Cerrito High School Fred T. Korematsu Middle School Albany Middle School Montessori Family School Stege Elementary School Summit Charter School Former Portola Middle School Prospect-Sierra Middle School Mira Vista Golf & Country Club Castro Park Hillside Natural Area Canyon Trail Park Cerrito Vista Park Huber Park Arlington Park Tassajara Park Mira Vista Park Central Park Poinsett Park Baxter Gateway Park Fairmount Park Harding Park Creekside Park El Cerrito del Norte Station \\fpse03\fpse2\Data2\2012Projects\WC_Projects\WC12-2889.03\Graphics\GIS\MXD\figure4_3_FUT_BikeNetwork.mxd ATP Bicycle Network Class I Shared-Use Path Class II Bicycle Lane Class III with Sharrows Bicycle Boulevard One-Way Cycle Tracks Two-Way Cycle Tracks Class I Shared-Use Path Class II Bicycle Lane Class III with Sharrows Figure 4-3 City of El Cerrito Ohlone Greenway U n i o n P a c i f i c R a i l r o a d 80 580 Bay Trail J< El Cerrito Plaza Proposed Bicycle Network Facilities Existing Bicycle Network Facilities Richmond Greenway ---PAGE BREAK--- n n n n n n n n n n n n n n n n n b b ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l ¾l San Pablo Av Potrero Av Arlington Blvd Moeser Ln Central Av Barrett Av Fairmount Av Colusa Av Ashbury Av Arlington Av Richmond St Key Blvd Elm St Balra Dr Everett St Norvell St Terrace Dr Navellier St Schmidt Ln King Dr Colusa Av Blake St Manila Av Portola Dr Lincoln Av Donal Av Gladys Av Seaview Dr Waldo Av Carquinez Av Pomona Av Albemarle St Scott St Carmel Av Jordan Av Clayton Av Contra Costa Dr Tamalpais Av Cutting Blvd Hill St Ramona Av Hagen Blvd Rifle Range Rd Mira Vista Dr Knott Av Bonnie Dr Lawrence St Rosalind Av Vis Heights Rd San Carlos Av Avis Dr Lynn Av Galvin Dr Shevlin Dr Alva Av Brewster Dr Betty Ln Ganges St Gatto Av Vista Rd Yosemite Av El Dorado St Tassajara Av Yuba Av Macdonald Av Club View Dr Harper St Ward Av Stockton Av Avila St Village Dr Conlon Av Wildcat Dr Belmont Av Bates Av Buckingham Dr View Dr Havens Pl Snowdon Av Glen Mawr Av Liberty St Pinehurst Ct Eureka Av Santa Clara Av Walnut St Devonshire Dr Wesley Av Julian Dr Wildwood Pl Rivera St Kenilworth Av Regency Ct Humboldt Av Plank Av Seaview Pl Eastshore Blvd Arbor Dr Kensington Rd Kent Dr Roger Ct Lexington Av Wilson Wy Rockway Av Craft Av Ln Leviston Av Santa Fe Av Madera Dr Villa Nueva Dr Waldo Ln Fairview Av Mound Av James Pl Park Vista Clark Pl Contra Costa Rd Elm St Liberty St Errol Dr Lexington Av Lexington Av Pomona Av Liberty St Everett St Norvell St Seaview Dr Stockton Av Eureka Av Kearney St Eureka Av Kearney St Liberty St Madera Elementary School Harding Elementary School Cameron School Tehiyah School Prospect-Sierra Elementary School Fairmount Elementary School St John's School St. Jerome's School El Cerrito High School Fred T. Korematsu Middle School Albany Middle School Montessori Family School Stege Elementary School Summit Charter School Former Portola Middle School Prospect-Sierra Middle School Mira Vista Golf & Country Club Castro Park Hillside Natural Area Canyon Trail Park Cerrito Vista Park Huber Park Arlington Park Tassajara Park Mira Vista Park Central Park Poinsett Park Baxter Gateway Park Fairmount Park Harding Park Creekside Park El Cerrito del Norte Station \\fpse03\fpse2\Data2\2012Projects\WC_Projects\WC12-2889.03\Graphics\GIS\MXD\figure4_4_FUT_BikeParking.mxd Proposed Bicycle Parking ¾l Existing Bicycle Parking Facility ¾l Proposed Bicycle Parking Facility Figure 4-4 Ohlone Greenway U n i o n P a c i f i c R a i l r o a d 80 580 Bay Trail J< El Cerrito Plaza City of El Cerrito The City will aim to intall six bicycle parking spaces per proposed facility ---PAGE BREAK--- 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 72 5. 5. 5. 