PRR 4777 Application Report Harrison

8/12/2019 PRR 4777 Application Report Harrison

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Active Transportation Program, Cycle 1

Harrison Street/27th

Street/24th

Street

Improvements

Oakland, California

May 2014

For Caltrans use only:____TAP ____STP____ RTP ____SRTS ____SRTS-NI ____SHA____DAC ____Non-DAC ____Plan


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Active Transportation Program, Cycle 1


Street/24th

Street

Improvements

Oakland, California

Prepared For:

City of Oakland, CA

Transportation Services Division, Oakland Public Works Department

Dalziel Building

250 Frank H. Ogawa Plaza, Suite 4314

Oakland, CA 94612(510)238-7270

Prepared By:

Kittelson & Associates, Inc.

155 Grand Avenue, Suite 900

Oakland, California 94612

(510) 839-1742

Project Manager: Erin M. Ferguson, P.E.

Project Principal: Alice Chen, AICP

Project No. 17121.170

May 2014


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Harrison Street/27th Street/24th Street Improvements May 2014

Table of Contents

3 Harrison Street/27th Street/24th Street Improvements

TABLE OF CONTENTS

Table of Contents ............................................................................................................................ 3

I. General Information .................................................................................................................... 5

II. Project Information ..................................................................................................................... 8

III. Screening Criteria ..................................................................................................................... 10

IV. Narrative Questions: Q1Q8 .................................................................................................. 11

Q1. POTENTIAL FOR INCREASED WALKING AND BICYCLING, ESPECIALLY AMONG STUDENTS, INCLUDING THE IDENTIFICATION

OF WALKING AND BICYCLING ROUTES TO AND FROM SCHOOLS, TRANSIT FACILITIES, COMMUNITY CENTERS, EMPLOYMENT

CENTERS, AND OTHER DESTINATIONS; AND INCLUDING INCREASING AND IMPROVING CONNECTIVITY AND MOBILITY OF NON-

MOTORIZED USERS. (0-30 POINTS) .......................................................................................................................................... 11

Q2. POTENTIAL FOR REDUCING THE NUMBER AND/OR RATE OF PEDESTRIAN AND BICYCLIST FATALITIES AND INJURIES,

INCLUDING THE IDENTIFICATION OF SAFETY HAZARDS FOR PEDESTRIANS AND BICYCLISTS. (0-25 POINTS) .......................... 13Q3. PUBLIC PARTICIPATION and PLANNING (0-15 POINTS) ............................................................................................... 14

Q4. COST EFFECTIVENESS (0-10 POINTS) ........................................................................................................................... 17

Q5. IMPROVED PUBLIC HEALTH (0-10 points) ................................................................................................................... 20

Q6. BENEFIT TO DISADVANTAGED COMMUNITIES (0-10 points) ...................................................................................... 21

Q7. Use of California Conservation Corps or a Qualified Community Conservation Corps ....................................................... 22

Q.8 Applicants Performance on Past Grants............................................................................................................................ 23

V. Project Programming Request .................................................................................................. 23

VI. Additional Information ............................................................................................................ 25VII. Non-Infrastructure Schedule Information .............................................................................. 26

VIII. Application Signatures ........................................................................................................... 27

IX. Additional Attachments ........................................................................................................... 28


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Table of Contents


LIST OF TABLES

Table 1 - Live/Go Analysis for Westlake Middle School ............................................................... 11

Table 2Summary of Quantified Project Benefits ...................................................................... 18

Table 3 - Summary of Health Statistics for Alameda County ........................................................ 20

Table 4 - Summary of Health Statistics by School ........................................................................ 21


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I. General Information


I. GENERAL INFORMATION

Project Name: Harrison Street/27th

Street/24th

Street Improvements.

1. Applicant (Agency name, address and zip code)

City of Oakland, California

Project Implementation, Economic and Workforce

Development Department

Dalziel Building


Oakland, CA 94612

2. Project Funding

ATP Funds Requested $850,000.00

3. Applicant Contact (Name, title, email, phone #)

Patrick Lane

Development Manager, City of Oakland

[email protected]

(510)238-7362

Matching Funds $0

Other Project Funds $0

Total Project Cost $850, 000.00

4. Applicant Contact (Address & Zip Code)

Office of Neighborhood Investment

Dalziel Building


Oakland, CA 94612

Project County:

Alameda County

6. CALTRANS DISTRICT

District 4

Application # of

Area Description:

8. Large Metropolitan Planning Organization MTC Metropolitan Transportation Commission

9. If Other was selected for #8, select your

MPO or RTPA from the drop done menu

10. Urbanized Area (UZA) population Within a large MPO (Pop > 200,000)

Master Agreements:

11. Yes, the applicant has a Federal MA with Caltrans.

12. Yes, the applicant has a State MA with Caltrans.

13. If the applicant does not have an MA. Do you meet the Master Agreement requirements?

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II. Project Information


II. PROJECT INFORMATION

1. Project Location:The Vicinity Map attached to this application illustrates the location of the


Street/24th

Street intersection.

2. Project Coordinates:The project coordinates for the intersection are below.

a. Latitude = 37.812906

b. Longitude = -122.261499

3. Project Description: The proposed Harrison Street/27thStreet/24thStreet improvements focus

on reallocating space at the intersection to pedestrians and bicyclists.

Project Purpose:The purpose of the improvements is to: 1) facilitate crossings for pedestrians

and bicyclists by shortening the crossing distance; 2) improve safety for pedestrians and

bicyclists by eliminating conflicts with vehicles at the intersection; and 3) improve safety for

pedestrians and bicyclists by slowing turning vehicle speeds.

Project Need:The need for the project was identified through the development of the Harrison

Street/Oakland Avenue Community Transportation Plan(available here:

http://www2.oaklandnet.com/oakca/groups/ceda/documents/marketingmaterial/oak025663.

pdf). A primary goal of the plan and improvements identified here is to calm traffic along

Harrison Street to improve the livability of the surrounding neighborhood. The neighborhood

continues to evolve to a mixture of residential and retail land uses generating increased

demand for walking and biking in the area. For example, the Harrison Street/27thStreet/24th

Street intersection is adjacent to an active Whole Foods store that attracts pedestrians,

bicyclists, transit riders as well as motorists. There is also a school (Westlake Middle School) on

Harrison Street approximately 450 feet north of the intersection. As a result, students cross the
http://www2.oaklandnet.com/oakca/groups/ceda/documents/marketingmaterial/oak025663.pdfhttp://www2.oaklandnet.com/oakca/groups/ceda/documents/marketingmaterial/oak025663.pdfhttp://www2.oaklandnet.com/oakca/groups/ceda/documents/marketingmaterial/oak025663.pdfhttp://www2.oaklandnet.com/oakca/groups/ceda/documents/marketingmaterial/oak025663.pdfhttp://www2.oaklandnet.com/oakca/groups/ceda/documents/marketingmaterial/oak025663.pdf


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IV. Narrative Questions: Q1 Q8


IV. NARRATIVE QUESTIONS: Q1Q8

Q1. POTENTIAL FOR INCREASED WALKING AND BICYCLING, ESPECIALLY

AMONG STUDENTS, INCLUDING THE IDENTIFICATION OF WALKING ANDBICYCLING ROUTES TO AND FROM SCHOOLS, TRANSIT FACILITIES, COMMUNITY

CENTERS, EMPLOYMENT CENTERS, AND OTHER DESTINATIONS; AND

INCLUDING INCREASING AND IMPROVING CONNECTIVITY AND MOBILITY OF

NON-MOTORIZED USERS. (0-30 POINTS)

Intersection counts collected as part of the Harrison Street/Oakland Avenue Community

Transportation Plan indicate there are a total of 602 pedestrians crossing at the Harrison

Street/24

th

Street/27

th

Street intersection during the AM and PM weekday peak periods. Bicycle

counts collected for that plan 83 bicyclists traveling through the intersection during the AM and PM

weekday peak periods. Counts were not done during the schools peak hour of departure.

