Berkeley City Council
March 21, 2023

RESOLUTION NO. ##,###-N.S.

APPROVE SALARY ADJUSTMENT: SENIOR BEHAVIORAL HEALTH CLINICIAN,

MENTAL HEALTH CLINICAL SUPERVISOR, MENTAL HEALTH PROGRAM

SUPERVISOR, ASSISTANT MANAGER OF MENTAL HEALTH DIVISION, AND

MANAGER OF MENTAL HEALTH DIVISION CLASSIFICATIONS
WHEREAS, the Human Resources Department maintains the Classification and Compensation plan for the City of Berkeley; and
WHEREAS, Public Employees Union – Local 1 and the Human Resources Department identified salary compaction between the top pay steps of certain mental health classifications, including Senior Behavioral Health Clinician, Mental Health Clinical Supervisor, and Mental Health Program Supervisor, for which the salary variance was less than 10%; and
WHEREAS, the Human Resources Department completed an internal salary audit between other supervisory classifications and their subordinates, and ascertained a typical variance of at least ten percent (10%); and
WHEREAS, it is necessary for the City Council to adopt an amendment to Public Employees Union – Local 1 salary resolution, No. 69,997-N.S., to provide the salary adjustments reflected in Exhibit A to establish a ten percent (10%) variance between the supervisory classifications and their subordinate classifications, and hence alleviate the salary compaction;
NOW THEREFORE, BE IT RESOLVED by the Council of the City of Berkeley that Resolution No. 69,997-N.S., Salary Resolution for Public Employees Union – Local 1 is amended to include the salary adjustments in Exhibit A, attached hereto and made part hereof, effective January 14, 2023.

EXHIBIT A

Attachment: Exhibit A
The following classifications’ top step shall be increased by the corresponding percent:

Classification New
Top Step
%
Increase
New
Variance
Senior Behavioral Health
Clinician
$122,296.35 0.83 10%
Mental Health Clinical
Supervisor
$134,525.99 4.18 10%
Mental Health Program
Supervisor
$147,978.58 7.33 10%
Assistant Manager of
Mental Health Division
$162,776.44 7.33 10%
Manager of Mental Health
Division
$179,054.09 1.20 10%

Office of the City Manager
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7000 ● TDD: (510) 981-6903 ● Fax: (510) 981-7099 E-Mail: [email protected] Website: http://www.CityofBerkeley.info/Manager

CONSENT CALENDAR
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Dee Williams-Ridley, City Manager
Submitted by: Aram Kouyoumdjian, Director of Human Resources Subject: Salary Range Adjustments: Deputy City Manager and Employee Relations Manager Classifications

RECOMMENDATION
Adopt a Resolution to amend Resolution No. 69,998-N.S. Classification and Salary Resolution for classifications in Representation Unit Z-1 (Confidential and Executive Management Employees) to increase the top step salary of the Deputy City Manager classification from $277,840.99 to $291,733.04, and the Employee Relations Manager classification from $175,026.38 to $180,065.60 effective January 14, 2023.

This Resolution follows Council consideration of this item in Closed Session on December 12, 2022.

FISCAL IMPACTS OF RECOMMENDATION
The increase to the top step salary of the Deputy City Manager classification would be 5%, which would provide a 10% variance between the Deputy City Manager classification and department director classifications. The current total budgeted compensation for the Deputy City Manager classification is $976,778 and the total budgeted compensation to implement the salary increase requested is $1,025,617, a total variance of $48,839.

The increase to the top step salary of the Employee Relations Manager classification would be approximately 2.879%. The current total budgeted compensation for the Employee Relations Manager classification is $307,661 and the total budgeted compensation to implement the salary increase requested is $316,519, a total variance of $8,858.

Notably, the incumbents in the Deputy City Manager classification and Employee Relations Manager classification are currently not at the top of the salary range of their respective classifications, so this increase will not have impact on the current budget.

CURRENT SITUATION AND ITS EFFECTS
As part of the operational structure of the City, department directors report directly to a Deputy City Manager. In November 2021, after City staff conducted a compensation

CONSENT CALENDAR
March 21, 2023
Salary Range Adjustments: Deputy City Manager and Employee Relations Manager Classifications

survey in comparable jurisdictions throughout the Bay Area, department director salaries were increased, which caused a salary compaction between the Deputy City Managers and the department directors, given that the current top step salary for some department directors is $265,116.80 and the Deputy City Manager is currently $277.840.99, which is a variance of less than 5%.

The salary of the Employee Relations Manager classification is currently at $175,026.38 which is below the salary of the Human Resources Manager which is $180,065.60. These classifications were developed and meant to be parallel within the organizational structure and should be compensated similarly for internal equity and alignment.

ENVIRONMENTAL SUSTAINABILITY AND CLIMATE IMPACTS
There are no identifiable environmental effects or opportunities associated with the subject of this report.

RATIONALE FOR RECOMMENDATION
Increasing the top step of the Deputy City Manager classification resolves a salary compaction that resulted from increases to department director salaries in November 2021. Increasing the top step of the Employee Relations Manager classification ensures parity between it and a parallel classification, Human Resources Manager.

ALTERNATIVE ACTIONS CONSIDERED
None.

CONTACT PERSON
Aram Kouyoumdjian, Human Resources Director, Human Resources Department, 510- 981-6807.

Attachments:
1: Resolution

RESOLUTION NO. ##,###-N.S.

APPROVE SALARY ADJUSTMENT: DEPUTY CITY MANAGER AND EMPLOYEE

RELATIONS MANAGER
WHEREAS, the Human Resources Department maintains the Classification and Compensation plan for the City of Berkeley; and
WHEREAS, the Human Resources Department found that salary compaction existed between the Deputy City Manager classification and the department director classification, given that the current top step salary for some department directors is $265,116.80 and for Deputy City Manager is currently $277,840.99, which is a variance of less than 5% when comparing top step to top step salaries for each classification; and WHEREAS, the Human Resources Department identified a salary discrepancy between the Employee Relations Manager classification, which currently has a top step of $175,026.38, and the salary of the Human Resources Manager, which currently has a top step of $180,065.60, even though the classifications were developed and meant to be parallel within the organizational structure and should have parity in compensation levels; and
WHEREAS, it is necessary for the City Council to adopt an amendment to Classification and Salary Resolution for classifications in Representation Unit Z-1 (Confidential and Executive Management Employees), No. 69,998-N.S., to provide the salary adjustments reflected in Exhibit A to establish a 10% variance between the Deputy City Manager classification and department director classifications to alleviate salary compaction; and WHEREAS, it is necessary for the City Council to adopt an amendment to Classification and Salary Resolution for classifications in Representation Unit Z-1 (Confidential and Executive Management Employees), No. 69,998-N.S., to provide the salary adjustments reflected in Exhibit A to the Employee Relations Manager classification for internal parity; NOW THEREFORE, BE IT RESOLVED by the Council of the City of Berkeley that Resolution No. 69,998-N.S., Salary Resolution for classifications in Representation Unit Z-1 (Confidential and Executive Management Employees), is amended to include the salary adjustments in Exhibit A, attached hereto and made part hereof, effective January 14, 2023.

Attachment: Exhibit A

EXHIBIT A

The following classifications’ top step shall be increased by the corresponding percent:

Classification %
Increase
Current Top
Step
New Top
Step
Deputy City Manager 5.000% $277,840.99 $291,733.04
Employee Relations Manager 2.879% $175,026.38 $180,065.60

Office of the City Manager
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7000 ● TDD: (510) 981-6903 ● Fax: (510) 981-7099 E-Mail: [email protected]

CONSENT CALENDAR
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Dee Williams-Ridley, City Manager
Submitted by: Scott Ferris, Director, Parks Recreation & Waterfront Subject: Contract: TEROCONS INC. for Aquatic Park Paddling and Rowing Club Parking Lot Improvements Project

RECOMMENDATION
Adopt a Resolution:

1. Approving the plans and specifications for the Aquatic Park Paddling and Rowing Club Parking Lot Improvements Project; and

2. Accepting the bid of the lowest responsive and responsible bidder, TEROCONS INC.; and

3. Authorizing the City Manager to execute a contract and any amendments, extensions or other change orders until completion of the project in accordance with the approved plans and specifications, with TEROCONS INC., for the Aquatic Park Paddling and Rowing Club Parking Lot Improvements Project at 2851 West Bolivar Drive, Berkeley, CA 94710, in an amount not to exceed $260,312.50 which includes a contract amount of $208,250.00 and a 25% contingency in the amount of $52,062.50.

FINANCIAL IMPLICATIONS
The total budget needed for construction is $260,312.50. Funding in the amount of $260,312.50 for this construction is available in the FY2023 budget in the Parks Tax Fund (Fund 138).

Construction
TEROCONS INC. (lowest bid)........................................................................$208,250.00 25% Contingency $52,062.50
Total Construction Cost $260,312.50

CURRENT SITUATION AND ITS EFFECTS
The existing parking lot for the Aquatic Park Paddling and Rowing Club, at 2851 West Bolivar Drive, Berkeley, CA 94710, needs replacement. The project includes demolition of the existing paved surface and site work, re-grading and installing cement surface to create ADA accessible walking surfaces and ADA accessible van-parking space in addition to porous flexible paver parking spots.

Contract: TEROCONS INC. for Aquatic Park Paddling and CONSENT CALENDAR Rowing Club Parking Lot Improvements Project March 21, 2023

BACKGROUND
The project was advertised for bids on Monday, January 9, 2023, and bids were opened on Thursday, February 2, 2023. The City received 12 bids, from a low base bid of $208,250.00 to a high base bid of $444,305.00. Nine bids were below the amount budgeted for this project, while three bids were above the amount budgeted for this project. Upon bid opening, TEROCONS INC. was the apparent low bidder, and GRADETECH INC. was the apparent second lowest bidder.

On February 6, 2023 12:00PM the City received a bid protest from GRADETECH INC.

The City forwarded the bid protest to TEROCONS INC. on February 6, 2023 4:38PM for review and response. After review of the bid protest, response to the bid protest, and TEROCONS INC.’s listed experience and financial qualifications, the City found TEROCONS INC. to be the lowest responsive, responsible bidder. The determination of the lowest responsive and responsible bidder was based on the price for base bid work, as indicated in the bid documents.

The Living Wage Ordinance does not apply to this project since construction contracts are, pursuant to City policy, subject to State prevailing wage laws. The contractor will need to submit a certification of Compliance for the Equal Benefits Ordinance. The contract will not be subject to the Community Workforce Agreement.

ENVIRONMENTAL SUSTAINABILITY AND CLIMATE IMPACTS
This project is categorically exempt from CEQA under Class 1 – Existing Facility and Class 2 – Replacement or Reconstruction. The project is a renovation of an existing parking lot and will not negatively affect natural habitat.

RATIONALE FOR RECOMMENDATION
The parking lot replacement and site improvements are needed as part of the City’s ongoing program to repair, renovate and improve accessibility at non-compliant or aging Parks facilities. The City does not have in-house labor or equipment resources to complete this renovation project.

ALTERNATIVE ACTIONS CONSIDERED
None

CONTACT PERSON
Scott Ferris, Director, Parks Recreation & Waterfront, 510-981-6700 Nelson Lam, Supervising Civil Engineer, Parks Recreation & Waterfront, 510-981-6395 Attachments:
1: Resolution
2: Bid Results

RESOLUTION NO. ##,###-N.S.

CONTRACT: TEROCONS INC. FOR THE AQUATIC PARK PADDLING AND ROWING

CLUB PARKING LOT IMPROVEMENTS PROJECT
WHEREAS, the parking lot at the Aquatic Park Paddling and Rowing Club is in need of renovation; and
WHEREAS, the City has neither the in-house labor nor the equipment necessary to undertake this project; and
WHEREAS, invitation for bids was duly advertised on January 9, 2023, bids were opened on February 2, 2023, and the City received 12 bids; and WHEREAS, TEROCONS INC. was determined to be the lowest responsive and responsible bidder, and references for TEROCONS INC. were provided and checked out satisfactorily; and
WHEREAS, funding in the amount of $260,312.50 for this construction is available in the FY2023 budget in the Parks Tax Fund (Fund 138).

NOW THEREFORE, BE IT RESOLVED by the Council of the City of Berkeley that the Plans and Specifications for Specification No. 22-11541-C for the Aquatic Park Paddling and Rowing Club Parking Lot Improvements Project are approved; and BE IT FURTHER RESOLVED that the construction contract is awarded to TEROCONS INC. as the lowest responsive and responsible bidder for a total contract amount of $208,250.00, which includes the base bid only; and
BE IT FURTHER RESOLVED that the Council of the City of Berkeley authorizes the City Manager to execute a contract and any amendments, extensions, or change orders until completion of the project in accordance with the approved plans and specifications with TEROCONS INC. for the Aquatic Park Paddling and Rowing Club Parking Lot Improvements Project in an amount not to exceed $260,312.50, which includes a contract amount of $208,250.00 and a 25% contingency in the amount of $52,062.50 for unforeseen circumstances. A record signature copy of the agreement and any amendments to be on file in the Office of the City Clerk.

Attachment 2 – Bid Results

Office of the City Manager
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7000 ● TDD: (510) 981-6903 ● Fax: (510) 981-7099 E-Mail: [email protected] Website: http://www.CityofBerkeley.info/Manager

CONSENT CALENDAR
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Dee Williams-Ridley, City Manager
Submitted by: Jordan Klein, Director, Planning and Development Department Subject: Grant Funding Application for SolarAPP+ integration

RECOMMENDATION
Adopt a Resolution authorizing the City Manager or their designee to submit a grant application in the amount of $80,000 to The California Energy Commission, to receive technical assistance to integrate the SolarAPP+ web software to the City of Berkeley Permit Service Center operations, and to accept grant funds and execute a resulting grant agreement.

FISCAL IMPACTS OF RECOMMENDATION
The City of Berkeley would be reimbursed for up to $80,000 in eligible expenses including staffing costs, software integration consultants, internal training, public outreach, required hardware, and maintenance. Funds would be deposited to account 336-53-585-632-0000-000-000-432110- and expended for consultant services from account 336-53-585-632-0000-000-441-612990-.

CURRENT SITUATION AND ITS EFFECTS
Integration of SolarAPP+ or a similar software tool to enable quick permitting of small rooftop solar projects is a mandatory requirement of California Senate Bill 379. It also advances the City’s Strategic Plan Priorities to:
 be a customer-focused organization that provides excellent, timely, easily- accessible service and information to the community.
 be a global leader in addressing climate change, advancing environmental justice, and protecting the environment.

The California Energy Commission is providing financial assistance to jurisdictions for SolarAPP+ integration. At the time of writing, this grant program has already made a Notice of Proposed Award (NOPA) for 72 CA jurisdictions.

Financial assistance from this grant will allow Berkeley to work with vetted information technology (IT) integration partners to assist internal IT staff. This will expedite the SolarAPP+ software integration, and supplement both internal and public training.

Grant Funding Application for SolarAPP+ integration CONSENT CALENDAR March 21, 2023

SolarAPP+ is an automated platform which verifies compliance with all applicable building, electrical, and other City codes, based on the information a permit applicant submits, and issues permits in real time for small residential solar PV systems.

BACKGROUND
A $19 million funding pool became available to CA municipal governments in amounts up to $100,000, based on population and on a first come, first served basis, with an application deadline of May 1, 2023. Based on its population, Berkeley’s award eligibility is $80,000. The City of Berkeley is obliged by the SB-379 legislative mandate to implement the Solar APP+ or equivalent service delivery by September 30, 2023. These grant funds would help defray associated implementation expenses for the City, thereby reducing internal compliance costs.

ENVIRONMENTAL SUSTAINABILITY AND CLIMATE IMPACTS
Increased ease of obtaining rooftop solar PV building permits will accelerate PV adoption and the transition to reduced emissions electricity. Live permitting will improve the City’s service delivery to private individuals, businesses, and institutions within the Berkeley community while maintaining the safety standards of currently adopted building codes.

RATIONALE FOR RECOMMENDATION
The State funding awards would help defray software integration costs, which Berkeley will incur regardless of this grant application, in order to comply with SB-379.

ALTERNATIVE ACTIONS CONSIDERED
There are no known alternative state or federal funding sources to defray SolarApp+ integration costs for the City of Berkeley.

CONTACT PERSON
Kurt Hurley, Planning & Development Department, Green Building Program Manager, 510-981-7501
Attachments:
1: Resolution

RESOLUTION NO. ##,###-N.S.

RESOLUTION AUTHORIZING THE CITY MANAGER OR THEIR DESIGNEE TO SUBMIT A GRANT APPLICATION IN THE AMOUNT OF $80,000 TO THE CALIFORNIA ENERGY

COMMISSION, TO RECEIVE TECHNICAL ASSISTANCE TO INTEGRATE THE SOLARAPP+ WEB SOFTWARE TO THE CITY OF BERKELEY PERMIT SERVICE

CENTER OPERATIONS, AND TO ACCEPT GRANT FUNDS AND EXECUTE A

RESULTING GRANT AGREEMENT
WHEREAS, California is accelerating the installation and interconnection of roof top solar PV and increasing the distributed generation of clean electricity; and WHEREAS, California may require up to 6 gigawatts of new renewable and storage resources annually to achieve it renewable energy goals; and WHEREAS, the 2021 Senate BIll 100 Joint Agency Report suggests rooftop PV installations must increase dramatically to achieve 100% Clean Electricity; and WHEREAS, Senate Bill SB 379 mandates that jurisdictions implement live solar permitting by September 30, 2023; and
WHEREAS, the required online, automated platform will verify code compliance and issue permits in real time for small residential solar PV systems up to 38.4 kW AC nameplate rating, optionally linked to an energy storage system up to 38.4 kW AC nameplate rating; and
WHEREAS, the platform will verify compliance to all applicable building, electrical, and other City codes employing applicant inputs during the permit application session; and WHEREAS, The California Energy Commission has made available nineteen million dollars to local jurisdictions to defray implementation costs of real-time solar PV permitting; and
WHEREAS, The City of Berkeley is eligible for up to eighty thousand dollars of project cost reimbursement.

NOW THEREFORE, BE IT RESOLVED by the Council of the City of Berkeley that the City Manager or their designee is authorized apply for said California Energy Commission GFO-21-402 grant funds in the eligible amount of $80,000, to accept the grant if awarded, and to execute any resulting grant agreement. A record signature copy of said agreements and any amendments to be on file the office of the City Clerk.

BE IT FURTHER RESOLVED that any funds awarded shall be used for staff costs for software integration and maintenance, professional services costs for software

integration and maintenance, costs related to internal software training, costs related to public software training, and any ongoing maintenance costs.

Office of the City Manager
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7000 ● TDD: (510) 981-6903 ● Fax: (510) 981-7099 E-Mail: [email protected] Website: http://www.CityofBerkeley.info/Manager

CONSENT CALENDAR
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Dee Williams-Ridley, City Manager
Submitted by: Liam Garland, Director, Department of Public Works Subject: Contract No. 32100192 Amendment: California Constructores for Sidewalk Repairs FY 2020 Project

RECOMMENDATION
Adopt a Resolution authorizing the City Manager to amend Contract No. 32100192 with California Constructores, increasing the contract amount by $200,000 for a total not-to- exceed amount of $2,375,900.

FISCAL IMPACTS OF RECOMMENDATION
Funding for this contract amendment is currently available in the FY 23 Measure BB Sales Tax budget (Fund 134). No other funding is required, and no other projects will be delayed due to this expenditure.

Construction Contract
Current Authorized Contract Amount ............................................................$2,175,900 This Amendment Amount..................................................................................$200,000 Total Construction Contract Cost ..............................................................$2,375,900 Funding Sources
Measure BB Sales Tax (Fund 134)...................................................................$200,000 Total Amendment Amount .............................................................................$200,000

CURRENT SITUATION AND ITS EFFECTS
The contract with California Constructores for the Sidewalk Repairs FY 2020 Project was executed on June 29, 2021, for a total not exceeding $2,000,000 (Resolution No. 69,821- N.S.).

On September 28, 2021, Council authorized the City Manager to amend Contract No. 32100192 with California Constructores, increasing the contract amount by $175,900 for a total not-to-exceed amount of $2,175,900, in order to compensate the Contractor for completing safety-related pedestrian improvements at California Street and Dwight Way intersection (Resolution No. 70,031-N.S.). The amount of this amendment was designated for a specific purpose and was not intended to be used as a contingency for the original scope of the contract.

Contract No. 32100192 Amendment: California Constructores CONSENT CALENDAR March 21, 2023
While the initial authorized contract amount included an 18% contingency, as construction progressed, the contingency was found to be insufficient.

The contingency was primarily depleted by the following factors:

1. Addition of Path repair work. Scope was added in order to include repairs to several Berkeley Paths that were identified as high priority by City staff in conjunction with Berkeley Path Wanderers Association. The funding identified for this work will come from the 2021 T1 Path Repair Project.

2. Addition of drainage work at Prince/Dana. Scope was added in order to address known drainage issues near the intersection of Prince St and Dana St. The work consisted of curb reconstruction and asphalt paving in order to appropriately grade the street to improve surface flow and prevent standing water.

3. Unanticipated changes to work due to unforeseen conditions. During the course of the work, various unforeseen conditions across hundreds of sidewalk repair locations accounted for several items of extra work including but not limited to, repairs to shallow water laterals damaged during construction, replacement of unsalvageable utility boxes, and removal of unanticipated tree roots.

The Sidewalk Repairs FY 2020 Project is a Strategic Plan Priority Project, advancing our goal to provide state-of-the-art, well-maintained infrastructure, amenities, and facilities.

BACKGROUND
In October 2011, the City established a sidewalk repair and replacement program to improve the quality of Berkeley's sidewalks. There are approximately 375 total miles of concrete sidewalks within the city limits. The City currently shares sidewalk replacement costs with property owners on a 50-50 basis, irrespective of the cause of the deterioration.

Concrete sidewalk replacement, however, had only been completed on a "funds- available" basis, which resulted in a ten-year backlog of customers awaiting replacement.

In recent years, with the increase in available funding from the Capital Improvement Fund and the addition of Measure T1 funding, the projected waiting period for addresses added to the waitlist at present has been reduced from 8-10 years to 3-5 years.

Additionally, the Department of Public Works has reduced the number of sidewalks requiring permanent replacement by deploying alternative means of repair, such as concrete shaving. While the shaving process has been highly successful and cost- effective, uplifts over 2 inches require removal and replacement. Shaving often does not address the underlying issue for the uplift, such as shallow tree roots, and sidewalk removal and replacement remain the most effective solution.

The Sidewalk Repairs FY 2020 Project addressed over 625 locations identified as requiring removal and replacement from the 50-50 sidewalk repair program backlog.

Contract No. 32100192 Amendment: California Constructores CONSENT CALENDAR March 21, 2023

ENVIRONMENTAL SUSTAINABILITY AND CLIMATE IMPACTS
The City's sidewalk repair program is a component of the City's climate action plan, as well-maintained sidewalks help to facilitate safe walking, which is a healthy and clean form of transportation.

RATIONALE FOR RECOMMENDATION
This increase to the contract is necessary to address unforeseen conditions, perform supplemental work to enhance the Project, and complete current change orders. The work requires contracted services, as the City does not possess the in-house labor or equipment resources necessary to complete the Project.

ALTERNATIVE ACTIONS CONSIDERED
None

CONTACT PERSON
Ron Nevels, Interim Manager of Engineering, Public Works (510) 981-6439 Srinivas Muktevi, Supervising Civil Engineer, Public Works (510) 981-6402 Farid Javandel, Deputy Director of Public Works, Transportation and Engineering (510) 981-7061
Attachments:
1: Resolution

2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7000 ● TDD: (510) 981-6903 ● Fax: (510) 981-7099 E-Mail: [email protected] Website: http://www.CityofBerkeley.info/Manager RESOLUTION NO. ##,###-N.S.

CONTRACT NO. 32100192 AMENDMENT: CALIFORNIA CONSTRUCTORES FOR SIDEWALK REPAIRS FY 2020 PROJECT
WHEREAS, Council authorized the City Manager to enter into a contract with California Constructores for construction of the Sidewalk Repairs FY 2020 Project in the amount of $2,000,000 on April 27, 2021 (Resolution No. 69,821-N.S.); and WHEREAS, Council authorized the City Manager to amend Contract No. 32100192 with California Constructores, increasing the contract amount by $175,900 for a total not-to- exceed amount of $2,175,900, in order to compensate the Contractor for completing safety-related pedestrian improvements at California Street and Dwight Way intersection (Resolution No. 70,031-N.S.); and
WHEREAS, the scope for safety-related repairs to several paths was added to the Project; and
WHEREAS, unanticipated conditions were encountered during construction, resulting in additional work to complete the Project; and
WHEREAS, the City has neither the labor nor the equipment necessary to undertake the Sidewalk Repairs FY 2020 Project; and
WHEREAS, an increase of $200,000 to the not-to-exceed contract amount is necessary to complete change orders and supplement project elements; and WHEREAS, funding is available in the current year’s budget in the Measure BB Sales Tax (Fund 134).

NOW THEREFORE, BE IT RESOLVED by the Council of the City of Berkeley that the City Manager is authorized to execute an amendment to Contract No. 32100192 with California Constructores for the Sidewalk Repairs FY 2020 Project, increasing the contract amount by $200,000 for a total amended amount not to exceed $2,375,900. A record signature copy of any amendments is to be on file in the Office of the City Clerk.

Office of the City Manager
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7000 ● TDD: (510) 981-6903 ● Fax: (510) 981-7099 E-Mail: [email protected] Website: http://www.CityofBerkeley.info/manager

CONSENT CALENDAR
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Dee Williams-Ridley, City Manager
Submitted by: Liam Garland, Director, Department of Public Works Subject: Contract: JV Lucas Paving, Inc. for Street Rehabilitation FY 2023 Project

RECOMMENDATION
Adopt a Resolution: 1) approving plans and specifications for the Street Rehabilitation FY 2023 Project, Specification No. 23-11558-C; and 2) accepting the bid of the lowest responsive and responsible bidder, JV Lucas Paving, Inc. and 3) authorizing the City Manager to execute a contract and any amendments, extensions or other change orders until completion of the project, in accordance with the approved plans and specifications in an amount not to exceed $10,203,711.

FISCAL IMPACTS OF RECOMMENDATION
Funding is available from the FY 23 Street Capital Improvement Program budget, Transportation Capital Improvement Program budget and an allocation by the City Council from the General Fund. Funding in the amount of $55,592 is subject to appropriation in the FY 24 Street Capital Improvement Program budget. No other funding is required, and no other projects will be delayed due to this expenditure.

Low bid by JV Lucas Paving, Inc. $9,276,100.38
10% Contingency $927,610
Total construction cost $10,203,711
FY 2023 Street Capital Improvement Program Funds
State Transportation Tax (127) .................................................................$444,303 Road Maintenance & Rehabilitation Account/SB1 (127) .......................$1,700,000 Measure F Vehicle Registration Fee (133) ..............................................$155,000 Measure BB Local Streets and Roads (134) .........................................$2,980,000 Capital Improvement Fund (501) FY 23 Streets Baseline .....................$1,545,336 Capital Improvement Fund (501) FY 23 New PCI Allocation.................$3,250,000 $10,074,639
FY 2024 Street Capital Improvement Program Funds
Capital Improvement Fund (501) FY 24 Streets Baseline ..........................$55,592 $10,130,231

Contract: JV Lucas Paving, Inc. for CONSENT CALENDAR
Street Rehabilitation FY 2023 Project March 21, 2023

FY 2023 Transportation Capital Improvement Program Funds General Fund (011).....................................................................................$73,480 Total construction cost $10,203,711

CURRENT SITUATION AND ITS EFFECTS
The Street Rehabilitation FY 2023 Project (Specification No. 23-11558-C) was released for bids on January 11, 2023, and bids were opened on January 31, 2023. Seven non- local bids were received, from a low of $9,276,100.38 to a high of $12,708,071.65 (see Attachment 3, Abstract of Bids). The engineer’s estimate for the project was $10.2 million.