5. Focus Area Projects Focus Area Projects Focus Area Projects Focus Area Projects ---PAGE BREAK--- 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 73 Given the large number of improvement projects to be completed in the City, creating a clear framework for how active transportation projects are prioritized is critical. The City of El Cerrito selected nine focus areas citywide for active transportation enhancements, as these were determined to require additional evaluation as part of implementation of the previous Circulation Plan.. These projects were identified by the City based on demand for walking and biking, community interest, and safety considerations. For each of the nine focus area projects, a grant-ready fact sheet and concept plan are presented. The intention of these fact sheets and concept plans is for the City to insert them into grant applications as the City is ready to pursue grant funding for the project. Four other focus area projects are currently under planning and/or design and are not addressed in this chapter, these include: • Arlington Boulevard/Brewster Drive bicycle and pedestrian improvements • San Pablo Avenue Specific Plan and Complete Streets Plan • Del Norte BART bicycle and pedestrian improvements • Plaza BART bicycle and pedestrian improvements In addition, the Kearney Street Bicycle Boulevard, for which more information is presented in Appendix F, has been identified as a potential long-term project. Additional analysis, community engagement and design would be required to carry that project forward. Additional projects were sorted into medium and low priority tiers. The following prioritization criteria and weights were used to sort these remaining projects: • Potential to shift bicycle and pedestrian mode share • Addresses immediate safety need • Closes critical gap • Supports economic development (access to commercial nodes) • Access to transit • Consistency with adopted plans Focus Area Projects Grant-ready fact sheets and concept plans were developed for the following nine focus area projects: 1. BART to Bay Trail Access Improvements 2. Ohlone Greenway Crossing Improvements 3. Citywide Wayfinding 4. Arlington Boulevard Pedestrian Improvements 5. East Side Bicycle Boulevard 6. East Side Bicycle Boulevard Wayfinding 7. Key Boulevard Improvements 8. Fairmount Avenue Improvements 9. Potrero Avenue Improvements Figures 5-1 through 5-9 and Table 5-1 present these projects. These projects will help create a highly connected active transportation network within El Cerrito and will connect to neighboring cities and amenities. Additionally, these projects are likely to be competitive for grant funding. The intent of these fact sheets is that the City can insert these sheets into grant applications as it seeks competitive funding to design and construct biking and walking projects. For each project an estimated cost range is presented, inclusive of soft costs, design, and contingency. ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- (pending evaluation) ---PAGE BREAK--- 60 TABLE 5-1 EXISTING, PLANNED, AND PROPOSED OHLONE GREENWAY CROSSING IMPROVEMENTS BY CROSS-STREET Cross- Street Existing, Planned, and Proposed Improvements Additional Improvements Traffic Control Advanced Signs Flashing Devices2 High- Visibility Striping Advanced Yield Markings Curb Extensions or Refuge Lighting Wayfinding Knott Avenue Potentially Remove STOP on Greenway and replace with YIELD Curb Extensions Install bicycle route with sharrows between San Pablo Avenue and Greenway Cutting Boulevard Ohlone STOP RRFB Curb Extensions & Path Realignment Stripe bicycle lanes between San Pablo Avenue and Greenway Hill Street Ohlone STOP RRFB Curb Extensions Stripe eastbound bicycle lane between the Greenway and Elm Street Blake Street Potentially Remove STOP on Greenway and replace with YIELD Install bicycle and pedestrian legends for separate paths 1. Light green indicates existing facilities, dark green indicates planned and funded improvements, orange indicates proposed improvements, and gray indicates no improvement at that location. 2. IRWL=In-Roadway Lighting, RRFB=Rectangular Rapid Flashing Beacon Source: Fehr & Peers, 2014; 2007 Circulation Plan for Bicyclists and Pedestrians ---PAGE BREAK--- 61 1. Light green indicates existing facilities, dark green indicates planned and funded improvements, orange indicates proposed improvements, and gray indicates no improvement at that location. 