Extrapolating to an estimation of daily counts by combining the two peak-hour counts and

multiplying by five, it is calculated that 3,010 pedestrians and 415 bicyclists use the intersection

during a typical weekday.

In addition to assessing the existing pedestrian and bicycle count information at the intersection,

we also considered the Live/Go analysis for Westlake Middle School. Table 1 below summarizes the

data from the Live/Go analysis that Oakland Unified School District (OUSD) maintains.

Table 1 - Live/Go Analysis for Westlake Middle School

School

Total

Enrolled

Live

Within

Live/Go

Area

Current # of Students

Walking and/or

Biking to School

Potential # of

Students to Walk

and/or Bike

Westlake Middle

School575 218 Unknown 218


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The Live/Go information from Table 1 indicates there are approximately 218 students living in

sufficient proximity to Westlake Middle School to make walking and/or biking to school regularly a

reality. This assumes that there are sufficient pedestrian and bicycle facilities for them to reach the

school from home. The improvements at the Harrison Street/27th

Street/24th

Street intersection

would help facilitate walking and biking access by reducing the size, number of conflicts, and

crossing delay at the intersection.

Based on the surrounding land uses such as Whole Foods, Westlake Middle School, First

Congregational Church of Oakland, proximity of surrounding residential neighborhoods, location

relative to Lake Merritt walking and biking paths, and proximity to office buildings located near

Grand Avenue and Harrison Street there is a lot of potential for increased walking and biking

through intersection. The five-legged intersection is currently large and time-intensive for

pedestrians to cross given the number and length of crossings and the long signal cycle. These

improvements would shorten the cycle length, shorten the pedestrian crossings significantly and

remove some conflicting movements with vehicles. Similar benefits will result for bicyclists

traveling through the intersection. It will simplify and reduce the size of the intersection for

bicyclists; currently it is an intimidating intersection to navigate as a bicyclist.

In addition the above, near-term benefits, this project will also support future development,

including Broadway Specific Planand proposed residential and office space in the Central Business

District. In addition to the Harrison Street/Oakland Avenue Community Transportation Planthere

have also been a number of other additional planning processes taking place that collectively

would benefit from improvements at this intersection. There are significant projects proposed or

approved for the adjacent Central Business District. In addition the Broadway Valdez Specific Plan


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will encourage development activities that will further increase walking and biking through the

intersection. Over time the project will have significantly greater benefit than is currently possible

to quantify. Improvements here are considered a significant catalyst to enable further investment

and improvements in the surrounding area.

Given the above benefits, surrounding land uses, and destinations, we think it is reasonable to

assume a nominal 25% increase in walking and biking through the intersection as a result of the

improvements proposed here. A reasonable case could be made for a larger increase in walking

and biking through the intersection in the longer term as additional improvements from the

Harrison Street/Oakland Avenue Community Transportation Planare implemented.

Q2. POTENTIAL FOR REDUCING THE NUMBER AND/OR RATE OF PEDESTRIAN

AND BICYCLIST FATALITIES AND INJURIES, INCLUDING THE IDENTIFICATION OF

SAFETY HAZARDS FOR PEDESTRIANS AND BICYCLISTS. (0-25 POINTS)

Vehicle speed data was collected as part of the development of the Harrison Street/Oakland

Avenue Community Transportation Plan. Twenty-four hour vehicle speed data was collected at five

locations; one of those locations was on Harrison Street approximately 500 feet north of the


Street/27th

Street intersection. The data indicated that 85th

percentile speeds

northbound on Harrison Street were 36 mph (approximately 11 mph over the posted speed limit)

and southbound on Harrison Street were 35 mph (approximately 10 mph over the posted speed

limit). Collectively indicating that slower vehicle speeds at and through the Harrison Street/24th

Street/27th

Street intersection would help to calm traffic on Harrison Street, reduce risk of higher

severity crashes, and improve livability for the neighborhood. The proposed improvements would

help achieve those goals by: 1) reducing the size of the intersection by reallocating space from


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vehicles to pedestrians and bicyclists; 2) removing the right-turn slip lane on southbound Harrison

Street thereby forcing turning motorists to travel at a slower speed through that movement.

Crash data obtained for the Harrison Street/Oakland Avenue Community Transportation Plan

indicates there were three reported vehicle-pedestrian crashes, one reported vehicle-bicycle crash,

and in total approximately 42 reported crashes at the Harrison Street/24th

Street/27th

Street

intersection from 2003 through 2007.

The proposed improvements at this intersection will reduce exposure for pedestrians and bicyclists

thereby making the intersection less of a barrier to travel and reducing the risk of pedestrians and

bicyclists being struck by a motor vehicle. The partial closure of 24th Street to only allow for one-

way, westbound travel from 27th Street reconfigures the intersection from five legs to four legs.

This will reduce the distance pedestrians would need to cross traffic and improve vehicle wait

times. It would also provide for the opportunity to have a pedestrian plaza amenity at this

intersection in close proximity to Downtown Oakland and development envisioned by the

Broadway/Valdez Specific Plan area. In addition, the proposed project will remove the channelized

right turn onto 27th Street from southbound Harrison Street. This proposal removes conflicts

between pedestrians, bicyclists and vehicles, and replaces the channelized right turn with a new

dedicated right turn lane and a corner pedestrian plaza with landscape features. In conjunction

with the partial 24th Street closure, these recommendations reduce crossing times for pedestrians,

exposure to vehicles, and improve pedestrian open space.

Q3. PUBLIC PARTICIPATION AND PLANNING (0-15 POINTS)

The proposed improvements for the Harrison Street/27th

Street/24th

Street intersection were

developed through extensive public outreach as part of the development of Harrison


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Street/Oakland Avenue Community Transportation Plan. A full description of the activities that took

place to identify issues and develop improvements with the community can be found in the final

plan document here:

http://www2.oaklandnet.com/oakca/groups/ceda/documents/marketingmaterial/oak025663.pdf.

The following is a brief summary from the above document regarding the planning process and

community engagement within it.

The planning process consisted of four stages: analysis of existing conditions, development

of conceptual design alternatives, refinement of a preferred design concept, and

preparation of the final plan. Throughout each of these stages the Project Team met with

the Technical Advisory Committee and the Community Steering Committee (TAC/CSC),

which were groups of City and public agency staff and a community stakeholder group,

respectively; as well as held several community workshops for the public at-large. The four

stages are briefly described below:

1. Existing Conditions Analysis

The Project Team met with City and agency staff, community stakeholders, and the TAC/CSC

to gain a better understanding of the concerns and issues regarding the Plan Area. Field

research and technical analysis of existing traffic conditions were undertaken as part of this

stage.

2. Conceptual Alternatives Development

Based upon the analysis of existing conditions and feedback received from the TAC/CSC and

from community workshops, the Project Team created three alternative design concepts for

the Plan Area. The alternatives were analyzed in regards to their effect on traffic and

circulation in the Plan Area and presented to the TAC/CSC for input and later to the
http://www2.oaklandnet.com/oakca/groups/ceda/documents/marketingmaterial/oak025663.pdfhttp://www2.oaklandnet.com/oakca/groups/ceda/documents/marketingmaterial/oak025663.pdfhttp://www2.oaklandnet.com/oakca/groups/ceda/documents/marketingmaterial/oak025663.pdf


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community at a community workshop. Workshop participants provided feedback on the

designs.

3. Preferred Concept Refinement

Based on input from the community and the TAC/CSC, the Project Team developed and

refined a Preferred Concept for the Plan Area. The traffic and circulation effects of the

Preferred Concept were analyzed, and the Preferred Concept was presented to the TAC/CSC

for input and later to the community at a community workshop. The workshop participants

gave input and guidance on the Preferred Concept.

4. Final Plan Preparation

The Project Team refined the preferred concept based upon the TAC/CSC and community

input. The Final Plan was developed, including specific recommendations, cost estimates,

and an outline of the next steps required for implementation of the recommendations.