On February 1, 2023, the City received a bid protest from the second-lowest bidder, Bay Cities Paving & Grading, Inc. The general basis for the protest was that the JV Lucas Paving, Inc. bid was non-responsive because the bid did not comply with the following requirements in the Specifications: 1) Failure to sign the bid’s signature page, the Project’s General Provisions defines a proposal as: “The written offer of the bidder for the work when made out and submitted on the prescribed form, properly signed and guaranteed.”, 2) Failure to list TMI’s subcontract amount, Section 201.4, proposal form, of the bid’s General Provisions provides: “All proposals shall give the prices proposed, and shall be signed by the Bidder, who must give his address. The Bidder shall fill out all blanks in the proposal form as therein required.”, and 3) The City retains the right to reject JVL’s bid due to its irregularities, Section 201.5, Rejection of Proposals Containing Alterations or Irregularities, “Proposals may be rejected if they show any alterations of form, additions not called for, conditional bids, incomplete bids, or irregularities of any kind.”
A copy of the bid protest was sent to JV Lucas Paving, Inc. to provide them an opportunity to respond to the protest issues. City staff and the City Attorney’s office carefully reviewed and investigated the bids, protest, and response. Subsequently, City staff concluded that the basis of the protest was not material and would not significantly impact the bid. JV Lucas Paving, Inc.’s bid should be deemed responsive.

JV Lucas Paving, Inc. is the lowest responsive and responsible bidder. References for JV Lucas Paving, Inc. were provided and checked out satisfactorily. Staff recommends that a contract for this project be awarded to JV Lucas Paving, Inc.

The Street Rehabilitation FY 2023 Project is a Strategic Plan Priority Project, advancing our goal to provide state-of-the-art, well-maintained infrastructure, amenities, and facilities.

BACKGROUND
Streets throughout Berkeley are scheduled for rehabilitation as part of the City’s Five-Year Street Rehabilitation Plan. Berkeley maintains a rolling 5-Year Street Rehabilitation Plan for resurfacing and repaving City streets. The plan is generated with the aid of a Pavement Management System developed by the Metropolitan Transportation Commission. The

Contract: JV Lucas Paving, Inc. for CONSENT CALENDAR
Street Rehabilitation FY 2023 Project March 21, 2023

plan was most recently updated for Fiscal Years 2023 through 2025 by Resolution 70,204-N.S. adopted by Council on January 25, 2022. The Street Rehabilitation and Repair Policy created by Resolution 55,384-N.S. and most recently updated by 70,204- N.S. to include equity, contains the basic criteria for developing the plan and includes the following:
 To the extent financially practical, implementation of the paving plan shall advance City plans, e.g., Complete Streets Policy, Vision Zero Policy and Action Plan, Pedestrian Plan, and Bicycle Plan.
 Rehabilitation of contiguous sections of roadway, rather than one block at a time, shall be preferred, when feasible.
 Strive to maintain all roads within the primary transportation network (arterials, collectors, bus routes, existing and proposed low-stress bikeway network, and equity zone) at a target PCI (Pavement Condition Index) of 70.  The benefits of good infrastructure shall be distributed equitably throughout the entire community regardless of the income, political influence, or demographic characteristics of the residents of each area. The newly established Equity Zone shall be prioritized to meet an average PCI of 70 sooner than the remainder of the City.
 Coordination with sewer, water, electrical, telecom, undergrounding, and other activities.

This contract is for the construction of approximately 5.9 miles of City streets and consists of rehabilitation and surface seal of selected streets as shown in Attachment 2: Location Map & List of Streets. This includes the advancement in a schedule of all but one of the streets planned for FY 2024 and Derby Street between Sacramento Street and Telegraph Avenue from FY 2025. Grizzly Peak Boulevard was originally advanced as well, but could not be as EBMUD has water line replacements in this segment. For that reason, this segment remains scheduled for FY 2024. The contract also includes the installation of six-speed tables and a traffic diverter on Tenth Street between University Avenue and Bancroft Way in response to a City Council referral for George Florence Park Traffic Calming.

In addition to street pavement, the project incorporates many other improvements to selected streets in compliance with the Berkeley Complete Streets Policy (Resolution No. 65,978-N.S.), the Americans with Disabilities Act, and stormwater best management practices. Among the Complete Streets improvements included are Bicycle Plan and Pedestrian Master Plan recommendations to install a transit lane on Durant and to paint high visibility crosswalks at multiple locations. Additional infrastructure repairs including curb ramps, curbs, drainage inlets and pipes, gutters, and speed tables are also included in this project. Taken together, all of the non-repaving related costs represent approximately 30% of the construction costs.

The project plans and specifications have gone through planning, coordination with outside utility companies, preliminary cost estimates, field investigations, surveys, and extensive design prior to being released for bid.

Contract: JV Lucas Paving, Inc. for CONSENT CALENDAR
Street Rehabilitation FY 2023 Project March 21, 2023

The plans and specifications are on file in the Public Works Department. In accordance with the requirements of the California Environmental Quality Act (CEQA), this project has been determined to be categorically exempt because it consists of maintenance of existing streets and does not expand their use beyond existing conditions.

The Living Wage Ordinance does not apply to this project since Public Works construction contracts are, pursuant to City policy, subject to State prevailing wage laws. JV Lucas Paving, Inc. has submitted a Certification of Compliance with the Equal Benefits Ordinance. The Community Workforce Agreement applies to this project because the estimated value of the project exceeds $500,000. As a result, the contractor and all subcontractors will be required to sign an agreement to be bound by the terms of the Agreement.

ENVIRONMENTAL SUSTAINABILITY AND CLIMATE IMPACTS
The project includes rubberized hot mix asphalt treatments which will divert waste tires from local landfills.

RATIONALE FOR RECOMMENDATION
This street repair project is part of the City’s ongoing annual program to rehabilitate deteriorated streets throughout the City. The work requires contracted services, as the City does not possess the in-house labor or equipment resources necessary to complete the project.

ALTERNATIVE ACTIONS CONSIDERED
No alternative actions were considered for this pavement rehabilitation project. The City could choose not to proceed with this project. However, City streets would then continue to deteriorate, drainage improvements would not be made and complete street bicycle and pedestrian elements would not be installed, affecting use by the community and others.

CONTACT PERSON
Ron Nevels, Interim Manager of Engineering, Public Works (510) 981-6439 Farid Javandel, Deputy Director of Public Works, Transportation and Engineering (510) 981-7061
Attachments:
1: Resolution
2: Location Map & List of Streets for Project
3: Abstract of Bids

RESOLUTION NO. ##,###-N.S.

CONTRACT: JV LUCAS PAVING, INC. FOR STREET REHABILITATION FY 2023

PROJECT
WHEREAS, the Street Rehabilitation FY 2023 Project is part of the City’s ongoing Street Capital Improvement Program to rehabilitate deteriorated streets located throughout the City; and
WHEREAS, the City has neither the labor nor the equipment necessary to undertake this Street Rehabilitation FY 2023 Project; and
WHEREAS, an invitation for bids was duly advertised, bids were opened on January 31, 2023; and
WHEREAS, upon receipt of a bid protest, review of the submitted bids, and careful consideration, the basis of the protest was found to be not material and would not significantly impact the bid; and
WHEREAS, JV Lucas Paving, Inc. was determined to be the lowest responsive and responsible bidder; and
WHEREAS, funding is available in the FY 2023 and FY 2024 budgets in the Street Capital Improvement Program State Transportation Tax (Fund 127), Measure F Vehicle Registration Fee (Fund 133), Measure BB Sales Tax (Fund 134), Capital Improvement Fund (Fund 501), and General Fund (011).

NOW THEREFORE, BE IT RESOLVED by the Council of the City of Berkeley that the Plans and Specification No. 23-11558-C for the Street Rehabilitation FY 2023 Project are approved.

BE IT FURTHER RESOLVED that the construction contract is awarded to JV Lucas Paving, Inc. as the lowest responsive and responsible bidder.

BE IT FURTHER RESOLVED that the Council of the City of Berkeley authorizes the City Manager to execute a contract and any amendments, extensions, or change orders, until completion of the project in accordance with the approved plans and specifications with JV Lucas Paving, Inc. for the Street Rehabilitation FY 2023 Project, in an amount not to exceed $10,203,711, which includes a 10% contingency for unforeseen circumstances.

A record signature copy of the said agreement and any amendments are to be on file in the Office of the City Clerk.

Street Rehabilitation FY 2023
Street From To
Channing Sacramento McKinley
Creston Sunset Grizzly Peak (S)
Dana Dwight Ward
Derby Sacramento College
Durant Milvia Fulton
Dwight Piedmont End
Hillegass Dwight Woolsey
Latham Miller Grizzly Peak
McGee Dwight Russell
Miller Poppy Shasta
Otis Russell Ashby
Rose Sacramento Martin Luther King Jr.

Woolsey Hillegass College
Speed tables/diverter on:

Tenth University Bancroft

Office of the City Manager
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7000 ● TDD: (510) 981-6903 ● Fax: (510) 981-7099 E-Mail: [email protected] Website: http://www.CityofBerkeley.info/Manager

CONSENT CALENDAR
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Dee Williams-Ridley, City Manager
Submitted by: Liam Garland, Director, Department of Public Works Subject: Purchase Order: Pape Machinery, Inc. for One John Deere 320P Backhoe Loader

RECOMMENDATION
Adopt a Resolution satisfying requirements of City Charter Article XI Section 67.2 allowing the City Manager to participate in Sourcewell bid procedures and authorizing the City Manager to execute a purchase order for one (1) 2023 John Deere 320P Backhoe Loader with Pape Machinery, Inc. in an amount not to exceed $215,000.

FISCAL IMPACTS OF RECOMMENDATION
The purchase of one (1) 2023 John Deere 320P Backhoe Loader will not exceed $215,000 and includes California tire fees, warranty, and sales tax. Funding for the purchase is available in the FY 2023 budget for Equipment Replacement Fund (Account Code: 671-54-626-723-0000-000-473-664120).

CURRENT SITUATION AND ITS EFFECTS
This purchase will replace unit # 2318, a 2008 John Deere Backhoe Loader that has exceeded its useful life expectancy. The Public Works Department Operations Division requires a replacement vehicle to perform a variety of tasks including street repairs and construction, asphalt and paving work, sidewalk repairs, encampment debris clean up, fire damage clean up, illegal dumping removal, and sewer repair projects.

The purchase supports the City’s Strategic Plan Goal of providing state-of-the-art, well- maintained infrastructure, amenities, and facilities

BACKGROUND
Throughout the year, each City Department pays its proportionate share into the Equipment Replacement Fund, and those funds are utilized to replace equipment at the end of its useful life. If a vehicle purchase request exceeds $25,000, the Department of Finance, General Services Division solicits bids or piggybacks off competitively bid contracts to ensure City Departments receive the best pricing.

Purchaser Order: Pape Machinery, Inc. for CONSENT CALENDAR One 2023 John Deere 320P Backhoe Loader March 21, 2023

City Charter XI Section 67.2 allows the City to purchase goods without undergoing a competitive bid process if the City uses pricing obtained by another entity through a competitive process.

The City of Berkeley has been a no-cost member and participant of Sourcewell (formerly National Joint Powers Alliance) (NJPA), a municipal contracting agency operating under the legislative authority of Minnesota Statute 123A.21. The original statue was revised in 1995 to allow government clients to better meet their specific needs through participation in a service cooperative, rather than paying higher costs associated with individual procurement. Sourcewell allows participating municipal agencies to leverage the benefits of cooperative purchasing and reduces procurement costs. Sourcewell serves all educational, government, and non-profit agencies nationwide, and offers cooperative contracted products, equipment, and service opportunities to government entities throughout the U.S.

All Sourcewell contracts have been competitively solicited nationwide. On January 31, 2019, Sourcewell released Request for Proposal No. 032119 for Heavy Construction Equipment with Related Accessories, Attachments, and Supplies. The solicitation was released for approximately fifty-one days and sixteen proposals were submitted and received. Upon review, the Sourcewell proposal evaluation committee selected John Deere Construction Retail Sales, a division of John Deere Shared Services, Inc. as the best most responsive proposer to meet the specifications thusly awarding Contract No. 032119-JDC.

For all contracts, Sourcewell charges an administrative fee based on the percentage of the sale, and that fee is paid by the Contractor directly to Sourcewell. For this purchase, the fee will be paid by John Deere Company and will not be passed on to the City of Berkeley.

The John Deere Construction & Forestry Company (JDCFC) dealer in the state of California, including the City of Berkeley, is Pape Machinery, Inc. Pape Machinery Inc. is authorized to sell, lease, rent, sell the subsequent genuine OEM parts and is qualified and trained to provide service and warranty repairs on JDCFC products as specified in their JDCFC agreement.

ENVIRONMENTAL SUSTAINABILITY AND CLIMATE IMPACTS
The John Deere Backhoe is an off-road asset equipped with the highest-rated compliance engine assembly available. Engine application will include a Tier 4 Final assembly, which meets the strictest EPA Emissions requirement of off-highway diesel engines. It will be powered by 100% renewable diesel that meets 2018 EPA And California Air Resources Board (CARB) requirements. The combined applications will reduce greenhouse gas emissions by as much as 50-80% from the existing equipment.

Purchaser Order: Pape Machinery, Inc. for CONSENT CALENDAR One 2023 John Deere 320P Backhoe Loader March 21, 2023

Fleet Maintenance staff, in compliance with the 2020 Municipal Fleet Electrification Assessment, researched to ascertain whether a cost-effective electric heavy-duty construction equipment in this classification is available. Staff research revealed no fully electric version is available at this time.

RATIONALE FOR RECOMMENDATION
Equipment must be replaced on a reasonable schedule to ensure the Public Works Equipment operators can efficiently and effectively carry out their duties.

ALTERNATIVE ACTIONS CONSIDERED
None. Keeping equipment longer than its useful life results in higher maintenance costs, more pollution, and excessive downtime to maintain the asset in a safe and serviceable condition.

CONTACT PERSON
Andrew Brozyna, Deputy Director of Public Works, Operations (510) 981-6369 Joy Brown, Operations Manager, Department of Public Works (510) 981-6629 Greg Ellington, Superintendent, Department of Public Works (510) 981-6490 Attachments:
1: Resolution

RESOLUTION NO. ##,###-N.S.

PURCHASE ORDER: PAPE MACHINERY, INC. FOR ONE 2023 JOHN DEERE 320P

BACKHOE LOADER
WHEREAS, one (1) new 2023 John Deere 320P Backhoe Loader is needed by the Public Works Street Maintenance Division to perform a variety of tasks including street repairs and construction, asphalt and paving work, sidewalk repairs, encampment debris clean- up, fire damage clean-up, illegal dumping removal, and sewer repair projects; and WHEREAS, equipment unit number 2318 being replaced has reached the end of its useful life; and
WHEREAS, equipment must be replaced on a reasonable schedule that allows equipment operators to efficiently and effectively carry out their duties; and WHEREAS, City Charter XI Section 67.2 allows the City to purchase goods without undergoing a competitive bid process if the City uses pricing obtained by another entity through a competitive bid process; and
WHEREAS, Sourcewell awarded Contract No. 032119-JDC to John Deere Construction Retail Sales as the most responsible and responsive proposer; and WHEREAS, Sourcewell Contract No. 032119-JDC satisfies the procurement requirement of the City of Berkeley; and
WHEREAS, funds in the amount of $215,000 are available in the FY 2023 Equipment Replacement Fund 671 (671-54-626-723-000-000-473-664120).

NOW THEREFORE, BE IT RESOLVED by the Council of the City of Berkeley that the City Manager is authorized to execute a purchase order satisfying requirements of City Charter Article XI Section 67.2 allowing the city to participate in Sourcewell (formerly NJPA) bid procedures to purchase one 2023 John Deere 320P Backhoe Loader with Pape Machinery, Inc. in an amount not to exceed $215,000.

Office of the City Manager
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7000 ● TDD: (510) 981-6903 ● Fax: (510) 981-7099 E-Mail: [email protected] Website: http://www.CityofBerkeley.info/Manager

CONSENT CALENDAR
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Dee Williams-Ridley, City Manager
Submitted by: Liam Garland, Director, Department of Public Works Subject: Purchase Order: Nicholas K Corp dba the Ford Store San Leandro for Eight Ford Interceptor Hybrid Utility Vehicles

RECOMMENDATION
Adopt a Resolution satisfying requirements of City Charter Article XI Section 67.2 allowing the City Manager to participate in Alameda County bid procedures and authorize the City Manager to execute a purchase order for eight (8) Ford Interceptor Utility Hybrid vehicles with Nicholas K Corp dba the Ford Store San Leandro in an amount not to exceed $496,454.

FISCAL IMPACTS OF RECOMMENDATION
The purchase of eight Ford Interceptor Utility Hybrid vehicles will not exceed $496,454 and includes CA tire fees and sales tax. Funding for the purchase of these vehicles is available in the FY 2023 budget for Equipment Replacement Fund (Account Code 671- 54-626-723-0000-000-473-664120).

CURRENT SITUATION AND ITS EFFECTS
This purchase will replace 8 gas-powered existing vehicles that have reached the end of their planned useful life of 5 years with hybrid vehicles. They are needed by the City’s Police Department’s Patrol Division to provide public safety services in Berkeley.

Vehicles are equipped with advanced safety features including 75 mph impact protections; side protection and cabin enhancements architecture; and structural reinforcements to protect officers while working. Vehicles being replaced include the following:

Veh. # Year Veh. # Year
1814 2016 1818 2016
1815 2016 1819 2016
1816 2016 1820 2016
1817 2016 1825 2016
Replaced vehicles will be turned into Equipment Maintenance for auction unless otherwise authorized by the City Manager.

Purchase Order: Nicholas K Corp dba the CONSENT CALENDAR Ford Store San Leandro for Eight Ford Interceptor March 21, 2023 Hybrid Utility Vehicles

Failure to replace vehicles at the end of their planned useful life leads to higher operational expenses, decreased safety, increased pollution, decreased public safety service levels, and higher greenhouse gas emissions.

This purchase supports the City’s Strategic Plan Goal of creating a resilient, safe, connected, and prepared City.

BACKGROUND
Throughout the year, each City Department pays its proportionate share into the Equipment Replacement Fund, which uses those funds to replace equipment at the end of its useful life. If a vehicle purchase request exceeds $25,000, the Department of Finance General Services Division solicits bids or “piggybacks” off competitively bid contracts to ensure City Departments receive the best pricing.

City Charter XI Section 67.2 allows the City to purchase goods without undergoing a competitive bid process. On June 16, 2021, the County of Alameda General Services Agency released Request for Quotation (RFQ) No. 901979 for Vehicle Purchase. RFQ No. 901979 language required that the award goes to the qualified bidder with the lowest markup over the triple-net dealer invoice price. Triple-net price is the dealer’s actual cost of the vehicles after all discounts, rebates, and deductions are applied. On July 27, 2021, one bid was received and opened and upon review by the evaluation committee, Nicholas K Corp dba the Ford Store San Leandro was determined to be a responsive responsible bidder and was awarded County of Alameda Purchase Order Contract (Master Contract No. 901979). The County of Alameda’s bid procedures satisfies the procurement requirements of the City of Berkeley. The term of the Agreement between the County of Alameda and The Ford Store San Leandro is October 1, 2021 through September 30, 2024.

ENVIRONMENTAL SUSTAINABILITY AND CLIMATE IMPACTS
The new vehicles will be powered by a 3.3l V6 direct-injection Hybrid Drive System offered by the Ford Motor Company in a Police Interceptor SUV Model. The Hybrid design will significantly reduce idle time, reduce fuel consumption, decrease carbon footprint and tailpipe emissions, and reduce maintenance costs.

In June 2020, the City Council received the Municipal Fleet Electrification Assessment. The assessment proposed to install 51 charging Stations with 100 chargers and upgrade all 129 vehicles in the light-duty fleet to EVs by the year 2030. Public Works (PW) has made significant progress toward the electrification of the City's municipal fleet by installing 31 charging stations with 61 chargers and transitioning the City's existing light-duty fleet. In 2020, there were 46 hybrids and 15 plug-in hybrid vehicles. Since then, PW has ordered and/or purchased 48 EVs (sedans and pickups), 26 hybrid SUVs for the Police Department, and 23 renewable diesel vehicles to replace gasoline vehicles. These improvements are moving the City's fleet

Purchase Order: Nicholas K Corp dba the CONSENT CALENDAR Ford Store San Leandro for Eight Ford Interceptor March 21, 2023 Hybrid Utility Vehicles

towards a fossil-free goal and have reduced its consumption of traditional gasoline by 37% from its 2001 peak.

Public Works is on track to complete the conversion of the light-duty fleet to EVs by 2028, two years ahead of the assessment’s schedule. Additionally, funding was allocated to the Public Works Capital Improvement Fund to construct charging infrastructure for the Corporation Yard. This project is currently in the design phase with anticipated construction beginning in the Fall of 2023.

RATIONALE FOR RECOMMENDATION
All City vehicles are due for replacement at the end of their recognized economic lifecycles. City departments that utilize fleet vehicles pay into the equipment replacement fund, which fully funds vehicle replacement as they reach the end of their lifecycle.

ALTERNATIVE ACTIONS CONSIDERED
None. The vehicles have reached the end of their lifecycle, and are funded for replacement.

CONTACT PERSON
Andrew Brozyna, Deputy Director of Public Works, Operations (510) 981-6369 Joy Brown, Operations Manager, Department of Public Works (510) 981-6629 Greg Ellington, Superintendent, Department of Public Works (510) 981-6490 Attachment:
1: Resolution

RESOLUTION NO. ##,###-N.S.

PURCHASE ORDER: NICHOLAS K CORP DBA THE FORD STORE SAN LEANDRO

FOR EIGHT FORD INTERCEPTOR HYBRID UTILITY VEHICLES
WHEREAS, eight (8) new Ford Interceptor Hybrid Utility vehicles are needed by the City of Berkeley Police Department, Patrol Division to provide public safety services in Berkeley; and
WHEREAS, equipment units 1814, 1815, 1816, 1817, 1818, 1819, 1820 and 1825 have reached the end of their lifecycle; and
WHEREAS, equipment must be replaced on a reasonable schedule that allows Police Officers to efficiently and effectively carry out their duties; and WHEREAS, City Charter XI Section 67.2 allows the City to purchase goods without undergoing a competitive bid process if the City uses pricing obtained by another entity through a competitive bid process; and
WHEREAS, the County of Alameda General Services Agency bid procedures satisfy the procurement requirements of the City of Berkeley; and
WHEREAS, funding in the amount of $496,454 is available in the FY 2023 Equipment Replacement Fund 671 (671-54-626-723-0000-000-473-664120).

NOW THEREFORE, BE IT RESOLVED by the Council of the City of Berkeley that the City Manager is authorized to execute a purchase order for eight Ford Interceptor Hybrid Utility vehicles with Nicholas K Corp dba the Ford Store of San Leandro in an amount not to exceed $496,454.

Office of the City Manager
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7000 ● TDD: (510) 981-6903 ● Fax: (510) 981-7099 E-mail: [email protected] Website: http://www.CityofBerkeley.info/Manager

CONSENT CALENDAR
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Dee Williams-Ridley, City Manager
Submitted by: Jennifer Lovvorn, Secretary to the Civic Arts Commission Subject: Referral Response: Grant Program for Retaining and Improving Creative Spaces

RECOMMENDATION
Referral to the FY 2024 Budget Process an annual allocation of $300,000 for funding the Civic Arts program to administer an annual Capital Projects Grant Program for Berkeley-based nonprofit arts and cultural organizations in order to retain and sustain the vitality of Berkeley’s arts sector though real estate and capital project support.

FISCAL IMPACTS OF RECOMMENDATION
Annual allocation of $300,000 from General Fund revenues beginning in FY 2024; it is anticipated that establishment of an annual allocation for an ongoing transparent grants process will regularize the fiscal impacts to the City. There is a demonstrated need for an annual allocation of $300,000 for this program, which is described in the “Rationale for Recommendation” section. This grant program is a proposed alternate approach to the practice of making one-time funding allocations to specific arts organizations for capital projects and purchases during the annual budget process. The administration of a Capital Projects grant program requires the annual commitment of staff time. To minimize the impact, staff would incorporate development and review processes for this grant program into the current workflow of the Civic Arts grants cycle.1

CURRENT SITUATION AND ITS EFFECTS
This report responds to a referral to the Civic Arts Commission “to develop a grant program available for arts and cultural organizations to support retaining and improving creative spaces for artists” (Attachment 1). The referral originally appeared on the agenda of the October 29, 2019 Council meeting and was sponsored by Councilmembers Rashi Kesarwani and Lori Droste.

Providing state-of-the-art, well-maintained infrastructure, amenities, and facilities is a priority in the City’s Strategic Plan. Due to high costs, many of Berkeley’s arts and 1 Overview of the Civic Arts grant cycle: https://berkeleyca.gov/community-recreation/civic-arts/civic-arts- grants, 2023.

Grant Program for Retaining and Improving Creative Spaces CONSENT CALENDAR March 21, 2023

cultural organizations—most of which are non-profit—struggle to attain appropriate spaces for their programs and services, or to maintain the spaces they currently manage.

The first two goals of The City of Berkeley’s Arts and Culture Plan (2018) support the development of a Capital Projects grant program for arts organizations in order to help sustain Berkeley’s arts sector.

Goal 1: Increase Access to Affordable Housing and Affordable Spaces for Artists and Arts Organizations
Goal 2: Increase Investment in a Vibrant Arts Community 2 Currently, there is no formal process for awarding capital improvement funds to arts and cultural organizations. Historically, specific arts organizations in need of capital funding have made requests directly to Council and subsequently some have been awarded one-time funding allocations through the City’s annual budget process.

The recommendation of this report is to fund a formal Capital Projects grant program managed by Civic Arts staff with awards to individual organizations be approved by the Civic Arts Commission. This grant program would be administered through a competitive process, and allow Berkeley-based non-profit arts organizations to access funds for documented capital improvement needs, including but not limited to; accessibility upgrades, updated ventilation and filtration systems, elevators, roof improvements, electrical systems, and other capital projects or facility upgrades.

In response to the 2019 Council referral, the Capital Projects grant guidelines (Attachment 2) were developed over several meetings between Civic Arts staff and the Civic Arts Commission Grants Subcommittee, and finally through discussion and approval with the full Civic Arts Commission. The guidelines for this grant program use the same rigorous, transparent review process as the other Civic Arts grant categories and are aligned with national and regional best practices in civic art administration. At the December 7, 2022 Civic Arts Commission meeting, the Commission unanimously approved the Capital Projects Grant Guidelines (Attachment 2). Action: M/S/C (Bullwinkel/Woo) to approve the FY24 Capital Projects Grant Guidelines with minor edit to correct typo and remove from eligibility that organization be incorporated prior to 2023. Vote: Ayes — Anno, Blecher, Bullwinkel, Covarrubias, Dhesi, Ozol, Passmore, Woo; Nays — None; Abstain — None; Absent — None.

BACKGROUND
In the past, individual Berkeley-based arts and cultural organizations have received direct capital funding through budget referrals. Since FY2016, the following funds have 2 The City of Berkeley’s Arts and Culture Plan (2018 – 2027 Update), adopted July 24, 2019.

Grant Program for Retaining and Improving Creative Spaces CONSENT CALENDAR March 21, 2023

been awarded to arts and cultural organizations for capital improvements or capital purchases as a result of Council budget referrals:

FY 2016: The UC Theatre $150,000
FY 2016: Kala Art Institute $100,000
FY 2018: Capoeira Arts Foundation $150,000
FY 2023: Luna Kids Dance $150,000
FY 2023: La Pena Cultural Center $150,000
8-year funding total (FY): $700,000
This has been an effective way for arts organizations to get much-needed funding for their facilities, however, this process is less accessible to smaller and newer Berkeley organizations or to those art and cultural organizations unfamiliar with the City’s budgeting processes. Alternatively, by providing capital project funds through an objective grant process, it ensures that resources are more broadly accessible. This would enable more arts and cultural organizations to access crucial funding for capital improvements and ultimately help Berkeley retain a vibrant and diverse arts community.

In January of 2023, Civic Arts conducted a public Arts Space Needs Assessment Survey (Attachment 3) to gather data about the community’s space needs for arts programming. The survey received 74 responses and provided crucial data about the capital funding needs of Berkeley’s arts organizations. The survey response findings are summarized in Attachment 4; and demonstrate a high need for capital project funding for Berkeley’s arts and cultural organizations.

ENVIRONMENTAL SUSTAINABILITY AND CLIMATE IMPACTS
There are no identifiable environmental effects, climate impacts, or sustainability opportunities associated with the subject of this report.

RATIONALE FOR RECOMMENDATION
The Civic Arts Commission requests $300,000 annually beginning in FY 2024 to fund a Capital Projects grant program that would be accessible to non-profit arts and cultural organizations located in Berkeley. The rationale for this recommendation is as follows:

Demonstrated need: The January 2023 Arts Space Needs Assessment findings demonstrate the breadth of the need for capital funding throughout Berkeley’s arts sector and further underscore the necessity for the City to have an accessible and objective grant process to broadly award funds. Survey data shows that capital projects and purchases are costly. While the City cannot address the entire need of the arts community, an annual allocation of $300,000 for this grant program would provide enough funding for two grant awards at a maximum award amount of $150,000 each.