2. IRWL=In-Roadway Lighting, RRFB=Rectangular Rapid Flashing Beacon Source: Fehr & Peers, 2014; 2007 Circulation Plan for Bicyclists and Pedestrians TABLE 5-1 EXISTING, PLANNED, AND PROPOSED OHLONE GREENWAY CROSSING IMPROVEMENTS BY CROSS-STREET Cross-Street Existing, Planned, and Proposed Improvements Additional Improvements Traffic Control Advanced Signs Flashing Devices2 High- Visibility Striping Advanced Yield Markings Curb Extensions or Refuge Lighting Wayfinding Potrero Avenue Ohlone STOP RRFB Curb Extensions Curb extensions not recommended due to proposed bicycle lanes on Potrero Manila Avenue Potentially Remove STOP on Greenway and replace with YIELD (indirect existing lighting) Schmidt Lane Potentially Remove STOP on Greenway and replace with YIELD (indirect existing lighting) Portola Avenue Potentially Remove STOP on Greenway and replace with YIELD (refresh) Curb Extensions (indirect existing lighting) ---PAGE BREAK--- 82 TABLE 5-1 EXISTING, PLANNED, AND PROPOSED OHLONE GREENWAY CROSSING IMPROVEMENTS BY CROSS-STREET Cross-Street Existing, Planned, and Proposed Improvements Additional Improvements Traffic Control Advanced Signs Flashing Devices 2 High- Visibility Striping Advanced Yield Markings Curb Extensions or Refuge Lighting Wayfinding Moeser Lane Ohlone STOP RRFB (refresh) (replace existing Stairstep Markings) Median Waldo Street Potentially Remove STOP on Greenway and replace with YIELD (refresh) (replace stairstep striping) Curb Extensions Stockton Avenue Ohlone STOP RRFB (refresh) Curb Extensions Lincoln Avenue Potentially Remove STOP on Greenway and replace with YIELD Curb Extensions 1. Light green indicates existing facilities, dark green indicates planned and funded improvements, orange indicates proposed improvements, and gray indicates no improvement at that location. 2. IRWL=In-Roadway Lighting, RRFB=Rectangular Rapid Flashing Beacon Source: Fehr & Peers, 2014; 2007 Circulation Plan for Bicyclists and Pedestrians ---PAGE BREAK--- 83 TABLE 5-1 EXISTING, PLANNED, AND PROPOSED OHLONE GREENWAY CROSSING IMPROVEMENTS BY CROSS-STREET Cross-Street Existing, Planned, and Proposed Improvements Additional Improvements Traffic Control Advanced Signs Flashing Devices 2 High- Visibility Striping Advanced Yield Markings Curb Extensions or Refuge Lighting Wayfinding Central Avenue Ohlone STOP RRFB Curb Extensions Median Refuge Fairmount Avenue Ohlone STOP IRWL or RRFB (replace stairstep striping) Curb Extensions & Refuge Consider intersections improvements at Richmond Street/Fairmount Avenue in conjunction with OBAG Improvements Pedestrian zone treatments planned through OBAG grant 1. Light green indicates existing facilities, dark green indicates planned and funded improvements, orange indicates proposed improvements, and gray indicates no improvement at that location. 2. IRWL=In-Roadway Lighting, RRFB=Rectangular Rapid Flashing Beacon Source: Fehr & Peers, 2014; 2007 Circulation Plan for Bicyclists and Pedestrians ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 100 Medium and Low Priority Projects The remaining projects were sorted into medium and low priority projects based on criteria described below. Some of these projects can be addressed in the near-term on an opportunistic-basis. For example, as properties redevelop, some of these active transportation improvements could be incorporated into the entitlement process. Additionally, as roadway overlays or other pavement projects are completed in the City, these projects should be integrated. Prioritization Criteria The methodology used to score projects within each criterion is described below. Each criterion was assigned equal weight. Potential to Shift Bicycle and Pedestrian Mode Share (2 Points) This criterion evaluates the ability of a bicycle or pedestrian project to attract new walking and biking trips. For bicyclists, this was determined to occur with proposed facilities that feel more comfortable