Additional public participation and input was also gathered through the Broadway/Valdez Specific

Plan. This project was identified as one of the most important infrastructure projects in the area in

the Draft Broadway/Valdez Specific Plan. This plan has a significant public process currently in-

process. The extensive list of meetings and activities at the following link:

http://www2.oaklandnet.com/Government/o/PBN/OurOrganization/PlanningZoning/DOWD00819

4.The activities extend from May 2009 vision and goal setting workshop to the upcoming June

2014 City Council Hearing of the final plan.

The proposed project cost for the Harrison Street/27th

Street/24th

Street intersection is less than $1

million; it is estimated to be $850,000.
http://www2.oaklandnet.com/Government/o/PBN/OurOrganization/PlanningZoning/DOWD008194http://www2.oaklandnet.com/Government/o/PBN/OurOrganization/PlanningZoning/DOWD008194http://www2.oaklandnet.com/Government/o/PBN/OurOrganization/PlanningZoning/DOWD008194http://www2.oaklandnet.com/Government/o/PBN/OurOrganization/PlanningZoning/DOWD008194http://www2.oaklandnet.com/Government/o/PBN/OurOrganization/PlanningZoning/DOWD008194


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Q4. COST EFFECTIVENESS (0-10 POINTS)

Alternatives Considered

As noted in response to question 3 above, within the development of the Harrison Street/Oakland

Avenue Community Transportation Planthree alternative design concepts were developed for the

Plan Area. At the Harrison Street/27th

Street/24th

Street intersection the alternative concepts

included:

Draft Alternative #1 (not selected) This alternative completely removed the 24th

Street

approach from the intersection by creating a cul-de-sac at the end of 24th

Street adjacent to

the intersection. This alternative also maintained the right-turn slip lane from southbound

Harrison Street onto 27th

Street.

Draft Alternative #2 This is the alternative proposed within this application. It was

selected as the preferred alternative.

Draft Alternative #3 - Converted the 24th

Street access to a right-in and right-out

movements only adding a pedestrian island on the approach at the intersection with

Harrison Street. It also removed the right-turn slip lane from southbound Harrison Street

onto 27th

Street.

The alternatives were evaluated for automobile circulation, parking impacts, transit impacts and

multimodal level-of-service for pedestrians and bicyclists. Alternative #2 was identified as the

Preferred Alternative because of its ability to improve pedestrian and bicycle conditions

substantially while also reducing delay for motor vehicles and meeting motor vehicle circulation

needs. Additional information about the alternatives and alternative selection can be found in the

Harrison Street/Oakland Avenue Community Transportation Plan.


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Benefit/Cost Ratio

The calculated benefit/cost ratio for the Harrison Street/24th

Street/27th

Street improvements is

10.90 when considering the total project cost and the program requested funds.

The project cost estimate was developed using unit costs and quantities for materials anticipated

to be used to construct the proposed improvements. We added an 18% increase to account for

preliminary engineering, 12% increase for construction engineering, and a 10% contingency. The

total estimated cost is $850,000 to construct the project. A detailed breakdown of the cost

estimate is attached to this application.

We estimated the benefits of the project using information from the report Evaluating Active

Transport Benefits and Costsby Todd Litman (available athttp://vtpi.org/nmt-tdm.pdf). This report

contains a number of user benefits associated with shifting modes from driving to walking and

biking (e.g., improved fitness and health) as well as those associated with reduced vehicle use (e.g.,

pollution reduction). We used the values in table 16, 17, and 18 of the above report to estimate the

benefits. Table 2 presents the assumptions from the above report and results of the benefit

calculations for the Harrison Street/27th

Street/24th

Street Improvements.

Table 2Summary of Quantified Project Benefits

Impact Category

Benefit per person-

mile traveled inurban area

Estimated length

(miles) of trip tolocal destinationsa

Daily number of

people who will walk

or bike through theIntersectionb

Monetarybenefit

User

Benefits$0.25 0.5 856 $107.00

Option

Value$0.04 0.5 856 $14.98

Equity

Objectives$0.04 0.5 856 $14.98
http://vtpi.org/nmt-tdm.pdfhttp://vtpi.org/nmt-tdm.pdfhttp://vtpi.org/nmt-tdm.pdfhttp://vtpi.org/nmt-tdm.pdf


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Impact Category

Benefit per person-

mile traveled in

urban area

Estimated length

(miles) of trip to

local destinationsa

Daily number of


or bike through the

Intersectionb

Monetary

benefit

Fitness and

Health (Used

Walking Value)

$0.50 0.5 856 $214.00

Impact Category

Benefit per person-

mile traveled in

urban area

Peak (Non-Peak)

Estimated length

(miles) of trip to

local destinationsa

Daily number of


or bike through the

Intersectionb

Peak (Non-Peak)

Monetary

benefit

Vehicle Cost

Savings$0.25 ($0.25) 1 685 (171) $214.00

Avoided

ChaufferingDrivers Time

$0.70 ($0.60) 1 685 (171) $582.10

Congestion

Reduction$0.20 ($0.05) 1 685 (171) $145.55

Reduced

Barrier Effect$0.01 ($0.01) 1 685 (171) $8.56

Roadway

Cost Savings$0.05 ($0.05) 1 685 (171) $42.80

Parking Cost

Savings$0.60 ($0.04) 1 685 (171) $479.40

Energy

Conservation$0.03 ($0.03) 1 685 (171) $25.68

Pollution

Reductions$0.10 ($0.05) 1 685 (171) $77.05

Total estimated benefits for one weekday $1,926.10

Total estimated benefit for 1-year (52 weeks, 5 days per week) $500,786.00

Present value of benefits over design life of project (assumed 20-year design

life)d

$9,268,557.15

Table Notes (continued on following page):

aEstimated trip length for people able to walk or bike to local destinations is 0.5 miles.

bEstimated from the AM and PM peak-hour counts of pedestrian crossings and bicyclists with a 25%

increase due to the improvements; values also discussed above in response to Question 1.

Additional increase of 25% added to account for pedestrian and bicyclists crossing in non-peak AM

and PM peak hours; this considered a conservative (i.e., low) estimate of actual non-peak activity.

cVehicle round trips used to estimate the potential benefit; we assume the trip to local destinations

is out of direction for the driver.


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dDesign life based on type of treatments implemented within the project. Used standard formula

for discounting (see page 12 of Economic Analysis Primer found at

http://www.fhwa.dot.gov/infrastructure/asstmgmt/primer.pdf). Used discount rate of 0.75%;

consistent with current Federal Discount Rate.

Q5. IMPROVED PUBLIC HEALTH (0-10 POINTS)

One of the goals of the Harrison Street/27th

Street/24 Street Intersection Improvements is to

improve pedestrian and bicycling access. As more attention is paid to providing better walking and

biking environments, incremental walking and biking replace driving, particularly for shorter trips.

This, in turn, improves air quality for a community, reduces the number of collisions, and

encourages physical activity.

The proposed improvements at the Harrison Street/27th

Street/24 Street intersection will help

increase walking and biking among residents, students and those working in the area. Table 3

summarizes the current health statistics for Alameda County, whose residents would benefit from

the proposed improvements. The information shown in Table 3 is based on data available from the

California Health Interview Survey (http://healthpolicy.ucla.edu/chis/Pages/default.aspx).

Table 3 - Summary of Health Statistics for Alameda County

Walked for

transportation, fun, or

exercise over a week

(Adults)

Physically active at least

one hour over a week

(Teens 4 days or more)

Overweight or obese

(Teens, adults)

Asthma (All

ages)

78% 44% 49% 17%

As shown in Table 3, Alameda County residents would benefit from opportunities for increased

physical activities to address obesity and asthma health issues. Increased walking and biking for
http://www.fhwa.dot.gov/infrastructure/asstmgmt/primer.pdfhttp://www.fhwa.dot.gov/infrastructure/asstmgmt/primer.pdfhttp://healthpolicy.ucla.edu/chis/Pages/default.aspxhttp://healthpolicy.ucla.edu/chis/Pages/default.aspxhttp://healthpolicy.ucla.edu/chis/Pages/default.aspxhttp://healthpolicy.ucla.edu/chis/Pages/default.aspxhttp://www.fhwa.dot.gov/infrastructure/asstmgmt/primer.pdf


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transportation purposes at the Harrison Street/27th

Street/24 Street intersection can help achieve

increased level of fitness and also ingrain longer term healthy habits.