Precedent of awarding capital funding to arts organizations: In FY 2023, this amount has already been allocated to two (2) arts organizations for capital projects through

Grant Program for Retaining and Improving Creative Spaces CONSENT CALENDAR March 21, 2023

direct Council budget referrals. Over the last 8 years, the City has allocated a total of $700,000 to arts organizations through the budget referral process.

Open and transparent grant process: The Civic Arts program currently has a robust grant program; which is administered in keeping with national, state and regional best practices in grant making. Similarly, the program will be able to provide an efficient implementation of a local capital grants program for Berkeley’s arts organizations.

ALTERNATIVE ACTIONS CONSIDERED
The Arts Space Needs Assessment conducted in January 2023 demonstrates that many Berkeley-based arts and cultural organizations need to make repairs to their current facilities or need to purchase equipment to provide community programs. An alternative to funding a Capital Projects grant program would be to increase the City’s annual allocation for Civic Arts Grants, which could be used to increase the general operating support for all grant-funded arts and cultural organizations. In this way, grantees could opt to utilize the increased grant funding for any needed repairs and equipment, albeit at a smaller scale than the proposed Capital Projects grant program.

CONTACT PERSON
Jennifer Lovvorn, Secretary to the Civic Arts Commission, (510) 981-7533 Hilary Amnah, Civic Arts, Office of Economic Development, (510) 981-7539 Attachments:
1: Referral to the Civic Arts Commission: Develop a Grant Program Available for Arts and Cultural Organizations to Support Retaining and Improving Creative Spaces for Artists (October 29, 2019)
2: Civic Arts Capital Projects Grant Guidelines

3. Arts Space Needs Assessment Survey Questionnaire
4: Arts Space Needs Assessment Findings

Rashi Kesarwani
Councilmember District 1
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7110 ● TDD: (510) 981-6903 ● Fax: (510) 981-7111 E-Mail: [email protected]

CONSENT CALENDAR
October 29, 2019
To: Honorable Mayor and Members of the City Council
From: Councilmembers Rashi Kesarwani and Lori Droste
Subject: Referral to the Civic Arts Commission to develop a grant program available for arts and cultural organizations to support retaining and improving creative spaces for artists

RECOMMENDATION
Referral to the Civic Arts Commission to prioritize within their current Work Plan creating a process for awarding competitive grants to Berkeley-based arts and cultural organizations that will help support their ability to stay in Berkeley.

FINANCIAL IMPLICATIONS
Staff time to develop a grant program.

CURRENT SITUATION AND ITS EFFECTS
A stated priority within the City’s current strategic plan is providing state-of-the-art amenities such as those our arts and cultural institutions make available. More than 150 Berkeley arts and cultural institutions enrich our community and provide a significant economic engine that generates millions of dollars and employs thousands of workers.

However, rising real estate costs and lack of affordable housing, office, and studio space of any kind pose a significant challenge to the ability of these institutions to remain in Berkeley.1
This referral to the Civic Arts Commission asks that they prioritize within their current work plan the development of a competitive grant program framework through which any arts and cultural institution would be able to apply for City funds to assist in staying in Berkeley, such as through capital improvements, the acquisition of a permanent location, or temporary rental assistance.

According to The City of Berkeley Arts and Culture Plan, 2018-2027 Update, the first of the five strategic goals towards actualizing our City’s vision for the arts is to “support the long-term sustainability of the arts and culture sector by expanding the availability of affordable housing and spaces for both artists and arts organizations.” 2 In an effort to ensure equitable distribution of City funds for these purposes, this referral requests the 1 See April 25, 2019 Berkeleyside article: “Why new office space in Berkeley is so hard to find.” 2 City of Berkeley Arts and Culture Plan, 2018-2027 Update, page iii

147Page 5 of 30

Referral to the Civic Arts Commission to Develop a Grant Program For Creative Spaces October 29, 2019

creation of a competitive grant application and fair selection process that would be available to any Berkeley art and cultural institution.

In providing a framework for a grant application and selection process for arts and cultural organizations, the Civic Arts Commission may consider the following:
 Recommending an annual award amount (or range) available to each institution;  Recommending funding stream(s) to fund the grant from existing or new sources and a total amount to make available;
 Establishing a fair and transparent process for reviewing grant applications, including determining the reviewing body (i.e., Office of Economic Development staff or Civic Arts Commission);
 How the funds are to be used.

BACKGROUND
On January 26, 2016, the Berkeley City Council approved capital improvement grants totaling $250,000 to the U.C. Theatre ($150,000) and Kala Art Institute ($100,000) to assist with critically needed facilities upgrades. Without these funds, these anchor art institutions were at risk of becoming non-operational. On the October 15, 2019 City Council agenda, the City Council considered a grant totaling $150,000 to the Capoeira Arts Foundation (CAF) to assist this globally recognized arts and cultural institution in purchasing their current building on San Pablo Avenue in Berkeley. Without this financial support to assist in purchasing the building, Capoeira would likely be forced to leave Berkeley due to a prohibitive rent increase once their lease expires at the end of this year.

Many arts institutions struggle to remain in Berkeley due to the high cost of living and housing. Given that the City has already supported U.C. Theatre and Kala Art Institute, and Capoiera Arts Foundation is seeking assistance, it is apparent that an open and transparent process that enables any Berkeley-based arts and cultural organization to apply for funding would be an equitable approach to handling this challenge. Smaller and less established arts institutions often do not have the capacity to raise the necessary funds for capital improvements, site acquisition, or temporary rental assistance.

ENVIRONMENTAL SUSTAINABILITY
To the extent that arts and cultural organizations can acquire their buildings and develop on-site housing, this item could reduce vehicle miles traveled.

CONTACT PERSON
Councilmember Rashi Kesarwani, Council District 1
510-981-7110

148Page 6 of 30

Civic Arts
Office of Economic Development

2180 Milvia Street, Berkeley, CA 94704 | Tel: (510) 981-7539 | TDD: (510) 981-6903 | Email: [email protected]

FY25 Capital Projects
City of Berkeley | Civic Arts Grant Guidelines

APPLICATION DEADLINE: XX XX, 20XX, 11:59 PM

Important Dates (Subject to change)
Applications Open
Application Deadline
Grant Review Panel Meeting
Grants Subcommittee Meeting – Funding Recommendations
Civic Arts Commission Meeting – Grant Awards Approval
City Council Adopts Fiscal Year Budget
Grant Activity Period
Final Report Due

1. OVERVIEW

1.1 Purpose – Why these grants are offered.

The purpose of the Capital Projects grant program is to support the long-term sustainability of the arts and culture sector by retaining and improving arts organizations’ spaces in the City of Berkeley. Capital projects and asset acquisitions funded in this program are intended to help arts organizations stay in Berkeley.

Applicants may only propose funding for a single project or asset acquisition; multiple projects proposed in a single grant application will not be considered. Arts organizations may only submit one (1) application in this grant category per grant cycle.

As smaller and less established arts organizations often do not have the capacity to raise the necessary funds for essential equipment, capital improvements, or site acquisition, organizations with total cash revenues of under $1,000,000 will be prioritized.

Additionally, capital projects that increase the accessibility of an organization to people with physical disabilities will also be prioritized. Examples of these projects include but are not limited to, installation of accessible signage, construction of wheelchair-accessible doors and ramps, and purchasing assistive listening systems.

Please note: Completing a capital project usually impacts an organization’s operating budget by either increasing or decreasing, depending on the type of project. A capital project usually requires a large investment of funds and staff resources from project conception to project closeout.

2180 Milvia Street, Berkeley, CA 94704 | Tel: (510) 981-7539 | TDD: (510) 981-6903 | Email: [email protected]

1.2 Land Acknowledgment
The City of Berkeley recognizes that the community we live in was built on the territory of xučyun (Huchiun), the ancestral and unceded land of the Chochenyo-speaking Ohlone people, the ancestors and descendants of the sovereign Verona Band of Alameda County. This land was and continues to be of great importance to all of the Ohlone Tribes and descendants of the Verona Band. We acknowledge and honor the original inhabitants of Berkeley, the documented 5,000-year history of a vibrant community at the West Berkeley Shellmound, and the Ohlone people who continue to reside in the East Bay. We recognize that Berkeley’s residents have and continue to benefit from the use and occupation of this unceded stolen land since the City of Berkeley’s incorporation in 1878. As stewards of the laws regulating the City of Berkeley, it is not only vital that we recognize the history of this land, but also recognize that the Ohlone people are present members of Berkeley and other East Bay communities today. The City of Berkeley will continue to build relationships with the Lisjan Tribe and to create meaningful actions that uphold the intention of this land acknowledgement.

1.3 Cultural Equity Statement
The City of Berkeley Civic Arts program commits to equity within the arts and culture sector by consistently evaluating its programs and practices. The City recognizes the multiple benefits the arts provide, regardless of race, color, religion, age, disability, national origin, sex, sexual orientation and gender identity/expression.

Beyond ensuring access to the arts, the City of Berkeley commits to supporting artists and arts organizations that represent diverse cultures, life experiences, and socio-economic backgrounds. The City supports the empowerment of perspectives and identities that have been historically and systemically underrepresented.

1.4 Capital Project Definition
A capital project is a project that helps maintain, improve, or adds to the organization’s infrastructure. It results in an acquisition of a new asset or new construction, improvements, expansion, renovation, rehabilitation, repairs, or replacement of an existing facility and other infrastructure assets in the City of Berkeley. Capital projects are expected to result in a long-term useful life and long-term benefit.

1.5 Eligibility – Who can apply?
Applicants must meet all of the following eligibility requirements:
 Applicant’s official business address is located in the City of Berkeley  Applicant is a non-profit 501(c)(3) organization
 Applicant is an arts organization
o An arts organization is defined as an entity with a primary purpose of providing arts, creative, or cultural programming/services. The organization’s purpose is assessed and verified by staff using the organization’s website, mission, core activities, and IRS National Taxonomy of Exempt Entities (NTEE) codes.

1.6 Eligibility – Who can’t apply?
 City of Berkeley government departments or units
 Colleges or universities
 Fiscally sponsored organizations
 For-profit businesses or sole proprietorships
 Individual artists
 Public or private school districts
 In the pilot year, recipients of previous City Council or Mayoral capital project funding

2180 Milvia Street, Berkeley, CA 94704 | Tel: (510) 981-7539 | TDD: (510) 981-6903 | Email: [email protected]

1.7 Who is encouraged to apply?
Although not considered in review process, organizations representing systemically marginalized identities, including but not limited to: Arab, MENASA (Middle Eastern, North African, South Asian); Asian; Black, African American; California Native American, Indigenous, Tribal; Disabled; Elders, Seniors; Latinx, Chicanx; LGBTQIA2S+; Low Income; Neuro-Divergent; Pacific Islander; People of Color; Trans and/or Non-Binary People; Immigrants (Documented and/or Undocumented), Refugees, Asylum Seekers, Migrants; Unhoused; Unsheltered; Veterans; or Youth 18 years of age or older are strongly encouraged to apply.

1.8 Grant Amount
All applicants may request between $2,000 and $150,000 for capital project expenses or asset acquisition.

Final award amounts are contingent upon City Council’s adoption of the Fiscal Year 2024 budget.

Final award amounts are subject to change based on the adopted budget allocation for Capital Grants in Fiscal Year 2024.

1.9 Funding Use – Grant money can be used for these things.

A project budget is required for this application. Examples of eligible expenses for this funding include, but are not limited to:
 Assistive technology
 Contractor and permit fees
 Construction and repairs
 Down-payment for real estate purchase
 Equipment
 Established capital campaigns where Civic Arts funding would be the final amount needed  Lighting
 Heating, ventilation, and air conditioning (HVAC)
 Project planning, assessment cons ultancies, or feasibility studies  Project management salaries

1.10 Funding Use Restrictions – Grant mone y can’t be used for these things.

Grant funds may not be used for:
 Administrative or other organizational costs unrelated to the capital project  Locations on public or private school grounds
 Locations on college or university campuses
 Locations outside the City of Berkeley
 Multiple projects proposed within the same grant application  Fundraising
 Regular programming
 Political advocacy or lobbying
 Spaces not available or accessible to the general public  Start-up costs for creating new organizations or businesses  Trusts, endowments, or cash reserves

2180 Milvia Street, Berkeley, CA 94704 | Tel: (510) 981-7539 | TDD: (510) 981-6903 | Email: [email protected]

1.11 Project Requirements
 Documentation of the project process and completion
 Project must be completed within the Grant Activity Period  Project must be completed within the City of Berkeley  Project must meet Americans with Disabilities Act (ADA) standards  For construction projects only: Proof of building ownership or long-term lease

1.12 Fiscal Sponsors
The use of Fiscal Sponsors is not permitted for this grant program.

2180 Milvia Street, Berkeley, CA 94704 | Tel: (510) 981-7539 | TDD: (510) 981-6903 | Email: [email protected]

2. APPLICATION PROCESS

2.1 Grant Application Materials
All application materials must be submitted electronically before the deadline. The Capital Projects grant application consists of the following components:
 Proof of Berkeley business address
 Proof of non-profit status for applicant
 990 or 990-EZ Income tax forms from FY21 and FY22
 Narrative questions
 Key personnel biographies/qualifications
 Board of directors, including city of residence
 Project budget and budget notes
 Support materials

2.2 Grants Management System
All application materials must be submitted electronically using the Office of Economic Development’s grants management system, Submittable. Technical assistance creating a Submittable account is available through Submittable’s Customer Support.

Please note: Paper or physical applications are not accepted at this time.

2.3 Technical Assistance
Technical assistance for grant program-specific inquiries is available from Civic Arts staff by email or by phone appointment. This technical assistance can help provide guidance around eligibility, application requirements, or review criteria.

Resources available at any time on the Civic Arts website are a FAQs (frequently asked questions) page and a recording of the Grant Program Webinar workshop.

Staff contact: Hilary Amnah, Grants Program Lead
[email protected]
Schedule a phone or virtual appointment

2.4 Accommodations for Disabilities
Individuals with disabilities who need reasonable accommodations to participate should make their requests to the Civic Arts staff at [email protected]. Staff will work with the Disability Compliance Program to review and fulfill the request. Disability-related accommodation requests must be made at least 72 hours in advance of deadlines or meetings.

2.5 Translation Services
The grant guidelines are available to be translated into another language upon request. Requests can be emailed to Civic Arts staff at [email protected]. If the application is submitted in a language other than English, a third-party translation service will be used to translate application answers into English for Grant Review Panelists.

2180 Milvia Street, Berkeley, CA 94704 | Tel: (510) 981-7539 | TDD: (510) 981-6903 | Email: [email protected]

3. EVALUATION AND SCORING

3.1 Review Criteria
Applications will be evaluated in a Grant Review Panel meeting according to the following criteria:

Capital Need (25%)
 Applicant demonstrates a need for a capital im provement, site acquisition, or equipment/asset purchase
 Applicant organization has total revenue of under $1,000,000  Project goals are clearly defined

Planning and Implementation (30%)
 Project timeline is clear, feasible, and includes identified milestones  Project budget is clear and reasonable given the scope  Key personnel demonstrate qualifications or exper ience with managing capital projects relative to the scope
 Plans for documenting the project’s implementation and completion are feasible  For construction projects only: Identified architect, contractor, consultant, or project manager demonstrate qualifications appropriate to the project goals

Accessible Community Impact (20%)
 Community benefit is clearly demonstrated
 Extent to which project enhances meaningful engagement for people with physical disabilities  Extent to which the completed project meets ADA requirements and is accessible to people with physical disabilities

Cultural Equity (25%)
 Extent to which the organization employs diverse personnel and is governed by a diverse board of directors
 Extent to which the organization’s programming and services are rooted in institutionally underserved communities and geographically underserved areas of the city  Extent to which the organization meaningfully engages economically-disadvantaged individuals  Applicant shows organizational growth through c hanges made directly related to cultural equity in the past two years

3.2 Scoring Scale
Grant Review Panelists use the following scale in assessing how well the applicant meets the review criteria. Numerical values are then translated to the appropriate weight for each criterion.

5 Exceptional meets review criteria to the highest degree 4 Strong strongly meets review criteria
3 Good satisfactorily or successfully meets review criteria; average 2 Fair moderately meets some of the review criteria; needs some improvement 1 Underdeveloped minimally meets the review criteria; greatly needs improvement 0 Weak does not meet any elements of the review criteria

2180 Milvia Street, Berkeley, CA 94704 | Tel: (510) 981-7539 | TDD: (510) 981-6903 | Email: [email protected]

4. REVIEW PROCESS

4.1 Eligibility Screening
Civic Arts staff will review each application submitted before the deadline for eligibility and completeness. Eligible applications will be evaluated by a Grant Review Panel for scoring in accordance with the review criteria.

4.2 Grant Review Panel
The Grant Review Panel is comprised of individuals located in the greater Bay Area with diverse backgrounds in the cultural sector. Individuals apply to be included in the panelist pool through an open call. The Civic Arts Commission approves the pool of panelists that can be selected to serve on a panel.

Any Review Panelist who has a conflict of interest with an application(s) must recuse themselves from reviewing that application(s). A ‘conflict of interest’ is defined as a situation in which a Review Panelist has a competing professional, financial, or personal interests that might could impair their ability to perform their evaluation responsibilities objectively.

The Grant Review Panel meeting is public and facilitated through a Zoom Video Webinar. All applicants receive information regarding the panel meeting’s date, time, and order in which applications will be reviewed. Applicants are encouraged to attend the panel meeting.

Applicants are permitted three (3) minutes at the end of the panel’s review of their application to clarify any aspects of the application that may have been misunderstood by the panelists. The three minutes to address the panelists may not be used to give additional information not included in the application.

Panel comments made by panelists in support of their scores are available to applicants upon request once they receive the official notice of their application’s award or decline from Civic Arts.

4.3 Civic Arts Co mmission Approval
After the Grant Review Panel has scored all applications, the Civic Arts Commission’s Grants Subcommittee meets to develop funding recommendations in alignment with the ranking of scores within and to align proposed grant awards with available funds and for consistency with granting policies and guidelines, before forwarding the recommendations to the full Civic Arts Commission.

The award amounts as recommended by the Grants Subcommittee are made public at least five (5) business days prior to the Civic Arts Commission approval. The Civic Arts Commission reviews the funding recommendations for approval and votes on final approval.

4.4 Appeal Process
Applicants who have evidence of misconduct or technical error in the panel review process may appeal the Grant Subcommittee’s proposed funding scenario by completing an official appeal form. Appeal forms must be received at least 48 hours in advance of the Civic Arts Commission meeting where final funding decisions are made. Applicants can email appeal forms to [email protected].

Please note: Dissatisfaction with a final score or award amount is not grounds for appeal.

2180 Milvia Street, Berkeley, CA 94704 | Tel: (510) 981-7539 | TDD: (510) 981-6903 | Email: [email protected]

5. GRANTEE REQUIREMENTS AND POLICIES

5.1 Invoicing
Grantees must complete a Demographic Survey to receive their grant award invoice from Civic Arts.

Staff will provide an invoice for 100% of the grant amount following City Council’s approval of the Fiscal Year’s budget.

5.2 Final Report
All grantees must submit a completed Final Report form within 30 days after the end of the Grant Activity Period. Final Reports are usually due by July 30 unless otherwise noted. The Final Report should demonstrate how the grant-funded project was developed and implemented. The Final Report also includes evaluation questions for self-reflection and for Civic Arts staff to make improvements to the program. Grantees who do not submit a Final Report are ineligible from applying for any future Civic Arts grants.

5.3 Grant Activity Period Extension Requests
Grantees who experience circumstances that prevent them from spending grant funds before the end of the Grant Activity Period may request a Grant Activity Period Extension. A Grant Activity Period Extension may be requested for up to one (1) year beyond the original end-date. Requests must be received before the end of the Grant Activity Period and approved by Civic Arts staff.

5.4 Business License
Awarded applicant organizations must have a current City of Berkeley Business License.

5.5 Acknowledging City Support
It is important that the Berkeley community know that their local tax dollars make it possible for them to enjoy the caliber of arts produced in Berkeley. Grant recipients should acknowledge the City’s financial support by using the phrase “Supported in part by a Civic Arts Grant from the City of Berkeley” or including the “City of Berkeley” in lists of supporters. Grantees must display the City’s logo in all promotional materials and media.

5.6 City Permits and Permissions
Receiving a grant does not imply that the Civic Arts program or any other City department will produce, exhibit, or promote artwork(s) created with grant funds. It is the responsibility of the grantee to secure a venue and appropriate insurance for public presentations.

The grantee is solely responsible for securing the necessary City permits or approvals for elements such as publicly installed art, street closures, sound amplification in public space, or murals if included as part of the grant proposal. Planning for this should be reflected in the application narrative. Any grant-funded art installed in the public realm or on property owned by the City of Berkeley must be reviewed and approved by the Civic Arts Commission and its Public Art Subcommittee The review process must be complete before the project is implemented. This review process applies to murals, public sculpture, and similar projects. This review process should be reflected in the project narrative.

5.7 Incomplete Projects
Failure to complete the grant-funded project will result in a forfeiture of grant funds. Grantees with incomplete projects must return their award funds to the City of Berkeley.

2/14/23, 2:04 PM Berkeley Arts Space Needs Assessment
https://docs.google.com/forms/d/1gWg0Nrkvg2al8gPjpML8ctw6JzlLORhtQ0BguuMQhTA/edit 1/15

1. Berkeley Arts Space Needs
Assessment
Increasing access to affordable art spaces is a top priority for the City of Berkeley's Arts and Culture Plan.

The purpose of this survey is to gather data for the development of two space-related solutions:

1.      Civic Arts is developing a Capital Projects Grant to help arts organizations stay in Berkeley. This grant will support efforts to retain and improve buildings, facilities, and organizational spaces for arts organizations located in the City of Berkeley. For this program, a capital project is defined as a project that helps maintain, improve, or adds to the organization's infrastructure.

2.      The City of Berkeley is developing plans to revitalize the Civic Center to become the prime space for civic life, culture, and the arts. This includes transforming the Veterans Memorial Building into a Community Arts Center and creating enhanced spaces in the Civic Center Park for performances and events.

Data from this survey will help us better understand the space needs of Berkeley's arts community, especially organizations and artists who rent spaces for their performances, exhibitions, classes, and events.

Thank you for completing this survey. Your participation will help the City of Berkeley better serve its arts community.

If you don't already receive the Civic Arts newsletter, sign up here to stay
informed about our grant opportunities and program updates. * Required
Organization Name *

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2. 3.

4. Other:

Check all that apply.

Theater
Music
Dance
Visual Arts
Literary Arts
Media Arts
Arts Education
Organization Contact Name *
Organization Address *
What is your organization's artistic focus? (You may select more than one.)
*

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5. Mark only one oval.

Other:

Short-term lease of building, facility, or space
Long-term lease of building, facility, or space
Own building, facility, or space
Share building, facility, or space with another organization Lease administrative office and occasionally rent other spaces for events, rehearsals, and other programming
Home office for administration and space rentals for occasional events, rehearsals and other programming
Currently not operating out of a physical space

6. Mark only one oval.

Other:

Less than a year
1 – 2 years
3 – 5 years
5 – 10 years
More than 10 years
N/A
Choose a description of the space where your organization operates. (Select one.)
*
How long has your organization operated in its current building, facility, or space?
*

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7. 8.

Other:

Check all that apply.

Auditorium
Thrust Stage
Theater in the Round
Black Box Theater
Concert Hall
Chamber Music Stage / Space
Gallery / Exhibition Space
Museum
Dance Studio
Outdoor Amphitheatre
Park / Plaza / Flexible Outdoor Space
Production / Recording Studio
Screening Room
Studio (Visual Arts)
Classroom
Administrative Space
N/A
How much does your organization pay in rent/mortgage each month?
*
If your organization owns or leases a building, facility, or space where it conducts all of its operations and programming, please indicate what features it has.
*

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9. Mark only one oval.

Other:

Yes
No
N/A

10. Other:

Check all that apply.

Auditorium
Thrust Stage
Theater in the Round
Black Box Theater
Concert Hall
Chamber Music Stage / Space
Gallery / Exhibition Space
Museum
Dance Studio
Outdoor Amphitheatre
Park / Plaza / Flexible Outdoor Space
Production / Recording Studio
Screening Room
Studio (Visual Arts)
Classroom
Administrative Space
N/A
Do you have any subtenants or rent spaces out to others? * Please select the types of spaces your organization manages and rents out to others.
*

2/14/23, 2:04 PM Berkeley Arts Space Needs Assessment
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11. 12.

Mark only one oval.

Yes
No
Unsure
If your organization rents space out to others, what's the size and capacity (number of people) of the space?
Does your organization rent spaces for your programming or operations from other organizations? (For example, a concert hall, theater, exhibition space, etc.)
*

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13. Other:

Check all that apply.

Auditorium
Thrust Stage
Theater in the Round
Black Box Theater
Concert Hall
Chamber Music Stage / Space
Gallery / Exhibition Space
Museum
Dance Studio
Outdoor Amphitheatre
Park / Plaza / Flexible Outdoor Space
Production / Recording Studio
Screening Room
Studio (Visual Arts)
Classroom
Administrative Space
N/A

14. Please select the types of spaces your organization rents from other organizations for regular or special programming. *
If your organization rents space from others, what is the size and capacity (number of people) of the space?

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15. Mark only one oval.

Other:

Price
Availability
Size
Equipment
Special configuration of the space

16. Other:

Check all that apply.

Auditorium
Black Box Theater
Small Concert Hall
Chamber Music Stage / Space
Gallery / Exhibition Space
Dance Studio
Production / Recording Studio
Screening Room
Studio (Visual Arts)
Classroom or Workshop Space
Maker Space
Rehearsal Space
Administrative Space
N/A
If you rent spaces, what is the primary factor driving the selection of a space?
What types of spaces would be useful to your organization in a City-owned arts center, such as a renovated Veterans Memorial Building in Civic Center? (Please select up to three.)
*

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17. 18.

Mark only one oval.

Not interested
1 2
3 4
5 Very interested
If your organization would rent space in a City-owned arts center, for the types of spaces that you selected in the previous question, please describe what size and capacity of that space is needed.

How interested are you having your organization's programming in the Veterans Memorial Building?
*

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19. Mark only one oval.

Not interested
1 2
3 4
5 Very interested
How interested are you in having your organization's
programming in the Downtown Berkeley?
*

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20. Mark only one oval.

Not interested
1 2
3 4
5 Very interested

21. Other:

Check all that apply.

Berkeley
Oakland
Emeryville
Albany
El Cerrito
San Francisco
How interested are you in outdoor venues in Civic Center Park?* Where do you hold most of your organization’s events annually (performances, exhibits, workshops, etc.)? Please choose the top one or two locations.
*

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22. Other:

Check all that apply.

Long-term affordable lease terms
Legally mandated upgrades (ADA upgrades, fire-safety repairs) Deferred maintenance costs
Demand for more space

23. Other:

Check all that apply.

Technical assistance with real estate acquisition or leasing Grant program for repairs and maintenance
No-interest / Low-interest loan program to purchase real estate No-interest / Low-interest loan program for a renovation project Planning for a move
Planning to build out a space
Equipment purchase
ADA upgrades

24. Mark only one oval.

Yes
No
Maybe
What are the two biggest challenges of sustaining your
organization’s space?
*
Which two of the below programs would be of most interest to your organization?
*
Are you interested in space-sharing for any part of your organization's operations or programming?
*

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25. Mark only one oval.

Yes
No
Unsure
My organization already owns its space

26. 27.

28. Is your organization considering purchasing space in the future?* Is your organization in need of any renovations or large equipment purchases for its operations? If yes, please describe and include a cost estimate.
*
Is your organization in need of any renovations related to ADA compliance? If yes, please describe and include a cost estimate. *
Is your organization contemplating a capital campaign for any other reason not described above? If so, please describe the purpose of the campaign and the fundraising goal amount.

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29. Do you have any other feedback related to art spaces that you think would be of interest to us as we analyze this data? 000000

Office of Economic Development
Civic Arts

Summary of Arts Space Needs Assessment Findings
February 15, 2023

Background:

In January of 2023, Civic Arts conducted a public Arts Space Needs Assessment Survey to gather data about the community’s space needs for arts programming. The purpose of this survey was to gather data for the development of two space-related solutions:

1. Capital Projects Grant to help arts organizations stay in Berkeley by supporting efforts to retain and improve buildings, facilities, and organizational spaces for arts organizations located in the City of Berkeley. For this program, a capital project is defined as a project that helps maintain, improve, or adds to the organization's infrastructure.