and accommodate a wider range of users of all ages and abilities. For pedestrians, this addresses projects within 0.5 mile of key destinations. This criterion scores either 2 points or 0 points. Points are assigned as follows: 2 Points - Bicyclists: Protected bikeways (shared-use paths, cycle tracks, and buffered bicycle lanes) and low traffic-stress bikeways (bicycle boulevards) 2 Points - Pedestrians: Projects within a 1/2 mile to transit centers (BART stations and 72/72R on San Pablo Avenue), local schools, path network, and retail destinations Addresses Immediate Safety Need (2 Points) This criterion is based on the number of bicycle and pedestrian collisions, respectively, on the roadway over the past five years and/or roadways that were identified as having perceived safety issues. For off-street projects, such as pathways and sidewalks, the methodology is based on potential for conflicts with motor vehicles. Points are assigned as follows: On-Street Facilities 2 Points: Projects that provide or improve a bicycle or pedestrian facility with two or more bicycle and pedestrian collisions, respectively 1 Point: Projects that provide or improve a bicycle or pedestrian facility with one bicycle and pedestrian collisions, respectively Off-Street Facilities 2 Points: Trail and path projects that cross roads and driveways two times per mile 1 Point: Trail and path projects that cross roads and driveways three or more times per mile Gap Closure (2 Points) Gaps in pedestrian and bicycle facilities can create significant barriers for active transportation. Closing these gaps to create continuous facilities is important to maximizing the value of prior investments. Points are assigned as follows: ---PAGE BREAK--- 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 101 2 Points: Projects that connect two existing facilities and create a continuous facility 1 Point: Projects that reduce the impact of a gap Economic Development (2 Points) The City of El Cerrito’s adopted policies and plans prioritize economic development throughout the City. Points are assigned as follows: 2 Points: Projects within ¼ mile of commercial nodes 1 Point: Projects within ½ mile of commercial nodes Access to Transit (2 Points) The City of El Cerrito’s adopted policies and plans also prioritize access to transit. Providing “last mile” bicycle and pedestrian connections to a transit center has shown to be particularly important in encouraging walking and biking trips. Points are assigned as follows: 2 Points: Projects within ¼ mile of AC Transit Rapid bus stop or BART Station 1 Point: Projects within ½ mile of AC Transit Rapid bus stop or BART Station OR along an AC Transit local bus route Consistency with Adopted Plans (2 Points) The City of El Cerrito has undergone a variety of planning studies with significant public engagement. As such, consistency with these planning documents is important. Points are assigned as follows: 2 Points: Project identified in two or more Plans 1 Point: Project identified in one previous Plan Prioritization Results The projects identified in Chapter 4 were scored and ranked using the methodology described above to determine medium and low priority projects. Table 5-2 presents the prioritized list of projects. TABLE 5-2 MEDIUM- AND LOW-PRIORITY PROJECTS Name Description Miles Cost1 Medium-Priority Projects Central Avenue Provide an accessible path of travel for pedestrians through sidewalk reconstruction and repair and improve the streetscape between the Ohlone Greenway and Ashbury Avenue 0.8 Implement planned improvements to the Ohlone Greenway crossing at Plaza BART Station through the OBAG-funded grant improvement OBAG- funded Stripe and sign bicycle lanes between Carlson Boulevard and San Pablo Avenue 0.05 $ Cutting Boulevard Provide an accessible path of travel for pedestrians through sidewalk reconstruction, repair, and installation 0.12 ---PAGE BREAK--- 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 102 TABLE 5-2 MEDIUM- AND LOW-PRIORITY PROJECTS Name Description