Table 4 summarizes the health information for students at Westlake Middle School. The

information shown in Table 4 is based on data collected in the 2012-2013 California Healthy Kids

Survey.

Table 4 - Summary of Health Statistics by School

School

Students Healthy Weight

(100%)

Students Physical

Fitness Test (pass 6-

100%) Asthma (0%)

Westlake Middle

School45% 18% 21%

As shown in Table 4, students at each school would benefit from increased physical activity to

enable improved fitness levels to pass the physical fitness test and increase the percentage of

students with a healthy body weight. Increased walking and biking to school can help achieve

increased level of fitness and also ingrain longer term healthy habits.

Q6. BENEFIT TO DISADVANTAGED COMMUNITIES (0-10 POINTS)

This project will benefit a disadvantaged community based on the percentage of students at

Westlake Middle School receiving free or reduced lunch at school.

Approximately 85.5% of students at Westlake Middle School are economically disadvantaged. This

percentage is based on the percentage of students receiving free or reduced lunch at the school.

The project will benefit a substantial number of disadvantaged students by enabling them to more

safely and efficiently cross the Harrison Street/27th

Street/24th

Street intersection to reach

Westlake Middle School.


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The proposed improvements at the Harrison Street/27th

Street/24 Street intersection will also

benefit the general population. The intersection is located where three different classifications of

disadvantaged communities intersect. The Office of Environmental Health Hazard Assessment

(OEHHA) calculates and classifies disadvantaged communities by zip code boundaries. The scores

(i.e., CalEnviroScreen 1.1.) assigned to each zip code are based on attributes such as prevalence of

air pollutants, ground water pollutants, traffic, asthma as well as socio-demographic data such as

poverty and education levels within the zip code. The classifications of the zip codes that meet at

the study intersection indicate:

The population southwest of the intersection is considered in the top 20- to 29-percentile in

the state with respect to degree of disadvantage;

The population northeast and northwest of the intersection is considered in the top 70- to

79-percentile; and

The population northwest of the intersection is considered in the top 60- to 69-percentile.

The CalEnviroScreen 1.1 Results are available here:http://oehha.ca.gov/ej/ces11.html.

Q7. USE OF CALIFORNIA CONSERVATION CORPS OR A QUALIFIED COMMUNITY

CONSERVATION CORPS

The applicant must send the following information to the CCC and CALCC prior to application

submittal to Caltrans:

Project Description Detailed Estimate Project ScheduleProject Map Preliminary Plan

The corps agencies can be contacted at:

California Conservation Corps at:www.ccc.ca.gov

Community Conservation Corps at:http://calocalcorps.org

A. The applicant has coordinated with the CCC to identify how a state conservation corps can be a

partner of the project. Y
http://oehha.ca.gov/ej/ces11.htmlhttp://oehha.ca.gov/ej/ces11.htmlhttp://oehha.ca.gov/ej/ces11.htmlhttp://www.ccc.ca.gov/http://www.ccc.ca.gov/http://www.ccc.ca.gov/http://calocalcorps.org/http://calocalcorps.org/http://calocalcorps.org/http://calocalcorps.org/http://www.ccc.ca.gov/http://oehha.ca.gov/ej/ces11.html


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V. Project Programming Request


a. CCC: Virginia Clark,[email protected],916-341-3147, 5/14/2014

B. The applicant has coordinated with a representative from the California Association of Local

Conservation Corps (CALCC) to identify how a certified community conservation corps can be a

partner of the project. Y

a. CALCC: Alan Lessik,[email protected],510-992-7842, 5/14/2014

C. The applicant intends to utilize the CCC or a certified community conservation corps on all

items where participation is indicated? N

I have coordinated with a representative of the CCC; and the following are project items that they

are qualified to partner on:

We are awaiting communication from Virginia Clark (CCC).

I have coordinated with a representative of the CALCC; and the following are project items thatthey are qualified to partner on:

Alan Lessik reported that no part of the project can be completed by the local community

corps members.

Points will be deducted if an applicant does not seek corps participation or if an applicant intends

not to utilize a corps in a project in which the corps can participate*.

The applicant intends to partner with a conservation corps to the maximum extent possible -

0 points

The applicant did not seek partnership with a conservation corps, or indicated that they do

not intend to partner with the corps to the maximum extent possible - (-)5 points

*If the applicant has indicated intended use of the CCC or CALCC in the approved application, a copy

of the agreement between the implementing agency and the CCC or CALCC must be provided by the

implementing agency, and will be incorporated as part of the original application, prior to request

for authorization of funds for construction.

Q.8 APPLICANTS PERFORMANCE ON PAST GRANTS

Not applicable.

V. PROJECT PROGRAMMING REQUEST

See attached Project Programming Request (PPR).
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]


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DTP-0001 (Revised July 2013)

End Construction Phase (Construction Contract Acceptance Milestone)

Document TypeCirculate Draft Environmental Document

ADA Notice

10/31/17

10/31/18

Begin Closeout Phase

Element

[email protected]

Supports Sustainable Communities Strategy (SCS) Goals Reduces Greenhouse Gas Emissions

City of Oakland

Purpose and Need See page 2

Project Benefits See page 2

This project would improve existing vehicle level of service as well as improve conditions for pedestrians and

biyclists. The proposed improvement has been identified as the preferred improvement for the intersection as

part of planning study with the community (Harrison Street/Oakland Avenue Community Transportation Plan) -

it is recognized as needed and beneficial by the City and community members.

Phone

510-238-7362

Includes Bike/Ped ImprovementsIncludes ADA Improvements

MPO ID TCRP No.

For individuals with sensory disabilities, this document is available in alternate formats. For information call (916) 654-6410 or TDD

(916) 654-3880 or write Records and Forms Management, 1120 N Street, MS-89, Sacramento, CA 95814.

10/01/16

10/31/15

E-mail Address

Project Study Report Approved

Component

STATE OF CALIFORNIA DEPARTMENT OF TRANSPORTATION

PROJECT PROGRAMMING REQUEST

Date: 5/19/14

General Instructions

Intersection of Harrison Street/27th Street/24th Street improvements - replace southbound right-turn slip lane

with extended pedestrian plaza, reconfigure 24th Street approach to allow inbound traffic from 27th Street only,

extend pedestrian space on the 24th Street approach.

MPO

Location, Project Limits, Description, Scope of Work See page 2

City of Oakland - Harrison Street/27th Street/24th Street Intersection Improvements

PA&ED

05/01/15

10/31/17

03/31/15

Implementing Agency

City of Oakland

City of Oakland

City of Oakland

Begin Environmental (PA&ED) Phase

This intersection, located near Westlake Middle School, has peak-hour pedestrian crossing counts of 338 in

the AM and 264 in the PM and bicycle crossing counts of 36 in the AM and 47 in PM. Current intersection

configuration create long crossings and extended exposure for pedestrians and bicyclists. This in turn

increases risk of crashes and also acts as a barrier to walking and biking in the area.