2. Further developing plans to revitalize the Civic Center to become the prime space for civic life, culture, and the arts. Questions in the survey were specific to transforming the Veterans Memorial Building into a Community Arts Center and creating enhanced spaces in the Civic Center Park for performances and events.

Outreach:

The survey was open from January 12 – February 2, 2023. Civic Arts promoted the survey through various channels:
• Publicized through the Civic Arts newsletter (1,808 subscribers) • Announced to Civic Arts grantees through our grants management system • Publicized through the Berkeley Cultural Trust email list • Promoted to Civic Arts Commissioners to share with their networks • Direct email sent to Civic Arts grantees prior to survey closing • Reminder announced through the Civic Arts newsletter prior to survey closing • Promotion via social media

The survey received 79 responses and provided crucial data about the capital funding needs of Berkeley’s arts organizations.

Key Findings:

An analysis of survey responses demonstrates a high need for capital project funding for Berkeley’s arts and cultural organizations.

1. Financial Need
Survey responses demonstrate that Berkeley-based arts organizations would like to make capital investments in a facility for the following reasons:

30% want to purchase or may want to purchase a facility 45% want to make renovations to their facility
30% want to make capital investments in equipment for their facility 27% want to make capital investments related to ADA compliance and accessibility

2. Average Cost of Capital Needs
Survey results demonstrate a sustained need for a high level of capital funding among Berkeley’s arts organizations:
• Of the 45% of survey respondents who said their organization needed renovations or large equipment purchases, 17 provided cost estimates. These cost estimates, ranging from $3,600 to $5 million, averaged $495,535. • Of the 23% of respondents who said their organization needed renovations related to ADA compliance, 13 provided cost estimates. These ADA estimates, ranging from $2,000 to $1 million, averaged $150,000.

3. Biggest Challenges Related to Sustaining an Arts Facility Many Berkeley-based arts organizations face challenges related to attaining or maintaining space:
35% have a need for more space
25% are burdened with deferred maintenance costs
23% need to make legally mandated upgrades

Office of the Mayor

CONSENT CALENDAR
March 21, 2023
To: Members of the City Council
From: Mayor Arreguín (Author); Councilmember Hahn (Co-Sponsor); Councilmember Harrison (Co-Sponsor); Councilmember Robinson (Co- Sponsor)
Subject: Budget Referral: Post COVID-19 Rental Assistance/Anti-Displacement

RECOMMENDATION
Refer $2,000,000 to the FY 2024/June Budget Process to augment the Housing Retention Program, (administered by the Eviction Defense Center, EDC) as part of the City’s anti-displacement programs (launched in 2017), for the purpose of providing rental assistance to tenants due to the COVID-19 eviction moratorium expiration and rent debt due to inflation and rental increases. The proposed funding source is FY 2023-2024 Measure P tax receipts.

BACKGROUND
The Housing Retention Program is an essential tool in preventing tenant displacement and preserving Berkeley’s racial, economic and cultural diversity. In 1993, the City of Berkeley began the Homeless Prevention Grants Program, which in 2008 became the Housing Retention Program (HRP).

The program was reconstituted and bolstered in 2017 with an increased allocation of $250,000 annually which was continued in all budgets since FY 2019. The City Council’s annual allocation of General Fund revenues was made possible due to the passage of Measure U1 in 2016 which increased the business license tax for large rental properties, generating between $4-7 Million annually.

At the onset of the COVID-19 pandemic and resulting shelter in place order, the City Council launched the Berkeley Relief Fund and allocated $3 Million to initially capitalize the fund, to be split three ways between rental assistance, grants for arts non-profits and grants to small businesses. Tenant rent assistance was funded $1,000,000 to expand the Housing Retention Program during this emergency with an additional $900,000 added as private donations came in through the East Bay Community Foundation. Approved households were eligible to receive up to $5,000 as a one-time grant, and an additional one-time grant of up to $10,000 during the specified COVID-19 emergency. Additional funding was provided through a CBDG CARES grant from the Federal Government. A separate budget referral to continue funding of the COVID

Budget Referral: Post COVID Rental Assistance CONSENT CALENDAR March 21, 2023
Emergency Rental Assistance Program with funds available through the American Rescue Plan Act (ARPA) was approved at the April 26, 2022 City Council meeting.

Additional funding of $1,800,000 ($900,000 annually) was added to the programs in the FY2023 - 2024 budget cycle.

Funding for this program is needed as many low-income households remain in massive debt that has accrued over the course of the pandemic. As the Statewide, County and Berkeley’s eviction moratorium wind down, people cannot be evicted for lack of payment of rent during the local state of emergency, but property owners can seek back payment of rent through the courts. Additionally, increased inflation and cost of living, which disproportionately impacts low-income households, could put some people in a position of falling behind on rent in the coming months.

The purpose of this additional $2,000,000 allocation for rental assistance is to supplement the Housing Retention Program to support more eligible households who have outstanding rent debt due to the pandemic, rising inflation and rent increases to continue the Housing Retention Program after the expiration of the eviction moratorium.

FINANCIAL IMPLICATIONS
Total allocation of $2,000,000 from Measure P tax receipts. Since 2017, the City has funded these three programs out of Measure U1 tax receipts, and it is recommended that the Council continue this funding for the next fiscal year from Measure P.

ENVIRONMENTAL SUSTAINABILITY
There are no identifiable environmental effects or opportunities associated with the subject of this report.

CONTACT PERSON
Mayor Jesse Arreguín 510-981-7100

Office of the Mayor
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7100 ● TDD: (510) 981-6903 ● Fax: (510) 981-7199 E-Mail: [email protected]
1 CONSENT ITEM
March 21, 2023
TO: Honorable Members of the City Council
FROM: Mayor Arreguín (Author); Councilmember Hahn (Co-Sponsor); Councilmember Wengraf (Co-Sponsor)
SUBJECT: City Co-Sponsorship of Bioneers Conference and Relinquishment of Council Office Budget Funds to General Fund and Grant of Such Fund

RECOMMENDATION
Adopt a resolution memorializing City of Berkeley co-sponsorship of the non-profit Bioneers Conference, to be held April 6-8, 2023 and approving the expenditure of an amount not to exceed $250 per Councilmember including $250 from Mayor Arreguin, to the Berkeley Chamber of Commerce to offset permit costs, with funds relinquished to the City’s general fund for this purpose from the discretionary Council Office Budgets of Mayor Arreguin and any other Councilmembers who would like to contribute.

BACKGROUND
Now in its 34th year, the Bioneers Conference, viewed by many as the leading independent environmental and social-justice themed annual gathering in the U.S., will be held in Berkeley, California, on April 6-8, 2023. Featuring hundreds of inspiring and visionary leaders, Bioneers 2023 will bring thousands of engaged and civically active attendees to Zellerbach Hall on the UC Berkeley Campus and to venues across downtown Berkeley for three days of riveting talks, movement building, and connections.

The theme for 2023 is “Transformation, Regeneration, Celebration,” and keynote speakers include legendary muralist Judy Baca; writer Rebecca Solnit; Chair of the Congressional Progressive Caucus Rep. Pramila Jayapal; activist and cultural leader Casey Camp-Horinek (Ponca); activist chef, writer and educator Bryant Terry; journalist Laura Flanders; and clean energy entrepreneur Danny Kennedy, with many more to be announced.

According to Bioneers CEO & Co-Founder Kenny Ausubel, “The big wheels of massive change are turning. Climate disruption bears down daily, and there’s a widely felt morning-after awakening that it’s going to crash the economy and bring civilization to its

City Co-Sponsorship of Bioneers Conference Relinquishing Council Office Budget Consent Calendar
March 21, 2023
2 knees. Although the shift to renewables is now an accelerating inevitability, it’s going to take relentless political action. Meanwhile, movements of the past decade for liberation, justice and multicultural democracy are swelling to challenge right-wing populist and neo- fascist forces underwritten by cynical plutocratic elites. Especially in these darkest of times, we come together to celebrate. We invite you to join forces with the Bioneers community of leadership in this time when we’re all called upon to be leaders.” For the past three decades, Indigenous knowledge, participants, and partners have fundamentally shaped and guided Bioneers. The annual Indigenous Forum is a Native- led sovereign conference-within-a-conference — a unique cross-cultural and invitational platform. Regularly attracting representatives from dozens of tribal nations, it remains the only gathering of its kind, bringing together Indigenous activists, scientists, elders, youth, culture-bearers, and scholars to share their knowledge and frontline solutions in dialogue with a dynamic, multicultural audience.

Organizers also invest in the potential of youth and educators, with a bustling youth scholarship program bringing upwards of 500 youth and mentors to experience the Bioneers Conference annually.

Described by Bill McKibben as “a crucial organizing principle,” the Bioneers Conference has long served as an annual focal point for the progressive community. The gathering strives to feature well known figures as well as emergent leaders who are engaged in exemplary work in their communities. And it’s not just the speakers who make a difference. Bioneers attendees are sophisticated and active leaders in their own right, leveraging inspiration and connections built at the event to return to their communities and fields with new energy and momentum for change.

With the move to the East Bay, Bioneers is excited to be located in such a thriving, progressive, and accessible new home. The entire event will be within easy walking distance of the Downtown Berkeley BART Station. For those interested in learning more about cutting-edge work taking place in the region, Bioneers is offering two pre- conference tours on April 5, the first focused on urban farming and food production and the second exploring the vibrant cultural history and ever-developing landscape of the Berkeley and the East Bay as a hub of social justice activism.

Featuring engaged arts, musical performances, and ample opportunities for connection, Bioneers 2023 will bring hope, inspiration, and movement building to the East Bay.

Bioneers is an innovative nonprofit organization that highlights breakthrough solutions for restoring people and the planet. Founded in 1990 in Santa Fe, New Mexico, we act as a

City Co-Sponsorship of Bioneers Conference Relinquishing Council Office Budget Consent Calendar
March 21, 2023
3 fertile hub of social and scientific innovators with practical and visionary solutions for the world’s most pressing environmental and social challenges. Bioneers is inspiring and realizing a shift to live on Earth in ways that honor the web of life, each other and future generations.

FINANCIAL IMPLICATIONS
No General Fund impact; $250 is available from Mayor Arreguin’s Office Budget discretionary accounts.

ENVIRONMENTAL SUSTAINABILITY
There are no environmental impacts associated with the recommendations in this report.

CONTACT PERSON
Mayor Jesse Arreguín 510-981-7100
Attachments:
1: Resolution

1 RESOLUTION NO. ##,###-N.S.

AUTHORIZING THE EXPENDITURE OF SURPLUS FUNDS FROM THE OFFICE

EXPENSE ACCOUNTS OF THE MAYOR AND COUNCILMEMBERS FOR A GRANT TO

PROVIDE PUBLIC SERVICES FOR A MUNICIPAL PUBLIC PURPOSE AND

CITY CO-SPONSORSHIP OF THE BIONEERS CONFERENCE
APRIL 6-8, 2023
WHEREAS, Mayor Jesse Arreguin has surplus funds in his office expenditure account; and
WHEREAS, a California non-profit tax-exempt corporation, the Berkeley Chamber of Commerce, seeks funds in the amount of $250, to provide the following public services for the Bioneers Conference from April 6 - 8, 2023, that will offset the cost of city related permit fees (street closure, amplified sound, parking meter, food trucks etc.); and WHEREAS, the provision of such services would fulfill the following municipal public purpose of bringing together communities across the City and the Bay Area region, by hosting the Bioneers Conference; and
WHEREAS, the Bioneers Conference will feature hundreds of inspiring and visionary leaders, and will bring thousands of engaged and civically active attendees to Zellerbach Hall on the UC Berkeley Campus and to venues across downtown Berkeley for three days of riveting talks, movement building, and connections; and WHEREAS, Bioneers acts as a fertile hub of social and scientific innovators with practical and visionary solutions for the world’s most pressing environmental and social challenges; and
WHEREAS, now in its 34th year, the Bioneers Conference, viewed by many as the leading independent environmental and social-justice themed annual gathering in the U.S., will be held in Berkeley, California, on April 6-8, 2023; and WHEREAS, the theme for 2023 is “Transformation, Regeneration, Celebration,” and keynote speakers include legendary muralist Judy Baca; writer Rebecca Solnit; Chair of the Congressional Progressive Caucus Rep. Pramila Jayapal; activist and cultural leader Casey Camp-Horinek (Ponca); activist chef, writer and educator Bryant Terry; journalist Laura Flanders; and clean energy entrepreneur Danny Kennedy, with many more to be announced; and

2 WHEREAS, the annual Indigenous Forum is a Native-led sovereign conference-within- a-conference — a unique cross-cultural and invitational platform. Regularly attracting representatives from dozens of tribal nations, it remains the only gathering of its kind, bringing together Indigenous activists, scientists, elders, youth, culture-bearers, and scholars to share their knowledge and frontline solutions in dialogue with a dynamic, multicultural audience; and
WHEREAS, organizers also invest in the potential of youth and educators, with a bustling youth scholarship program bringing upwards of 500 youth and mentors to experience the Bioneers Conference annually; and
WHEREAS, with the move to the East Bay, Bioneers is excited to be located in such a thriving, progressive, and accessible new home, and the entire event will be within easy walking distance of the Downtown Berkeley BART Station; and WHEREAS, featuring engaged arts, musical performances, and ample opportunities for connection, Bioneers 2023 will bring hope, inspiration, and movement building to the East Bay.

NOW THEREFORE, BE IT RESOLVED by the Council of the City of Berkeley that the City of Berkeley hereby co-sponsors the Bioneers Conference and that it has permission to use the City’s name and logo in the event’s promotional materials and signage naming the City of Berkeley as a co-sponsor solely for the purpose of the City indicating its policy endorsement of the event.

BE IT FURTHER RESOLVED NOW THEREFORE, BE IT RESOLVED by the Council of the City of Berkeley that funds relinquished by the Mayor and Councilmembers from their Council Office Budget up to $250 per office shall be granted to Berkeley Chamber of Commerce for the purpose of offsetting the cost of city related permit fees (street closure, amplified sound, parking meter, food trucks etc.).

CONSENT CALENDAR
March 21, 2023
Councilmember Sophie Hahn
City of Berkeley, District 5
1 TO:

FROM:

Honorable Members of the City Council
Councilmember Hahn (Author); Councilmember Taplin (Co-Sponsor); Councilmember Wengraf (Co-Sponsor)
SUBJECT: Budget Referral - Speed Feedback Signs for Arlington Avenue

RECOMMENDATION
In support of the City’s Vision Zero Action Plan and Pedestrian Plan goals, refer to the Fiscal Year 2024 Budget Process an allocation of $40,000 for two Speed Feedback Signs on Arlington Avenue between The Circle and Mendocino Avenue, to encourage slower speeds on a stretch with numerous hidden and mid-block crosswalks.

FINANCIAL IMPLICATIONS
The estimate provided by Transportation Department Staff for purchase and installation of two Speed Feedback Signs is approximately $40,000.

CURRENT SITUATION AND ITS EFFECTS
Arlington Avenue is identified in Berkeley’s Vision Zero Action Plan as a High-Injury Street. Current conditions on Arlington Avenue between The Circle and Mendocino Avenue create unsafe conditions for pedestrians that will be improved by the implementation of a variety of traffic calming treatments recommended by the City’s Transportation Division, including the installation of two Speed Feedback Signs. The street is a major thoroughfare and is unusually configured, with single-lane upper and lower tiers divided by a steep median that includes concrete curbs and walls of varying heights, with trees and vegetation that can block sight-lines. Paths from the City’s paths network cross this segment of Arlington mid-block, and the street curves, rises, and dips along contours of the hill, creating additional visibility challenges at crosswalks.

Transportation Division staff have completed a traffic calming study and prescribed a suite of improvements to support safe crossings for pedestrians, including Speed Feedback Signs. To install two Speed Feedback Signs and support the City’s Pedestrian and Vision Zero plans, staff has provided an estimated cost of approximately $40,000.

Internal
Councilmember Sophie Hahn, District 5
Electronic Speed Feedback Signs for Arlington Avenue
2 BACKGROUND
The Arlington is a main thoroughfare originating from The Circle in North Berkeley and stretching for six miles through Kensington, El Cerrito, and Richmond. The segment of Arlington Avenue between The Circle and Mendocino Avenue carries a high volume of traffic, both local and regional. It bisects an area with many families and young children as well as older residents. Over several decades, Berkeley’s network of paths has been significantly improved, and more and more residents, as well as many visitors to Berkeley, use the paths to get to and from work and transit, or for recreation.

Over the years, the Public Works Department and District 5 office have received reports of dangerous conditions from community members living on and around The Arlington.

A lack of visibility at pedestrian crossings paired with vehicles regularly driving faster than the speed limit has created an unsafe environment. A formal request for a traffic calming study was submitted in April of 2022.

The Transportation Division recently completed the study and concluded that the average speed of vehicles traveling both north and southbound on this stretch exceed the minimum criteria set by the traffic calming program, indicating that traffic calming is warranted in the area. Transportation Division staff have recommended a variety of immediate safety upgrades including improved signage, repainted crosswalks and other road markings, and reflectors. In addition, staff have recommended installation of two Electronic Speed Feedback signs, which will take longer to achieve due to lack of funds and an existing queue. A companion budget referral is being submitted to obtain funds for the safety upgrades that can be more quickly implemented than feedback signs.

Berkeley’s Vision Zero Action Plan designates Arlington Avenue as a “High-Injury Street,” based on data about severe injuries and fatalities.

Internal
Councilmember Sophie Hahn, District 5
Electronic Speed Feedback Signs for Arlington Avenue
3 The Vision Zero Plan includes important goals that are supported by the improvements to Arlington Avenue recommended by Transportation staff including:
● Safety is our highest priority. Human life is more important than speed, convenience, or property. We will evaluate trade-offs and make both proactive and reactive engineering decisions about street design based on this value. ● Traffic deaths and severe injuries are preventable and unacceptable. Using holistic, data-driven, systems-level approach to street design, we will treat fatal and severe collisions as preventable and unacceptable incidents that can and must be addressed.
● People make mistakes. We will design our streets so that mistakes do not result in death or severe injury.
● Slower streets are safer streets. We will design, construct, and operate our streets for slower speeds with the goal of eliminating all fatal and severe collisions, and protecting our most vulnerable street users. ● We will create safer transportation options for people who walk, bike, and take transit. Creating safer and more comfortable transportation options for people to walk, bike, and take transit can make these modes more attractive and reduce the number of car trips in Berkeley. Fewer car trips can mean fewer severe and fatal collisions.

Berkeley’s Pedestrian Plan envisions Berkeley as a model walkable city where traveling on foot or with an assistive device is safe, comfortable, and convenient for people of all races, ethnicities, incomes, ages and abilities. The Plan’s goals provide direction for achieving the vision. These goals are:
● Increase safety and comfort for people walking
● Increase equity and transportation choices for all
● Improve public health and environmental sustainability The pedestrian safety improvements recommended by the Transportation Division support the vision and goals of these City plans.

OUTCOMES AND EVALUATIONS
Installation of Speed Feedback Signs will support reductions in the speed of traffic, increasing pedestrian and overall safety on Arlington Avenue.

Internal
Councilmember Sophie Hahn, District 5
Electronic Speed Feedback Signs for Arlington Avenue
4 ENVIRONMENTAL SUSTAINABILITY
Pedestrian safety is paramount to encouraging community members to walk to their destinations, which reduces GHG emissions and supports health.

CONTACT PERSON
Sophie Hahn - Council District 5 - 510-981-7150
ATTACHMENTS:

1. Berkeley Traffic Calming Study Arlington

Transportation Division

September 29, 2022

Subject: Neighborhood Request for Physical Traffic Calming Measures

Dear Arlington Avenue Residents,

This correspondence has been prepared in response to the neighborhood request for a traffic calming study and evaluation for physical traffic calming measures on Arlington Avenue between The Circle and Mendocino Avenue in accordance with City Council Resolution No. 64-732-N.S.

Traffic Calming Criteria:

We considered the following criteria to determine the feasibility of installation of traffic calming devices:

Minimum Criteria to Qualify for Traffic Calming
SHALL meet the following two
conditions:

AND at least one of these
conditions:
1) Any residential street area; AND

2) 50% + 1 of households within the petition
area defined by City staff support the
proposal.
- Where the 85th percentile speed profile is
greater than 5 mph over the speed limit; OR
- Proximity to school or park (within two blocks),
or senior center (within one block) combined
with 85th percentile speed profile greater than 3
mph over the speed limit; OR
- Mitigate a documented collision pattern (bike,
pedestrian, motor vehicle); OR
- Where there is a documented problem of a
significant or inappropriate number of “through”
motor vehicles on the street or in the
neighborhood, per ITE volume guidelines for
neighborhood streets (2500 vpd average)

Neighborhood Request for Traffic Calming Measures

Reported Concerns:

The residents of Arlington Avenue between The Circle and Mendocino Avenue have the following concerns:

• Speeding
• Pedestrian Safety
• Bicycle Safety

Existing Conditions:

• According to the City of Berkeley General Plan, Arlington Avenue within the study area is classified:
o A north-south collector roadway,
o A secondary transit route.
• Curbside parking is available on both sides of the street (starting from the first crosswalk which is located 140’ north of The Circle);
• There are four ladder crosswalks between Mendocino Avenue and The Circle; • There is a landscaped middle island along Arlington Avenue between Mendocino Avenue and The Circle;
• Indian Rock Park is 300’ away from Arlington Avenue;
• Arlington Avenue contains white traffic edge lines in both directions (NB/SB) that outline and separate the travel lane from the shoulder. The traffic edge lines narrows the travel lane, which is used as a traffic calming measure on this stretch; • Arlington Avenue contains yellow traffic edge lines in both directions (NB/SB) that outline and separate the existing landscaped middle island from the travel lane; • There are three W11 -2 (crosswalk signs) on Arlington Avenue (NB) within the study area. There are two W11-2 (crosswalk signs) on Arlington Avenue (SB) within the study area;
• There are four AC Transit bus stops within the study area:
o Two bus stops (NB/SB) located at the intersection of Arlington Avenue and Indian Rock Path.
o Two bus stops (NB/SB) located at the intersection of Arlington Avenue and Mendocino Avenue.

• To the south of the study area, Arlington Avenue (NB/SB) intersects with The Circle .

The following traffic control devices have been installed at the intersection:
o STOP sign and STOP pavement (right side of the median) on Arlington Avenue (SB) and The Circle;
o YIELD sign and YIELD pavement (left side of the median) on Arlington Avenue (SB) and The Circle;
o Triple - 4 crosswalks at the intersection of Arlington Avenue and The Circle; o 50’ red curb on Arlington Avenue (NB) before Indian Rock Avenue;

Neighborhood Request for Traffic Calming Measures

o There is a southbound travel lane on Arlington Avenue (right side of the median) for vehicles exiting Indian Rock Avenue (SB);
o Two 50’ double yellow centerline s are provided along Arlington Avenue (NB) before Indian Rock Avenue (north of The Circle).

• To the north of the study area, Arlington Avenue forms a three-way intersection with Mendocino Avenue . The following traffic control devices have been installed at the intersection:
o Ladder crosswalk on Arlington Avenue (left and right side of the median) at the intersection of Mendocino Avenue;
o Standard crosswalk on Mendocino Avenue at the intersection of Arlington Avenue;
o W11-2 crosswalk sign at the median (on Arlington Avenue); o Red curb markings for pedestrian visibility on Arlington Avenue (south/north of Mendocino Avenue;
o Landscaped middle island along Arlington Avenue (north /south of Mendocino Avenue);
o A 30’ buffer area across from the red curb marking (south of Mendocino Avenue).

• The speed limit is 25 mph within the study area.

Data Collection Summary:

• Vehicular volume and speed data we re collected for a duration of one week from Monday, April 11, 2022 through Sunday, April 17, 2022. Following is a summary of vehicular volume and speed data:
*The 85th percentile is the speed that 85% of the traffic is traveling at or below. It is a very common tool for monitoring and comparing traffic operations, and for setting speed limits.

• The midblock and intersection reported collision records over the 5 -year period (collision data available from July 1, 201 6 to June 30, 20 21) show that seven (7) collisions were recorded in the study area. Following is the summary of reported collisions:

Location Direction
Average Daily
Traffic
(vehicles)
85%ile Speed*
(mph)
Arlington Avenue between The
Circle and Mendocino Avenue
North 4300 33
South 4558 29

Neighborhood Request for Traffic Calming Measures

Location Total # of
Collisions Vehicle Involved with Primary Collision Factor Arlington Ave/The
Circle 1 Other motor vehicle

Improper Passing

Arlington
Ave/Mendocino
Ave
3 Fixed Object
Fixed Object
Other motor vehicle

Unsafe Speed
Driving Under Influence
Unsafe Starting/Backing

Arlington Ave
Between
Mendocino Ave
and The Circle
3 Parked motor vehicle
Other motor vehicle
Fixed Object
Driving Under Influence
Unsafe Speed
Wrong Side of Road

Summary of Evaluations:

• Speeding – The speed limit within the study area is 25 mph. The 85th percentile speed data collected in the field (3 1 mph) exceeds the minimum criteria set by the traffic calming program, indicating that traffic calming is warranted in the study area.

• Pedestrian and bicyclist safety – The reported collision records over the 5-year period shows zero (0) collision involving a pedestrian. The reported collision records over the 5-year period shows zero (0) collision involving a bicycle. The collision criterion is not met for the study area.

Conclusion:

Arlington Avenue between The Circle and Mendocino Avenue qualifies for physical traffic calming measures based on the speed criteria established in City Council Resolution No. 64 - 732-N.S. Staff has determined the following traffic calming option to consider:

• Install radar speed feedback signs in each direction on Arlington Avenue.

Neighborhood Request for Traffic Calming Measures

The next step is to hold a virtual neighborhood meeting to present the results of this study and select the most suitable option for the neighborhood. You will be hearing from me within the next few months with proposed dates/times for the m eeting. Please take into con sideration that I’m currently working on a large queue of traffic calming virtual neighborhood meetings before I get to the one on Arlington Avenue. Once a time is agreed upon, all affected residents will be invited by mail. The traffic calming option that is selected during the meeting will then be included in the Traffic Calming Capital Improvement Projects list during the annual budget process.

We appreciate your time and interest in this matter.

Sincerely,

J. Guillermo Jaramillo
Assistant Transportation Engineer
City of Berkeley, Transportation Division
1947 Center Street, 4th Floor
Berkeley, CA 94704

CONSENT CALENDAR
March 21, 2023
Councilmember Sophie Hahn
City of Berkeley, District 5
1 TO:

FROM:

Honorable Members of the City Council
Councilmember Hahn (Author); Councilmember Taplin (Co-Sponsor); Councilmember Wengraf (Co-Sponsor)
SUBJECT: Pedestrian Safety Upgrades for Arlington Avenue

RECOMMENDATION
In support of the City’s Vision Zero Action Plan and Pedestrian Plan goals, refer to the Fiscal Year 2024 Budget Process an allocation of $35,000 for traffic control measures on Arlington Avenue from The Circle to Mendocino Avenue, to enhance pedestrian safety at hidden crosswalks and where paths cross mid-block, and refresh painted markings that narrow lanes and encourage reduced speeds.

FINANCIAL IMPLICATIONS
Cost Estimate is for $31,000 (See Attachment B); Amount requested is $35,000 to account for potential adjustments to the program in the field.

CURRENT SITUATION AND ITS EFFECTS
Arlington Avenue is identified in Berkeley’s Vision Zero Action Plan as a High-Injury Street. Current conditions on Arlington Avenue between The Circle and Mendocino Avenue create unsafe conditions for pedestrians that will be improved by the implementation of a variety of traffic calming treatments recommended by the City’s Transportation Division. The street is a major thoroughfare and is unusually configured, with single-lane upper and lower tiers divided by a steep median that includes concrete curbs and walls of varying heights, with trees and vegetation that can block sight-lines.

Paths from the City’s
paths network cross this segment of Arlington mid-block, and the street curves, rises, and dips along contours of the hill, creating additional visibility challenges at crosswalks.

Transportation Division staff have completed a traffic calming study (Attachment A) and prescribed a suite of improvements to support safe crossings for pedestrians (Attachment B and C). To complete these important safety upgrades and support the City’s Pedestrian and Vision Zero plans, staff has requested an allocation of $35,000.

Internal
Councilmember Sophie Hahn, District 5
Pedestrian Safety for Arlington Avenue
2 BACKGROUND
The Arlington is a main thoroughfare originating from The Circle in North Berkeley and stretching for six miles through Kensington, El Cerrito, and Richmond. The segment of Arlington Avenue between The Circle and Mendocino Avenue carries a high volume of traffic, both local and regional. It bisects an area with many families and young children as well as older residents. Over several decades, Berkeley’s network of paths has been significantly improved, and more and more residents, as well as many visitors to Berkeley, use the paths to get to and from work and transit, or for recreation.