Miles Cost1 Implement planned pedestrian improvements to the Ohlone Greenway crossing and Greenway alignment near Del Norte BART and through OBAG-funded grant project OBAG- funded Improve intersection at San Pablo Avenue and stripe all crossings per the San Pablo Avenue Specific Plan and Complete Streets Plan Stripe and sign bicycle lanes between Ohlone Greenway and San Pablo Avenue 0.06 $ Implement Del Norte Station Modernization Improvements - BART Funded Hill Street Provide an accessible path of travel for pedestrians through sidewalk installation and repair 0.23 Improve intersection at Key Boulevard/Hill Street/Elm Street (City has applied for Safe Routes to School ATP Funding) TABLE 5-2 MEDIUM- AND LOW-PRIORITY PROJECTS Name Description Miles Cost1 Improve intersection at San Pablo Avenue/Hill Street/Eastshore Boulevard and stripe all crosswalk per the San Pablo Avenue Specific Plan and Complete Streets Plan Implement planned pedestrian improvements to the Ohlone Greenway and Safeway Driveway crossings near del Norte BART as part of the OBAG-funded project OBAG- funded Stripe and sign eastbound bicycle lane between Ohlone Greenway and Elm Street 0.14 $ (City has applied for Safe Routes to School ATP Funding) Implement del Norte Station Modernization Improvements - BART Funded Eastshore Boulevard Stripe and sign buffered bicycle lanes between San Pablo Avenue and Potrero Avenue 0.18 ---PAGE BREAK--- 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 103 TABLE 5-2 MEDIUM- AND LOW-PRIORITY PROJECTS Name Description Miles Cost1 Lincoln Avenue Stripe and sign as bicycle boulevard and look for opportunities to install traffic calming features, such as stop-sign flipping and bicycle-friendly speed humps, and adjust traffic control devices to give priority to bicycle traffic on Lincoln 0.53 Schmidt Lane Sign and stripe Class III Bicycle Route with Sharrows between San Pablo Avenue and Navellier Street 0.6 $ Provide an accessible path of travel for pedestrians through sidewalk reconstruction and repair and improve the streetscape between the Ohlone Greenway and the Recycling Center Stockton Avenue Provide an accessible path of travel for pedestrians through sidewalk reconstruction and repair and improve the streetscape between San Pablo Avenue and Ashbury Avenue 0.4 Sign and stripe Class III Bicycle Route with Sharrows between Ohlone Greenway and Ashbury Avenue 0.28 $ TABLE 5-2 MEDIUM- AND LOW-PRIORITY PROJECTS Name Description Miles Cost1 Portola Drive Sign and stripe Class III Bicycle Route with Sharrows between San Pablo Avenue and Ohlone Greenway 0.11 $ Potrero Avenue Provide an accessible path of travel for pedestrians through sidewalk reconstruction and repair and improve the streetscape between the western City boundary and Richmond Street 0.5 Richmond Greenway- Ohlone Greenway Gap Closure Gap closure and trail crossing 0.13 (Planned & Funded, Richmond lead) Richmond Street Provide an accessible path of travel for pedestrians through sidewalk installation, reconstruction, and repair 1.8 Ashbury Avenue Provide accessible path of travel for pedestrians through sidewalk reconstruction and repair. 1.2 Manila Avenue Sign and stripe Class III Bicycle Route with Sharrows between San Pablo Avenue and Ohlone Greenway 0.09 $ ---PAGE BREAK--- 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 104 TABLE 5-2 MEDIUM- AND LOW-PRIORITY PROJECTS Name Description Miles Cost1 Low-Priority Projects Colusa Avenue Sign and stripe Class III Bicycle Route with Sharrows between Stockton Avenue and southern City Limit. Consider an all-way stop and other traffic control devices at the intersection of Colusa Avenue/Terrace Avenue to facilitate bicycle travel on and to/from Colusa. 