Draft Project Report

Route/Corridor

10/01/14

ProposedProject Milestone

District

N/A

Project Manager/Contact

ALA

Local Assistance

PPNO

County Project Sponsor/Lead Agency

EA

PM Bk PM Ahd

04

Project ID

End Right of Way Phase (Right of Way Certification Milestone)

Begin Construction Phase (Contract Award Milestone)

PS&E

Construction

N/A N/A

Patrick Lane

End Closeout Phase (Closeout Report)

End Environmental Phase (PA&ED Milestone)

Begin Design (PS&E) Phase

End Design Phase (Ready to List for Advertisement Milestone)

Begin Right of Way Phase

Right of Way

MTC

Project Title

New Project


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DTP-0001 (Revised July 2013) Date: 5/19/14

District EA04

Project Title:

Component Prior 14/15 15/16 16/17 17/18 18/19 19/20+ Total

E&P (PA&ED)

PS&E 179 179

R/W SUP (CT)

CON SUP (CT)

R/W

CON 671

TOTAL 179 671

Fund No. 1:


E&P (PA&ED)

PS&E 179 179

R/W SUP (CT)CON SUP (CT)

R/W

CON 671 671

TOTAL 179 671 850

Fund No. 2:


E&P (PA&ED)

PS&E

R/W SUP (CT)

CON SUP (CT)R/W

CON

TOTAL

Fund No. 3:


E&P (PA&ED)

PS&E

R/W SUP (CT)

CON SUP (CT)

R/WCON

TOTAL

Funding Agency

Program Code

Proposed Funding ($1,000s)

Proposed Total Project Cost ($1,000s) Notes

Funding Agency

Active Transportation Program Program Code

Proposed Funding ($1,000s) 20.30.720

Funding Agency

State

Former redevelopment bond funds Program Code

Proposed Funding ($1,000s)

City of Oakland - Harrison Street/27th Street/24th Street Intersection Improvements

N/AALA

STATE OF CALIFORNIA DEPARTMENT OF TRANSPORTATION

Route TCRP No.

PROJECT PROGRAMMING REQUEST

County Project ID PPNO

1 of 3


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VI. Additional Information


VI. ADDITIONAL INFORMATION

FUNDING SUMMARY

ATP Funds being requested by Phase (to the nearest $1,000)

PE Phase (includes PA&ED and PS&E) $179,000.00

Right of Way Phase $0.00

Construction Phase - Infrastructure $671,000.00

Construction PhaseNon Infrastructure $0.00

Total for ALL Phases $850,000.00

All Non-ATP fund types on this project (to the nearest $1000)

Total Project Cost $850,000.00

Project is Fully Funded Yes

ATP Work Specific Funding Breakdown (to the nearest $1,000)

Request for a funding Plan $0.00

Request for Safe Routes to Schools Infrastructure Work $0.00

Request for Safe Routes to School Non-Infrastructure Work $0.00

Request for other Non-Infrastructure work (non-SRTS) $0.00

Request for Recreational Trails Work $0.00

ALLOCATION/AUTHORIZATION REQUESTS SCHEDULE

Proposed Allocation Date Proposed Authorization (E-76) DatePA&ED or E&P July 2014 September 2014

PS&E March 2015 April 2015

Right-of-Way March 2015 April 2015

Construction March 2016 April 2016


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VII. Non-Infrastructure Schedule Information


VII. NON-INFRASTRUCTURE SCHEDULE INFORMATION

Not applicable.


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28

.

/

/

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/

,

.

.

10%

,

,

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, , . ()


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IX. Additional Attachments


Vicinity MapHarrison Street/27th

Street/24th

Street Improvements

Source: Harrison Street/Oakland Avenue Community Transportation Plan, 2010.

Proposed Improvements


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Photos of Existing Location

Photos below were taken May 15, 2014

Looking west across Harrison Street to 24th

Street

Looking northwest across intersection from southeast quadrant to northwest

quadrant.

24th

Street Approach to be partially closed and space reconfigured to a

pedestrian plaza.

Right-Turn Slip Lane to be removed and pedestrian area expanded.


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Right-Turn Slip Lane to be removed and pedestrian area expanded.

Looking west across intersection from northeast quadrant to northwest

quadrant.


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Preliminary PlansSee Following Page


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Cost EstimateSee Following Page


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CITY OF OAKLANDCITY OF OAKLANDCITY OF OAKLANDCITY OF OAKLAND ENGINEER'S ESTIMATEENGINEER'S ESTIMATEENGINEER'S ESTIMATEENGINEER'S ESTIMATE

Project: Quantities by: Erin Ferguson

Federal Proj No. Checked by:AdeOluwasogo

City Project No.

Funded by:

ITEM SPEC. UNIT TOTAL

NO. SEC. NO. QTY UNIT CONTRACT ITEM PRICE AMOUNT

1 24th Street Access Changes

2 300 LF Remove Concrete Curb and Gutter 11$ 3,300$

3 488 SF Remove Concrete Sidewalk 3$ 1,464$

4 3,500 SF New Concrete Decorative Paves/Sidewalk (Bulbouts) 20$ 70,000$

5 414 LF New Concrete Curb & Gutter (Bulbouts) 41$ 16,974$

6 4 EA Concrete Curb Ramp 3,375$ 13,500$

7 200 LF Thermoplastic Crosswalk Striping 7$ 1,400$

8 940 SFLandscaping Improvements (Planting, Multch, SoilAmendment, Water Barrier

11$ 10,340$

9 7 EATrees (24" box, 1CY Yard Soil Import/Offhaul, DG Tree

Well, Root Barrier)878$ 6,146$

10 202 LFIrrigation System (Mainline Trenching, Backfill &

Compaction, Sleeves)88$ 17,776$

11 1 LS Meter 33,750$ 33,750$12 1 EA Pedestrian Lights (including wiring, conduit, pullbox) 6,750$ 6,750$

13 1 EATrenching, Conduit, Conductors, Fittings, ServiceConnections

4,388$ 4,388$

14 1 EA 10-year energy cost allocation 810$ 810$

15 4 EA Benches 1,620$ 6,480$

1 EA Traffic Signal Modification 200,000$ 200,000$

16 Harrison Street Slip Lane Removal and Curb Extension

17 498 LF Remove Concrete Curb and Gutter 11$ 5,478$

18 2,594 SF Remove Concrete Sidewalk 3$ 7,782$

19 3,603 SF New Concrete Decorative Paves/Sidewalk (Bulbouts) 20$ 72,060$

20 262 LF New Concrete Curb & Gutter (Bulbouts) 41$ 10,742$

21 2 EA Concrete Curb Ramp 3,375$ 6,750$

22 190 LF Thermoplastic Crosswalk Striping 7$ 1,330$

23 2 EADrain Inlet Modification (Tie in new pipe/cover existing/plus

Type "B" inlet)13,500$ 27,000$

24 467 SFLandscaping Improvements (Planting, Multch, Soil

Amendment, Water Barrier)11$ 5,137$

25 4 EATrees (24" box, 1CY Yard Soil Import/Offhaul, DG TreeWell, Root Barrier)

878$ 3,512$

26 100 LFIrrigation System (Mainline Trenching, Backfill &

Compaction, Sleeves)88$ 8,800$

27 1 LS Meter 33,750$ 33,750$

28 1 EA Pedestrian Lights (including wiring, conduit, pullbox) 6,750$ 6,750$

29 1 EATrenching, Conduit, Conductors, Fittings, Service

Connections4,388$ 4,388$

30 1 EA 10-year energy cost allocation 810$ 810$

31 2 EA Benches 3,240$ 6,480$

32

ITEM TOTALS: 593,847$Preliminary Engineering: 18% 106,892$

Construction Engineering: 12% 71,262$

SUBTOTAL: 772,001$

CONTINGENCY: 10% 77,200$

TOTAL: 849,201$

ATP Grant Application

Harrison Street/27th Street/24th Street

ATP Cycle 1


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Live/Go Map for Westlake Middle SchoolSee following pages


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Documentation of Public Participation Process

The following pages are Chapter 3, Community Participation, from the Harrison Street/Oakland

Avenue Community Transportation Plan. The chapter explains the public participation process used

to develop the Harrison Street/Oakland Avenue Community Transportation Planwithin which the

proposed improvements for Harrison Street/27th

Street/24th

Street were developed.


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3 COMMUNITY PARTICIPATION

3-1

The Harrison Street/Oakland Avenue Community Transportation Plan

(CTP) is the culmination of a year-long planning process, which included

extensive community involvement. This chapter describes the approach that

was used for gathering community input and summarizes the community-

identified concerns.