Over the years, the Public Works Department and District 5 office have received reports of dangerous conditions from community members living on and around The Arlington.

A lack of visibility at pedestrian crossings paired with vehicles regularly driving faster than the speed limit has created an unsafe environment. A formal request for a traffic calming study was submitted by community members in April of 2022.

The Transportation Division recently completed the study and concluded that the average speed of vehicles traveling both north and southbound on this stretch exceed the minimum criteria set by the traffic calming program, indicating that traffic calming is warranted in the area (see Attachment A). Transportation Division staff have recommended a variety of immediate safety upgrades including improved signage, repainted crosswalks and other road markings, and reflectors (see Attachment B and C). Electronic speed feedback signs are being considered for installation, but would take longer to implement than the immediate safety upgrades recommended by Transportation staff. A companion budget referral is being submitted to obtain funds for the speed feedback signs.

Berkeley’s Vision Zero Action Plan designates Arlington Avenue as a “High-Injury Street,” based on data about severe injuries and fatalities.

Internal
Councilmember Sophie Hahn, District 5
Pedestrian Safety for Arlington Avenue
3 The Vision Zero Plan includes important goals that are supported by the improvements to Arlington Avenue recommended by Transportation staff including:
● Safety is our highest priority. Human life is more important than speed, convenience, or property. We will evaluate trade-offs and make both proactive and reactive engineering decisions about street design based on this value. ● Traffic deaths and severe injuries are preventable and unacceptable. Using holistic, data-driven, systems-level approach to street design, we will treat fatal and severe collisions as preventable and unacceptable incidents that can and must be addressed.
● People make mistakes. We will design our streets so that mistakes do not result in death or severe injury.
● Slower streets are safer streets. We will design, construct, and operate our streets for slower speeds with the goal of eliminating all fatal and severe collisions, and protecting our most vulnerable street users. ● We will create safer transportation options for people who walk, bike, and take transit. Creating safer and more comfortable transportation options for people to walk, bike, and take transit can make these modes more attractive and reduce the number of car trips in Berkeley. Fewer car trips can mean fewer severe and fatal collisions.

Berkeley’s Pedestrian Plan envisions Berkeley as a model walkable city where traveling on foot or with an assistive device is safe, comfortable, and convenient for people of all races, ethnicities, incomes, ages and abilities. The Plan’s goals provide direction for achieving the vision. These goals are:
● Increase safety and comfort for people walking
● Increase equity and transportation choices for all
● Improve public health and environmental sustainability The pedestrian safety improvements recommended by the Transportation Division support the vision and goals of these City plans.

OUTCOMES AND EVALUATIONS
Implementation of prescribed traffic calming measures will reduce the speed of traffic, enhance the visibility of crosswalks, and increase overall pedestrian safety on the Arlington.

Internal
Councilmember Sophie Hahn, District 5
Pedestrian Safety for Arlington Avenue
4 ENVIRONMENTAL SUSTAINABILITY
Pedestrian safety is paramount to encouraging community members to walk to their destinations, which reduces GHG emissions and supports health.

CONTACT PERSON
Sophie Hahn - Council District 5 - 510-981-7150
ATTACHMENTS:

A - Berkeley Traffic Calming Study Arlington
B - Traffic Calming Estimate Arlington
C - Arlington Signage and Striping Improvements

Transportation Division

September 29, 2022

Subject: Neighborhood Request for Physical Traffic Calming Measures

Dear Arlington Avenue Residents,

This correspondence has been prepared in response to the neighborhood request for a traffic calming study and evaluation for physical traffic calming measures on Arlington Avenue between The Circle and Mendocino Avenue in accordance with City Council Resolution No. 64-732-N.S.

Traffic Calming Criteria:

We considered the following criteria to determine the feasibility of installation of traffic calming devices:

Minimum Criteria to Qualify for Traffic Calming
SHALL meet the following two
conditions:

AND at least one of these
conditions:
1) Any residential street area; AND

2) 50% + 1 of households within the petition
area defined by City staff support the
proposal.
- Where the 85th percentile speed profile is
greater than 5 mph over the speed limit; OR
- Proximity to school or park (within two blocks),
or senior center (within one block) combined
with 85th percentile speed profile greater than 3
mph over the speed limit; OR
- Mitigate a documented collision pattern (bike,
pedestrian, motor vehicle); OR
- Where there is a documented problem of a
significant or inappropriate number of “through”
motor vehicles on the street or in the
neighborhood, per ITE volume guidelines for
neighborhood streets (2500 vpd average)

Neighborhood Request for Traffic Calming Measures

Reported Concerns:

The residents of Arlington Avenue between The Circle and Mendocino Avenue have the following concerns:

• Speeding
• Pedestrian Safety
• Bicycle Safety

Existing Conditions:

• According to the City of Berkeley General Plan, Arlington Avenue within the study area is classified:
o A north-south collector roadway,
o A secondary transit route.
• Curbside parking is available on both sides of the street (starting from the first crosswalk which is located 140’ north of The Circle);
• There are four ladder crosswalks between Mendocino Avenue and The Circle; • There is a landscaped middle island along Arlington Avenue between Mendocino Avenue and The Circle;
• Indian Rock Park is 300’ away from Arlington Avenue;
• Arlington Avenue contains white traffic edge lines in both directions (NB/SB) that outline and separate the travel lane from the shoulder. The traffic edge lines narrows the travel lane, which is used as a traffic calming measure on this stretch; • Arlington Avenue contains yellow traffic edge lines in both directions (NB/SB) that outline and separate the existing landscaped middle island from the travel lane; • There are three W11 -2 (crosswalk signs) on Arlington Avenue (NB) within the study area. There are two W11-2 (crosswalk signs) on Arlington Avenue (SB) within the study area;
• There are four AC Transit bus stops within the study area:
o Two bus stops (NB/SB) located at the intersection of Arlington Avenue and Indian Rock Path.
o Two bus stops (NB/SB) located at the intersection of Arlington Avenue and Mendocino Avenue.

• To the south of the study area, Arlington Avenue (NB/SB) intersects with The Circle .

The following traffic control devices have been installed at the intersection:
o STOP sign and STOP pavement (right side of the median) on Arlington Avenue (SB) and The Circle;
o YIELD sign and YIELD pavement (left side of the median) on Arlington Avenue (SB) and The Circle;
o Triple - 4 crosswalks at the intersection of Arlington Avenue and The Circle; o 50’ red curb on Arlington Avenue (NB) before Indian Rock Avenue;

Neighborhood Request for Traffic Calming Measures

o There is a southbound travel lane on Arlington Avenue (right side of the median) for vehicles exiting Indian Rock Avenue (SB);
o Two 50’ double yellow centerline s are provided along Arlington Avenue (NB) before Indian Rock Avenue (north of The Circle).

• To the north of the study area, Arlington Avenue forms a three-way intersection with Mendocino Avenue . The following traffic control devices have been installed at the intersection:
o Ladder crosswalk on Arlington Avenue (left and right side of the median) at the intersection of Mendocino Avenue;
o Standard crosswalk on Mendocino Avenue at the intersection of Arlington Avenue;
o W11-2 crosswalk sign at the median (on Arlington Avenue); o Red curb markings for pedestrian visibility on Arlington Avenue (south/north of Mendocino Avenue;
o Landscaped middle island along Arlington Avenue (north /south of Mendocino Avenue);
o A 30’ buffer area across from the red curb marking (south of Mendocino Avenue).

• The speed limit is 25 mph within the study area.

Data Collection Summary:

• Vehicular volume and speed data we re collected for a duration of one week from Monday, April 11, 2022 through Sunday, April 17, 2022. Following is a summary of vehicular volume and speed data:
*The 85th percentile is the speed that 85% of the traffic is traveling at or below. It is a very common tool for monitoring and comparing traffic operations, and for setting speed limits.

• The midblock and intersection reported collision records over the 5 -year period (collision data available from July 1, 201 6 to June 30, 20 21) show that seven (7) collisions were recorded in the study area. Following is the summary of reported collisions:

Location Direction
Average Daily
Traffic
(vehicles)
85%ile Speed*
(mph)
Arlington Avenue between The
Circle and Mendocino Avenue
North 4300 33
South 4558 29

Neighborhood Request for Traffic Calming Measures

Location Total # of
Collisions Vehicle Involved with Primary Collision Factor Arlington Ave/The
Circle 1 Other motor vehicle

Improper Passing

Arlington
Ave/Mendocino
Ave
3 Fixed Object
Fixed Object
Other motor vehicle

Unsafe Speed
Driving Under Influence
Unsafe Starting/Backing

Arlington Ave
Between
Mendocino Ave
and The Circle
3 Parked motor vehicle
Other motor vehicle
Fixed Object
Driving Under Influence
Unsafe Speed
Wrong Side of Road

Summary of Evaluations:

• Speeding – The speed limit within the study area is 25 mph. The 85th percentile speed data collected in the field (3 1 mph) exceeds the minimum criteria set by the traffic calming program, indicating that traffic calming is warranted in the study area.

• Pedestrian and bicyclist safety – The reported collision records over the 5-year period shows zero (0) collision involving a pedestrian. The reported collision records over the 5-year period shows zero (0) collision involving a bicycle. The collision criterion is not met for the study area.

Conclusion:

Arlington Avenue between The Circle and Mendocino Avenue qualifies for physical traffic calming measures based on the speed criteria established in City Council Resolution No. 64 - 732-N.S. Staff has determined the following traffic calming option to consider:

• Install radar speed feedback signs in each direction on Arlington Avenue.

Neighborhood Request for Traffic Calming Measures

The next step is to hold a virtual neighborhood meeting to present the results of this study and select the most suitable option for the neighborhood. You will be hearing from me within the next few months with proposed dates/times for the m eeting. Please take into con sideration that I’m currently working on a large queue of traffic calming virtual neighborhood meetings before I get to the one on Arlington Avenue. Once a time is agreed upon, all affected residents will be invited by mail. The traffic calming option that is selected during the meeting will then be included in the Traffic Calming Capital Improvement Projects list during the annual budget process.

We appreciate your time and interest in this matter.

Sincerely,

J. Guillermo Jaramillo
Assistant Transportation Engineer
City of Berkeley, Transportation Division
1947 Center Street, 4th Floor
Berkeley, CA 94704

To: Contact:City Of Berkeley Juan Guillermo Jaramillo
ROADWAY THERMOPLASTIC MARKINGS 2022-2024 EW-4Project Name: Bid Number: 56885-4 Fax:Berkeley, CA 94704 ALAMEDA
Address: 2180 Milvia St # 3 Phone: (510) 981-6300
Project Location: Alameda Co, Berkeley Bid Date: 1/30/2023 Total PriceUnit PriceUnitItem DescriptionItem # Estimated Quantity 01 120.00 LF $2.13 $255.60No Passing Zone (Detail 22)
02 2,360.00 LF $0.97 $2,289.20Left Edge Line (Detail 25A) 03 2,400.00 LF $0.86 $2,064.00Right Edge Line (Detail 27B) 04 90.00 LF $10.97 $987.30Yield Line (24" X 36")
05 246.00 EACH $5.87 $1,444.02Reflective Pavement Markers 06 400.00 LF $2.55 $1,020.00Curb Painting (White/Blue/Green/Gray/Red) 07 1,120.00 LF $5.49 $6,148.80Crosswalk Ladder (Basic 12" Stripes) 08 182.00 LF $12.77 $2,324.14Crosswalk Triple Four
09 165.00 LF $3.66 $603.90Stripe 8" Hashing (White/Yellow) 10 2.00 EACH $76.58 $153.16Type I 10`
11 1.00 EACH $144.73 $144.73Type VII
12 1.00 EACH $178.68 $178.68STOP/ONLY
13 6.00 EACH $440.32 $2,641.92Furnish And Install Signs W/Core (Typically 24"x30" Or 30"x30")
14 17.00 EACH $529.66 $9,004.22Furnish & Install W11-1 And W16- 1p Signs W/Core 15 4.00 HR $197.82 $791.28Posting Of No Parking Signs
16 4.00 HR $223.35 $893.40Posting Door Notices
Total Bid Price: $30,944.35
Notes:
•
· NO RETENTION TO BE TAKEN ON CONTRACTS LESS THAN $5,000.00 · 1 Move- In(s) included. Additional Move- Ins $3,500.00 · Chrisp Company reserves the right to withdraw proposal if written acceptance is not received within 30 days of bid date · Clean, clear and unobstructed access required for Chrisp Co. work · Final PAY QTYS presented by owner MUST be agreed by Chrisp Co. · After receiving contract 10 working days written notice required prior to scheduling of work · EXCLUDE: Special Insurance Requirements,(i.e. Railroad Insurance,______________________) · This quotation excludes Primary Liability Insurance greater than $2,000,000. · This quotation excludes all work associated with the project SWPP and WPCP. · ALL Bid items shall NOT be adjusted or removed without written / or verbal permission. · Retainage percentage on monthly progress payments to be no greater than the percentage retained by the Owner on its payment to the Contractor. If Owner reduces the retainage percentages on payments to the Contractor, the Contractor shall likewise reduce the retainage percentage on payment to Chrisp Company. Full retention to be released no later than thirty, (30) Days after completion of Chrisp Companies work. Excessive or delinquent retainage will be subject to the highest interest rate allowed by law. · Chrisp Company shall be reimbursed the full amount for bonds upon submission to General Contractor. Retention shall not be held from bond reimbursement.
· THIS QUOTATION IS BASED ON A STANDARD MONDAY THROUGH FRIDAY WORK WEEK. ADDITIONAL COSTS WILL OCCUR FOR WORK

PERFORMED ON WEEKENDS
· CHRISP COMPANY WILL USE EXISTING EMPLOYEE POOL TO PERFORM ALL WORK ON THIS PROJECT. IF THERE ARE ANY HIRING

GOALS FOR THIS PROJECT THIS WILL BE EXCLUDED
· EXCLUDE: ALL Safety Training, Badging, Drug Testing and Orientation (To be paid at time and material Cal-Trans · EXCLUDE: REMOVAL OF USA MARKINGS
1/30/2023 2:53:30 PM Page 1 of 2

To: Contact:City Of Berkeley Juan Guillermo Jaramillo
ROADWAY THERMOPLASTIC MARKINGS 2022-2024 EW-4Project Name: Bid Number: 56885-4 Fax:Berkeley, CA 94704 ALAMEDA
Address: 2180 Milvia St # 3 Phone: (510) 981-6300
Project Location: Alameda Co, Berkeley Bid Date: 1/30/2023 ACCEPTED:

The above prices, specifications and conditions are satisfactory and are hereby accepted.

Buyer:

Signature:

Date of Acceptance:

CONFIRMED:

Chrisp Company
Authorized Signature:

Estimator: Carlos Recinos
510-754-7846 [email protected]
1/30/2023 2:53:30 PM Page 2 of 2

Susan Wengraf
Councilmember District 6
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7160 ● TDD: (510) 981-6903 ● Fax: (510) 981-7166 E-Mail: [email protected]

CONSENT CALENDAR
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Councilmember Wengraf and Councilmember Hahn (co-authors) Subject: 2023 Virtual Holocaust Remembrance Day Program: Relinquishment of Council Office Budget Funds from General Funds and Grant of Such Funds

RECOMMENDATION
Adopt a Resolution approving the expenditure of an amount not to exceed $500 per Councilmember, including $500 each from Councilmember Wengraf and Councilmember Hahn, to support the City’s Annual Holocaust Remembrance Day program with funds relinquished to the City’s general fund. The relinquishment of funds from Councilmember Wengraf’s and Hahn’s discretionary Council Office Budgets and all other Councilmembers who would like to contribute, allows the City of Berkeley to invite the community to the City’s 20th Annual Holocaust Remembrance Day virtual program, created by the community with City Council support. This year’s program will be held virtually on April 16th, 2023 from 2:00 – 3:00 PM. Register via Eventbrite to attend.

FINANCIAL IMPLICATIONS
No General Fund impact: up to $500 is available from contributing Councilmember’s Council Office Budget discretionary accounts.

BACKGROUND
The City of Berkeley’s Annual Holocaust Remembrance Day program has been supported by the City Council since its inception in 2002. The program has occurred annually, except in the year 2020 when the pandemic hit without enough time to pivot to a virtual program. Berkeley’s Holocaust Remembrance Day has become a treasured event for Holocaust survivors, family members and the Bay Area community as the only secular, city-sponsored program in the region. The community program invites attendees to honor those who perished in the Holocaust and those who survived. With rising hate incidents and hate crimes in our region and nation-wide, it is critical that we hear the stories of survivors of the Holocaust and re-affirm our resolve to never forget.

ENVIRONMENTAL SUSTAINABILITY
No impact

CONTACT PERSON
Councilmember Wengraf Council District 6 510-981-7160
Attachment: 1. Resolution

RESOLUTION NO. ##,###-N.S.

AUTHORIZING THE EXPENDITURE OF SURPLUS FUNDS FROM THE OFFICE

EXPENSE ACCOUNTS OF THE MAYOR AND COUNCILMEMBERS FOR A GRANT

TO PROVIDE PUBLIC SERVICES FOR A MUNICIPAL PUBLIC PURPOSE WHEREAS, Councilmember Wengraf and Councilmember Hahn have surplus funds in their office expenditure accounts and will contribute $500 each, and invite the Mayor and other Councilmembers to join them in contributing; and WHEREAS, a California nonprofit tax-exempt corporation, The Jewish Community Center of the East Bay, serves as the fiscal sponsor of the Holocaust Remembrance Day program and will receive funds in an amount up to $500 per contributing Councilmember’s discretionary account; and
WHEREAS, the provision of such services would fulfill the municipal public purpose of providing a community program supporting Holocaust survivors, community recognition and education about the Holocaust and unity among Berkeley residents. The grants will provide funds to produce the virtual event.

NOW THEREFORE, BE IT RESOLVED by the Council of the City of Berkeley that funds relinquished by the Mayor and Councilmembers from their Council Office Budget, up to $500 per office, shall be granted to the Jewish Community Center of the East Bay to fund the City of Berkeley’s virtual 20 th Annual Holocaust Remembrance Day program on April 16, 2023.

Susan Wengraf
Councilmember District 6
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7160 ● TDD: (510) 981-6903 ● Fax: (510) 981-7166 E-Mail: [email protected]

CONSENT CALENDAR
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Councilmembers Susan Wengraf & Sophie Hahn (co-authors), Mayor Arreguín (co-sponsor), Councilmember Bartlett (co-sponsor) Subject: Proclamation in Honor of City of Berkeley Holocaust Remembrance Day

RECOMMENDATION
Adopt the Holocaust Remembrance Day Proclamation for the City of Berkeley’s 20th Annual Holocaust Remembrance Day. The program will take place virtually on Sunday, April 16th from 2:00 - 3:00 PM.

FINANCIAL IMPLICATIONS
An allocation of $6,000 dollars has been approved in the 2023 budget for this event.

BACKGROUND
For the past twenty years, The City of Berkeley has sponsored the Holocaust Remembrance Day program honoring survivors and remembering those who were murdered, those who resisted and those who rescued victims of the Holocaust.

More than 11 million people were targeted for extermination by the Nazis, including 6 million Jews, Roma, Poles, people with physical disabilities, homosexuals, communists, socialists and dissenting clergy.

The 2023 Berkeley Holocaust Remembrance Day theme is “Remembrance and Resilience”. This year the community will honor Miriam Finder Tasini, retired UCLA professor and practitioner of psychiatry and psychoanalysis and author of Where Are We Going, who will speak about her experiences as a young child fleeing from the Nazis. The program will also feature Hannah Weisman, Executive Director of The Magnes Collection of Jewish Art and Life, and musical performances by Aryeh Nussbaum Cohen, operatic countertenor, a unique candle lighting ceremony by survivors and family members, and a performance by young members of the Jewish Community Center of the East Bay.

Holocaust Remembrance Day reminds us of the extreme dangers of letting hate go unchecked. The program is meant to remind us of the horror of the systematic

Proclamation in Honor of Holocaust Remembrance Day 2023 CONSENT CALENDAR March 21, 2023
annihilation of millions of innocent people and at the same time serves to strengthen and renew our belief in the courage and resilience of the survivors and rescuers.

ENVIRONMENTAL SUSTAINABILITY
No direct impact.

CONTACT PERSON
Councilmember Wengraf Council District 6 510-981-7160
Attachments:
1: Proclamation

Proclamation in Honor of Holocaust Remembrance Day CONSENT CALENDAR March 21, 2023
BERKELEY’S 20TH ANNUAL HOLOCAUST REMEMBRANCE DAY
Whereas, the Holocaust was the state-sponsored, systematic genocide of more than six million European Jews by Nazi Germany and its collaborators between 1933 and 1945; and
Whereas, the Holocaust was a crime of shocking inhumanity, targeting for persecution and death, Jews and also Roma and Sinti people, those with mental illness and physical disabilities, homosexuals, Slavs, Poles, and members of anti-Nazi networks from throughout Europe; and
Whereas, this year’s guiding Holocaust Remembrance theme of “Remembrance and Resilience” emphasizes the need to remember and acknowledge the atrocities of the past to heal and thrive in the present; and
Whereas, false information on the Holocaust continues to deny and trivialize the truth of what took place during the Nazi regime and, for the benefit of past, present and future generations, we must never forget the appalling crimes of the Holocaust; and Whereas, the purpose of Berkeley’s Holocaust Remembrance Day is to join together as a community to remember the Holocaust, honoring survivors who chose to rebuild their lives in Berkeley and the Bay Area, and to reflect on the need to respect all people.

NOW THEREFORE, BE IT RESOLVED that I, Jesse Arreguín, Mayor of the City of Berkeley, do hereby proclaim April 16, 2023 as
Holocaust Remembrance Day
In the City of Berkeley, in memory of those who perished and in honor of the survivors as well as the rescuers and liberators.

BE IT FURTHER PROCLAIMED that the City of Berkeley is committed to never forgetting the events of the Holocaust and to working actively to combat antisemitism, racism, bigotry, and hatred in all forms, and to the promotion of human rights and dignity for all.

2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7170 ● TDD: (510) 981-6903 E-Mail: [email protected]

CONSENT CALENDAR
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Councilmember Robinson (Author); Councilmember Hahn (Co-Sponsor); Councilmember Harrison (Co-Sponsor); Councilmember Taplin (Co- sponsor);
Subject: Referral: On-Street Secure Bike Storage

RECOMMENDATION
Refer to the City Manager to develop and return to Council with a plan to create on- street secure bike parking in multi-family residential and commercial districts across the City in parking spots previously reserved for car storage. Take associated actions, including:

1. Determining recommended locations for installation that take into consideration factors such as equity priority neighborhoods; transit connections; bicycle network connections; areas with high percentages of tenants; access to destinations such as schools, community centers, employment centers, and businesses; and public input.

2. Developing and issuing a Request for Proposal for an operator to install and maintain on-street bike lockers, including lockers that can accommodate bikes of varying shapes and sizes.

3. Pursuing available grant opportunities to fund initial costs and ongoing maintenance.

CURRENT SITUATION
The City of Berkeley does not currently maintain or contract with an operator to maintain secure bike parking facilities. Bike parking in Berkeley is provided through a number of mechanisms:
 Short-term and long-term bicycle parking requirements for new construction and building expansions, both non-residential and residential.1  City-installed bike racks (placed on sidewalks) and corrals (placed in on-street parking spots), which can be requested by residents, workers, and businesses.2  Secure parking facilities at Downtown Berkeley, Ashby, and North Berkeley BART, the Berkeley Marina, and the Berkeley Caltrain station, operated by BikeLink.3
1 https://berkeley.municipal.codes/BMC/23.322.090
2 https://berkeleyca.gov/city-services/getting-around/walking-and-biking/bike-parking 3 https://www.bikelink.org/maps

Referral: On-Street Secure Bike Storage CONSENT CALENDAR March 21, 2023

 Secure bike cages on the UC Berkeley campus for use by UC affiliates, operated by UC Berkeley Parking & Transportation.4
 Other non-City-owned bike racks, including in BART stations, on the UC Berkeley campus, and on private property.

Policy D-2 of the City’s Bicycle Plan states that the City should “continue to expand citywide bike parking supply including short-term and long-term facilities for both commercial and residential land uses.” This includes regularly reviewing and updating parking specifications and requirements that provide “long-term parking for maximum security and weather-protection, per City specifications for high-capacity bicycle racks, bicycle cages, bicycle rooms, and other secure enclosures.”5 BART’s draft Berkeley-El Cerrito Access Plan recommends expanding bike parking at BART stations and increasing secure bike parking options to accommodate larger bikes, such as tandem and cargo bikes.6

BACKGROUND
Secure bike parking refers to parking facilities that shield bicycles from theft, damage, and inclement weather. Ideal for longer-term parking needs, secure end-of-trip facilities complement other aspects of the bicycle ecosystem such as the low-stress bicycle network; bike education programs; maintenance and repair shops; and short-term parking. Oonee (Figure 1) and BikeLink (Figure 2) lockers are examples of secure bike parking solutions that have been implemented in cities across the country, including in the Bay Area. These lockers are efficient uses of the public right of way, turning a parking space for one car into parking for as many as six bicycles.

Figure 1: Oonee Mini Pod7
4 https://pt.berkeley.edu/SecureBikeCages
5 https://berkeleyca.gov/sites/default/files/2022-01/Berkeley-Bicycle-Plan-2017_Ch2_GoalsPoliciespdf.pdf 6 https://www.bart.gov/sites/default/files/docs/221213_BECCAP_Public_Review_Draft_clean.pdf 7 https://www.oonee.us/mini

Referral: On-Street Secure Bike Storage CONSENT CALENDAR March 21, 2023

Figure 2: BikeLink Locker8
In the Bay Area, most secure bike parking facilities are operated through BikeLink, a bicycle parking system deployed by Berkeley-based company eLock Technologies.

Rates for locker use typically vary from $0.03-$0.05 per hour, and with the help of external grants, cities such as Oakland, Fremont, San Jose, and Santa Clara have been able to offer the first several hours of locker use for free. The system is accessed with a secure BikeLink card or app. Additionally, riders can connect their Clipper card to their BikeLink account, allowing them to pay using Clipper at specified locations. 8 https://www.sjpl.org/bike-lockers

Referral: On-Street Secure Bike Storage CONSENT CALENDAR March 21, 2023

Studies show that secure bike parking is important for increasing bicycle mode share.9 One study found that the presence of secure parking results in the same effect on the attractiveness of a trip as a decrease of 26.5 minutes spent cycling in mixed traffic.

Bicyclists broadly prefer higher-security parking options that deter theft. This is especially true for younger bicyclists, for whom a bicycle represents a higher proportion of their income, and for women.

Bicyclists park their bikes for the longest period of time at home; however, there has been less of a focus on residential bike parking than on bike parking near transit or work.10 Residents of single-family homes have more options for bike parking than residents of multi-floor, multi-family buildings. While the City requires new construction to include bike parking, older multi-family buildings do not always provide bike parking for their tenants. A tenant in these buildings must either park their bike at a nearby City- owned bike rack (not always available), affix it to a pole or staircase (prohibited behavior that can create access issues), or carry it up multiple flights of stairs to store indoors (requires that they be able-bodied and have a large enough apartment). This additional burden and potential for theft may act as a deterrent to purchasing a bike for many tenants. On-street bike lockers in multi-family residential neighborhoods would give tenants more options for safely parking their bikes.

The rise in popularity of electric bikes creates an additional need for secure bike parking. E-bikes weigh between 40 and 80 pounds in part due to the additional weight of the battery, which is much heavier than traditional bikes. This makes it more difficult for a resident of a multi-floor building to carry it up stairs. E-bikes are also more expensive than traditional bikes, increasing the importance of parking facilities that reduce theft. The availability of secure bike storage in residential areas, along with bike theft, were concerns that community members raised to Waterside Workshops as they were conducting outreach for the Berkeley E-Bike Equity Project funded through the Berkeley Climate Equity Fund.

Lastly, e-bikes come in varying shapes and sizes that allow them to act as car replacements. Cargo bikes that are longer and have more luggage baskets and/or seats make it possible to transport families, groceries, and other heavy loads. E-tricycles provide a more stable and comfortable alternative to a two-wheel e-bike that can be appealing to seniors. Adaptive bikes and trikes such as handcycles, recumbents, and wheelchair carrier bikes make bicycling possible for people with a range of physical disabilities. Secure bike parking that accommodates these non-traditional bikes will make bicycle-based transportation and recreation accessible and practical for a broader range of Berkeley residents.