1.02 Knott Avenue Sign and stripe Class III Bicycle Route with Sharrows between San Pablo Avenue and Ohlone Greenway 0.06 $ Park Trail Corridors Consider purchasing undeveloped properties bordering park areas to enhance trail connections 5.8 - Improve and maintain sidewalks, hillside paths/stairs, and fire trails as needed Provide signage, including mileage, along trail corridors TABLE 5-2 MEDIUM- AND LOW-PRIORITY PROJECTS Name Description Miles Cost1 Barrett Ave Provide an accessible path of travel for pedestrians through sidewalk reconstruction and repair and improve the streetscape between the western City boundary and Arlington Boulevard 0.8 Sign and stripe Class III Bicycle Route with Sharrows between western City Limit and Arlington Boulevard 0.79 $ Hillside Pathways and Stairs Improve and maintain paths/stairs, including the provision of handrails and posting signs - Maintain GIS map of all paths and stairs within the public right-of- way $ Impassible Trails Improve all impassible trails within the City’s right-of-way to provide accessible trails 1.2 Navellier Street Provide an accessible path of travel for pedestrians through sidewalk installation, reconstruction, and repair 0.75 Carmel Avenue Sign and stripe Class III Bicycle Route with Sharrows between Fairmount and southern City Limit 0.10 $ ---PAGE BREAK--- 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 5. Focus Area Projects 105 TABLE 5-2 MEDIUM- AND LOW-PRIORITY PROJECTS Name Description Miles Cost1 Mira Vista Drive Sign and stripe Class III Bicycle Route with Sharrows between Hagen Boulevard and Barrett Avenue 0.51 $ Terrace Drive Sign and stripe Class III Bicycle Route with Sharrows between Stockton Avenue and Arlington Boulevard 1.45 $ Rifle Range Drive Sign and stripe Class III Bicycle Route with Sharrows between northern City Limit and Arlington Boulevard 0.48 $ TABLE 5-2 MEDIUM- AND LOW-PRIORITY PROJECTS Name Description Miles Cost1 All Intersections Install pedestrian countdown heads and update signal timings to 3.5 feet/second or current MUTCD standards at signalized intersections and update curb ramps to current ADA standards at all intersections - $ - 1. Project costs for pedestrian projects were calculated on an order-of magnitude basis to understand planning-level costs. Projects were assigned a ranking of $ (<$50,000), ($50,000-$200,000), ($200,000-500,000), (>$500,000). Source: Fehr & Peers, 2015. ---PAGE BREAK--- 6. Performance Measures 6. Performance Measures 6. Performance Measures 6. Performance Measures 106 6. 6. 6. 6. Performance Measures Performance Measures Performance Measures Performance Measures ---PAGE BREAK--- 6. Performance Measures 6. Performance Measures 6. Performance Measures 6. Performance Measures 107 The City of El Cerrito intends to monitor progress on the implementation of this Active Transportation Plan over time. This chapter presents four key performance goals for the Plan’s implementation. Performance Goals Table 6-1 summarizes the four Performance Measure and Goals and includes information on the key stakeholders and associated metrics and policies to make progress toward meeting those goals. These goals provide consistency with the citywide policies established in Chapter 2 Goals, Policies, and Programs, and should be followed and monitored per Policy 1-7 of this Plan. This Plan will be updated every 5-7 years, including an analysis of the increase in bicycling and walking from the implementation of proposed facilities, as well as an evaluation of the remaining network. This update will ensure that proposed projects still meet the needs of the community. ---PAGE BREAK--- 6. Performance Measures 6. Performance Measures 6. Performance Measures 6. Performance Measures 108 TABLE 6-1 PERFORMANCE GOALS Goal Metric Key Actions 1. Construct all the low-stress bicycle facilities that support users of all ages and abilities by 2025 and build out the remainder of the bicycle and pedestrian network by 2035. Establish a construction pace of 0.5 miles of bicycle facilities and one pedestrian capital improvement project per year • Continue to seek competitive grant funding sources to implement the nine focus area projects • Consider bicycle and pedestrian facilities in all paving projects and intersection improvements • Review environmental documents and proposed development plans for consistency with this Plan and for a proposed facility’s ability to accommodate the needs of users of all ages and abilities 2. Enhance citywide pedestrian and bicycle safety Reduce total number of annual bicycle and pedestrian related collision rate by 50 percent by 2025 • Address collision locations identified in this Plan including but not limited to San Pablo Avenue, Carlson Boulevard, and Ohlone Greenway crossings by installing the projects identified in this Plan and implementing the education and enforcement programs laid out in Chapter 2. 