A. Community Outreach

1. Outreach Methods

Multiple types of community outreach methods were employed to engage the

community in the planning process. City of Oakland staff utilized their ties

to the community from previous planning efforts to reach out to community

groups and members who have been active in advocating for changes in the

Plan Area.

To invite community members to the public workshops, postcards advertis-

ing the Community Workshops were mailed to 400 households in the Plan

Area. E-mails advertising the Community Workshops were sent to local

community members and neighborhood associations and other groups to

forward to their members and advertise on their website. Additionally, flyers

announcing the community workshops were distributed throughout the

neighborhood by City staff and members of the Community Steering Com-

mittee.

Finally, information regarding the planning process was regularly updated on

the City of Oaklands Strategic Planning website:

http://www.oaklandnet.com/strategicplanning.

2. Stakeholder Interviews

In an effort to gain a better understanding of the community concerns and

issues regarding Harrison Street and Oakland Avenue, the Design Team met

with two groups of stakeholders. The stakeholders were members of local

neighborhood associations and groups, active community members, and rep-

resentatives from businesses and institution adjacent to Harrison Street and


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H A R R I S O N S T R E E T / O A K L A N D A V E N U E

C O M M U N I T Y T R A N S P O R T A T I O N P L A N

C O M M U N I T Y P A R T I C I P A T I O N

3-2

Oakland Avenue. The stakeholder groups identified and discussed specific

areas of concern for the Plan Area, and how these issues affect the quality of

life in the neighborhood.

The stakeholder groups identified the following areas and issues of concern:

27th Street/ Bay

Place and Harrison

Street Intersection

Narrow travel lanes make it difficult for bicycles and vehi-

cles to share the lane.

Vehicles travel too fast on channelized right turn from

Harrison Street to 27th

Street. There are long pedestrian crossings and wait times at the

intersection and often people cross at unauthorized times.

The traffic lights have poor timing, which contributes to

congestion.

Street trees that were removed as part of the Whole Foods

development have not been replaced.

Bicycle Lanes along

27th Street/ Bay

Place

The bicycle lane on Bay Place does not continue across

Harrison Street to 27thStreet (the bike lane will be imple-

mented in 2010).

Vehicles making a right turn onto Harrison Street from

Bay Place encroach into the bicycle lane.

Vernon Street and

Bay Place

Intersection

Vehicles do not stop at this intersection; drivers may not

be accustomed to the new traffic light.

24th Street/

Harrison Street

Intersection

The intersection is confusing and congested.

Whole Foods Parking

Lot

Many drivers disregard the Right Turn Only sign when

leaving the parking lot, and drive through the neighbor-

hood.

Westlake Middle

School and Driveway

Access

The driveway creates congestion on Harrison Street and

27thStreet because it is a one-way road that can only be ac-

cessed from northbound 27thStreet.

Hamilton Place and

Harrison Street

Intersection

The curvature of Harrison Street, in conjunction with the

topography and narrowing of the street from three lanes

to two, creates visibility problems at this location.

Orange Street/

Harrison Street/

Oakland Avenue

Intersection

The intersection is confusing for drivers, pedestrians and

bicyclists, resulting in an unsafe environment.

The medians are unattractive and hinder visibility.


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3-3

Oakland Avenue and

29th Street

Intersection

The marked crosswalks adjacent to this intersection have

poor visibility. There is no bicycle access at this intersec-

tion.

Interstate 580

Highway Underpass

and Off/ On Ramp

Areas

Vehicles entering and exiting the freeway travel through

the neighborhood at high speeds.

On- and off- ramp access is confusing and creates unsafe

pedestrian and bicycle environments.

The area under Interstate 580 is dark, dirty and feels un-

safe.

MacArthur Street andHarrison Street/

Oakland Avenue

Intersections

The lack of marked crosswalks and poor upkeep of exist-

ing marked crosswalks makes the pedestrian environment

unsafe and circuitous.

Moss Avenue and

Harrison Street/

Oakland Avenue

Intersection

The curvature of Oakland Avenue and Harrison Street just

above Moss Avenue creates a lack of visibility near this in-

tersection.

Vehicles travel through this intersection at high speeds

because of the proximity to Interstate 580 on- and off-

ramps and the topography.

The roadway pavement is uneven.

Bayo Vista Avenue

and Harrison Street/

Oakland Avenue

Intersection

The channelized turn medians on Bayo Vista Avenue

encourage drivers to drive too fast along Bayo Vista Ave-

nue.

Lack of marked crosswalks in conjunction with high

speeds creates an unsafe pedestrian environment.

The bus stop location creates a conflict between vehicles

and buses that have to merge across two travel lanes.

Monte Vista Avenue

and Harrison Street/

Oakland Avenue

Intersection

The lack of marked crosswalks makes it difficult for pedes-

trians to cross the street.

Drivers ignore the 4-way stop sign.

Fairmount Avenue/

MacArthur

Boulevard/ Moss

Avenue Intersection

The traffic signals are difficult to see.

The five-way intersection makes it difficult to turn ontoOakland Avenue from Moss Avenue.

In addition to these above issues at specific locations, the stakeholders believe

that both Harrison Street and Oakland Avenue are too wide with too many

lanes, which in conjunction with undulating topography, encourages high


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3-4

vehicle speeds. The stakeholders felt there is a need for more trees and wider

sidewalks throughout the Harrison Street/Oakland Avenue Plan Area to

make the neighborhood more walkable. High speeds within the neighbor-

hood affect the livability of the neighborhood and bicycle and pedestrian

safety. Many of the existing sidewalks and marked crosswalks are not ADA

accessible and are unsafe. In addition, cars are often parked too close to the

intersection, obscuring pedestrian and vehicles visibility. The bus stops along

Harrison Street and Oakland Avenue occur frequently which results in con-

flicts between buses and vehicles as the buses enter and exit traffic. The num-ber of bus stops also detracts from available parking. The adjacent pedestrian

paths are an amenity for the neighborhood but some feel the pathways are

uncared for and unsafe. Additionally, the pedestrian paths do not align with

marked crosswalks across either Harrison Street or Oakland Avenue, where it

would seem that pedestrians naturally want to cross the street.

B. Community Process

This Plan is the result of an extensive outreach effort and four communityworkshops. The workshops were well attended and lively. A number of the

meeting participants attended multiple workshops. The workshops were

structured so participants could share their opinions and listen to the opin-

ions of their neighbors.

1. Community Workshop #1: Issues and Opportunities

On Thursday January 22, 2009, the first Community Workshop for the Har-

rison Street/Oakland Avenue CTP was held to review the existing conditions

analysis of the Plan Area and discuss potential goals and visions for the pro-

ject. Approximately 46 people attended the meeting.

John Hykes, DC&E Project Manager, gave a presentation on the existing

conditions and the urban design context of the Plan Area. Kamala Parks,

Dowling Associates, presented an overview of the circulation and traffic

analysis performed along Harrison Street and Oakland Avenue. Meeting par-

ticipants were then divided into small groups and asked to use the presented

Community Meeting #1


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3-6

Improve the visibility and safety of crosswalks throughout the Plan Area.

Create a cut in the 27th Street median to allow a left turn into the

Church/School Parking lot from the eastbound direction.

Incorporate diagonal parking along the Harrison Street and Oakland

Avenue.

Reassess bus stop locations throughout the Plan Area, and relocate them

at safer locations. Especially the stop on Bayo Vista and on Oakland

Avenue at Perkins Alley.

Improve the safety and beautify the 27th Street/Bay Place and Harrison

Street intersection.

2. Community Workshop #2: Conceptual Alternatives

Based upon the existing conditions analysis and the knowledge shared by City

staff, the community members, CSC members and the stakeholder inter-

views, the Project Team developed three alternatives for the Plan Area. The

Alternatives included, Alternative 1: Pedestrian Improvements, Alternative 2:

Road Diet, and Alternative 3: Two-Way Conversion. Illustrations of these

alternatives can be found in Appendix B.