FINANCIAL IMPLICATIONS
9 https://eprints.whiterose.ac.uk/143013/1/Bicycle%20parking%20paper%20revision3%20final.pdf 10 https://eprints.whiterose.ac.uk/143013/1/Bicycle%20parking%20paper%20revision3%20final.pdf

Referral: On-Street Secure Bike Storage CONSENT CALENDAR March 21, 2023

Initially, staff time. This item refers to staff the development of a secure bike storage plan. Through the development of that plan, staff are encouraged to develop costing estimates and make funding recommendations to council for the implementation of the plan.

ENVIRONMENTAL SUSTAINABILITY
Secure bike storage is an important strategy to increase residents’ mode share by bicycle. Replacing car trips is essential to local greenhouse gas reductions.

CONTACT PERSON
Councilmember Rigel Robinson, (510) 981-7170
Angie Chen, Legislative Assistant
Chloe Park, Intern

Office of the City Manager
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7000 ● TDD: (510) 981-6903 ● Fax: (510) 981-7099 E-Mail: [email protected] Website: http://www.CityofBerkeley.info/Manager

PUBLIC HEARING
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Dee Williams-Ridley, City Manager
Submitted by: Liam Garland, Director, Public Works
Subject: Implement Residential Preferential Parking (RPP) Program on the 1600 Block of Fifth Street

RECOMMENDATION
Conduct a public hearing and upon its conclusion, adopt a Resolution amending Resolution No. 56,508-N.S. Section 25P by adding a subsection to implement Residential Preferential Parking (RPP) on the east side of the 1600 block of Fifth Street in Area P.

FISCAL IMPACTS OF RECOMMENDATION
Funding of $1,899.08 for RPP street signage installation is currently available in the FY 2023 budget in the General Fund (011-54-622-664-0000-000-431-513110- and 011-54- 622-664-0000-000-431-642990-).

CURRENT SITUATION AND ITS EFFECTS
Residents on the 1600 block of Fifth Street, which is in an RPP eligible area, have submitted a petition to join the RPP Program. The area that would join the Program is shown in Attachment 3:

1. In Area P: The east side of the 1600 block of Fifth Street between Cedar Street and Virginia Street.

In accordance with Berkeley Municipal Code (BMC) Section 14.72.050(A)(1), staff verified that residents submitted signatures on a qualifying petition representing a numerical majority of residentially zoned parcels wishing to “opt-in” to the RPP Program for the street section listed in the attached Resolution. Staff verified that at least 75% of the curb parking spaces were occupied during mid-morning and mid-afternoon observation periods at the location.

The addition of the east side of one block in Area P should have a minimal impact on enforcement capabilities, as RPP restrictions are already in place nearby. Each new addition to the RPP Program, however, tends to result in slightly diminished

Implement Residential Preferential Parking (RPP) Program on the PUBLIC HEARING 1600 Block of Lincoln Street March 21, 2023

enforcement for all other existing permit areas, due to parking enforcement officers having slightly larger areas to patrol.

BACKGROUND
The RPP Program was instituted in 1980 (1) to protect Berkeley residential neighborhoods from an influx of non-resident vehicles and related traffic; (2) to assure continued quality of life for residents; and (3) to provide neighborhood parking for residents. The Program limits parking for vehicles not displaying an RPP permit in most RPP areas to two hours, and reserves available daytime parking for residents, between 8:00 a.m. and 7:00 p.m. Monday through Friday, and on some blocks Saturday.

The RPP Program currently allows residents within RPP program boundaries to petition the City to “opt-in” or “opt-out” of the Program. The process to install RPP controls requires submittal of a petition signed by residents (including tenants of rental properties) of at least 51% of dwellings sited along the affected block, and a parking survey of those blocks that shows at least 75% of available on-street parking spaces are occupied during the mid-morning and mid-afternoon time periods.

The RPP Program is a Strategic Plan Priority Project, advancing our goal to be a customer-focused organization that provides excellent, timely, easily-accessible service and information to the community.

ENVIRONMENTAL SUSTAINABILITY AND CLIMATE IMPACTS
Expansion of the RPP Program to include additional blocks may have a minor beneficial environmental effect. Incremental expansion of the RPP Program may make alternative transportation options more attractive. A modal shift by commuters to walking, bicycling, public transportation, or carpooling may also lead to a decrease in greenhouse gasses.

RATIONALE FOR RECOMMENDATION
Because the required number of households on the subject blocks have signed a petition, and as parking surveys show more than 75% occupancy of curbside parking, these blocks meet the requirements set forth by the BMC for inclusion into the RPP Program.

ALTERNATIVE ACTIONS CONSIDERED
Council may allow unrestricted parking to remain on these streets. However, Council has previously approved the “opting in” of blocks where the requisite number of households signed a petition requesting RPP control, and where the parking utilization exceeds 75%.

CONTACT PERSON
Farid Javandel, Deputy Director of Public Works, Transportation and Engineering, (510) 981-7010
Samuel Agate, Assistant Planner, Public Works (510) 981-6433

Implement Residential Preferential Parking (RPP) Program on the PUBLIC HEARING 1600 Block of Lincoln Street March 21, 2023

Attachments:

1. Resolution

2. Public Hearing Notice

3. Map of Street Section Opting Into Program

RESOLUTION NO. ##,###-N.S.

IMPLEMENT RESIDENTIAL PREFERENTIAL PARKING (RPP) PROGRAM ON 1600

BLOCK OF FIFTH STREET
WHEREAS, Berkeley Municipal Code Section 14.72.050.A.1, Designation of a Residential Preferential Parking (RPP) Area, allows residents to petition the City to "opt- in" or "opt-out" of the program and requires submittal of a petition containing signatures of residents of at least 51% of residentially zoned parcels on the affected block; and WHEREAS, residents of at least 51% of the dwellings on the following blocks have petitioned to “opt-in” to Residential Preferential Parking:

1. East side of the 1600 block of Fifth Street between Cedar Street and Virginia Street; WHEREAS, staff has conducted field observations and determined at least 75% of available on-street parking spaces are occupied during the mid-morning and mid- afternoon time periods; and
WHEREAS, the designation of these blocks as a residential permit parking area will not be detrimental to the health, safety, peace, morals, comfort and general welfare of persons residing in the area designated; and
WHEREAS, the $1,899.08 implementation cost is currently available in the FY 2023 budget in the General Fund 011 for Transportation Traffic Maintenance.

NOW THEREFORE, BE IT RESOLVED by the Council of the City of Berkeley that the following subsection of Section 25 of Resolution No. 56,508-N.S. are hereby added to read as follows:

Section 25P FIFTH STREET, east side between Cedar Street and Virginia Street

NOTICE OF PUBLIC HEARING

BERKELEY CITY COUNCIL

EXTEND RESIDENTIAL PREFERENTIAL PARKING PROGRAM TO
1600 BLOCK OF FIFTH STREET
The Department of Public Works is proposing to conduct a public hearing and, if recommendations are approved, adopt a Resolution amending Section 25P of Resolution No. 56,508-N.S. by adding a subsection to extend residential preferential parking on both sides of the 1600 block of Fifth Street between Cedar Street and Virginia Street.

The Residential Preferential Parking (RPP) Program allows for residents to petition the City to "opt-in" or "opt-out" of the Program. Complying with program requirements, residents of the block under consideration for opting into the RPP Program have submitted the qualifying signatures on a petition and also have at least 75% of the curb spaces occupied during the morning and mid-afternoon observation periods. Adding a block within the existing residential study area boundaries through evaluations by an EIR study certified on September 27, 1988, and in accordance with California Environment Quality Act (CEQA) guidelines, are categorically exempt as defined by Section 15.162(c).

The hearing will be held on, March 21, 2023 at 6:00 p.m. The hearing will be held at the Berkeley Unified School District Board Room located at 1231 Addison Street, Berkeley, CA 94702.

A copy of the agenda material for this hearing will be available on the City’s website at www.berkeleyca.gov as of March 9, 2023. Once posted, the agenda for this meeting will include a link for public participation using Zoom video technology.

For further information, please contact Samuel Agate, Assistant Planner at (510) 981- 6433.

Written comments should be mailed directly to the City Clerk, 2180 Milvia Street, Berkeley, CA 94704, or emailed to [email protected] in order to ensure delivery to all Councilmembers and inclusion in the agenda packet.

Communications to the Berkeley City Council are public record and will become part of the City’s electronic records, which are accessible through the City’s website. Please note: e-mail addresses, names, addresses, and other contact information are not required, but if included in any communication to the City Council, will become part of the public record. If you do not want your e-mail address or any other contact information to be made public, you may deliver communications via U.S. Postal Service.

If you do not want your contact information included in the public record, please do not

include that information in your communication. Please contact the City Clerk at 981- 6900 or [email protected] for further information.

Posted by: March 11, 2023 - Pursuant to Berkeley Municipal Code Chapter 14.72 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ I hereby certify that the Notice for this Public Hearing of the Berkeley City Council was posted at the display case located near the walkway in front of the Maudelle Shirek Building, 2134 Martin Luther King Jr. Way, as well as on the City’s website, on March 9, 2023.
__________________________________
Mark Numainville, City Clerk

Office of the City Manager
2180 Milvia Street, Berkeley, CA 94704 ● Tel: (510) 981-7000 ● TDD: (510) 981-6903 ● Fax: (510) 981-7099 E-Mail: [email protected] Website: http://www.ci.berkeley.ca.us/manager

ACTION CALENDAR
March 21, 2023
To: Honorable Mayor and Members of the City Council
From: Dee Williams-Ridley, City Manager
Submitted by: Liam Garland, Director, Department of Public Works Subject: Berkeley Transit-First Policy Implementation Plan

RECOMMENDATION
1) Adopt a Resolution approving the Berkeley Transit-First Policy Implementation Plan and authorizing the City Manager to pursue implementation of the Plan as funding and staffing permit; and
2) Appoint two members and one alternate to serve on the Inter-Agency Liaison Committee (ILC) between the City of Berkeley and AC Transit to discuss transit- related matters on a quarterly schedule.

FISCAL IMPACTS OF RECOMMENDATION
The Transit-First Policy Implementation Plan provides policies and design guidance related to public transit in Berkeley. One of its recommended policies is to construct concrete bus pads when bus stops are relocated or new bus stops are installed. This policy is estimated to have a fiscal impact of $100,000 per year. Funding in the amount of $200,000 has been included in the FY 2023 – FY 2024 Capital Improvement Program and budgeted in Project PWSUST2201 for adding concrete bus pads at existing bus stops either in place or when moved, such as to the far side of an intersection.

Additional funding would need to be identified for concrete bus pads at new bus stops.

However, bus stops in Berkeley are well established, and adding new ones to the total number is therefore uncommon. Other policies in the proposed plan do not directly result in the construction or purchase of equipment and so do not have a fiscal impact.

CURRENT SITUATION AND ITS EFFECTS
The City of Berkeley General Plan has a Transit-First Policy (Berkeley General Plan Policy T-4), which gives “priority to alternative transportation and transit over single- occupant vehicles on transit routes identified on the [General Plan] Transit Network map.” The identified primary and secondary transit routes are shown in Attachment 1.

The proposed Berkeley Transit-First Policy Implementation Plan is intended to create a set of policies and design guidelines that provide procedures for the implementation of the Transit-First Policy and for future planning for the City’s existing transit primary routes.

Berkeley Transit-First Policy Implementation Plan ACTION CALENDAR March 21, 2023

To work toward implementing the City’s Transit-First Policy, the proposed objectives of the Plan are to:
 Improve transit efficiency, reliability, and accessibility  Increase transit ridership
 Prioritize transit corridors for future planning
The Transit-First Policy Implementation Plan has been developed as a stand-alone document to be incorporated into a future update of the Berkeley Strategic Transportation (BeST) Plan.

The Plan includes sections covering the following topics:
 Existing transit policies and best practices
 Recommended City transit policies and design guidelines  Transit corridor study prioritization
The Plan’s policy recommendations and proposed prioritization of future transit corridor studies are summarized in Attachment 2.

Resuming Inter-Agency Liaison Committee (ILC) Meetings
The City established an Inter-Agency Liaison Committee (ILC) with AC Transit in 2010, but meetings have not occurred for some time (Attachment 3). The purpose of the ILC is to provide a collaborative format for the City of Berkeley and AC Transit to improve transit service within the City. Collaborative discussion items include, but are not limited to:
 Coordination of new residential and commercial development projects with transit services
 Roadway and right-of-way changes and projects
 Service planning, including routes, schedules, and bus stops  Service partnerships
 Transit corridor projects such as dedicated transit lanes  Area service plan proposals
 Connections between multiple transit modes
ILCs are Brown Act committees established by the AC Transit Board of Directors and a local jurisdiction such as the City. The ILC is comprised of two AC Transit Board Members and two partner agency City Council Members plus one City Council Member who serves as an alternate member of the ILC. Decisions of the ILCs are non-binding on the District or partner agency, and the ILC does not have the authority to enter into agreements, contracts, or other binding decisions on behalf of either organization.

Because an ILC has already been established, the City Council needs only to appoint new members to the ILC for meetings to resume.

Berkeley Transit-First Policy Implementation Plan ACTION CALENDAR March 21, 2023

BACKGROUND
Development of the Transit-First Policy Implementation Plan involved outreach to a technical advisory committee (TAC) and the Transportation and Infrastructure Commission. The TAC includes Public Works staff and transit operators. The first TAC meeting was held in July 2019 and the second TAC meeting was held in September 2019. The former Transportation Commission held Transit Subcommittee meetings in October 2019 and March 2020 and provided feedback on the scope of work and transit design guidelines. The work on the Plan was largely put on hold during the COVID-19 pandemic due to the suspension of commission subcommittee meetings and the uncertainties regarding future transit services and ridership. However, City staff received feedback from AC Transit staff on draft Plan sections during 2021.

Development of the Transit-First Policy Implementation Plan resumed in mid-2022. Staff presented the Plan’s preliminary recommendations as a discussion item at the Transportation and Infrastructure Commission (TIC) meeting on October 20, 2022. The third TAC meeting was held on November 3, 2022, where staff also solicited feedback on the preliminary recommendations. Staff presented the Draft Plan to the TIC on November 17, 2022, where it was motioned and seconded (Parolek/Leung) that, "The Transportation and Infrastructure Commission (TIC) recommends that Council adopt the Transit-First Policy Implementation Plan with the changes presented by staff at the 11/17/22 TIC meeting and those recommended to staff by the TIC at the same meeting.” (Ayes: Fixler, Ghosh, Greenberg, Leung, Lutzker, Parolek, Yep. Noes:

Walton. Motion carried.) The referenced changes presented by staff and recommended to staff by the TIC have been incorporated into the Plan.

With respect to the ILC, currently Public Works staff hold a monthly transit coordination meeting that includes staff from AC Transit. However, there is no standing meeting between Councilmembers and AC Transit Board Directors.

ENVIRONMENTAL SUSTAINABILITY AND CLIMATE IMPACTS
The Berkeley Transit-First Policy Implementation Plan supports the Berkeley Climate Action Plan, which has a target of reducing transportation emissions 80% below year 2000 levels by 2050. Specifically, the Climate Action Plan states transportation modes, such as public transit, walking, and cycling, must become the primary means of fulfilling the City’s mobility needs in order to meet this target.

RATIONALE FOR RECOMMENDATION
Approving the Plan will help Berkeley to implement its existing Transit-First Policy.

Furthermore, approval and implementation of the Plan would help Berkeley meet the target of its Climate Action Plan by supporting the use of public transit as an alternative to single-occupant vehicles, resulting in lower carbon emissions per capita. Resuming an Inter-Agency Liaison Committee with AC Transit would provide a standing meeting for elected officials to discuss transit issues and coordinate implementation of the Plan.

Berkeley Transit-First Policy Implementation Plan ACTION CALENDAR March 21, 2023

ALTERNATIVE ACTIONS CONSIDERED
Council may opt to not approve the Plan or appoint members to serve on the Inter- Agency Liaison Committee which could result in fewer actions being pursued to implement the City’s existing Transit-First Policy.

CONTACT PERSON
Farid Javandel, Deputy Director of Public Works, Transportation and Engineering, 981- 7061
Gordon Hansen, Senior Planner, Public Works, 981-7064
Attachments:
1: Map of Berkeley Primary and Secondary Transit Routes 2: Summary of Proposed Policies from Transit-First Policy Implementation Plan 3: Formation of Inter-Agency Liaison Committee with Alameda Contra-Costa Transit District (‘AC Transit’)”, February 23, 2010
4: AC Transit Interagency Liaison Committee Parameters
5: Resolution
Exhibit A: Berkeley Transit-First Policy Implementation Plan

Attachment 1
Map of Primary and Secondary Transit Routes
Identified in City of Berkeley General Plan – Transportation Element Legend
Primary Routes
Secondary Routes
Primary and Secondary Route Details
N

Attachment 2
Summary of Proposed Policies from Transit-First Policy Implementation Plan Policy 1.1 Bus stops on far-side of intersections
It is preferred for all bus-stops to be placed on the far-side of the intersection, when feasible. This is the preferred location for new and relocated stops.

Policy 1.2 Bus bulbs and boarding islands
It is preferred that bus stops be located on bus bulbs or boarding islands when feasible, including the implementation of multi-use bus bulbs or bus parklets where desired by businesses or other uses adjacent to the bus stop.

Policy 1.3 Bus pads
Provide bus pads at bus stops served with 40-feet or greater sized buses.

Policy 1.4 Bus stop fixtures
Implement and maintain a standard for fixtures at bus stops based on ridership, nearby destinations (i.e., services and housing for seniors and people with disabilities), and frequency of service by working with AC Transit and shuttle operators.

Policy 2.1 Signal timing and transit signal priority (TSP) Implement signal timing improvements and/or transit signal priority along major transit corridors.

Policy 2.2 Prioritize the use of public right-of-way for transit improvements over parking When finding space in the street for transit improvements, such as moving bus stops, adding bus bulbs, or adding a bus lane or transit queue jump lanes, there is the potential for on-street parking spaces to be removed. Giving priority to transit improvements over parking reflects Berkeley’s Transit-First Policy.

Policy 3.1 Temporary Transit Impact Notification
Give notice to transit riders about temporary relocations or changes in service at transit stops and along transit routes.

Policy 3.2 First-/last-mile shared mobility
At transit hubs, such as BART stations or major bus line stops, provide parking for micro mobility that is safely out of the way from the transit facilities and active sidewalk space.

Policy 3.3 Advocate for creation and adoption of a more equitable and transparent service cancellation policy that also preserves service on lines serving Berkeley middle and high schools
Advocate for creation and adoption of a more equitable and transparent AC Transit service cancellation policy.

Policy 3.4 Support AC Transit in Various Payment Options To increase transit efficiency by reducing dwell times at bus stops, support the development of all-door boarding and off-board payment options.

Attachment 2
Policy 3.5 Create a City-AC Transit Interagency Liaison Committee (ILC) Work with AC Transit and City Council to form and regularly convene a Berkeley-AC Transit ILC to collaborate on joint service planning and transit corridor projects.

Policy 3.6 Support Attraction and Retention of Bus Drivers Recognize that transit agencies are facing driver shortages due to a challenging work environment and a high number of retirement eligible workforce. Advocate for regional operational funding sufficient to attract and retain drivers.

Policy 3.7 Improve Facilities for Bus Layovers
Evaluate identify, and implement bus driver layover improvements, including bus driver and restroom needs, ADA and universal accessibility improvements, curb lengths, and other right-of-way improvements under City purview.

Policy 3.8 Work with AC Transit to improve reliability and service on lines that take students to Berkeley middle and high schools
Many students use, or could use, AC Transit service to access Berkeley middle schools and Berkeley High School, particularly those students living in Equity Priority Communities.

Transit Corridor Study Prioritization
Corridor
Completion by
City of Berkeley
San Pablo Avenue **
Telegraph Avenue 2024
Adeline Street* 2025
Shattuck Avenue 2027
University Avenue 2029
* Adjacent to Ashby BART station: 2023; south of Ashby BART station: 2024; north of Ashby Ave: 2025 ** Led by Alameda County Transportation Commission

Kriss Worthington
Councilmember, City of Berkeley, District 7
2180 Milvia Street, 5th Floor, Berkeley, CA 94704
PHONE 510-981-7170 FAX 510-981-7177 [email protected]

ACTION CALENDAR
February 23, 2010
To: Honorable Mayor and Members of the City Council
From: Councilmember Kriss Worthington
Councilmember Jesse Arreguin
Councilmember Laurie Capitelli
Subject: Formation of Inter-Agency Liaison Committee with Alameda Contra-Costa Transit District (“AC Transit”)

RECOMMENDATION
Create a special committee of no more than four (4) council members. The co-sponsors invite the Mayor to join or designate another council member to participate and request the city manager to appoint various city staff
members to meet with AC Transit officials on a quarterly basis.

BACKGROUND
AC Transit has Inter-agency Liaison Committees with cities in its operating area. These committees meet once a quarter (or three times a year) and consist of at least two AC Transit Board Members, AC Transit service planning staff, a couple of council members as well as various city staff members that are responsible for transit issues. The Committee’s purpose is to serve as a vehicle for city officials to express their concerns about AC Transit service and allow AC Transit to adjust its service in a manner that comports with such concerns. It also gives AC Transit a chance
to work with city officials on issues that affect the city.

Currently, the city of Berkeley and Oakland are the only two cities that have yet to participate in committee meetings with AC Transit. Alameda and Emeryville have separate committees.

Fremont and Newark participate in a joint committee. Hayward and San Leandro are the South County Committee. The Contra Costa cities participate with West Contra Costa Transportation Advisory Committee.

FINANCIAL IMPLICATIONS
None.

CONTACT PERSON
Councilmember Kriss Worthington 510-981-7170
Attachment 3

FINAL AC Transit Inter-agency Liaison Committee Parameters September 9, 2020
The AC Transit Inter-agency Liaison Committees (ILC) are Brown Act Committees established by the AC Transit Board of Directors and partner local jurisdictions or agencies. The ILC comprises AC Transit Board Members and partner agency board members, city council members, or county supervisors.

The decisions of the ILCs are non-binding on the District or partner agency. The ILCs do not have the authority to enter into agreements, contracts or other binding decisions on behalf of either organization. Finally, The ILCs are intended to provide a cooperative framework to provide input and exchange information and are not advisory in nature.

Purpose – To improve service planning coordination between AC Transit and local jurisdictions or agencies. Issues to coordinate on include:
 New residential and commercial developments
 Roadway and right-of-way changes and projects
 Service planning including: routes, schedules and bus stops  Service partnerships such as Line 19 in Alameda
 Transit corridor projects such as Rapid Bus and Bus Rapid Transit  Area Service Plan Proposals such as AC Go or Transbay Tomorrow  Connections between multiple transit modes
Governance Structure – ILCs are established by the AC Transit Board of Directors as Brown Act Committees that are advisory in nature and do not have decision-making authority.  ILC Members – A maximum of three AC Transit Board Members can participate on an individual ILC. It is recommended that no more than three members from the partner agency should participate. AC Transit members are appointed by the AC Transit Board President and should include an alternate member.
o Joint Meetings – Given the regional nature of AC Transit’s service, in certain areas of the District, it may be appropriate for two ILCs to hold a one-time or regularly occurring joint meeting, such as San Leandro and Hayward where many bus routes traverse both cities.
 Agenda Planning – Meeting agenda items are requested by the ILC at the prior meeting. A draft agenda is then developed by staff for final approval by the General Manager and the AC Transit ILC Chairperson. The partner agency will establish its own process for approval.  Staff Requirement and Tasks
o Handle administrative roles for the meeting
o Take meeting notes

o Hold ILC staff meeting a month prior to the ILC meeting to strategize on gathering information on agenda items
o Jointly develop staff briefings for agenda items with partner agency o Draft agenda is reviewed by the partner agency staff representative o Publication of the agenda by the District Secretary’s Office o Posting and all other noticing requirements handled by the Planning Department.

Meetings
 Frequency – Meetings for all ILCs shall occur no more than four times per year and no less than twice per year. Additional meetings may be scheduled for urgent or emergency items. In addition, staff from the respective agencies will meet on a regular basis in between ILC meetings for further coordination.
 Duration – Meetings shall not exceed 90 minutes in length.  Location – Meeting locations shall alternate between AC Transit’s General Office (G.O.) and the partner agency’s office. The ILC could also elect an offsite meeting location that is accessible to the public, preferably by transit. For partner agencies that are more than 30 minutes away from the G.O. in travel time, the ILC should consider holding the meeting at the partner agency’s office permanently to encourage public participation from the local area.  Staff Participants
o The General Manager and his or her counterpart at the partner agency are encouraged to attend all ILC meetings
o Meeting administrative duties will be the responsibility of the Service Development and Planning Department
o Other departments should participate on an as-needed basis depending on the content of the agenda
 Notifications
o In compliance with the Brown Act, the District shall release the meeting agenda and staff briefings at least 72 hours in advance for regular meetings and 24 hours in advance for special meetings. An exception to this would be if the partner agency has more stringent posting requirements resulting in a longer notification time. o In conjunction with release of the meeting agenda, the District will post the agenda in the AC Transit lobby and at the meeting location if different from the G.O.

Attachment 5
RESOLUTION NO. ##,###-N.S.

CITY OF BERKELEY TRANSIT-FIRST POLICY IMPLEMENTATION PLAN WHEREAS, the Berkeley General Plan Transportation Element includes a Transit-First Policy (Berkeley General Plan Policy T-4), which gives “priority to alternative transportation and transit over single-occupant vehicles on transit routes identified on the [General Plan] Transit Network map”; and
WHEREAS, promoting the use of public and mass transit as a form of transportation will help the City meet the Berkeley Climate Action Plan greenhouse gas reduction targets; and
WHEREAS, the Berkeley Transit-First Policy Implementation Plan includes policies, design guidelines, and recommendations for future transit corridor studies to promote the use of transit in Berkeley as an alternative to the use of single-occupant vehicles; and WHEREAS, the City of Berkeley Department of Public Works has received and responded to comments from the Berkeley Transportation and Infrastructure Commission and has revised the Transit-First Policy Implementation Plan accordingly.

NOW THEREFORE, BE IT RESOLVED that the Council of the City of Berkeley approves the Berkeley Transit-First Policy Implementation Plan (Exhibit A) and authorizes the City Manager to pursue implementation of the Plan as funding and staffing permit.

Berkeley Transit-First policy
Implementation Plan
DECEMBER 2022 - REVISED DRAFT

Acknowledgements
City of Berkeley
Dianne Yee, Associate Transportation Planner
Beth Thomas, Principal Transportation Planner
Partner Agencies
Carissa Lee, AC Transit
Nathan Landau, AC Transit
David Sorrell, UC Berkeley
John Chernowski, Lawrence Berkeley National Lab
Heather Pinto, Lawrence Berkeley National Lab
Rachel Factor, San Francisco Bay Area Rapid Transit District (BART) CD+A
Phil Erickson, Principal
Shweta Sumesh, Project Urban Designer

Contents
01 Existing Policies and Best Practices 5 Plan Purpose 6 Plan Background 6 02 Existing Conditions 13 Ridership and Reliability 14 03 Design Guidelines and Policies 23 Design Guidelines 24 Policies 30 04 Transit Corridor Study Prioritization 37 San Pablo Avenue 38 Telegraph Avenue 41 Adeline Street 44 Shattuck Avenue 47 University Avenue
49 05 Appendix 51

Existing Policies and
Best Practices01

6 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
DECEMBER 2022| REVISED DRAFT
Existing Policies and Best Practices
Resolution No. 58,731-N S. Declaring
that the Use of Public Transit Be
Encouraged (1996)
The City Council directs the Public Works Department
and the Transportation Commission to consider
and incorporate in the Plan, as appropriate,
various methods of expediting transit services and
encouraging greater transit use, including but not
limited to the following:

1. Creation of exclusive bus lanes

2. Restriction of automobile turning movements
that conflict with transit vehicles

3. Synchronization of traffic signals to the speed of
transit vehicles rather than automobiles

4. Use of signal preemption devices for transit
vehicles

5. Extension of bus stop curbs out to the traveled
transit lane

6. Enforcement of regulations against double
parking and parking in bus stops

7. Optimization of bus stop locations, considering
factors such as bus operations and passenger
safety

8. Posting and maintenance of transit schedule
information at bus stops

9. Bus stop improvements such as benches and
shelters
City of Berkeley General Plan: A Guide
for Public Decision-Making (2003)
The following are the goals from the General
Plan that are applicable to the Transit-First Policy
Implementation Plan.