3. Encourage and facilitate a significant increase in active transportation mode share and trips. Double the percentage of all walking trips and biking trips by 2025 • Require bicycle and pedestrian counts to be routinely collected with all intersection turning movement counts, such as for all environmental documents and traffic studies • Evaluate creating a GIS database of bicycle and pedestrian counts by location, including peak hour, weekday and weekend ADT, date, and source of data, as available • Review and monitor bicycle and pedestrian commute mode share from American Community Survey (ACS) data and the California Household Travel Survey, as recommended in the San Pablo Avenue Specific Plan 4. Encourage new walking and biking trips to transit Double the percentage of walking and biking trips to transit by 2025 • Work with BART and AC Transit to monitor the percentage of riders walking and biking to transit • Prioritize and implement improvements near the BART stations and along San Pablo Avenue Rapid Bus route Source: Fehr & Peers, 2014. ---PAGE BREAK--- 6. Performance Measures 6. Performance Measures 6. Performance Measures 6. Performance Measures 109 This page intentionally left blank ---PAGE BREAK--- 7. Funding & Implementation 7. Funding & Implementation 7. Funding & Implementation 7. Funding & Implementation 110 7. Funding & Implementation 7. Funding & Implementation 7. Funding & Implementation 7. Funding & Implementation ---PAGE BREAK--- 7. Funding & Implementation 7. Funding & Implementation 7. Funding & Implementation 7. Funding & Implementation 111 Federal, state, regional, county and local organizations provide funding for pedestrian and bicycle projects and programs. The most recent federal surface transportation funding program, Moving Ahead for Progress in the 21st Century Act (MAP-21), was signed into law in July 2012. This is the first long-term federal transportation authorization enacted since 2005, and the new authorization brings significant changes to typical funding sources and structures. MAP-21 funding is distributed to federal and state surface transportation funds. Most of these resources are available to El Cerrito through Caltrans, the Metropolitan Transportation Commission (MTC), and the Contra Costa Transportation Authority. This chapter includes details about current programs that are used to fund existing scheduled projects and an assessment of upcoming programs as of May 2014. These may change as state and local programs adapt to the new MAP-21 funding. Funding Table 7-1 summarizes the applicability of these various funding sources to projects, planning efforts, and programs proposed in this plan. Detailed descriptions of the grant funding sources are presented in Appendix E. El Cerrito has been successful in securing a variety of competitive and non- competitive grant funding sources. Bicycle- and pedestrian-related expenditures since 2007 have totaled $14,223,780. Those funds represent a diverse set of funding sources, including Safe Routes to Transit, Highway Safety Improvement Program, Transportation for Livable Communities, and Measure J funding, among other sources. ---PAGE BREAK--- 7. Funding & Implementation 7. Funding & Implementation 7. Funding & Implementation 7. Funding & Implementation 112 Implementation This section presents next steps for grant funding and costs associated with building and maintaining the proposed bicycle and pedestrian network. TABLE 7-1: REGIONAL FUNDING SOURCE