The Pedestrian Improvements Alternative created pedestrian and bicycle

amenities along Harrison Street and Oakland Avenue within the existing

street right-of-way. In an effort to reduce speed and increase safety along the

streets, the design concept added bulbouts to the side street intersections

throughout the Plan Area. Bulbouts limit speeding by visually reducing the

width of the travel lane at intersections where there may be incoming vehi-

cles. Through widening the sidewalks at intersections, bulbouts increase pe-

destrian safety by reducing the crossing distance and increasing visibility. The

Pedestrian Improvement Alternative also includes a two way conversion ofHarrison Street and Oakland Avenue north of MacArthur Boulevard.

The Road Diet Alternative narrowed the street right-of-way throughout the

Plan Area resulting in cohesive two-lane, one-way streets. Removing the

third lane on Harrison Street and Oakland Avenue utilized the additional



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3-7

right-of-way for a dedicated Class II bike lane along the entirety of Oakland

Avenue and the length of Harrison Street south of Interstate 580. Addition-

ally, as a result of changing the street curb-to-curb there is more right-of-way

available to increase the sidewalk width throughout the Plan Area (except

along Harrison Street north of Interstate 580). The redesign of the 29th

Street/Fairmount Avenue/Oakland Avenue/Orange Avenue intersections

increases pedestrian safety and access and creates room for a new open space

amenity within the neighborhood.

The Two-Way Conversion Alternative converted Harrison Street and Oak-

land Avenue from one-way to two-way along their entirety. South of Inter-

state 580 Harrison Street is converted into a two-way street with a dedicated

center turn lane and no bike lanes, and Oakland Avenue is re-designed as a

two-way street with sharrow lanes for bicycles in both directions. North of

Interstate 580 Harrison Street is converted to a two-way street, with no capac-

ity for any bicycle amenities or sidewalk widening, and Oakland Avenue is

designed with a dedicated Class II bicycle lane in the northbound direction

and a sharrow lane for the southbound. The Two-Way Conversion Alterna-

tive requires a re-design of the 29th

Street/Fairmount Avenue/Oakland Ave-nue/Orange Avenue intersections as a signalized T intersection. The con-

version also requires a re-organization of the on- and off-ramps for Interstate

580, including a closure of the Interstate 580 on-ramp from Oakland Avenue

and the addition of a new on-ramp to Interstate 580 from Harrison Street.

On Thursday April 23, 2009, the second Community Workshop for the Har-

rison Street/Oakland Avenue CTP was held to review and discuss the pro-

posed alternatives. John Hykes, DC&E Project Manager, gave a visual pres-

entation of the three alternatives developed for the Harrison Street/Oakland

Avenue Plan Area. Kamala Parks, Dowling Associates, presented a traffic

analysis of the alternatives. The meeting participants were then divided into

small groups and asked to discuss the three alternatives. The groups were

then asked to compare the three alternatives at four specific geographic loca-

tions and vote for which alternative they preferred at each location. Group


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3-8

members were encouraged to draw or write any comments, caveats or ideas

on the maps. Approximately 33 people attended the meeting.

Community participants actively discussed the three alternatives and their

potential benefits and drawbacks. They also shared their opinions about why

they preferred one alternative to another and made efforts to understand each

others opinions. Participants were divided into four small groups of eight to

ten people each. The following is a brief synopsis of the groups prioritiza-

tion of the three alternatives and issues/ideas each felt were important reasonsfor the choices.

Harrison Street/24thStreet/27thStreet/Bay Place. For this intersection a

slight majority of the participants choose Alternative 2, which includes

the partial closure of 24thstreet and removing the channelized right turn

lane onto 27th from Harrison Street. There was disagreement in terms of

the closure of 24thStreet; a number of participants supported a full clo-

sure. Additionally, a number of participants were opposed to the re-

moval of the slip-turn lane onto 27th Street, and felt that the removal

would increase congestion on Harrison Street.

Harrison Street/Oakland Avenue/Fairmount Avenue/Orange

Street/29thStreet. For the area surrounding this intersection the major-

ity of the participants choose Alternative 2 and 3. Nearly all of the par-

ticipants supported the closure of the slip-turn from Harrison Street onto

Orange Street. The majority of supporters of Alternative 2 felt that the

reorganization of the intersection was an improvement, but that the 29th

Street couplet should be kept open to prevent U-turns at the Fairmount

intersection. A number of participants supported Alternative 3 because

they felt that the inclusion of a new traffic signal near this intersection

would help to mitigate speeding and pedestrian safety problems which

currently exist at this location. Participants, who supported both alterna-

tives, suggested the addition of flashing lights to alert vehicles of the pres-

ence of pedestrians.

Harrison Street/Oakland Avenue Couplet South of Interstate 580. The

majority of the participants chose Alternative 2 for this area because they



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3-9

approved of the lane reduction and supported the increase of bike and

pedestrian facilities. However, many participants choose this alternative

with the caveat that they did not support the closure of Santa Clara Ave-

nue, west of Harrison Street. One of the main reasons the group chose

this alternative over Alternative 3, which is a two-way conversion, is be-

cause they felt that it was more achievable in that it was something that

could be implemented in some manner in a shorter time frame. A num-

ber of participants still supported investigating the possibility of closing

some of the Interstate 580 on- or off-ramps. However, other participantsdid not support the closure of any on- or off-ramps because they felt that

freeway access was an amenity to their neighborhood.

Harrison Street/Oakland Avenue Couplet North of Interstate 580. For

this area the majority of the workshop participants choose Alternative 1

and 3, because they supported the conversion of Harrison Street and

Oakland Avenue to two-way streets, which was incorporated in both de-

signs. Many participants noted that they felt that Oakland Avenue was a

better street for AC Transit, and were pleased that the conversion al-

lowed Bayo Vista Avenue to be converted to a two-way street without

the triangle channelized right turn medians at the intersections.

3. Community Workshop #3: Draft Preferred Concept

Based upon the community input at the second Community Workshop, and

input from the City of Oakland staff, agency staff, and the TAC and CSC,

the Project Team developed a Draft Preferred Concept for the Plan Area.

The Draft Preferred Concept was developed primarily from Alternative 2:

Road Diet, which proposed a reduction from three to two travel lanes on

Harrison and Oakland. The concept also includes a two-way conversion of

Harrison Street and Oakland Avenue north of Interstate 580 as proposed in

Alternatives 1 and 3. The Draft Preferred Concept also included infrastruc-ture changes for pedestrians and lane reconfigurations for vehicle operations

and aesthetic amenities such as new street trees, pedestrian street lights, street

furniture and other street character improvements.



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3-10

On Thursday July 23, 2009, the Third Community Workshop for the Harri-

son Street/Oakland Avenue CTP was held to review and discuss the Draft

Preferred Concept. Approximately 34 community members attended the

meeting. John Hykes, DC&E Project Manager, gave a visual presentation of

the Draft Preferred Concept developed for the Harrison Street/Oakland

Avenue Plan Area. Kamala Parks of Dowling Associates presented a traffic

analysis of the alternative. The meeting participants were then divided into

small group study sessions to discuss the alternative and then returned for a

larger group discussion of the issues identified by the groups.

In summary, the majority of the community members in attendance sup-

ported the projects concept ideas, and confirmed that the design was headed

in the right direction.

Harrison Street/24th Street/27th Street/Bay Place. There was disagree-

ment regarding which of the proposed alternative improvements would

be better for this intersection. There was consensus that the proposed

limited closure of 24th Street is a good idea, but there are concerns that

the partial closure of 24thStreet may cause blight, which needs to be ad-

dressed. The participants were split in their support for changes to the

27th Street channelized turn. Opponents to the removal of the channel-

ized turn were worried that the removal may cause an increase in traffic

queuing. Supporters removing the channelized turn felt the removal

would greatly improve the safety of bicycles and pedestrians at this loca-

tion. Representatives from the Westlake middle School strongly advo-

cated for the removal of the channelized turn to better facilitate student

crossings and safety.