Goal #1: Preserve Berkeley’s unique
character and quality of life
Reduce Traffic and Encourage Transit: The increase
in automobile traffic volume on city streets, its spillover onto local residential streets, and the increased
congestion on a number of major streets have eroded
the livability of some parts of the city and pose a
continuing threat to Berkeley’s quality of life. Berkeley has too many accidents involving pedestrians and
Plan Purpose
Create a set of policies and design
guidelines that provide procedures for
implementation of the City’s Transit-First
Policy and development of the City’s
existing transit priority corridors.

To work toward the City’s goals related to transit and
to achieve the City’s Transit-First Policy of prioritizing transit over single-occupant vehicles, the objectives of this Plan are to:
•
Improve transit efficiency, reliability, and
accessibility,
•
Increase transit ridership, and
• Prioritize transit corridors for implementation.

Plan Background
The City of Berkeley Transit-First Policy dates
back to 1996 with a resolution to improve public
transit and encourage greater use of transit. The
General Plan states goals to reduce traffic and also
encourage transit, as well as goals of sustainability
and maintenance of infrastructure. The Transportation
Element further details policies and actions to improve transportation and infrastructure. Most important is
Policy T-4, the Transit-First Policy, which prioritizes transit and alternative transportation over single-
occupant vehicles. All of these policies are compiled
below.

Figure 1.1. AC Transit Bus on Shattuck Ave.
(Source: Paul Sullivan)

7 CITY OF BERKELEY
01| EXISTING POLICIES AND BEST PRACTICES
bicyclists. There are major gaps in and problems with
the transit service available to Berkeley residents.

The General Plan contains policies to improve and to
encourage use of alternative modes of transportation,
including working with transit agencies to establish a
citywide or regional “Eco-Pass” program that would
provide free transit passes. There are also policies to calm traffic and improve pedestrian and bicycle safety.

Goal #3: Protect local and regional
environmental quality
Improve Air Quality and Conserve Resources: Air
quality in the Bay Area is threatened by increased
emissions from motor vehicle use and other sources.

The City Council recently approved the Resource
Conservation and Global Warming Abatement Plan
(1998). Many policies from that plan are incorporated
into the General Plan. The Plan’s Transportation
Element contains policies to reduce automobile
use and the Land Use Element encourages housing
development along transit corridors to reduce the
need for automobiles.

Goal #5: Create a Sustainable Berkeley
Protect the Environment: The Plan is committed
to protecting the environment through appropriate
environmental management actions and programs as
described above in Goal #3, but also through actions
and programs such as improvement of the regional and
local public transportation system and development
of multi-family, affordable housing on transit corridors and near job centers such as the Downtown and the
University of California.

Promote Social Equity: The Plan is committed to
ensuring that all members of the community benefit
from Berkeley’s natural setting, high quality of life,
economic opportunities, and unique neighborhoods.

The Plan’s housing, transportation, economic
development, and citizen participation objectives
and policies are designed to ensure that all economic
groups benefit from equal opportunities, services, and
participation in government.

Goal #7: Maintain Berkeley’s infrastructure,
including streets, sidewalks, buildings, and
facilities; storm drains and sanitary sewers;
and open space, parks, pathways, and
recreation facilities.

City of Berkeley General Plan –
Transportation Element (2001)
The following are policies and actions from the
Transportation Element of the General Plan that are
applicable to the Transit-First Implementation Plan.

Policy T-1 Regional Transit Policy
Advocate for regional coordinated transit services and
regional transportation policy to reduce automobile
use and increased funding for public and alternative
transportation improvements.

Actions:

A.

Vigorously pursue regional, statewide, and national
policies that encourage greater transit use by
providing funding to improve transit services, to
subsidize lower fares and free (or nominal-cost),
seamless transfers among transit systems, and to
provide AC Transit with an increased, more stable
operating budget.

Policy T-2 Public Transportation
Improvements
Encourage regional and local efforts to maintain
and enhance public transportation services and seek
additional regional funding for public and alternative
transportation improvements. (Also see Economic
Development and Employment Policy ED-6.)
Actions:

A.

Work with AC Transit to:

1. Expand service and reduce waiting time and
transfer times for people who have to use more
than one bus to get to their destination.

2. Increase east-west cross-town service.

3. Add transit-only or transit/HOV-only lanes where
appropriate on any streets or portions of streets
that are part of the city’s transit network.

4. Implement improvements to make transit more
convenient, dependable, and attractive, such
as benches at bus stops, transit shelters, transit
centers, information kiosks, and signs.

5. Upgrade the City’s traffic signal system to
provide transit-priority operation.

6. Continue to replace older diesel buses with
quieter, less polluting vehicles.

7. Establish an AC Transit/BART/UC/LBNL/City/
BUSD transit coordinating council to improve
transit service in the Southside and Downtown
areas.

8. Promote and market public transportation by:

8 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
DECEMBER 2022| REVISED DRAFT

4. Contact all employers with 50 or more
employees to encourage their participation in
Eco-Pass.

5. Work with the participating transit agencies to
offer a neighborhood Eco-Pass, which would
allow neighborhoods to participate in the
program, similar to the Boulder, Colorado,
Neighborhood Pass.

6. Consider creation of a Citywide Transit Pass for
Berkeley residents financed by a tax that would
allow pass holders free unlimited rides on AC
Transit and/or BART.

7. As an interim measure, contact and encourage
area employers to participate in the existing
Commuter Check program. Maintain or increase
existing transit subsidies for City employees and
encourage other employers to maintain and
increase existing transit subsidies.

Policy T-4 Transit-First Policy
Give priority to alternative transportation and transit over single-occupant vehicles on Transit Routes
identified on the Transit Network map.

Actions:

A.

In residential areas, restrict fixed-route transit
services to Primary and Secondary Transit Routes
shown on the Transit Network map.

Policy T-5 Light Rail/Bus Rapid Transit
Support regional efforts to develop light rail or bus
rapid transit service connecting East Bay cities.

Actions:

A.

Locate light rail or bus rapid transit systems on the
primary transit corridors identified on the Transit
Network map.

B.

Consider bus rapid transit, with bus priority signals
and bus priority lanes on transit corridors, as an
interim and low-cost alternative to a new light rail
system.

C.

Aggressively pursue regional funding sources with
AC Transit and neighboring cities for a light rail or
bus rapid transit system.

D.

Continue to work with AC Transit and regional
transportation agencies to evaluate potential
major public investment strategies and alternatives
to improve transit services for Berkeley citizens,
including light rail and bus rapid transit.

E.

Work with local merchants to build support for a
light rail system and bus rapid transit and minimize
potential impacts to businesses from construction
•
Improving access to information about public
transportation alternatives and schedules.
• Pursuing joint marketing campaigns with
transit agencies and event sponsors promoting
alternative ways to get to city districts and
events.

D. Improve shuttle and transit services by:

1. Increasing shuttle and transit services from
Rockridge and the Rockridge BART station to
Downtown BART and the campus.

2. Increasing shuttle services between
neighborhood commercial areas and between
BART stations and employment centers, such as
West Berkeley.

3. Promoting express shuttle services to
complement local transit service and ensure
that Berkeley residents and commuters have
information about shuttle services readily
available.

4. Testing the feasibility of a low-cost shuttle or
“jitney” service for Berkeley residents.

5. Encouraging transportation providers to
coordinate and consolidate the installation of
new jointly used shelters.

6. Encouraging expansion of transit, rail service,
and inter-modal connections in West Berkeley.

7. Developing a mass transit validation program
in Berkeley commercial districts similar to a
parking validation program.

Policy T-3 Eco-Pass City Program
Increase transit use and reduce automobile traffic
and congestion in Berkeley by creating an Eco-Pass
program.

Actions:

A.

Work with AC Transit, BART, neighboring
jurisdictions, major employers, and neighboring
transit districts to establish an “Eco-Pass” program
for Berkeley employers that would allow pass
holders free unlimited rides on AC Transit and/or
BART. Once the program is established:

1. Provide Eco-Passes for all City employees.

2. Establish participation in the Eco-Pass program
as a condition of approval for all new businesses
with over 50 employees.

3. Encourage existing area employers, particularly
major employers such as UC Berkeley, Berkeley
Unified School District, Lawrence Berkeley
National Laboratory, and Alta Bates Medical
Center, to join the program.

9 CITY OF BERKELEY
01| EXISTING POLICIES AND BEST PRACTICES
and loss of parking.

F. Investigate a low-cost open trolley service along
major pedestrian and shopping corridors such as
University, Shattuck, and Telegraph as an interim
or permanent solution similar to the Santa Barbara
waterfront trolley system.

G.

Support AC Transit’s Major Investment Study with
its recommendations to achieve long-term rail on
Telegraph Avenue. Advocate for extension of the
recommendations to the foot of University Avenue
and connection with service enhancements on San
Pablo Avenue.

Policy T-6 Transportation Services Fee
Ensure that new development does not impact existing
transportation services and facilities. (Also see Land
Use Policy LU-28.)
Actions:

A.

Prepare a nexus study (pursuant to Government
Code Section 66000 et seq.) to enable imposition
and collection of a Transportation Impact Fee for
new development projects.

Policy T-7 Special Transit Programs
Continue to maintain and improve access and mobility
for the disabled, seniors, and youth with programs such as paratransit, the taxi voucher program, and senior
vans.

Actions:

A.

Work with paratransit service providers to better
meet the needs of the disabled community,
including: accommodating scooters and all
types of wheelchairs, improving response time,
expanding hours of service, and requiring drivers
to take sensitivity training to better assist disabled
riders.

B.

Work cooperatively in the development of a
comprehensive County program.

Policy T-25 Street Maintenance
Maintain streets, sidewalks, and other public
infrastructure to reduce the long-term replacement
costs.

Actions:

B.

Coordinate pedestrian and transit public
improvements with street repairs and repaving.

Policy T-29 Infrastructure Improvements
Facilitate mobility and the flow of traffic on major and collector streets (shown on the Vehicular Circulation
Network map at the end of the Element), reduce the
air quality impacts of congestion, improve pedestrian
and bicycle access, and speed public transportation
throughout the city by making improvements to the
existing physical infrastructure.

Actions:

B.

Designate or add transit-priority lanes or transit-
only lanes.

G.

Complete the San Pablo Avenue Corridor Plan
improvements designed in cooperation with the
surrounding cities.

H.

Time traffic signals on major transit corridors to
give priority to and speed movement of transit
vehicles.

Policy T-30 Traffic Signals
Continue to pursue better signal devices and systems
to facilitate movement on Berkeley’s limited road
network. Consider:

2. Bus-activated signals.

5. Timed traffic signals to give priority to and
speed movement of transit and emergency
vehicles.

Policy T-53 Intersections with Severe or
High Collision Rates
Reduce pedestrian and bicycle collisions, injuries, and fatalities.

Actions:

A.

Undertake a review of intersections or street
locations with a high number of collisions and/
or a high percentage of fatal or permanently
disabling collisions and develop programs with
appropriate mix of education, enforcement, and
engineering changes to improve the safety of these
intersections and locations. Consider:

2. Moving bus stops to the far side of the
intersection so that buses do not block visibility
at the intersection when stopping to pick up
passengers.

Policy T-55 Street Networks: Increasing
Access and Mobility
To ensure the effective and convenient movement of
people and goods, ensure a successful integration
of land use patterns and transportation systems,
and encourage transitions to more environmentally
sensitive modes of transportation, the Berkeley

10 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
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Metropolitan Transportation
Commission & Association of Bay Area
Governments Plan Bay Area 2050 (2021)
Maintain and Optimize the Existing System
T6. Restore, operate and maintain the existing
system: Commit to operate and maintain the
Bay Area’s roads and transit infrastructure while
reversing pandemic related cuts to total transit
service hours.

T7.

Support community-led transportation
enhancements in Equity Priority
Communities: Provide direct funding to
historically marginalized communities for
locally identified transportation needs.

Build a Next-Generation Transit Network
T8. Enhance local transit frequency, capacity
and reliability: Improve the quality and
availability of local bus and light rail service,
with new bus rapid transit lines, South Bay
light rail extensions, and frequency increases
focused in lower-income communities.

T9.

Expand and modernize the regional rail
network: Better connect communities while
increasing frequencies by advancing the Link21
new transbay rail crossing, BART to Silicon
Valley Phase 2, Valley Link, Caltrain Downtown
Rail Extension and Caltrain/High-Speed Rail
grade separations, among other projects.

T10.

Build an integrated regional express lanes
and express bus network: Complete the
buildout of the regional express lanes network
to provide uncongested freeway lanes for new
and improved express bus services, carpools
and toll-paying solo drivers.

General Plan includes four network maps: the Vehicular
Circulation Network map, the Transit Network map, the
Bicycle Circulation Network map, and the Emergency
Access and Evacuation Network map. The network
maps identify the city’s transportation infrastructure
and establish priorities and standards for its use and
improvement. These priorities and standards shall
be used in conjunction with General Plan policies to
determine priorities for use and determine network
modifications to facilitate certain modes of travel. In all cases, the City shall recognize that the transportation network is a shared network that requires shared use
and that to effectively achieve the transportation, land use, community safety, and economic development
objectives of the General Plan will require careful
consideration and balancing of competing objectives
and needs. The network maps are intended to facilitate
these future decisions.

The Transit Network map shown below identifies
the network of streets that are necessary for efficient and effective transit services throughout the city.

These streets are the highest priority for transit
improvements, such as bus shelters and planned
improvements that may serve light rail or ferry services.

The network map does not depict every street that
may be used by transit services and it is not meant to
limit transit and shuttle services from streets not shown on the map.

Primary Routes shown on the map are the highest
priority routes necessary to serve existing needs
and inter-city connections.

Secondary Routes are routes that are necessary to
provide convenient access to other areas of the city
and supplement the Primary Routes.

Planned Routes identify the highest priority
additions to the transit circulation network.

Variations to the network may occur during final
planning, design, funding, and implementation of the
specific transit improvements without a General Plan
amendment. The Transit Map is also reflected in the
Berkeley Bicycle Plan, see Figure 1.3, in identifying
the streets that are both recommended for complete
streets studies for low stress bikeway and those that
are also Primary Transit Routes.

11 CITY OF BERKELEY
01| EXISTING POLICIES AND BEST PRACTICES
Figure 1.2. General Plan Transit Map. (Source: Berkeley General Plan, 2003)

12 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
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Figure 1.3. Low-Stress Bikeway Network Vision. (Source: Berkeley Bicycle Plan, 2007)

Existing Conditions02

14 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
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Existing Conditions
Figure 2.1. AC Transit - Historic Trend for Transit Ridership by Operator. (Source: Vital Signs by Metr opolitan Transportation Commission using Federal Transit Administration: National Transit Database information (2016)) or being late to work. A lack of reliability can lead to people deciding to take other forms of transportation.

AC Transit’s Short-Range Transit Plan (Fiscal Years
2014/5-2023/24) describes the three performance
measures whereby the agency evaluates its service:

1. Effectiveness
•
Ridership (passengers per revenue hour)

2. Service availability and quality
•
Distance to bus stops
• Span of service
• Frequency
• On-time performance (reliability)
• Percentage of revenue service operated

3. Efficiency
•
Cost per revenue hour
• Cost per passenger mile
Ridership and Reliability
This section focuses on ridership and on-time
performance (OTP, also called reliability). The City
of Berkeley encourages greater use of transit, and
thus would like to see increasing levels of transit
ridership. Service availability and quality are factors that affect ridership, and the City is in support of transit improvements to increase this availability and quality, as highlighted in the Plan Background section.

Reliability is especially important because it has a
direct effect on whether people use a service. If
a bus cannot be counted on to be on-time, it can
cause inconveniences and potentially more serious
consequences such as missing medical appointments

15 CITY OF BERKELEY02| EXISTING CONDITIONS
Ridership
AC Transit
Regionally, transit ridership was declining even before the COVID-19 pandemic, as part of a national trend.

Looking closer at the AC Transit historic trends, AC
Transit ridership has trended downward over the last
few decades. Moreover, AC Transit’s share of trips
(mode share) has been significantly decreasing relative to population growth.

Before the COVID-19 pandemic, AC Transit had a
daily weekday ridership of 175,000 riders, including
approximately 14,500 Transbay commuters, and an
annual ridership of 53,041,000 for fiscal year 2018-
2019. During this time, AC Transit ran 158 bus lines
across its 364-square-mile service area in Alameda and
Contra Costa counties and unincorporated areas.

In the years leading up to the COVID-19 pandemic, AC
Transit systemwide ridership was fairly flat. Ridership on AC Transit routes running through Berkeley was
generally flat pre-COVID. Of the last four years with
available data by calendar year quarter, ridership was
at its highest in the third quarter of 2016 with 315,809.

This can be attributed to AC Transit’s implementation
of their Service Expansion Plan in 2016. Since then,
the lowest that ridership has dipped was in the fourth
quarter of 2017 with 284,256. Ridership was steadily
increasing for a time, with a peak in the third quarter of 2018 with 300,685, then dropped again before
rebounding to 296,703 in the second quarter of 2019.

Figure 2.2. AC Transit Hydrogen Fuel Cell Bus, Shattuck Ave at Center Street. (Source: SoCal Metro)
Figur
e 2.3. AC Transit - Historic Trend for Daily Ridership.

Vital Signs by Metropolitan T
ransportation Commission
using Federal Transit Administration: National Transit
Database information (2016)
Figure 2.4. AC Transit - Systemwide Annual Ridership
(2013-2019). Source: Vital Signs by Metr
opolitan
Transportation Commission using Federal Transit
Administration: National Transit Database information (2016) Figure 2.5. AC Transit of Routes through Berkeley by
CY Quarter through Fiscal Years 2016-2019. (Source: Vital Signs by Metr
opolitan Transportation Commission using
Federal Transit Administration: National Transit Database information (2016))

16 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
DECEMBER 2022| REVISED DRAFT
to the second quarter, with the likely reason being
decreasing daylight hours from daylight savings time
and the season change.

Lawrence Berkeley National Laboratory
Lawrence Berkeley National Laboratory (LBNL) runs
six shuttle routes to provide their employees with easy commutes to the Lab from Downtown Berkeley, West
Berkeley, Albany, Emeryville, and the North Berkeley,
Rockridge, and MacArthur BART stations.

The Blue Route is by far the most used route, with
an average monthly ridership pre-COVID of 36,446
passengers from January 2018 to June 2019. It
runs from Downtown Berkeley to the Lab via Hearst
Avenue. Ridership for all routes dips in September and
December, which likely are times when employees take
summer and winter vacations, respectively.

EasyPass
EasyPass is a program offered by AC Transit for
employers, residential developments, and colleges
to buy AC Transit passes in bulk. This translates into
low per-participant costs and provides unlimited rides
on AC Transit. EasyPass, as a transportation demand
management tool, is an incentive for users to take
public transit by providing simple access.

The City of Berkeley is an EasyPass participant and
offers employees the option of signing up for an
EasyPass. From 2010 to 2019, the average monthly
total number of unique EasyPass users was 186, with a
general downward trend. Correspondingly, the number
of monthly average boardings by EasyPass users
has been decreasing. In 2010, the monthly average
boardings was 3,908, and in 2019 it was 2,937.

Bear Transit
Bear Transit is part of the UC Berkeley Parking and
Transportation Department and provides shuttles on
four daytime routes (six daytime routes pre-COVID)
to connect people to and around the UC Berkeley
campus. Bear Transit also provides two Night Safety
routes running from 7:30pm to as late as 3am on
weekdays and 3:45am on weekends.

The Perimeter Line is the most popular route, with an
average quarterly ridership pre-COVID of 34,734 in
fiscal year 2018-19. Ridership on most lines generally
drops during the second (October-December) and
fourth (March-June) quarters, coinciding with winter
and summer break. Ridership on the Night Safety
North and South lines saw an increase from first quarter Figure 2.6. Berkeley EasyPass - Monthly Average Unique
Users. (Source: Vital Signs by Metr
opolitan Transportation
Commission using Federal Transit Administration: National Transit Database information (2016))
Figure 2.7.

Berkeley EasyPass - Monthly Average
Boardings. (Source: Vital Signs by Metr
opolitan
Transportation Commission using Federal Transit
Administration: National Transit Database information (2016)) Figure 2.8.

Lawrence Berkeley National Laboratory
Shuttle. (Source: Julie Chao/Berkeley Lab Public Affairs)

17 CITY OF BERKELEY02| EXISTING CONDITIONS
Figure 2.9. Bear Transit Ridership by Route Fiscal Year 2019. (Source: Vital Signs by Metr opolitan Transportation
Commission using Federal Transit Administration: National Transit Database information (2016)) Figure 2.10. Lawrence Berkeley National Laboratory Shuttle Ridership by Route From Fiscal Year 2018 to 2019. (Source:

Vital Signs by Metr
opolitan Transportation Commission using Federal Transit Administration: National Transit Database information (2016))

18 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
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AC Transit’s OTP goal is lower than that of some other
Bay Area transit agencies, but the gap between the
goal and actual performance is small. By comparison,
the gap between the San Francisco Municipal
Transportation Agency (Muni) OTP goal of 85% and
actual bus performance, at 56% for Fiscal Year 2019, is much larger. Meanwhile Muni buses carried more than
560,000 passenger trips just on an average weekday
in Fiscal Year 2019, for a weekday total for the year of 146 million rides.
i
These results suggest that agencies operating in more
suburban, less congested conditions, and carrying
relatively few passengers, such as LAVTA and Union
City Transit, can more easily achieve high rates of on- time performance than agencies operating bus service
in more urban, congested environments with high
passenger loads. However, these results also suggest
the potential for AC Transit to significantly improve on- time performance with greater street capacity through
dedicated transit lanes and with measures to increase
boarding efficiency.
i Connecting Communities: 2018-19 Annual Report, San
Francisco Municipal Transportation Agency
Reliability
Reliability, or on-time-performance (OTP), is a measure of how many trips are completed on time. AC Transit’s
target OTP is 72 percent, meaning that at least 72
percent of the trips on a line should arrive on time.
“On-time” is defined by AC Transit as between one
minute early and five minutes late. Compared to many
other transit agencies, even with slightly different
definitions of “on-time”, this is a low target. The
industry standard target OTP goal is 75 to 85 percent.

AC Transit’s average OTP from 2013 through Fiscal
Year 2019 (through the second quarter of calendar
year 2019) was 69.3 percent. Starting from the first
quarter of 2019, OTP met the 72 percent goal.

However, AC Transit’s on-time performance goal is set
low compared to other Alameda County bus transit
agencies. For example, Livermore Amador Valley
Transit Authority (LAVTA) has an on-time performance
goal of 85% and Union City Transit has an on-time
performance goal of 90%. These agencies achieved
84% and 91% on-time performance, respectively, in
Fiscal Year 2019 (pre-COVID). That said, LAVTA and
Union City Transit carried fewer than 1.7 million and
265,000 passenger trips, respectively, compared with
AC Transit handling nearly 47 million passenger trips
the same year.
i
Figure 2.11. AC Transit - On-Time Performance of Routes through Berkeley by Quarter from Fiscal Year 2013 to 2019. (Source: Vital Signs by Metr
opolitan Transportation Commission using Federal Transit Administration: National Transit Database information (2016))

19 CITY OF BERKELEY02| EXISTING CONDITIONS
Policy
AC Transit Policy 471: Cancellation of Scheduled
Service Policy was adopted in 1990 and last amended
in 2017. It states:
“In the event of unavoidable cancellations, AC
Transit will take priority actions to serve the public
with the least impact/inconvenience.”
The order of service coverage is:

1. Supplemental (School) Service

2. Transbay Service

3. Local Service
Policy 471 prioritizes maintaining school service and
Transbay service over local service, in the event of
unavoidable cancellations. This means that Local
service is the first to receive cancellations under the policy, which was a factor in frequent, high-ridership
lines experiencing a higher percentage of missed trips
pre-COVID-19.

However, in March 2020 in light of the COVID-19
pandemic, AC Transit suspended Policy 471. The order
of service prioritization has been reversed:
•
Local Service: High-ridership lines are
prioritized, as an essential service and to
provide room for physical distancing
•
Transbay Service: Low operation, due to the
shift to work-from-home
• Supplemental (School) Service: Not in
operation, due to school closures
Post-COVID, Policy 471 should be revisited by AC
Transit in order to undo its bias toward Transbay riders, who are more affluent on average than local riders
ii
and therefore tend to have more choices available to
them for alternative forms of transportation to use.

Another consideration is that Transbay customers
comprise a much smaller number of riders than those
who make up the local ridership. Policy 471, in its
currently written form, therefore would cause the
impact of missed trips to continue not only to be felt by more people, but by those who are more vulnerable.

Missed Trips
“Missed trips” is a measure of one important factor
affecting reliability. It is the portion of scheduled runs ii AC Transit 2017-18 On Board Passenger Survey, http:// www.actransit.org/wp-content/uploads/2017-18-On-
Board-Passenger-Survey.pdf
Figure 2.12.

Comparison of Transit Agencies’ On-time
Performance Fiscal Year 2019. (Source: Alameda County
Transportation Commission FY 2019 Measur
e B, Measure
BB, and Vehicle Registration Fee Program Compliance
Summary Reports; SFMTA Muni On-Time Performance)
Figure 2.13.

Analysis of Missed Trips across all lines on
Local and Transbay Routes through Berkeley. (Source: AC Transit, Mar
ch 2019 – February 2020)
Completed
Trips
Missed
Trips
Percentage
Completed
Percentage
Missed
Local
Routes
through
Berkeley
488,374 40,867 91.73% 7.68%
Transbay
Routes
through
Berkeley
38,957 1,564 95.91% 3.85%

20 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
DECEMBER 2022| REVISED DRAFT
Berkeley was 512,284. Of those, almost 8 percent were
missed trips. At the same time, the total number of
Transbay route trips planned to run through Berkeley
was 40,617, and nearly 4 percent of those were missed
trips. The discrepancy of Local routes having double
the proportion of missed trips of Transbay routes
leads to the question of whether AC Transit prioritizes Transbay routes over Local routes, which is discussed
in the next section.

More generally, looking at each route, the percentage
of missed trips tends to be higher on more frequent,
high ridership routes. There are many possible reasons
for missed trips, such as a transit operator shortage,
delay, collision, or mechanical issues. Addressing these issues is needed in to increase reliability.
that are not completed. For example, in the 12-month
period from March 2019 to February 2020, AC Transit’s
Line 51B had a total number of 69,295 planned trips.

Of those, 62,593 trips were completed and 6,446
trips were not completed or missed, equivalent to

9.3 percent of trips missed. The month with the most
missed trips for Line 51B was March 2019, with 1,015
missed trips, equivalent to 17.6 percent of trips missed, while Line 51B’s average monthly missed trips is 537.

There are fourteen AC Transit Local routes that run
through Berkeley: Lines 6, 12, 18, 36, 51B, 52, 65,
67, 72, 72M, 72R, 29, 80, and 88. Additionally, four
Transbay routes run through Berkeley: Lines F, FS, G,
and J. From March 2019 to February 2020, the total
number of Local route trips planned to run through
Figure 2.14. Analysis of Missed Trips across Individual Local and Transbay routes through Berkeley. (Source: AC Transit, Mar
ch 2019 – February 2020)
Line Completed
Trips Missed Trips Percentage
Completed
Percentage
Missed
52 - UC Village - Cedar - UC Campus 34,676 3,979 89.52% 10.27% 51B - University - College - Rockridge 62,593 6,446 90.33% 9.30% 6 - Berkeley - Telegraph - Oakland 56,998 5,690 89.99% 8.98% 79 - Colusa - The Alameda - Claremont 22,615 1,981 91.81% 8.04% 72R - San Pablo Rapid 39,367 3,485 90.74% 8.03%
18 - Solano - Shattuck - MLK Jr. 41,763 3,657 91.08% 7.98% 72 - Hilltop - CCC - San Pablo 25,305 2,100 91.34% 7.58% 80 - Pierce - 6th St. - Ashby 33,176 2,636 92.59% 7.36% 72M - Macdonald - San Pablo 24,756 1,987 91.62% 7.35%
88 - Sacramento - Market 36,871 2,675 92.83% 6.74%
12 - MLK Jr. - Temescal - Grand 29,403 1,919 92.91% 6.06% 7 - Arlington - 1000 Oaks - Shattuck 19,044 1,073 94.61% 5.33% 36 - Dwight - Shellmound - Adeline 25,803 1,407 94.70% 5.16% 67 - Tilden Park - Spruce - Oxford 18,484 967 94.97% 4.97% 65 - Grizzly Peak - Euclid 17,520 865 95.13% 4.70%
G - Colusa - Solano Transbay 3,130 155 95.11% 4.71%
F - Adeline - Market Transbay 27,385 1,136 95.81% 3.97% J - Sacramento - Christie Transbay 5,122 181 96.35% 3.40% FS - Shattuck - University Transbay 3,320 92 96.91% 2.69%

21 CITY OF BERKELEY02| EXISTING CONDITIONS
However, the majority of missed trips occurred pre-
COVID because of “no workforce”. There was a bus
driver shortage region-wide, affecting other Bay Area
transit agencies as well. It is difficult to recruit and retain drivers due to the high cost of living in the Bay Area, perceived working conditions, and competition
with private shuttle companies.