APPLICABILITY MATRIX Funding Source Class I Bicycle Path Class II Bicycle Lane Class III Bicycle Route Pedestrian Projects Other Projects Planning and Programs Highway Safety Improvement Program (HSIP) Grants Caltrans Transportation Planning Grants Local Transportation Fund (LTF) California State Parks Recreational Trails Program (RTP) Land and Water Conservation Fund (LWCP) Active Transportation Program (ATP), including Safe Routes to School Transportation Development Act (TDA) One Bay Area Grant (OBAG) Bay Area Air Quality Management District (BAAQMD) Transportation Fund for Clean Air2 Notes: 1. indicate that funds may be used for this category; indicate that funds may not be used for this category, and indicate that funds may be used, though restrictions apply. Source: Fehr & Peers, 2014. ---PAGE BREAK--- 7. Funding & Implementation 7. Funding & Implementation 7. Funding & Implementation 7. Funding & Implementation 113 Future Funding Sources The City of El Cerrito should continue to seek grant funding for the focus area projects identified through this Plan. The most applicable funding sources for the improvements recommended by this Plan are the Active Transportation Program, One Bay Area Grants, and Highway Safety Improvement Program. Cost of the Active Transportation Network Table 7-2 presents unit costs per mile for the bikeway types. These costs include unit costs for standard treatments for each facility type with basic assumptions listed. The total cost per mile represents the total construction for a typical bikeway of that type, including engineering, design, construction management, mobilization, traffic control, and contingency. These numbers do not include right of way and environmental costs. TABLE 7-2 GENERALIZED UNIT COSTS FOR IMPROVEMENTS Facility/ Item Type Cost Unit Bicycle Facilities Unpaved Shared-Use Trail $200,000 Per Mile Class I Shared-Use Path (Paved) $1,000,000 Per Mile Parking-Protected Cycle track $570,000 Per Mile Buffered Bicycle Lanes $142,600 Per Mile Bicycle Lanes $84,500 Per Mile Bicycle Boulevard with Traffic Calming and Signage $800,000 Per Mile Bicycle Route with Signage and Sharrows $19,300 Per Mile Green-Backed Sharrows $108,900 Per Mile Bicycle Racks $500 Per Unit Pedestrian Facility Bulbout/Curb Extension $100,000 Each Pedestrian Refuge Island $10,000 Each Speed Humps $10,000 Each Raised Pedestrian Crosswalk $18,000 Each Flashing Beacons (includes $20,000 Per Crosswalk Pedestrian Hybrid Beacons (PHB) $80,000 Per Crosswalk Bicycle/Pedestrian Facility Customized Bicycle/Pedestrian Wayfinding Signs $2,000 Per Sign 1. Costs reflect capital costs plus contingency for engineering, design, construction management, mobilization, traffic control, and contingency. Source: Fehr & Peers, 2015. ---PAGE BREAK--- 7. Funding & Implementation 7. Funding & Implementation 7. Funding & Implementation 7. Funding & Implementation 114 Table 7-3 presents the total cost of the Plan by project type. The total cost of all projects in the active transportation network is $33,569,400. This figure includes $5,339,400 for bikeways projects, $15,050,000 for pedestrian projects, and $13,180,000 for focus area projects. TABLE 7-3: ACTIVE TRANSPORTATION PLAN COST ESTIMATE SUMMARY Project Type Proposed Segments (Miles) Estimated Cost Shared-Use Path 0.53 $530,000 Cycle track 2.54 $1,447,800 Buffered Bicycle Lanes 0.18 $25,700 Bicycle Lanes 1.79 $151,300 Bicycle Boulevard 3.74 $2,992,000 Bicycle Route with Sharrows 10.40 $200,720 Bicycle Route with Green-Backed Sharrows 1.40 - 2 Pedestrian Projects1 - $15,050,000 Focus Area Projects1 - $13,180,000 Total Cost1 $33,569,400 1. Project costs for pedestrian projects and focus area projects were calculated on an order of magnitude basis to understand planning-level costs. Projects were assigned a ranking of $ (<$50,000), ($50,000-200,000), (200,000-500,000), (>$500,000). To determine a total project cost, these ranges were averaged. 2. Costs are assumed with Fairmount Avenue Focus Area Project. Source: Fehr & Peers, 2015.