Harrison Street/Oakland Avenue/Fairmount Avenue/Orange

Street/29thStreet. The community members felt the reconfiguration of

the Fairmount Avenue and Orange Street intersection was a good pro-

posal. However, overall participants felt this intersection warrants a traf-

fic signal in addition to the proposals recommended.

Harrison Street/Oakland Avenue Couplet South of Interstate 580. The

majority of community members support a road diet to reduce the travel


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3-11

lanes from three to two on both Harrison Street and Oakland Avenue

where feasible. There was a lack of consensus regarding the proposal to

close eastbound Santa Clara, as it will have an impact on the surrounding

neighborhoods diverting some traffic onto other streets. Although many

community members have discussed and proposed the closure of several

on-off ramps in the immediate area as a separate study from this project,

the majority of the community members present at the community meet-

ings are opposed to the concept stating that access to the highway is part

of the appeal of the neighborhood. There was strong support for theproposed pedestrian stairs at Stanley Place.

Harrison Street/Oakland Avenue Couplet North of Interstate 580.

While many community members support the idea of the two way con-

version of Harrison Street and Oakland Avenue north of Interstate 580,

many participants were concerned about the two way conversion increas-

ing congestion in the neighborhood and surrounding areas. Some par-

ticipants were also concerned with the potential relocation of the bus

routes; however there was overwhelming support for the re-design of

Bayo Vista Avenue and the relocation of the bus stop on Bayo Vista.

Concern was also expressed regarding the visibility of some proposed

marked crosswalks associated with the two way conversion.

4. Community Workshop #4: Draft Plan Review

Based upon the feedback on the Draft Preferred Concept received from the

community at the third community workshop, the TAC and CSC, and the

City of Oakland staff, the Project Team finalized the Conceptual Plan for the

Plan Area and prepared the Public Review Draft Harrison Street/Oakland

Avenue Community Transportation Plan.

The community generally supported the proposed Plan overall. Two aspectsof the Draft Preferred Concept were changed as part of Public Review Draft

Plan. The proposal to close access to Harrison Street via eastbound Santa

Clara was removed from the Plan based upon the lack of consensus during

the community workshop and opposition from the Richmond Boulevard

Neighborhood. Similarly, during the third workshop there was also a lack of


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consensus regarding whether to remove or modify the Harrison Street chan-

nelized right turn lane at the intersection of Harrison Street/27th Street/24th

Street/Bay Place. Traffic analysis of the two design options for this intersec-

tion found that the two proposals varied minimally. The level of delay and

congestion experienced by motorists was almost identical for both proposals,

and the signal timing, which influences the pedestrian wait times, differed

only slightly. Based upon traffic analysis results that the two proposals varied

minimally from an operational standpoint, and on the strong support of

Westlake Middle School and pedestrian and bicycle advocates, only removalof the Harrison Street channelized right turn lane was put forth as a recom-

mendation in the Public Review Draft Plan.

On Thursday, December 3, 2009, the fourth Community Workshop for the

Harrison Street/Oakland Avenue CTP was held to review and discuss the

Draft Plan. Prior to the meeting, on November 23, 2009, a Public Review

Draft of the Plan was made available on the Citys website so the public

would have an opportunity to review the Plan document before the meeting.

Approximately 21 community members attended the meeting. John Hykes,

DC&E Project Manager, gave a visual presentation of the revisions to theConcept Plan and outlined the format and substance of the Plan document.

Kamala Parks of Dowling Associates presented a traffic analysis of the final-

ized Concept Plan.

The meeting participants had an opportunity to ask questions and discuss the

Conceptual Plan and the Plan document. Community members participated

in a prioritization exercise where there were asked to select three of the Plan

recommendations they considered were the most important. Community

members were also given the opportunity to provide written feed back re-

garding the Plan on comment cards at the meeting. Revisions were made to

the Final Plan based on the communitys input.


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May 19, 2014

Mr. Fred Blackwell

City Administrator

1 Frank Ogawa Plaza, 3rd Floor

Oakland, CA 94612

Dear Mr. Blackwell:

On behalf of the City of Oakland Bicycle and Pedestrian Advisory Committee (BPAC) I am very pleased to

recommend all of the Citys proposed projects for the Active Transportation Program funding, which

includes both the Safe Routes to Schools set aside, as well as projects eligible for general Active

Transportation Program funds. The BPAC reviewed the City of Oaklands proposed Active Transportation

Program submissions on Thursday, May 15, and agree that the proposed project fulfills the needs of

critical improvements that benefit the most dangerous intersections around schools, closes critical gaps

that improve walking and bicycling experiences of the most vulnerable roadway users, and meets the

challenge of improving access to some of our most socio-economically disadvantaged communities.

The projects proposed are as follows:

1. International Boulevard Bus Rapid Transit Supportive Pedestrian Projects Median Pedestrian Refuges at International/Hegenberger and at International/98th Corridor-wide Pedestrian Lighting and Sidewalk Repair

2. Lake Merritt/Bay Trail Bicycle Pedestrian Bridge3. Laurel Access to Mills, Maxwell Park and Seminary Ave Active Transportation Project4. Safe Routes to School Projects

Park Boulevard Area Improvements for Safe Routes to Schools Thornhill Drive/Mountain Boulevard Improvements for Safe Routes to Schools Harrison St/27thStreet/24thStreet Improvements for Safe Routes to Schools High Street/Courtland Avenue/Ygnacio Avenue Improvements for Safe Routes to

Schools

City of Oakland Improvements for Safe Routes to Schools at various locations,including 35

th/Wisconsin, 81

st/Rudsdale, 38

th/Mera, 105/E. School/Coolidge,

73rd/Krause

International Boulevard Projects

With the East Bay Bus Rapid Transit (BRT) project funded to be implemented on International Boulevard

over the next few years, it is critical to ensure that residents in Central and East Oakland have safe

access to this important new transit facility. The proposals will augment the improvements already

programmed by the AC Transits BRT Project by extending lighting and sidewalk repair beyond theindividual BRT stations along the entire corridor. In addition, median pedestrian refuges at busy cross

streets will allow the elderly and disabled to cross wide busy streets safely. This corridor, which includes

some of the most disadvantaged communities in Oakland desperately needs investments that make the

streets safer for all users.


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Lake Merritt/Bay Trail Bicycle Pedestrian Bridge

This multi-use trail project will provide a critical missing link between a rejuvenated Lake Merritt with

the waterfront Bay Trail. It will provide an alternative to dangerous and often illegal crossings of train

tracks and busy roadways. And for the first time will allow both recreational and commute access

between downtown and waterfront neighborhoods at the very center of the City. The request is for

design development and right of way phases of this multi-million dollar project.

Laurel Access to Mills, Maxwell Park and Seminary Ave Active Transportation Plan

This project will complete the design and construction of a multi-use path along a very busy arterial

street and underneath a freeway, opening safe access from disadvantaged Oaklands flatlands

neighborhoods to neighborhood commercial area, Mills College, and the Laurel district. This is both a

bike and pedestrian project that has strong community support.

Safe Routes to Schools Projects

These projects will improve safety in the vicinity of Oakland public schools, encouraging more students

to walk and bike to work. All of these projects specifically benefit neighborhood schools, but also serve

the general Oakland population by calming traffic and adding pedestrian bulbouts, sidewalks and plazas

in areas of high vehicle/pedestrian conflict. Several of these projects are in disadvantagedneighborhoods.

We believe all of these projects will provide important benefits to the citizens of Oakland, and are

pleased to endorse them. BPAC looks forward to working closely with the City of Oakland to fulfill the

mission of the Active Transportation Program. Thank you for your support of sustainable and

multimodal development in our community.

Sincerely,

Chris Hwang, BPAC Chair


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PRR 4777 Application Report Harrison

Documents

Transcript of PRR 4777 Application Report Harrison