Outside of the region-wide bus driver shortage, a
cause of missed trips that cities can help prevent is
“delay”. Strategies to improve traffic flow for buses
through congested areas can minimize delay. These
will be discussed in the following chapter on best
practices and recommendations for Transit Policies and
Design Guidelines.

Design Guidelines and
Policies 03

24 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
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Design Guidelines and Policies
stop or wait for a gap in traffic to reenter traffic, as it would at a bus stop with a pull-out.

A bus bulb should be used when a street does not
have a bicycle facility and it is feasible for a bus to be in the traffic lane at a bus stop. Generally, the street should have multiple lanes so that drivers can pass
around a stopped bus. The average travel speed
should be less than 35 mph.

The distance a bus bulb can extend from the existing
curb depends upon the existing cross section of the
street. Generally, a bus bulb can be as wide as the
existing parking lane on the street. If travel lanes can be narrowed, the additional space can be added into
the width of the bus bulb.

Boarding Islands
A bus boarding island should be used when a street
has a bicycle facility and where it is feasible for a bus to be in the traffic lane at a bus stop. This separates people cycling from stopped buses which is safer than
having a cyclist pass around a stopped bus.

The policies and design guidelines in this chapter
were developed based on the findings from Chapter
1: Existing Policies and Best Practices, Chapter 2:

Existing Conditions, and input from the Technical
Advisory Committee (TAC) and the Transportation
and Infrastructure Commission. Topics have been
identified, and policies and standard design guidance
are provided to address these topics and support the
use of transit in Berkeley. As appropriate, each topic
includes examples, conceptual plans or diagrams, and
matrices of recommended elements based on criteria,
as applicable.

Design Guidelines

1. Stops and Stations
Bus Bulbs
Bus bulbs are desirable because they create more
space to allow for sidewalk activity and bus stop
amenities to not conflict with one another. Also, when
a bus stops at a bus bulb, it stops in the traffic lane.

This reduces the amount of time that the bus is at the
stop because the bus does not need to turn into the
Figure 3.1. Bus Bulb at University Ave and Grant Street. (Source: Google)
Figure 3.2. Bus Boarding Island on Dexter Ave, Seattle, Washington. (Source: NACTO)

25 CITY OF BERKELEY03| DESIGN GUIDELINES AND POLICIES
Figure 3.3. Boarding Island with Protected Bikeway Perspective. (Source: AC Transit Multimodal Corridor Guidelines (2018)) Figure 3.4. Boarding Island with Protected Bikeway Plan. (Source: AC Transit Multimodal Corridor Guidelines (2018))

26 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
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Several transit design guidelines were reviewed in
developing the Transit-First Plan, including AC Transit’s Multimodal Corridor Guidelines document. Given that
this document is focused on the issue of designing
bus stops on streets with bicycle facilities, is the most recent of the guides reviewed, and was prepared by
the local transit agency, the recommendation here is
that Berkeley use the Multimodal Corridor Guidelines
for the design of bus boarding islands in Berkeley.

Bus Pads
Bus pads are concrete slabs that are installed in the
street at bus stops. They prevent roadway damage that
would otherwise occur from the the weight of buses
and the torque and friction of bus tires on asphalt.

Typically, a bus pad includes a minimum 10-inch thick
concrete slab with rebar over a minimum 12 inch deep
aggregate base. The design depends on soil and other
site specific issues.

Bus Stop Fixtures
Current AC Transit policy (Board Policy 550) defines
Rapid Service and BRT as the only service types that
should have stops with bus stop fixtures. Other levels
of service have fixtures when provided by advertising
or when provided by the city. Berkeley should provide
input as AC Transit develops their Bus Stop Furniture
Guidelines. These will provide a useful basis for the
development of Berkeley’s guidelines for bus stop
fixtures, including definition of what improvements
AC Transit may provide and the role of Berkeley in
providing and maintaining bus stop fixtures in the City.

Bicycle parking is an element to include to provide
flexible access to transit and provide for cycling as a first-/last-mile connection; see related First-/Last-Mile Shared Mobility section below. Standards should be
developed for routes that are likely to have riders who cycle to the bus service, such as routes that are used
more heavily by commuters.

Street trees and other landscaping at bus stops
improve comfort for riders by providing shade.

Green stormwater infrastructure can also enhance the
sustainability of bus bulbs and help to address street
drainage issues that can occur when curb extensions
are constructed, see Figure 3.8.

Figure 3.5. Bus Pad in Seattle, Washington.
(Source: NACTO, B. Bryant)
Figure 3.7. Bus Stop Amenities at University Ave Stop.
(Source: Paul Sullivan)
Figure 3.6. Bus Stop Amenities at High frequency
Portland, Oregon. (Source: TriMet)

27 CITY OF BERKELEY03| DESIGN GUIDELINES AND POLICIES

2. Laneways and Intersection
Treatments
This section describes several treatments for lanes
and intersections that give priority to buses. These
improvements are typically made in higher ridership
corridors and will include other improvements, such
as Transit-Signal Priority (TSP), more fixtures at the
stops including off-board fare collection, shelters, and possibly platforms with a height to allow level boarding onto the bus.

Dedicated Transit Lane
Dedicating a lane for bus transit use can address
many sources of delay by removing conflict with other
vehicles and separating buses from congestion along a
street. The lane can either be in the center, along the curb, or floating between other lanes. Bus Rapid Transit (BRT) typically provides dedicated transit lanes with
raised bus stations like AC Transit’s Tempo service.

Dedicated transit lanes can also be used in areas with
high-frequency and multiple lines of service, like on
Bancroft Avenue from Telegraph Avenue to Oxford
Street. AC Transit Rapid lines, which have limited
stops to reduce travel time but no dedicated lane, are
good candidates to consider the implementation of
dedicated transit lanes as an interim step towards the
higher level of investment needed for full BRT service.

Dedicated transit lanes for Rapid service can be next to on-street parking, although this reduces the travel time benefits to some extent.

Figure 3.8. Tempo BRT Station on International Blvd.
in Oakland (Source: CD+A)
Figure 3.8. Green Infrastructure at Bus Bulb in Portland, Oregon. (Source: Dianne Yee)
Figur
e 3.10. Dedicated Transit Lane Diagram. (Source: NACTO) Figure 3.9. Tempo BRT Station on International Blvd. in Oakland. (Source: CD+A)

28 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
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Business Access & Transit (BAT) Lane
BAT Lanes can be used on high-volume, highly
congested corridor segments where there is no room
for boarding islands or bulbs and no curbside parking.

Right-turning vehicles can use the transit lane to
make right turns at intersections and driveways. San
Francisco has BAT lanes on Geary St. in downtown,
see Figure 3.10. Enforcement is needed to ensure that
delivery, rideshare, and private vehicles do not block
the lane for loading.

Peak-time Transit Lane
This lane treatment can be appropriate where either
bus and/or traffic have high peak-period volumes and
priority is given to transit vehicles. These are dedicated or BAT lanes that operate during the peak-period by
dedicating a lane, typically the curb lane, to transit
use. Typically, this flexible lane is used for parking and loading off-peak, but in some cases, it may be a vehicle travel lane.

Shared Bus/ Bike Lane
This type of transit lane should only be used on streets where the width of the street is very constrained, and
where no bicycle facilities exist or are planned. Also, bus speeds should be slow and have a moderate
frequency. Ideally dedicated and separated bus and
bicycle facilities are preferred. The design also needs to consider the potential for buses to safely pass
bicycles and for cyclists to safely pass buses when they are stopped.

Figure 3.11. BAT Lane on Geary Street. (Source: SFMTA)
Figur
e 3.12. BAT Lane on Geary Street. (Source: SFMTA)
Figur
e 3.13. Peak-time Transit Lane. (Source: NACTO)

29 CITY OF BERKELEY
Intersection Queue Jump Lane
This intersection treatment is appropriate on streets
that do not have dedicated transit lanes, at approaches to signalized intersections where buses encounter
long delays due to traffic congestion, and there is a
relatively low volume of right turns. They can also be
used at entry points to street segments with dedicated
lanes. A queue jump lane allows buses to bypass
queues of general traffic in a separate lane up to the
intersection where buses get a green light before other traffic to pass through the intersection. They can be
used at intersections without bus stops or with near-
side or far-side stops.

Transit-only Aperture
This intersection treatment is designed to allow buses
to be the only vehicles allowed to make a turning
movement or through movement which diverts general
traffic away from the transit route. This prioritizes transit in congested locations. The benefit to buses can be
enhanced by giving a green light for buses separate
from other traffic movements.

Figure 3.17 summarizes and compares the
recommendations from transit design guidelines listed
below, in the last column, indicates which ones are
recommended as City transit design practices:
•
National Association of City Transportation
Officials (NACTO) – Transit Street Design Guide
(2016)
•
Transit Research Board (TRB) – Transit
Cooperative Research Program (TCRP) Report
165: Transit Capacity and Quality of Service
Manual, Third Edition (2013)
•
Alameda County Transportation Commission
(Ala CTC) – Central County Complete Streets
Design Guidelines (2016)
•
AC Transit – Designing With Transit (2004) and
Multimodal Corridor Design Guidelines (2018)
•
Portland Bureau of Transportation’s (PBOT)
– Enhanced Transit Corridors Plan: Capital/
Operational Toolbox (2017)
03| DESIGN GUIDELINES AND POLICIES
Figure 3.14. Shared Bus/ Bike Lane, Portland, Oregon.
(Source: bikeportland)
Figure 3.15. Intersection Queue Jump. (Source: NACTO)
Figure 3.16. Transit-only Aperture in Portland, Oregon. (Source: PBOT)

30 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
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Policies

1. Stops and Stations
Policy 1.1 Bus stops on far-side of
intersections
It is preferred for all bus-stops to be placed on the
far-side of the intersection, when feasible. This is the preferred location for new and relocated stops.

Purpose: Far-side bus stops allow a bus to clear the
intersection before stopping and this improves bus
speed and reliability, particularly when combined with
Transit Signal Priority (TSP) technologies and queue
jump lanes.

Agency
Treatment NACTO TRB Alameda
CTC AC Transit PBOT City
(Proposed)
Stops
Far-side bus stop placement
Bus pull-out
Bus bulb (curb extension)
Bus boarding island with bikeway
Shared cycle track bus stop*
Bus pad
Bus stop fixtures
Real-time arrival info
Off-board fare payment
Lanes
Dedicated transit lane
Business access & transit lane
Peak-time transit lane
Shared bus/bike lane
Intersections
Intersection queue jump
Transit-only aperture
Transit signal priority & progression
* This is not recommended because passengers would disembark from buses and step directly onto the bikeway.

Recommended Treatment
Recommended in certain Contexts
Not Recommended
Figure 3.17. Summary of Transit Improvement Recommendations and Proposed Berkeley Recommendations Figure 3.18. Far-side Bus Stop Diagram. (Source: NACTO)

31 CITY OF BERKELEY03| DESIGN GUIDELINES AND POLICIES
Actions:

1. When implementing street modification projects
affecting or adjacent to bus stops, include
relocation of near-side stops to far-side locations.

2. Define requirements for developers to implement
this policy if their project fronts a potential far-side bus stop location.

Policy 1.2 Bus bulbs and boarding islands
It is preferred that bus stops be located on bus bulbs
or boarding islands when feasible, including the
implementation of multi-use bus bulbs or bus parklets
where desired by businesses or other uses adjacent to
the bus stop.

Purpose: Bus bulbs and boarding islands improve the
speed and reliability of bus service because buses do
not need to wait to re-enter a traffic lane. Also, bus
bulbs provide more space for pedestrians or sidewalk
seating on sidewalks.

Actions:

1. Replace pullouts at bus stops with bus bulbs on
multi-lane streets (with more than one traffic lane
each direction) when reconstructing or modifying
the street or sidewalk at or adjacent to a bus stop.

This would be in the form of a boarding island
where protected bicycle lanes are installed.

2. Work to update the existing City parklet program
to allow and encourage the provision of bus
parklets that follow the guidance in AC Transit’s
Bus Parklet Design Manual (2018).

3. Define requirements for developers to implement
this policy if their project fronts a potential bus
bulb or boarding island location.

Policy 1.3 Bus pads
Provide bus pads at bus stops served with 40-feet or
greater sized buses
Purpose: The combination of the heavy weight of
buses along with their braking or acceleration as they
enter or leave bus stops can result in the degradation
of the roadway pavement and increase the frequency
of needing roadway patching or repaving. Construction
of concrete bus pads will mitigate these issues.

Actions:

1. Construct bus pads when stops are moved, or new
stops are developed.

2. Coordinate with the City pavement program to
install bus pads as part of repaving projects.

Figure 3.19. Bus Boarding Island. (Source: Green Lane
Pr
oject)
Figure 3.20. Bus Parklet Illustration. (Source: Bus Parklet Design Manual)
Figure 3.21. Bus Pad on University Ave at Martin Luther King Jr. Way. (Source: Paul Sullivan)

32 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
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2. Lane and Intersection Treatments
Policy 2.1 Signal timing and transit signal
priority (TSP)
Implement signal timing improvements and/or transit
signal priority along major transit corridors.

Purpose: Signal timing and TSP can improve the speed
and reliability of service along a bus route.

Actions:

1. Provide TSP along the corridors and routes
identified in the AC Transit Major Corridors Study
(2016) and along Major Transit Routes identified in
the City’s General Plan Transportation Element, if
not already implemented. Include TSP in plans for
these corridors and in new traffic signals and traffic
signal modifications along these routes.

2. Develop a citywide implementation and funding
plan for upgrading TSP along corridors, identifying
where TSP already exists and any potential
limitations to future upgrades.

Policy 2.2 Prioritize the use of public right-
of-way for transit improvements over
parking
When finding space in the street for transit
improvements, such as moving bus stops, adding
bus bulbs, or adding a bus lane or transit queue jump
lanes, there is the potential for on-street parking
spaces to be removed. Giving priority to transit
improvements over parking reflects Berkeley’s Transit-
First Policy.

Purpose: Transit projects that improve transit reliability and efficiency for all the riders on a route may reduce the number of on-street parking spaces. A policy that
supports this transit benefit as a priority over parking will help facilitate construction of needed transit
improvements.

Actions:

1. In the planning and design for transit
improvements, work to minimize impacts to
parking and loading, including implementing curb
management strategies such as time limiting or
metering nearby on-street parking and loading
spaces where feasible.

2. Communicate Berkeley’s commitment to the
Transit-First Policy and the prioritization of transit
improvements over parking during community
engagement as projects are planned, designed,
and constructed.

3. Define requirements for developers to implement
this policy if their project fronts a bus stop.

Policy 1.4 Bus stop fixtures
Implement and maintain a standard for fixtures at
bus stops based on ridership, nearby destinations
(i.e., services and housing for seniors and people with disabilities), and frequency of service by working with AC Transit and shuttle operators.

Purpose: Bus stop fixtures provide riders with comfort, safety, and information that support their use of transit.

Fixtures can include shelters, benches, off-board fare
payment machines, maps, signage, real-time display,
lighting, trash/recycling cans, and emergency call
systems. While these fixtures are important, revenue
from advertising at bus stop shelters has diminished
to the point that it no longer covers the cost of
shelter cleaning and maintenance, causing advertising
companies to request that public agencies supplement
the advertising revenue with payments for shelter
cleaning and maintenance.

Actions:

1. Develop a standard for providing certain fixtures
to be present at certain types of bus stops based
on criteria for bus stop usage, frequency of service,
and corridor priority.

2. Identify funding to cover the cost of bus shelter
maintenance if advertising contracts are no longer
able to do so.

3. Define requirements for developers to implement
this standard if their project fronts a bus stop that
does not meet the fixtures standard.

Figure 3.22. Transit Signal Priority Diagram.
(Source: SamTrans)

33 CITY OF BERKELEY03| DESIGN GUIDELINES AND POLICIES
Purpose: Shared mobility devices are an important
way to provide first-/last-mile connections for transit riders to complete their trip. But micro mobility devices are often not parked out of the way of transit stops or pedestrian paths of travel at transit hubs and stops.

Actions:

1. Develop guidance or adopt existing guidance from
other agencies for bikeshare and scooter-share
parking zones near transit stops.

2. Work with shared mobility providers to implement
the guidance.

Discussion – Shared Micromobility Connections
Shared micromobility refers to shared-use fleets of
small, fully, or partially human-powered vehicles such
as bikes, electric bikes (e-bikes), and electric scooters (e-scooters). These devices are generally rented
through a mobile app or kiosk, are picked up and
dropped off in the public right-of-way and are meant
for short point-to-point trips.

Bikeshare (shared bicycles and e-bikes)
Bay Area Bike Share launched in 2013 and is now
operating as Bay Wheels by Lyft. There are currently
over 2,600 bicycles at stations throughout the Bay
Area, including in Berkeley.

Bikeshare users have different reasons for riding than
scootershare users. In survey data from several cities, people who use station-based bikeshare are more
likely than people using scootershare to report that
they ride to get to/from work and to say that they use
bikeshare to connect to transit. (1) In 2018, over half

3. Operations and other Policies
Policy 3.1 Temporary Transit Impact
Notification
Give notice to transit riders about temporary
relocations or changes in service at transit stops and
along transit routes.

Purpose: Giving adequate notice of temporary transit
service changes to riders which gives them time to
adjust when they take trips or find alternative modes
for their trips.

Actions:

1. When a bus stop is to be temporarily closed due
to construction or a special event, identify a new
location for the bus stop whenever feasible. The
temporary bus stop must be ADA accessible and
at curb height and must provide at least 8 feet of
level boarding space measured perpendicular to
the curb edge.

2. Develop guidance on traffic handling plans
and temporary relocation of bus stops due to
construction and special events.

3. Provide notice of construction or other impacts
to AC Transit prior to their standard two weeks
request for notification so that there is additional
time to inform riders.

Policy 3.2 First-/last-mile shared mobility
At transit hubs, such as BART stations or major bus line stops, provide parking for micro mobility that is safely out of the way from the transit facilities and active
sidewalk space.

Figure 3.23. Shared Mobility Parking at Bus Hub.
(Source: MTC-Nelson\ Nygaard) Figur
e 3.24. Why People Ride. (Source: NACTO)

34 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
DECEMBER 2022| REVISED DRAFT
Locally, SFMTA found in a survey of scootershare users, that 34% of respondents used scootershare services
to get to or from public transportation, and nearly
28% of respondents would not have taken transit if
a scooter was not available but used the service to
connect to transit. This indicates that scooters generally complement transit by serving as a valuable last mile
connection. However, “transit” was not distinguished
between buses and subway or light-rail.

In September 2021, the City of Berkeley adopted a
Shared Electric Micromobility Permit Program that
allowed permits to be issued to up to three companies
to provide free-floating shared electric mobility devices to the public. Permits were issued in spring 2022.

More than half of the devices provided are ridden
by standing on them. Two of the three companies
also provide seated electric scooters, while the third
company provides mainly standing scooters and some
e-bikes.

The following guidelines and policies are recommended
for scootershare to better support transit:

1. Scootershare operators should use geofencing to
prohibit scooters from being parked in bus stop
areas and from being locked to bus stop poles.
•
The requirement of lock-to mechanism on
scooters addresses the major issues of sidewalk
clearance and pedestrian safety. However,
scooters should not be parked within bus stop
areas where they may obstruct passengers
boarding and alighting.

2. Scootershare program guidelines should include a
guiding principle for supporting transit.
•
For example, one of SFMTA’s Emerging Mobility
Guiding Principles is, “Powered scooter share
must support, rather than compete with,
public transit services, and must account for
the operational needs of public transit and
encourage use of high- occupancy modes.”

3. Locate scootershare parking in the curbside
parking lane or street space such as on bulb-outs.
•
Scootershare parking can be located on a minor
street around the corner from a bus stop. This
can achieve the safety benefits of daylighting
the corner for pedestrians while providing a
visible connection from transit and scootershare
services.
•
Prioritize scootershare parking areas at major
transit corridors.
of bikeshare users in Oakland linked their transit card to the bikeshare system, making unlocking bikes a
quick tap and making payment more seamless across
systems.

Based on bikeshare serving as a first- and last-mile
mobility connector to transit, the following guidelines and policies are recommended to promote this
relationship between the modes:

Work with bikeshare providers to promote
bikeshare-transit connections.

1. Locate bikeshare stations adjacent to transit stops
on major corridors.

2. Expand targeted outreach to bikeshare users about
transit connections, and targeted outreach to
transit users about bikeshare.

3. Increase outreach to low-income communities
about transit and bikeshare connections and low-
income bikeshare membership.

Explore feasibility of free transfers between
bikeshare and bus.

1. Work with regional agencies to incorporate
bikeshare transfers into Clipper.
•
In Pittsburgh, HealthyRide members receive a
free 15-minute transfer between bikeshare and
the bus. This has increased bikeshare ridership
even without an expansion of the bikeshare
system.
•
Bay Wheels can be accessed by Clipper Card.

Integrating bikeshare fares and free transfers
into the Clipper system can encourage more
bikeshare and transit trips, improving mobility
and increasing equity.

Scootershare (scooters, e-scooters, e-scootershare,
powered scooters)
Scooters emerged in 2017 as a new shared mobility
service in the United States. Companies began
operations in some cities without government permits
of consent. Several cities responded with cease-and-
desist orders and fines. Some cities developed pilot
programs for scootershare to study ridership behavior
and capabilities of scootershare companies to help
achieve cities’ transportation goals.

Pilot program evaluations have found multiple effects
of scooters, but the net effect on transit is inconclusive.

Scootershare users reported using scooters to replace
walking trips, as well as personal car trips, ride-hailing trips, and transit trips. They also use scooters to
connect to transit.

35 CITY OF BERKELEY03| DESIGN GUIDELINES AND POLICIES
Policy 3.5 Create a City-AC Transit
Interagency Liaison Committee (ILC)
Work with AC Transit and City Council to form
and regularly convene a Berkeley-AC Transit ILC
to collaborate on joint service planning and transit
corridor projects.

Purpose: Improving coordination between the City
of Berkeley and AC Transit will help achieve desired
transit service and infrastructure improvements for
people who live and work in Berkeley, and visitors to
the City.

Actions:

1. Work with City Council and AC Transit to appoint
two City Councilmembers and two AC Transit
Board Directors to the Berkeley-AC Transit ILC.

2. Coordinate with AC Transit staff to schedule and
manage the Berkeley-AC Transit ILC.

Policy 3.6 Support Attraction and
Retention of Bus Drivers
Recognize that transit agencies are facing driver
shortages due to a challenging work environment
and a high number of retirement eligible workforce.

Advocate for regional operational funding sufficient to attract and retain drivers.

Purpose: Transit providers serving Berkeley have been
experiencing difficulties attracting and retaining bus
drivers.

Actions:

1. Coordinate with AC Transit, other service
providers, and other local agencies to advocate at
the regional level for funding to provide adequate
pay, benefits, and a supportive work environment
for transit drivers.

Policy 3.7 Improve Facilities for Bus
Layovers
Evaluate identify, and implement bus driver layover
improvements, including bus driver and restroom
needs, ADA and universal accessibility improvements,
curb lengths, and other right-of-way improvements
under City purview.

Purpose: Bus service is adversely affected by
inadequacies in bus layover facilities which can
delay buses. These inadequacies, particularly lack of
access to restrooms, negatively affect drivers’ work
environment.

Policy 3.3 Advocate for creation and
adoption of a more equitable and
transparent service cancellation policy that
also preserves service on lines serving
Berkeley middle and high schools
Advocate for creation and adoption of a more
equitable and transparent AC Transit service
cancellation policy.

Purpose: Many residents of Berkeley’s historically
underserved communities are dependent on AC
Transit bus service for most of their transportation
needs. AC Transit’s current policies and data indicate
that avoiding service cancellations for routes serving
these populations should be a higher priority.

Actions:

1. Coordinate with AC Transit staff and the AC Transit
Board of Directors to develop and approve a new
equity- and ridership- based service cancellation
policy.

2. Continue to collect and review data from AC
Transit regarding service cancellations in Berkeley.

Policy 3.4 Support AC Transit in Various
Payment Options
To increase transit efficiency by reducing dwell times
at bus stops, support the development of all-door
boarding and off-board payment options.

Purpose: The amount of time that passengers are
loading and alighting the bus has a significant effect
on the speed and reliability of service along a route.

All-door boarding is one way to reduce this time.

Efficiency can be increased further by providing for fare collection at the stop prior to passengers boarding the bus. The Tempo BRT service provides ticket vending
machines on the platform; fare inspectors ride on
the buses and will ask riders for proof of payment.

This type of fare collection could be expanded to
other routes that repeatedly experience delays from
passenger loading.

Actions:

1. Coordinate with AC Transit to monitor conditions
on high-ridership routes in the City and explore
expansion of all-door boarding and a off-board
payment options

36 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
DECEMBER 2022| REVISED DRAFT
Actions:

1. Coordinate with AC Transit to evaluate bus layover
facilities in Berkeley and plan for improvements as
needed.

2. Coordinate negotiations and agreements between
AC Transit and business and building owners
regarding access for AC Transit drivers to restroom
facilities at layover locations.

3. Make necessary changes to layover locations to
provide adequate space and safety for operations.

4. Develop a list of alternative restroom facilities for use by bus drivers at layovers and share this with
transit operators.

Policy 3.8 Work with AC Transit to improve
reliability and service on lines that take
students to Berkeley middle and high
schools
Many students use, or could use, AC Transit service
to access Berkeley middle schools and Berkeley High
School, particularly those students living in Equity
Priority Communities.

Purpose: Many AC Transit routes provide service
within close walking distance of middle schools and
the high school in Berkeley. Recently adopted changes
to the Berkeley Unified School District (BUSD) middle
school assignment policy will increase the distance
between some students’ homes and their schools.

Berkeley High School, as the single high school,
is outside of walking distance for many students.

BUSD does not provide bus service for the general
population of middle and high school students.

Improving reliability and service on lines serving these schools will make transit a more viable option. This
policy is supported by Alameda CTC’s Student Transit
Pass Program that provides free AC Transit service for
eligible middle and high school students attending
Berkeley middle and high schools.

Actions:

1. Work with AC Transit to identify steps and funding
to make improvements for routes that serve middle
and high schools.

2. Identify pedestrian access and safety treatments as
well as funding to make improvements connecting
nearby bus stops to the schools.

Transit Corridor
Study Prioritization04

38 TRANSIT-FIRST POLICY IMPLEMENTATION PLAN
DECEMBER 2022| REVISED DRAFT
AC Transit Major Corridors Study (2016) identifies
the following streets in Berkeley for future significant transit impr
ovements: San Pablo Avenue, Adeline
Street, Telegraph Avenue, Shattuck Avenue, University
Avenue, and College Avenue. The figure below shows
the long-term investment strategies recommended by
AC Transit for these corridors.

The year by which this plan recommends that transit
corridor studies be completed is shown in the last
column of the table for comparison. The corridor
studies would evaluate a range of transit infrastructure improvements, including transit-only lanes and full Bus Rapid Transit.

San Pablo Avenue
The San Pablo Avenue within the City of Berkeley
extends from Harrison Street in the north to Haskell
Street in the south. San Pablo Avenue is under the
jurisdiction of the State Department of Transportation
(Caltrans) as it is designated as State Route 123.

Transit Corridor Study Prioritization
Figure 4.1. AC Transit Tempo BRT in Oakland.
(Source: CD+A)
This chapter identifies and prioritizes corridors for
future study of their transit infrastructure needs. The proposed prioritization considers AC Transit plans,
funding already acquired by the City for transit corridor studies, and anticipated transit demand.or being
late to work. A lack of reliability can lead to people
deciding to take other forms of transportation.
* Adjacent to Ashby BART station: 2023; south of Ashby BART station: 2024; north of Ashby Ave: 2025
** Led by Alameda County Transportation Commission
Figure 4.2. Major Corridors Long-Term Investment Strategies. (Sources: AC Transit and City of Berkeley) Corridor AC Transit – Long-Term
Improvements (by 2040)
City of Berkeley - Transit
Corridor Study Completion
Date
San Pablo Avenue Bus Rapid Transit **
Telegraph Avenue Bus Rapid Transit 2024
Adeline Street* TBD 2025
Shattuck Avenue Rapid Bus – Overlay Local 2027
University Avenue Bus Rapid Transit 2029
College Avenue Rapid Bus – Replace Local –