To improve bicycle access and mobility to UC Berkeley, Downtown Berkeley, and the Southside area, a pilot project could include a two-way parking-protected cycle track. Turn pockets and island bus stops could be provided where necessary to facilitate travel by bus and automobile. Two-Way Cycle Track Between Way and Way Existing Proposed Aerial View Highlights Continuous Cycle Track By placing cycle track on the south side of, lanes easily wrap around the corner to the proposed cycle track Two wide travel lanes allow buses to get around cars that are parallel parking or doubleparked. Relatively narrow sidewalks leave little space for amenities like landscaping, benches, bus shelters, bike racks, or signs. Buses use SHARED GEERAL PURPOSE LAE. Buses will be unable to pass cars parallel parking. Island bus stops in the parking lane could allow for improved passenger amenities without impacting sidewalk space. Cycle track create wider BUFFER between pedestrians and automobile traffic on the west side of. Channing Parallel Facility Fullyprotected, two-way bicycle facility parallel to dedicated transit lane on for a Complete etwork On-Street Parking Maintain on-street parking as a buffer between two-way cycle track and travel lanes. A cycle track buffered by on-street parking could provide fully-protected two-way access for people bicycling between UC Berkeley Campus and the bike boulevard south of Way. Unprotected bike lane on the east side of Street exposes cyclists to left-turning vehicles where meets. CYCLE TRACK provides fullyprotected two-way access for cyclists between UC Berkeley and bike boulevard at Consider relocating south of intersection with an island bus stop in the parking lane Two wide travel lanes allow buses to get around cars that are parallel parking or doubleparked. More capacity for automobiles than demand. o change to availability of O- STREET PARKIG within the corridor. A single AUTOMOBILE TRAVEL LAE shared for cars and buses. STRIPED BUFFER visually narrows roadway but allows for passing when cars are parallel parking Bike Movements between existing St bicycle boulevard and proposed two-way cycle track Left-turning vehicle movements from to. Throughtraffic prohibited Minimize conflicts Vehicles can turn left onto without disturbing travel of cyclists to/from existing bike boulevard on south of Island bus stops in the parking lane could allow for improved passenger amenities without impacting sidewalk space or flow of cyclists. An island could be constructed with relatively inexpensive, low-impact materials for the purpose of a demonstration.
Ave carries 2,200 people on AC Transit every weekday. But speeds can be unpredictable sometimes as low as 4.5 mph! To improve transit reliability, pedestrian comfort and safety, and access to loading zones, a pilot project could include dedicated bus lanes and clear signage for loading zones. Ave Between Way and Way Aerial View Highlights Existing Proposed Continuous Facility Dedicated transit lanes on and would benefit 10,000 people using transit to travel to, from, and within the Southside every day Transit speeds are slow and unreliable. Buses travel at 4-5 mph at various times during the day. LAE calms traffic and grants 2,200 daily passengers faster, more reliable access and mobility. Loading Zones Maintain access to loading zones and right-turn-pockets map Loading zones and bus pullouts leave limited opportunity for community amenities like seating, landscaping, public art, or bicycle parking. PARKLETS replace existing bus stops to create new community space for seating, landscaping, public art, or bicycle parking. Traffic Calming Dedicated transit lanes calm traffic and increase pedestrian safety while maintaining sufficient access for other users Channing PARKLETS could replace existing bus pull-outs to create new community space for seating, landscaping, public art, or bicycle parking. Gap on St bicycle boulevard between and. Proposed St CYCLE-TRACK creates parallel facility less than 300 away at Consider relocating north of intersection with an in-lane stop These stops can be constructed out of non-traditional materials (i.e. not just concrete) to minimize costs and impacts. Wide roadway performs poorly because loading activities and double-parking require vehicles to weave through travel lanes. AUTOMOBILE TRAVEL LAE maintains automobile access and access to loading zones. STRIPED BUFFER between sidewalk and travel lane as door zone between loading vehicles and passing vehicles. Protection from queues Take advantage of rightturn-pocket and low traffic volumes to create a queue jump at the intersection. A dashed treatment indicates that cars and trucks can cross or enter the red lanes to access loading zones or right-turn pockets
is scheduled for repaving in 2017. This is a great opportunity to test some new roadway treatments West Way between Street and Fulton Street Aerial View (Alt 2 shown) Existing Alternative 1 Alternative 2 Protected Crossing Create a protected bicycle crossing at the intersection of Fulton and to help cyclists transition from Fulton bike lanes to a proposed two-way cycle track On-Street Parking and Loading Zones Maintain on-street parking and loading zones as a buffer between two-way cycle track and travel lanes on the south side of. One alternative considers changes to on-street parking on the north side. AC Transit carries 4,800 passengers along this segment of every day. Although the roadway is wide and fast now, any traffic calming in the future should protect transit from delays to keep people moving! Creates LAE to calm traffic and grant 4,800 passengers fast, reliable access and mobility. Creates LAE to calm traffic and grant 4,800 passengers fast, reliable access and mobility. Relatively narrow sidewalks leave little space for amenities like landscaping, benches, bus shelters, bike racks, or signs. Cycle track and Transit Lane create wider buffers between pedestrians and automobile traffic. Transit bulb outs at bus stops shift transit amenities (shelters, benches, poles) out of the pedestrian path of travel. Cycle track and Transit Lane creates a wider buffer between pedestrians and automobile traffic on south side. Ellsworth Dashed Treatment through Conflict Zones Use a dashed treatment when either bike or bus lanes cross intersections or driveways to alert motorists to possible on-coming cyclists or buses Wide roadway encourages speeding and weaving between lanes, which creates an uncomfortable and unsafe environment for people riding bikes. CYCLE TRACK provides fully-protected two-way access for cyclists between Fulton Street, proposed cycle track, and UC Berkeley campus. CYCLE TRACK provides fully-protected two-way access for cyclists between Fulton Street, proposed cycle track, and UC Berkeley campus. Loading Zone Convert existing bus stop at / to a loading zone in front of RSF. Consider relocating stop ~100 feet west, either curbside or with a bus bulb. Wide roadway encourages speeding and weaving between lanes. Maintains OE GEERAL TRAVEL LAE for automobile access. o impact to existing O-STREET PARKIG. Maintains TWO GEERAL TRAVEL LAES for automobile access. Modest impact to O-STREET PARKIG on the campus-side of the street (15 20 spaces). Continuous Cycle Track By placing cycle track on the south side of, lanes easily wrap around the corner to the proposed cycle track Ped Scramble Convert the intersection of and to a pedestrian scramble, allowing diagonal crossing
is scheduled for repaving in 2017. This is a great opportunity to test some new roadway treatments East Way, various boundaries between Piedmont Ave and Ave Aerial View (Alt 1) Existing Alternative 1 Alternative 2 Aerial View (Alt 2) AC Transit carries 2,600 passengers along this segment of every day. Any traffic calming in the future should protect transit vehicles from delays caused by traffic. Parking on south side, transit lane on north side, one general purpose lane, two-way cycle track on south side o changes to benefit transit. Bowditch Fill Gap in Bicycle etwork Alt 2 would not include transit lanes, but it would link the Bowditch bicycle boulevard with UC campus via Barrows Lane Relatively narrow sidewalks and poorly marked crosswalks negatively impact the experience of people walking along this segment of. Cycle track (on the south side) and Transit Lane (on the north side) create a wider buffer between pedestrians and automobile traffic on both sides of the street. Cycle track creates a wider buffer between pedestrians and automobile traffic on the north side (campus side) of the street. Right-sized Traffic Calming Daily automobile volumes on this segment of are low. Provide two lanes and/or left-turn pockets where demand warrants On-Street Parking Maintain on-street parking on blocks with retail as a buffer between two-way cycle track and travel lanes. Parallel parking, double parking, and loading can make the roadway feel cluttered for cyclists. CYCLE TRACK on south side of street provides fully-protected two-way bicycle access to Bowditch bike boulevard, with the potential to create a continuous link between Piedmont Ave and Fulton Street. CYCLE TRACK on north side of street provides fully-protected two-way bicycle access between Barrows Lane campus entrance and Bowditch bike boulevard. College Although the roadway is relatively wide, traffic moves slowly because of parallel parking movements, vehicle loading, and double-parking. Removes O-STREET PARKIG on north side of street. Removes O-STREET PARKIG on north side of street between Bowditch and Barrows Lane. Piedmont Continuous Cycle Track By placing cycle track on the south side of, lanes easily wrap around the corner to the proposed cycle track
74 is scheduled for repaving in 2017. This is a great opportunity to test some new roadway treatments Passenger Throughput Boarding/Alighting by Stop Buses per Hour 215 320 640 500 AC Transit carries ~10,000 people to, from, or through Southside every day 8,600 trips begin or end on transit within Southside every day 23 buses/hour carry students, residents, employees, and visitors between Southside and Downtown Berkeley Schedule Reliability Parking Occupancy, Weekdays Parking Occupancy, Saturday Unpredictable and extreme variations in travel-time Target Occupancy 15-20 Spaces available before reaching target occupancy Target Occupancy Despite excess roadway capacity, traffic is unreliable. This makes it very difficult for AC Transit to accurately schedule service. At times, AC Transit travels slower than 4.5 mph on! On Weekdays, /Channing garage has 15 20 spaces available before reaching the target occupancy of 85% full. On Saturdays, /Channing garage has 75 spaces available before reaching the target occupancy of 85% full.